20 Years of the Saab 340

SAAB AIRCRAFT Customer Services Wingtips Issue 4 March 2003 Information to Saab 340 and Saab 2000 Operators

State of the company Focus on operations

www.saabaircraft.com MESSAGE FROM Contents

Saab 340 marks 20th anniversary...... 3

State of the Saab Aircraft Company ...... 4 by Hans Almér, President Saab Aircraft AB

The environmentally friendly Saab 340 and Saab 2000 ...... 5 by Lennart Ericsson, Senior Engineer Aerodynamics-Operations Engineering

John Belanger Saab 340 questions from the fleet...... 6-7 by Captain Bob Roth, Flight Operations Welcome to the first issue of Wingtips for 2003! Saab 2000 Operators’ Conference ...... 8 Normally in this section you would find a greeting from Hans Almér and TAWS update ...... 8 Marty Schultz with some well chosen words summarizing Saab’s support by Per Skogsberg, Sales Manager, Modifications activities towards our customers and the market place in general. However, in this first issue of 2003 we have instead chosen to expand Flexible logistic solutions to fit any operation ...... 8 that summary into a full article and provide the president of Saab Aircraft AB the opportunity to comment in detail.You will find the special Structural design and maintenance principles ...... 9 “State of the Saab Aircraft Company” address on page 4 of this issue. by George Caracost, Customer Service Director.

That leaves it up to me to fill this space and to fill you in on this issue— Maintaining aircraft performance ...... 10-11 by Joakim Andersson, Manager, Aerodynamics-Operations Engineering and I’ll do my best! Management changes...... 11 In addition to the above, this issue marks a milestone in the Saab 340 story—namely the fact that we are celebrating 20 years of Saab 340 Saab operators ...... 12 service this year. The workhorse of the regional aircraft fleet is now officially a veteran—and still going strong. You’ll find an article covering the birth of the 340 on page 3. It will be a topic that we will continue Saab Aviation Services to touch on both in future Wingtips issues as well as in Saab Aircraft SE-581 88 Linköping Leasing’s Market Report during the coming year. Sweden Tel: +46 13 18 2616 Wingtips is traditionally an information source for the flight and Fax: +46 13 18 4495 maintenance folks who operate and maintain our aircraft, so of course e-mail: [email protected] www.saab.se there is, as always, technical and operational information and tips that we hope will be of interest and assistance. Towards this end, look for several Saab Aircraft AB “Ops” oriented articles. SE-581 88 Linköping, Sweden Telephone: +46 13 18 2616 In closing, and since this is my first opportunity to address the readers of Telefax: +46 13 18 4495 Wingtips personally, I would like to both introduce myself to those of you e-mail: [email protected] who I have not as yet had the opportunity to meet, as well as take the chance to give my warmest regards to those of our operators and vendors Saab Aircraft of America LLC who I have met and worked with over the years. 21300 Ridgetop Circle Sterling,Virginia 20166 U.S.A Telephone: +1 703 406 7200 It has been about two years now since my transition from a technical Fax +1 703 406 7222 position within the company into PR and Communications. While the e-mail: [email protected] change in my work-related responsibilities has been rather dramatic, after 12–plus years with Saab Aircraft, I still find the interaction with our www.saabaircraft.com customers, suppliers and others to be as stimulating and rewarding now as I did during my earliest days at Saab Aircraft. I look forward to Wingtips is published by Saab Aircraft AB meeting even more of you in my current position and to many more good years as part of the Saab Family. Editor: Kelly Murphy Emerald Media [email protected] Europe: Alison Chambers Good Reading! Emerald Media [email protected]

Design and Layout: Aeris Graphic Design [email protected]

Customer Services Saab marks 20th anniversary The first tentative steps

The year 2003 marks the 20th anniversary launch of the B series. The third prototype, of the Saab 340. In this time, the aircraft serial number 003, joined the test fleet has earned the reputation of being a soon after, allowing the program to fulfill reliable, dependable workhorse capable of its planned schedule on time. operating in a diverse range of conditions The Saab 340 was way ahead of its from the frozen winters of Scandinavia to time and the first, by a long margin, of a the hot, dusty and frequently stony whole new generation of regional airlines. landscapes of South America. The aircraft It demonstrated the incredible faith felt by has carried VIP’s (the Pope in June 1984) the Board of Saab-Scania and its then Saab 340 Roll Out as well as freight in the newly configured partners Fairchild Industries and General dedicated cargo version. The Saab 340 is Electric. It was also the first aircraft ever to equally at home plying the runways of work towards Joint European Certification, and founder, Gary Adamson, signed up for major international airports or rarely used JAR 25, previously the responsibility of five of the type in 1981. airways providing essential links to remote individual countries. This was no mean feat Since those heady days, much has communities. and required a total of 35,000 man-hours changed in the world of aviation, but one Having ‘rolled out’ in front of an and 1,731 test flights, of which 585 hours thing has remained constant: The Saab audience of a thousand people on October were certification tests. 340. With over 10 million flights to its 27, 1982, prototype serial number 001 of The program was no pie-in-the-sky. credit to date, it has proven itself to be a the Saab-Fairchild 340A, as it was then Regional airlines around the world saw venerable workhorse and can be found known, made its tentative, maiden the potential in this revolutionary new providing a vital service in every corner of flight in January 1983 from its home regional aircraft and were active, the world. A veteran perhaps, but a reliable base in Linköping, Sweden. Aircraft 001 is, sometimes even vociferous, in their input one with many more years still to enjoy. incidentally, famous for the signature on its and recommendations. Legend records fuselage, personally inscribed by King Carl that Moritz Suter, then President and Saab 340 Joint Certification XVI Gustaf and can still be seen today, CEO of Switzerland’s painted in Skyways colors ‘flying’ atop a Crossair (and worldwide post on the outskirts of Linköping. This is launch customer), declared a proud monument to Saab’s historic links ‘You build it and I’ll buy 50,’ with the city. which he eventually did! A rigorous flight test program was It was also in 1983 that launched with the first 24 flights Cincinnati-based Comair completed in just four weeks. Serial announced to the world number 002 followed in April of that year, that it would be the first just in time to make its debut at the Paris US carrier to put the 340 Air Show in June, before returning to into service. They were not, Sweden to join the flight test program and however, the US launch then on to conduct hot and high trials in customer for this mould- Terrejon, near Madrid in Spain in the July. breaking little airliner. It remained as a test aircraft for ongoing That accolade goes to Air development trials leading up to the Midwest whose President

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Saab Aircraft— engineering capability, or a full complement with UK-based AIM, secure cockpit doors of spares. This is where Saab’s tailored have been developed. Deliveries and The state of the support service comes into its own. installation of the new doors are expected to Many of our operators are also new to be completed in good time to meet the early company the type, again requiring a higher level of April 2003 deadline. Evaluations of the fuel by Hans Almér, President Saab Aircraft AB support from Saab, particularly during the tank safety issue were submitted last year, integration stage. In some ways it is and the implementation and integration of s we reminiscent of the early days, some 19 or 20 TAWS has also been addressed. enter years ago, when all our customers were new Further ahead, we are working on the Awhat to the type, requiring high levels of support proposed reduced vertical separation over appears to be per aircraft, particularly during start up. 29,000 feet for Saab 2000 operations. We are yet another These days, it is also frequently the also continuously updating studies on other year of uncer- case that the Saab operation is a move up potential future requirements. Our intention is tainty in the from 19-seaters, in an environment with to always be proactive and to have a solution aviation in- little infrastructure to support the enlarged available and “in the box”almost before the dustry, I’d like operation. It is in these cases that Saab’s customer realizes the need. to take the expertise and experience really comes to Management programs are already in opportunity to the fore. An expanded and continuously place to continue adding value to the fleet. share my views about the future of Saab refined set of tools, such as the recently For example, the design life of the 340 has Aircraft and our market place in general. introduced web portal which allows recently been increased from 45,000 to With the challenges the industry has operators to easily order spares, lodge 60,000 hours, adding another seven to faced over the last few years, and is reports or simply ask for advice, make it eight years of life to the aircraft. Indeed the continuing to face, also come opportunities. easier for maintenance personnel to keep highest time 340 has just passed 40,000 We have the chance, as well as the need, to their aircraft where they belong—in the air. hours, which adds 10 to 15 more years to re-examine how we do business, take stock Although already renowned for its usable life. of our operations and to examine fresh reliability, Saab recognizes the need to offer To make even better use of this ideas. Above all, to remember how more practical solutions. We are expanding extended life-cycle, and in response to important it is to listen to our customers activities under JAR 145 approval to market requirements, we have also, just and be responsive to their needs. undertake more maintenance, more heavy two months ago, introduced a dedicated Airlines across the board are finding checks and refurbishment programs. Steps Saab 340A cargo version, adding greater margins getting tighter and tighter, making have also been taken to reduce lead times, flexibility to its potential role. it imperative that OEMs and suppliers further increase aircraft system reliability I have not mentioned aircraft safety in work even closer with them to improve and to improve and augment our already this article, at least until now. That is because reliability and shorten lead times. Here at superior logistics support with a it is a given in all of our activities. Maintaining Saab we believe that we are adapting to restructured PEP solution and the new the airworthiness of the Saab 340 and 2000 is the changing scenario by building in even REPOS program, offered in conjunction paramount. The Saab fleet remains among the more flexibility to our systems and with Saab Aviocomp that was recently safest in its class, and our staff work businesses, increasing our response introduced (see related article on page 8). continuously to ensure that it remains so. As capability in shorter time-frames and Training is high on the agenda too, a company, we are active in the Flight Safety tailoring the level of support according to with JAR 147 approvals currently being Foundation and do our part to promote air each individual customers needs. sought for European operations. Approval safety in the industry as a whole. It goes without saying that the size of by Transport Canada for mechanic type Much of our activity has been, and will the Saab fleet remains more or less training has already been won, giving us continue to be, market and authority constant. However the trend, especially in the ability to provide factory training in driven. With a fleet of over 500 aircraft the US market, is moving toward more that growing marketplace. flying in all corners of the globe, Saab customers operating smaller fleets. And New and impending regulations are Aircraft remains committed to sustaining with smaller fleet sizes operating with adding even more of a burden to the hard- and further developing an infrastructure fewer in-house resources, comes an pressed independent regional operator. But that supports and enables the continued increased need for support. It is not viable again, Saab is working on cost-effective operation of the fleet which is still, by any for operators with six or seven aircraft in solutions to ensure that our customers are criteria, one of the most reliable in its field. their fleet to have a full maintenance and compliant in good time. In co-operation

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The environmentally friendly levels. However, with slow rotating, swept six-bladed propellers, relatively quiet engines and a modern, full authority Saab 340 and Saab 2000 digital electronic control (FADEC) for the by Lennart Ericsson, Senior Engineer Aerodynamics–Operations Engineering propeller and engine, the design goal for the Saab 2000 was achievable. Environmental impact, particularly in Noise impact around airports is also a Certification noise reduction characteristics of regional aircraft 300 relation to aircraft operations, is an sensitive issue. Here, application of noise Jets issue of continual and growing abatement procedures (NAP) can have a Props 340/2000 importance in our industry. On noise positive effect with significant reduction of 290 and emissions from aircraft, there the noise exposure area. This is exemplified

Annex 16 Chapter 3 Low Limit are certification regulations provided in Figures 2 and 3 for the 340B at takeoff 280 through ICAO and FAR. and landing, respectively. The impact of Regional aircraft in general, and the flight procedures on 70 dBA footprints is

270 Saab 340 and Saab 2000 in particular, shown. (Note the expanded lateral scale have low noise levels. In fact, both Saab for distance.) On this subject, your Saab types meet regulatory external noise operations support staff can assist with 260 limits with quite a margin and are rated more specific information. Cumulative certification noise levels - EPNdB Cumulative certification noise levels Ref. ERA Brochure favorably with respect to engine exhaust Ramp noise with the APU in 250 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 gaseous emissions. operation is also an issue to be Year of introduction Noise is the environmental issue considered. In the Saab 2000, the location Figure 1 most often associated with aircraft and of the APU in the tail cone with the inlet Saab 340B/MTOW impact of Noise Abatement Procedure where regulations are fully established. and exhaust pointed upwards is the best at takeoff 70 dBA Noise Footprint ICAO Annex 16 and FAR Part 36 set the from a low noise signature point-of-view. 2000 Baseline procedure standards that evaluate noise levels at Measurements around the aircraft have NAP 140/1500 ft three reference certification conditions shown that the design goal for ramp noise,

1000 during takeoff and landing. In Figure 1 set to five decibels below ICAO Annex 16 to the right, the improved noise guidelines, is met. reduction characteristics for regional A Landing and Take-Off (LTO) cycle is 0 aircraft since 1960 are displayed. The defined in ICAO Annex 16 for certification chart shows the cumulative effective of engine exhaust gaseous emissions for jet Lateral distance - m Lateral distance -1000 perceived noise level for Takeoff (flyover), engines. This cycle has also been used Sideline (or Lateral) and Approach and recently to estimate emissions for non- clearly demonstrates the low certificated regulated turboprop engines in order -2000 -2000 0 2000 4000 6000 8000 10000 noise levels for the Saab 340 and Saab to satisfy classification of aircraft for Distance from brake release - m 2000 at introduction into service. emissions charging schemes at airports. Figure 2 Figure 1 has shown that the Saab In Europe, Switzerland and Sweden Saab 340B impact of Noise Abatement Procedure at landing 2000 cumulative certification noise level were the first countries to introduce 70 dBA Noise Footprint is about the same as for the smaller emissions-related landing charges, with 2000 Max Prpm Saab 340. This is no surprise (to us the aim of reducing specific emissions Min/Max Prpm anyway). In spite of having more than from air traffic and to encourage airlines to 1000 twice the engine power of the Saab 340, invest in aircraft with environmentally m

– the design goal for the Saab 2000 was friendly engines. Based on the estimated

0 set early in the program to be release of NOx in the LTO cycle, the comparable to the certificated noise charges were expressed as a surcharge on the landing fee ranging from zero to 30% Lateral distance levels for the Saab 340. This was a -1000 market requirement, albeit a tough one, (40% in Switzerland) in increments of 5%. as the Saab 340 had already become In both countries, the Saab 340 and Saab -2000 one of the quietest regional aircraft in 2000 aircraft qualified for zero surcharges -2000 0 2000 4000 6000 8000 10000 Distance to threshold - m its class. Indeed, at some small airports which no other turboprop engines in Figure 3 the 340 had set the criteria for noise competitive aircraft did.

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This is the first of a two-part Question and Answer forum. Saab 340 questions from the fleet by Captain Bob Roth, Flight Operations

As we enter the Saab 340’s 20th year of flight, it seems, to paraphrase the old song; there are no new questions under the sun. With some questions being asked, and asked, and asked again! But quite often a brand new question or issue is raised and requires us to put on our thinking caps (and sometimes the dunce cap…). For the benefit of new members of the Saab 340 flight operations family, and for you old-timers sleeping in the back of the classroom, the following are a few recent questions received from your fellow aircrews out there in the “real world”. By the way, please have patience if some of these are really old news to you. In return, we Electrical won’t tell anyone if you’ve learned something. “What is the correct method, and purpose, of the “Bus Tie Enjoy! QConn” check after 2nd engine start?”

Aircrews are accustomed to confirming“warning”(or in this case, Aa “not normal”) lights OFF during checklists—and it has been Avionics observed that many crews have come to believe that after engine “Since the EFIS CRT’s often blank out when start they are merely checking that the green BUS TIE CONN Qthe hydraulic pump cycles, is it OK to just turn light is OFF. However, while this is almost half correct, the proper the pump switch OFF?” check is ensuring that the green light is ON, prior to selecting the 2nd generator on line, then OFF after that generator connects. No. “Blanking” of the CRT’s caused by voltage This is to ensure that the start relay has properly closed—and thus Adrop during cycling of the hydraulic pump generally avoiding a nasty surprise if the opposite generator should later causes no damage to the CRT’s, etc. Forgetting to fail. switch the pump back on and taxiing into something hard and expensive might. “Maintenance control told me to place the BAT switches in QOVRD recently while parked with EXT PWR ON. Is this OK?” “What is a good way to shorten the Qlife of my neat-o EFIS?” NO. Battery overtemp protection is NOT provided with ABAT switches in OVRD. This function is intended for a Sitting on the flightline waiting for passengers in theoretical emergency case only (i.e., really bad day), where Aa static airplane with LEFT and RIGHT AVIONICS DC Generators have been lost and battery temperature(s) on line—especially, but not limited to, on a warm exceed 71 deg. C., resulting in opening of BAT relay(s). day. EFIS has been around for 20 years in regional aircraft now (hmmm, about the time the 340 appeared on the scene…), so flight attendants, co- pilots, and etc. are no longer impressed with all the sparkles in the cockpit. So, if you are not using it— turn it off—and impress the kids with your 10,000 hours of Saab 340 flying!

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Pneumatics and ECS “The DEICE OVTEMP light AP/FD Qsometimes illuminates during HP “Why doesn’t the autopilot bleed operation. Since we know it’s Qdisconnect with yellow AIL, RUD, only because of the HP air, can we or EL alerts like it does on my disregard the light?” ‘other’ airplane?”

It is possible that bleed air The Saab 340’s autopilot system Atemperature upstream of the deice Awill advise you, via the above- distributor valves (downstream of the mentioned annunciators, when the Saab 2000 pressure regulator) may exceed 150º C. affected servo has reached approx- when high pressure bleed air is present. imately 80% of its capability. In other Operators’ This is especially likely in event that words, letting you know that it’s airflow over the nacelle bleed air pre- working pretty hard. Such forces may Conference cooler area is limited—such as may be the result of control surface mis- happen when operating with a feathered trim, OEI flight, flap extension/ June 2 – 4, 2003 propeller, tailwind, etc., even with retraction, unusual resistance in control benefit of the pre-cooler jet pump circuits (i.e., cables, pulleys, etc.), or Linköping, Sweden action. In any event, illumination of the some external factor. Once a servo has caution light cannot be ignored, and the reached the limit of its capability to abnormal checklist should be maintain commanded attitude, the Don't forget to put this date in accomplished. If the DEICE OVTEMP aircraft will begin deviating from the light extinguishes, the abnormal intended flight path, but autopilot will your diary! checklist allows continued operation— remain engaged. This most certainly The 2003 Saab 2000 Operators however, use of HP bleed air on the will not occur without prior ground may be restricted. illumination of the effected yellow Conference marks a significant alert. Such system protocol is change in focus. “Can I run the RECIRC fans without considered much more desirable than We plan an executive manage- Qdamage if a ground air conditioning an out-of-trim aircraft triggering a cart is connected and running, even if sudden autopilot disconnect without ment meeting with the goal of aircraft’s ECS is off?” warning. bringing key personnel and decision

Yes, as long as ground air cart makers from the operators, major Aoperation is monitored, and the RECIRC vendors, and Saab Aircraft together switch(es) are selected OFF if ground air should become unavailable. in an open forum. Significant technical and operational issues will

“Stuff you’ve written here conflicts with my company’s policies and be addressed with a focus on Qprocedures. What should I do?” integrated technical and logistics

Always follow your companies’ approved policies and procedures, but feel free solutions. Ato discuss the preceding recommendations with your flight ops management Invitations to the conference will personnel, if appropriate. be mailed in the near future. Q“Any final words?” Contact your Saab CSD for more detailed information. AYes – keep flying safe, and keep flying Saab!

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TAWS update by Per Skogsberg, Sales Manager, Modifications

This article is a reminder to start aircraft will be out of service, on ground Saab 2000 TAWS planning for the implementation of for at least a week just for TAWS. To avoid TAWS for the Saab 2000 is TAWS in your Saab 340 fleet, if not such a situation, it is highly recommended currently under development, with already in place. that TAWS planning is started now. the SBs estimated to be released With an increasing orderbook, it is by the end of 2003. More becoming more difficult to manage With time pressing, many Saab 340 speedy deliveries. The current, guaranteed information will follow later. operators are now starting to line up lead-time is six months, indicating the Please call, e-mail or fax for for TAWS. The orderbook is growing importance of placing a Purchase Order at more information. Also, please visit constantly as the mandated installation least six months ahead of a scheduled the Honeywell web site at date approaches, so care needs to be taken installation. In some cases a shorter lead- www.egpws.com. to minimize aircraft downtime. Bearing in time may be possible, but should not be mind the TAWS installation requires relied upon. Per Skogsberg approximately 200-230 man hours and 7- Sales Manager, Modifications 10 days on ground, it is sensible to plan The following mandates apply: Sales & Marketing the installation together with a 4,000 hour FAA March 29, 2005 Phone +46 13 18 3928 check or similar. However, the 4,000 hour JAA January 1, 2005 Fax: +46 13 18 5115 check interval for a Saab 340 indicates that CASA July 1, 2005 E-mail: there is likely to be only one scheduled [email protected] before 2005 and if that one is missed, the Flexible logistic solutions to fit any operation Saab Aircraft has recently upgraded its Parts Exchange Program investment in spares, removal rate of components, flight hours (PEP) and introduced its new Repair and Overhaul Service and cycles per aircraft and the return and processing of ex- (REPOS) to provide operators with more flexibility in their change units. choice of support package. Each operator’s needs are different In a long-term agreement with Group partner, Saab Avio- but one thing remains constant, the need to cost-effectively comp, Saab Aircraft has selected the company as its preferred keep aircraft well maintained and in the air earning revenue. supplier of repair and overhaul services for almost all Saab 340 Saab’s support options do just that. components. In conjunction, Saab Aircraft has also recently in- For new operators, or those with a smaller fleet, the newly troduced a new support package, known as REPOS, for those restructured PEP provides a tailor-made exchange and repair airlines with a larger Saab 340 fleet and/or an existing mainte- service eliminating the need to hold a large stock of spares as nance infrastructure, where PEP is not appropriate. well as the manpower and systems needed to manage that REPOS is the solution for those operators who choose to stock. maintain their own spares pool while enjoying the benefits and In short, PEP acts to keep your capital investment off the efficiencies of a large scale repair and overhaul program. Oper- shelf and in your operation, where it is most useful. Each pack- ators can select which components from their own inventory age is tailored to the needs of the airline providing local access are covered for repair and paid for on a predicted flight to a global pool of spares, cutting turnaround time to a mini- hour/cycle basis. mum. The package also provides access to the latest Both programs offer enormous benefits to the airline in modification standards on most repairable parts. terms of improved planning, budget control and reduced logis- Cost is based on a flight hour/cycle, enabling effective bud- tics. Saab benefits by streamlining its operation and gaining get planning and control. The new PEP price structure offers efficiencies that improve its ability to offer flexible, tailor-made individual operators the opportunity to directly affect the cost services to its customers. based on performance. Influencing factors include the initial

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Structural design and maintenance principles by George Caracost, Customer Service Director (and former Structure Specialist)

All of us in the aviation community process not only controls the airframe but approved by both the authorities and are fully aware of how important all systems, including the powerplant. The Saab. For the 340, the the Design Cycle airframe inspections are in the end result is the Maintenance Review Goal (DSG) is 45,000 Flight Hours pursuit of continuing airworthiness. Board Document (MRB), which is the (60,000 FH extension available) and In order to provide a deeper total inspection handbook for each 90,000 landings. For the Saab 2000 it is specific aircraft. 60,000 FHs and 75,000 Landings. The understanding of these concerns and OK, so what does this all mean? present DSG encompasses the entire the considerations behind these Basically the idea is that the design and airframe including removal of inspections, we provide a brief maintenance process are completely components such as flight controls, discussion of the design program matched to each other so that there is an landing gear components and doors, so it and its history. inspection program targeted to look at is imperative that these items be tracked. specific areas at the right interval and with Both the 340 and the 2000 have There is a term that you may hear from the type of inspection adequate to detect proved to perform extremely well in time to time, but how many of us fully damage of any kind prior to it becoming a their working environments and the understand it? The term is Damage serious problem. This allows for repairs to maintenance programs to be providing the Tolerance. Essentially, and by definition, it be accomplished within the scope of the right mix of useful service without is a process whereby an aircraft is designed Structural Repair Manual (SRM) or extended downtimes. We expect that both to ensure that should serious metal fatigue, engineering repair statements to be airframes will provide continued safe and corrosion or accidental damage occur issued by Saab. efficient service well into the 21st Century. within the operational life of the aircraft, This ability to match the inspection the remaining structure can withstand program to the airframe also reasonable loads without failure, or enabled engineers to save a excessive deformation until the damage is lot of unnecessary weight in detected and repaired. the design. The end result ensures a well designed and Designed as a fully Damage Tolerant built airframe requiring Aircraft minimal inspections and The Saab 340 was one of the first aircraft allowing for easy safe designed as a fully Damage Tolerant repairs, while still meeting Aircraft from the ground up. This process or exceeding airworthiness was known as Maintenance Steering requirements at all times. Group 3 (MSG-3) and is the third revision of a process that is still used today. This Operational life spans Finally, I would like to mention the operational life of the aircraft. Both the 340 and the 2000 have operational life spans assigned to them. These are demonstrated limits on both the number of flight hours and landings that may be flown within the parameters of the MRB program. Flight beyond these limits must be

Saab 340 structural test rig Fatigue and life cycle test rig

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Maintaining aircraft performance

by Joakim Andersson, Manager, Aerodynamics–Operations Engineering

The Airplane Flight Manual (AFM), degradation of about 1%. Force felt published by Saab, forms the Significant steps on the by torque baseline for all takeoff, landing and airfoil may also cause parts of the propeller airfoil to stall, enroute performance limitations Drag significantly increasing drag should an engine failure occur during and reducing lift. flight. These performance figures are Such degradation has Lift Propeller airfoil regulated by the airworthiness been seen to cause thrust reductions of 3% to 5%. At Thrust authorities and must be achievable first glance, these thrust Propeller rotation reductions seem quite by every aircraft in the fleet. direction small, however with regards While most of us are aware of the to aircraft performance, the Air flow importance of keeping all aerodynamic picture is very different. The Aircraft speed surfaces in a satisfactory condition to maintain climb capacity of a heavy vector flight characteristics and performance, the aircraft in single engine propeller blades are all too often neglected. conditions is fairly modest Figure 1 The propeller airfoil also acts like a and the difference between lifting surface, or wing, producing lift and available thrust and air- Clean airfoil Disturbed airfoil drag. Combinations of these forces are frame drag is small. The “felt” like thrust and torque (see Figure 1 total thrust, however, is not, Lift right). If an airfoil suffers a disturbance, two hence a 5% loss in thrust things happen: Firstly, for a given lift, the may, in limiting conditions, drag increases (Figure 2). In the second, be nearly 25% of the climb (Figure 3), the airfoil produces less lift for a capacity. Each percentage of certain angle of attack (i.e. the incidence lost thrust will adversely between the airfoil and the flow of air) and affect performance cap- the maximum angle of attack decreases, or ability. stalls at a lower angle of attack. Propellers have been Drag When setting torque and propeller rpm seen in operation that are on a propeller with significant disturbances more worn than recom- Figure 2 on the airfoil, the system will drive the mended: propeller blade pitch to match both the • Significant erosion behind required torque and rpm. In a high power the nickel guard on the Clean airfoil Lift situation, this normally results in the outer part of the propeller propeller working with a relatively high blades. (Figures 4 & 5) angle of attack with the disturbed airfoil • Significant step behind the generating less lift but more drag. (See nickel guard down to the Figures 2 and 3.) propeller surface Disturbed airfoil Fortunately, since the working • Loose edges or significant environment of a propeller can be harsh, air bubbles on the erosion parameters are normally generous. For tape of the propeller de- example, disturbances causing up to 50% icing boots. (Figure 6.) Angle of attack more drag for a given lift result in a thrust Figure 3

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• Rough edges on the propeller de-icing boots. Management How to avoid the performance losses? changes In order to keep damages and propeller airfoil disturbances on a level acceptable from an aircraft performance point of view, With the retirement of two long-serving colleagues, Saab it is important to follow the restrictions and Aircraft is pleased to announce some new appointments recommendations outlined in applicable to the Management Team in Linköping. propeller maintenance instructions. Doing Bjorn Ohlmarks, Vice President, Saab Aircraft and a so will ensure any thrust loss will be small veteran of the Saab team, is retiring in the middle of 2003 Bjorn Ohlmarks enough to fulfill the performance figures and looking forward to some enjoyable days huntin’, outlined in the AFM. shootin’ and fishin’. After joining the Product Support department in 1981, he became involved in a number of different activities throughout the division, including a short spell in the corporate head office. Of particular satisfaction to him, however, was the time spent on studies and pre-project planning leading up to the launch of the Saab 2000. Effective January 1, Michael Andersson takes over as Vice President, Saab Aircraft, working in parallel with Bjorn Ohlmarks for the six months leading up to his retirement to ensure a seamless handover. Michael Andersson Michael started his career with Saab some 20 years Figure 4 ago when he joined as a Flight and Ground Test Engineer. From there he transferred to what was then the Product Support organization before widening his experience in the Avionics Division. In 1994 he moved to Government Sales before returning to head up Sales & Marketing in what was by then the reorganized Saab Aircraft AB. Peter Erlingborn takes over from Michael, becoming Director Sales & Marketing. Previously Sales & Marketing Customer Service Director, Peter first joined Saab as a Technical Publications author in 1986, becoming Director, Technical Publications three years later. Prior to joining Saab, Peter worked with the Swedish CAA, and then SAS, Peter Erlingborn Figure 5 specializing in airfield calibration projects both at home and abroad. In the Finance Department, Lena Svensson becomes the new Finance Director, taking over from Lars Kinell who also retires this year. Lena, a qualified accountant is a relative newcomer to the Saab team, having joined in May 2001 from her previous position with a private accountancy firm. The departure in March this year of Lars Kinell marks the end of a 30-year career with the company that started at Data Saab.

Figure 6 Lena Svensson

Wingtips March 2003 11 Saab operators

Operator Country 340 2000 Operator Country 340 2000 Operator Country 340 2000 Americas Europe & Africa Europe & Africa

Aerolitoral Mexico 22 Air Botnia Finland 5 Regional Airlines France 8 American Eagle USA 96 Anglo American South Africa 1 Scan Con Airways Denmark 2 Calm Air Canada 4 Aurigny Air Services Great Britain 3 Skyways Sweden 11 Chautauqua USA 4 Carpat Air Romania 4 Swedish Air Force Sweden 5 Chicago Express USA 17 SWISS Switzerland 30 Swedline Sweden 5 Colgan Air USA 7 Crossair Europe France 3 Asia & Australasia Corporate Express Canada 1 Golden Air Sweden 11 2 Air Nelson New Zealand 16 Cummins Diesel Aviation USA 1 Greek Air Force Greece 2 Air Rarotonga Cook Islands 1 GMWTS USA 2 Grossman Air Service Austria 1 Cosmic Air Nepal 1 Kelly Springfield USA 1 Hellenic Greece 2 Hokkaido Air System Japan 3 University of Indiana USA 1 Kenya Flamingo Airways Kenya 2 Japan Air Commuter Japan 11 Mesaba Airlines USA 80 Lithuanian Airlines Lithuania 3 Japan Civil Aviation Bureau Japan 2 Peninsula Airways USA 2 Loganair Great Britain 8 Japan Coast Guard Japan 2 Penske Racing USA 1 Moldavian Airlines Moldavian Rep 3 Macair Australia 2 Provincial Airlines Canada 2 Nordic Airlink Sweden 1 Regional Express Australia 21 Shuttle America USA 18 Ostfriesische Lufttransport Germany 11Shandong Airlines China 4 TransWest Air Canada 1