My father used to fly these a while back. He eventually progressed up to 757/767s but he said this was probably his favorite to fly. I used to get chances to hop in the jump seat as a child but regret not being interested at the time. Thanks for the trip back in time!
I flew the Saab 340A for a US Airways regional back in the late 90's. Great airplane. The one in the video is a lot nicer and more capable the ones I used to fly. Thanks for the video.
I once flew on the Saab 340 once from Charlotte Douglas to Raleigh Durham. I wish that airliners like the Boeing 737s and the Airbus A-320's which are used for most domestic flights, like from Charlotte Douglas to New York LaGurdia were turboprop instead of fan jet. For one thing, I find that turboprops are more fun to fly in. I love the sound that the props make, the "Box Fan" sound in full idle and taxiing, and the "Bumblebee" sound in takeoff and inflight. I like watching and hearing the turboprop engines start up too, hearing the jet whine as the propeller starts to rotate and gain speed. It's quite a rush when it reaches full idle speed. As the prop blades become virtually invisible, the "Box Fan" or "Chafe Cutter" sound is added to the whine of the jet engines. Though about 80 or 90 miles an hour slower in cruising speed, and not able to fly much higher than 25,000 feet, it's my understanding that an airliner the size of an A-320, or 737-400 series, with four turboprops fitted with six bladed propellers, would use roughly 40 percent less jet fuel than with the two big fan jet engines. On a flight within 1,000 miles, I estimate that the slower cruising speed would add only 15 to 20 minutes between takeoff and touchdown, and maybe 25 to 30 minutes with a head wind. Jet fuel, which is basically like diesel fuel, nowadays is more expensive than gasoline. It used to be the other way around. I think it's worth those extra minutes of flight time to save gallons of jet fuel, and at the same time save our environment. Global warming is not only responsible for warmer climate, hotter summers and milder winters. It's also responsible for more severe weather patterns, stronger hurricanes, worse floods, longer droughts, and devastating tornadoes. Fan jet airlines, I feel should be used primarily for cross country and overseas flights. It would also be great if we could develop an electric turboprop, powered by electric motors, with solar panels on the wings that recharge the batteries, even if the aircraft is parked and completely shut down.
Still my favorite little Turboprop Airplane... I love the Saab 340 over all others... espescially because of the great sound... there's just no other plane which has this kinda sound... not even the bigger sister Saab 2000... which is a good little domestic Plane as well...
@@marxelretinga6607 I heard the dash bit I think the Saab is Better. But it's all about preferences on each person. That does not mean the dash sounds bad
Grateful to this beautiful aircraft for the countless hours of flight it has provided me. Undoubtedly, a great aircraft in every way and optimal for entry into the airline industry. I was fortunate to fly it before transitioning to the Bombardier CRJ200 and later the Airbus A320.
Was a ramp agent back in the early 90s for Northwest. Led many saab 340 aircraft in and out of the gate area. Got to fly jump seat from Tulsa to Memphis
Wow. So it's true what pilots say about commanding a turboprop as compared to a pure jet. It's waaaay more involved to fly than say an SP Citation. Kudos to the pilots here for not only your ability to fly the aircraft well, but for your concentration that was required at all times. Whatever your company is paying you to do this, they need to DOUBLE it! Thanks for the video, loved it.
I flew jumpseat Montreal to KBDL after watching a F1 race. It was Business express. That plane is a tank. I remember going around TS. It was like a canyon in the sky
Hi. Having obtained the Carenado SAAB 340 for my X-Plane simulator, it was helpful seeing how you performed tasks in the real aircraft. The instructions Carenado provides are anemic at best. Not very helpful. I have been trying to figure out the steps best I can. A couple questions if you don't mind: 1) What is the red knob that pulls out and pushes in just below the Condition Levers? 2) What does the CTOT do? On the Carenado plane it is mentioned in the checklist but no mention what it does. The checklist only says "Set" during the Taxi and then "Off" during climb and "Set" during descent. Any links you can provide where I can get more details and descriptions are appreciated. Thanks!
Similar to you, I fly the SAAB 340 in XP11 (X-Aviation Take Command version) and the aircraft does seem to be quite complex in terms of it's systems etc. Re: your question regarding the CTOT, the following article may be useful:- With the autocoarsen computer turned on for takeoff and landing (in event of go-around), should an engine failure occur, the airplane will automatically "coarsen" the pitch of the inoperative engine's propeller to a minimum drag setting (not completely feathered). The CTOT is a fancy little system to meter fuel during takeoff and during an autocoarsen event. Turboprops can be finicky about setting takeoff power due to "torque bloom" as the airplane accelerates. The CTOT, or Constant Torque on Takeoff, lets us undershoot the torque setting with the power levers and let the torque motor add additional fuel to command and control a constant torque as set into the CTOT control panel. As an added bonus, the CTOT system also has an APR, or Automatic Power Reserve switch position that, in the event of an autocoarsen, will boost the operating engine's power by 7% torque to provide the required performance for continued climb. Regards from the UK
The red knob is the ‘flight idle override knob’. Usually the weight-on-wheels switch allows you to pull the power levers into reverse, after landing, but if it fails, pull this knob to release the lock, and allow the props into beta mode.
I flew the A model for Republic Express. It was very advanced in 1985 I also remember very long days with many legs, very uncomfortable cockpit seats, inadequate air conditioning, very heavy on the controls and underpowered, if we had to turn on engine anti ice it wouldn’t climb anymore!
Same here! These used to fly in to Waco Regional Airport with American Eagle all the time. They served as a connection between Waco (KACT) and KDFW. Loved hearing the sound of them as a kid since I lived just down the road. Miss seeing these planes!
I noticed the air conditioning warning light is lit during takeoff and during initial climb out. I'm not sure exactly what that light being lit means - is there a reason the crew didn't address this before takeoff? Thanks.
Nice question, at 07:55 FO switches both BLEED VALVES to OFF, its required for our take-off according performance charts, since that moment you may see 08:00 AIR COND on CWP (central warning panel). At the certain moment 08:37 FO engages button called TO INHI (take off inhibit) and as you notice AIR COND dissapears from CWP. TO INHI button is used to silence and extinguish all caution lights during take off phase, only serious warnings will appear (usually RED ones). It is used to prevent distraction of pilots during critical phase, small things as something that NOT REQUIRES aborted take off will be extinguished and will appear ONLY after the TO INHI phase is finished. It's finished when LANDING GEAR starts to retract, 09:09, then all caution lights appear again and we deal with them later in the air.
Fun video to watch. I like the camera operator's work. Is it standard operating procedure to turn off the taxi light AFTER retracting landing gear? That light stayed on from FL001 to FL050 INSIDE the fuselage. Would that not be unnecessarily risky due to potentially sparking a fire? Is it not normal to turn off the taxi light BEFORE takeoff and use only the approach and landing lights for takeoff? I'm not trying to be a prig. I am genuinely interested in the answer.
You right, it is a procedure to turn it off when gear retracted, though the risk of it catching fire is very similar to the risk that light may fall down and kill somebody on the ground. :)
Cool. I wish we made more planes in Sweden! I guess there is no more room for another company in the airplane business. I think we make quality stuff in Sweden, just like Koenigsegg.
Depends where you fly and if plane is heated before the flight, in our case its early morning, Denmark, temperature around 0°, even with coat its very cold.
Is there a reason why the no. 1 engine is powered lower than no. 2 on climb? Also, I noticed the pilots waited a bit after starting the first engine before they turned on their avionics. Is this a routine practice for the 340? Should I do the same procedure for flying the Carenado 340 in FSX? (Actually, kinda weird question....) Love the video btw! Thanks for sharing!
Approximately at 3:04 the starter disconnected, lights illuminate and then you have to check that ITT starts to drop down and call for STABILIZED, then you switch ON the LEFT GENERATOR and continue to AVIONICS. At 11:10 you can see very well the TRQ values on top, and you see that they are the same, basically POWER LEVERS are not synchronized as they must be, so thats why we keep each one individually to achieve same TRQ values.
Just from watching the engine start up, it seems like the pilots are very busy at that point. I don't believe we have any airlines in the United States that are still using the 340 SAAB . Since this was a Danish video, they are apparently using them on short haul flights. Have never flown on one!
My father used to fly these a while back. He eventually progressed up to 757/767s but he said this was probably his favorite to fly. I used to get chances to hop in the jump seat as a child but regret not being interested at the time. Thanks for the trip back in time!
Thank You for not adding background music!
I flew the Saab 340A for a US Airways regional back in the late 90's. Great airplane. The one in the video is a lot nicer and more capable the ones I used to fly. Thanks for the video.
I once flew on the Saab 340 once from Charlotte Douglas to Raleigh Durham. I wish that airliners like the Boeing 737s and the Airbus A-320's which are used for most domestic flights, like from Charlotte Douglas to New York LaGurdia were turboprop instead of fan jet. For one thing, I find that turboprops are more fun to fly in. I love the sound that the props make, the "Box Fan" sound in full idle and taxiing, and the "Bumblebee" sound in takeoff and inflight. I like watching and hearing the turboprop engines start up too, hearing the jet whine as the propeller starts to rotate and gain speed. It's quite a rush when it reaches full idle speed. As the prop blades become virtually invisible, the "Box Fan" or "Chafe Cutter" sound is added to the whine of the jet engines.
Though about 80 or 90 miles an hour slower in cruising speed, and not able to fly much higher than 25,000 feet, it's my understanding that an airliner the size of an A-320, or 737-400 series, with four turboprops fitted with six bladed propellers, would use roughly 40 percent less jet fuel than with the two big fan jet engines. On a flight within 1,000 miles, I estimate that the slower cruising speed would add only 15 to 20 minutes between takeoff and touchdown, and maybe 25 to 30 minutes with a head wind. Jet fuel, which is basically like diesel fuel, nowadays is more expensive than gasoline. It used to be the other way around. I think it's worth those extra minutes of flight time to save gallons of jet fuel, and at the same time save our environment. Global warming is not only responsible for warmer climate, hotter summers and milder winters. It's also responsible for more severe weather patterns, stronger hurricanes, worse floods, longer droughts, and devastating tornadoes.
Fan jet airlines, I feel should be used primarily for cross country and overseas flights. It would also be great if we could develop an electric turboprop, powered by electric motors, with solar panels on the wings that recharge the batteries, even if the aircraft is parked and completely shut down.
Still my favorite little Turboprop Airplane... I love the Saab 340 over all others... espescially because of the great sound... there's just no other plane which has this kinda sound... not even the bigger sister Saab 2000... which is a good little domestic Plane as well...
The dash 8
Among all the turboprops, the dash 8 100-300 is the Best when it Comes to sound. Plz try it.
@@marxelretinga6607 I heard the dash bit I think the Saab is Better. But it's all about preferences on each person. That does not mean the dash sounds bad
Grateful to this beautiful aircraft for the countless hours of flight it has provided me. Undoubtedly, a great aircraft in every way and optimal for entry into the airline industry. I was fortunate to fly it before transitioning to the Bombardier CRJ200 and later the Airbus A320.
I flew these with Brockway out of Burlington, Vt. Great times and great folks. Thanks for the trip down memory lane.
Was a ramp agent back in the early 90s for Northwest. Led many saab 340 aircraft in and out of the gate area.
Got to fly jump seat from Tulsa to Memphis
I loved to fly with this aircraft. Good old Crossair times....They never come back ;-(
Wow. So it's true what pilots say about commanding a turboprop as compared to a pure jet. It's waaaay more involved to fly than say an SP Citation. Kudos to the pilots here for not only your ability to fly the aircraft well, but for your concentration that was required at all times. Whatever your company is paying you to do this, they need to DOUBLE it! Thanks for the video, loved it.
GO SAAB!! I do miss Saab Automobile. I drove a 93 for many years. 👍👍
MY first airplane I have ever worked on....Years ago for Colgan Air in Manassas, VA.
I flew jumpseat Montreal to KBDL after watching a F1 race. It was Business express. That plane is a tank. I remember going around TS. It was like a canyon in the sky
Flew on the 340 many times NWA between KSUX and KMSP. Great little airplane.
Nice. A lovely little puddle-jumper.
That sweet sound just as hitting the starter button and introduce of fuel
Brilliant.... What are all of those switches that they seem to be flicking constantly?
Which ones?
Hi. Having obtained the Carenado SAAB 340 for my X-Plane simulator, it was helpful seeing how you performed tasks in the real aircraft. The instructions Carenado provides are anemic at best. Not very helpful. I have been trying to figure out the steps best I can. A couple questions if you don't mind: 1) What is the red knob that pulls out and pushes in just below the Condition Levers? 2) What does the CTOT do? On the Carenado plane it is mentioned in the checklist but no mention what it does. The checklist only says "Set" during the Taxi and then "Off" during climb and "Set" during descent. Any links you can provide where I can get more details and descriptions are appreciated. Thanks!
Similar to you, I fly the SAAB 340 in XP11 (X-Aviation Take Command version) and the aircraft does seem to be quite complex in terms of it's systems etc. Re: your question regarding the CTOT, the following article may be useful:-
With the autocoarsen computer turned on for takeoff and landing (in event of go-around), should an engine failure occur, the airplane will automatically "coarsen" the pitch of the inoperative engine's propeller to a minimum drag setting (not completely feathered).
The CTOT is a fancy little system to meter fuel during takeoff and during an autocoarsen event. Turboprops can be finicky about setting takeoff power due to "torque bloom" as the airplane accelerates. The CTOT, or Constant Torque on Takeoff, lets us undershoot the torque setting with the power levers and let the torque motor add additional fuel to command and control a constant torque as set into the CTOT control panel. As an added bonus, the CTOT system also has an APR, or Automatic Power Reserve switch position that, in the event of an autocoarsen, will boost the operating engine's power by 7% torque to provide the required performance for continued climb.
Regards from the UK
The red knob is the ‘flight idle override knob’.
Usually the weight-on-wheels switch allows you to pull the power levers into reverse, after landing, but if it fails, pull this knob to release the lock, and allow the props into beta mode.
I flew them for American Eagle long time ago. It felt like a very solid airplane but I always thought that it was a very 'busy' flight deck.
I remember u CA's turning the avionics off while I am getting a clearance...
I flew the A model for Republic Express. It was very advanced in 1985
I also remember very long days with many legs, very uncomfortable cockpit seats, inadequate air conditioning, very heavy on the controls and underpowered, if we had to turn on engine anti ice it wouldn’t climb anymore!
That panel is a thing of retrobeauty
Amazing vid. Always wanted to fly one of these. I grew up with them flying in and out of my hometown and flying on one occasionally too.
Same here! These used to fly in to Waco Regional Airport with American Eagle all the time. They served as a connection between Waco (KACT) and KDFW. Loved hearing the sound of them as a kid since I lived just down the road. Miss seeing these planes!
Why the noise change at 3:40? Is that the feathering of the blades?
I noticed the air conditioning warning light is lit during takeoff and during initial climb out. I'm not sure exactly what that light being lit means - is there a reason the crew didn't address this before takeoff? Thanks.
Nice question, at 07:55 FO switches both BLEED VALVES to OFF, its required for our take-off according performance charts, since that moment you may see 08:00 AIR COND on CWP (central warning panel).
At the certain moment 08:37 FO engages button called TO INHI (take off inhibit) and as you notice AIR COND dissapears from CWP. TO INHI button is used to silence and extinguish all caution lights during take off phase, only serious warnings will appear (usually RED ones). It is used to prevent distraction of pilots during critical phase, small things as something that NOT REQUIRES aborted take off will be extinguished and will appear ONLY after the TO INHI phase is finished. It's finished when LANDING GEAR starts to retract, 09:09, then all caution lights appear again and we deal with them later in the air.
@@Maxim499 Thanks for the clear explanation!
Amazing!! Cheers from Mendoza Argentina!
Saab: You have to hold 3 buttons and adjust my mixture.
Airbus: Well, just flick this little Switch, there you go mate!
mixture?
What's the noise at 8:25 ? Same as at 9:11 when retracting the gear.
Fun video to watch. I like the camera operator's work. Is it standard operating procedure to turn off the taxi light AFTER retracting landing gear? That light stayed on from FL001 to FL050 INSIDE the fuselage. Would that not be unnecessarily risky due to potentially sparking a fire? Is it not normal to turn off the taxi light BEFORE takeoff and use only the approach and landing lights for takeoff? I'm not trying to be a prig. I am genuinely interested in the answer.
You right, it is a procedure to turn it off when gear retracted, though the risk of it catching fire is very similar to the risk that light may fall down and kill somebody on the ground. :)
Nice camera work! great video!
I wish saab didint go bankrupt.. i love these awesome turboprops
ATCkeepsUsafe ah didint know that! Cool tho
@ATCkeepsUsafe
What's with the 'Young Girl' bit?? Don't be so patronising!!
SAAB is alive and well... They just stopped making cars.
The seatbelt signs and landing lights went off at 5k feet already?
Thank You CaptainMax
Great video! Well done. I wonder why the prop condition levers are so tall and bulky compared to other turboprops?
Cool. I wish we made more planes in Sweden! I guess there is no more room for another company in the airplane business. I think we make quality stuff in Sweden, just like Koenigsegg.
A model love... Nice video
I have never seen CPT and FO leave their coats on while starting and taxi out.
Depends where you fly and if plane is heated before the flight, in our case its early morning, Denmark, temperature around 0°, even with coat its very cold.
Lol, thanx!
The B+ was an awesome aircraft. The Saab 340 A/B series were underpowered.
I flew the B. Heavy aileron forces because ut had the big wing but no boosted controls like the b+
Is there a reason why the no. 1 engine is powered lower than no. 2 on climb?
Also, I noticed the pilots waited a bit after starting the first engine before they turned on their avionics. Is this a routine practice for the 340? Should I do the same procedure for flying the Carenado 340 in FSX? (Actually, kinda weird question....) Love the video btw! Thanks for sharing!
Approximately at 3:04 the starter disconnected, lights illuminate and then you have to check that ITT starts to drop down and call for STABILIZED, then you switch ON the LEFT GENERATOR and continue to AVIONICS.
At 11:10 you can see very well the TRQ values on top, and you see that they are the same, basically POWER LEVERS are not synchronized as they must be, so thats why we keep each one individually to achieve same TRQ values.
;)
Good flyin boys, just get rid of those FD's until you need em. 👍
09:54 flight director disagreement? :)) what a lovely plane
I hope he got rid of that horrible cough. He didn't even use a handkerchief. WOW!
I forgot about the mating call!
It is really too bad about that auto exposure..I guess I am more interested in what the pilots are doing and not what is outside..
Antonov AN24 startup - feel the difference
LOUD!
Just from watching the engine start up, it seems like the pilots are very busy at that point. I don't believe we have any airlines in the United States that are still using the 340 SAAB . Since this was a Danish video, they are apparently using them on short haul flights. Have never flown on one!
Silver Airways here in Florida uses Saabs.
@@micahgreene4573 I'm flying on one tomorrow from San Juan on Seaborne Airlines
@@micahgreene4573 yes! Silver is the owner of the biggest Saab fleet
Byron Paredes the biggest Saab fleet is Regional Express in Australia with 57, Silver are the runners up with 21.
@@tims2986 woow is amazing, actually i'm working in África, the company has a 340B (406), and i'm in love with the performance.
Beautiful aircraft, but man what a loud flight deck!
It was from engine bleed they have applied
ОТ ВИНТА!!!!!!
It is a Saab 340A.
You are correct, but if you dont mind me asking, what made you sure its the A model?
MrUllersater Is it because the A has two CTOT switches and the B has only one?
Can add to that list, the flap 35 plate, inverter, auto coarsen CWP
1,15 - стартер
Noisy!
I hate the way the yoke blocks the HSI.
Wasn’t noticeable
Нахрена камерой водить туда-сюда???