SAAB-Fairchild 340

What makes the 340 a real reflection of the ‘eighties is that it ably demonstrates the marketing and economic advantages of joint collaboration between nations – so well illustrated in recent years by such successful projects as Airbus, Tornado and Jaguar. Both Saab and Fairchild have long and noteworthy careers in designing and building aircraft. Between them they currently employ in excess of 52,000 people worldwide, and in 1979 had a combined gross turnover of more than $4 billion. Fairchild, via its commercial subsidiary, Swearingen Aviation Corporation of San Antonio, Texas, produces the 19-seat Metroliner, of which more than 200 are in worldwide service with more than 40 individual operators. Saab, on the other hand, is currently most noteworthy for its sophisticated Viggen fighter in addition to participation in the DC-9 Series 80 and BAe146 airliner projects.

The 340 is being built to meet FAR Part 25 requirements and will incorporate advanced composites developed by both Fairchild and Saab-Scania. A straight wing with single slot flaps and conventional ailerons will be used, whilst the rudder and elevators will be manually operated with two separate mechanical transmission systems for fail-safety. The 340 will have an initial maximum take-off weight of approximately 24,000lbs which will allow four stages of 100 nautical miles without the need to refuel whilst carrying normal acceptable reserves. The 340 will be able to operate at gross payload out of airfields well under 4000ft and will be capable of cruising at up to 310kts.

The 340 will be certified to carry 34 passengers in three-abreast seating at 30-inch pitch. Being pressurised, the 340 can operate out to ranges of 800 nautical miles at full payload and take advantage of the obvious operating economies of cruising at 20,000ft Ideally, commuters spend most of their lives flying sectors of between 100 and 180 nautical miles. Still, many operators require the “long thin route” often not profitable using larger equipment such as the F-27, Dash-7 or BAe748. Another consideration is that the longer-legged commuter can double up as a night-time freighter if sufficient range is built into the basic design. Australia is a classic example of how the “people by day, parcels by night” philosophy can make a marginal commuter airline a money-maker.

Heart of the 340 will be the General Electric CT7-5 turboprops, each delivering 1654shp for take-off. The CT? is an all-new engine from GE, though that company has used the basic core from the T700 turboshaft which has had nearly a decade of history with the US military forces. General Electric expect fuel consumption to be between 15 and 20 per cent below comparable engines and being of modular design various components of the CT? can be removed and replaced virtually in the field to ensure that TBO downtime is kept to a minimum. The selection of the CT? came as a surprise, particularly in view of Swearingen’s long association with Garrett AiResearch (who produce the TPE331-4 which would have been suitable for the 340) and the fact that Saab-Scania have an economic interest with Volvo, who are partners with Garrett. The selection of the GE engine is certainly a heartening endorsement for the CT?.

Production of the 340 will be split between Fairchild Republic facilities in Farmingdale, New York and Hagertowns, Maryland, where the wings and empennage will be built, and Linkoping, Sweden, where the fuselage will be manufactured and final assembly carried out. Green aircraft to be sold in North America will be ferried to Swearingen Aviation in San Antonio, Texas, the home of the Metro 11, where the aircraft will be finished. Aircraft destined for other countries will be completed in Sweden.

All in all, the 340 is symbolic of the new breed of up-market commuter aircraft, which certainly deserve the title of airliner. Prospects in Australia look good, particularly with current Metro operators who will have by the mid-‘eighties outgrown their current aircraft. Surprisingly though, the biggest Metro operator, Bush Pilot Airways, has opted for the rival DHC-8, though at time of writing this order was only backed up by letters of intent.

With first flight in early 1983 and firm customer deliveries commencing a year later, the stage looks set for a good mid-eighties marketing battle between Embraer with the Brasilia, DeHavilland Canada with the Dash 8 and Saab-Fairchild with their 340.