Once a representation of dependable regional aviation, the Saab 340 series has reached a watershed. The Saab 340A and Saab 340B are two aircraft models that are currently at rather distinct points in their development. Now nearing the end of its flying career is the older Saab 340A, which was initially introduced.
A Declining Legacy: The Final Days of the Saab 340A
There are now only about 40 Saab 340A aircraft in operation, based on fleet data. Out of these, just about ten are used for passenger transport. The rest are either converted for cargo or placed in storage. A significant number of these aircraft have already been retired, and the few that are flying may not stay active much longer.
The biggest challenge facing the Saab 340A is its powerplant, the CT7-5A. This older engine is now difficult to maintain because there are very few spare parts available. Engine repair shops no longer prioritise the CT7-5A, and with parts becoming rarer, the cost to maintain them continues to rise. This marks a clear signal that the Saab 340A is now entering its final chapter.
This phase is often called the “sunset phase.” It’s a term used when an aircraft engine type starts to lose value quickly. This happens when demand for the engine drops, maintenance becomes more expensive, and fewer airlines continue using the aircraft. For the CT7-5A and the Saab 340A, this phase has clearly arrived. The aircraft has reached an average age of nearly 40 years, and most have either been retired or stored away permanently.
The decline of the 340A is also visible when we look at its operational data. In a visual graph of current usage, the number of 340A aircraft in service is much smaller compared to its storage count. There are cargo variations, but even these don’t do much. The aging design, combined with outdated engine support, has led to a natural winding down of this variant’s story.
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Saab 340B Remains Resilient in the Airspace
While the Saab 340A slowly disappears from the skies, the Saab 340B is holding on. This version of the aircraft, powered by the General Electric CT7-9B engine, remains in use across various regions, especially in North America and Canada.
The 340B is larger in number, and more than 160 aircraft are still considered part of the active fleet. Even though many have gone into storage, the overall operational footprint remains strong. In the fleet chart, the Saab 340B shows the highest number of in-service aircraft among the Saab 340 types. The passenger version dominates, although cargo versions are also in use.
Out of all Saab 340B aircraft ever built, only about 85 have been retired. That’s around 38% of the total, which is far less than the retirement rate seen with the 340A. However, with a good number of these planes now in storage, the retirement number could increase in the future. Still, for now, many operators continue to maintain the aircraft and its engines.
One reason for this continued use is the CT7-9B engine. Unlike the CT7-5A, this engine is still supported by repair shops, and spare parts are more readily available. This keeps maintenance manageable and allows operators to keep using the aircraft effectively. Even though the average age of these planes is 30 years, they are not yet considered obsolete.
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Market demand supports this view. The CT7-9B engine continues to have a high secondary market value. A CT7-9B engine at half-life has an average market value of more than $600,000 as of March 2025. The cost to overhaul one is about $1 million. These figures show that the engine still has commercial value and is needed by operators who wish to continue flying the Saab 340B.
Cargo conversions also helped the 340B stay relevant. At one point, there was increased interest in converting passenger 340Bs into cargo carriers. But this trend has now slowed. There are fewer suitable aircraft available for conversion, and some of the remaining airframes require too much maintenance to be worth the investment.
The Saab 340B still operates in a number of regional networks in spite of these modifications. With enough spare parts and manageable maintenance, the aircraft stays valuable for short-haul routes and specific cargo needs. In the engine lifecycle diagram, the CT7-9B engine clearly falls into the “secondary phase.” This means it’s past its peak, but still has meaningful use in the market.
Engine Lifecycle and What It Tells Us
The life of an aircraft engine follows a typical path, known as the Engine Value Life Cycle. This path has four stages: Initial EIS (Entry Into Service), 1st Tier, Secondary, and Retirement. Each stage reflects how the engine is used and how its value changes over time.
At the start, when the engine is newly introduced, its value increases. Airlines are eager to use the latest technology, and engine shops support them fully. This is the Initial EIS and 1st Tier period. Older engines gradually start to lose market share when newer models are created.
The next stage is called the Secondary phase. This is where older but still useful engines operate at reduced cost and find use in smaller or regional operators. Values are lower than in the first stage but remain stable because there is still demand. This is where the CT7-9B engine of the Saab 340B sits today.
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Finally, there is the Retirement phase. In this stage, engines lose most of their value. There is limited demand, high maintenance cost, and fewer parts. This is where the CT7-5A engine is today. The Saab 340A, which uses this engine, is also at the end of its journey.
By comparing the two engines using the life cycle chart, it becomes clear how different the stories of the Saab 340A and 340B really are. One is near full retirement, with shrinking use and high costs. The other is still running, although past its best years, and continues to serve in select roles.
The data tells a clear story. The Saab 340A is in its sunset phase, while the 340B is still in its operational years. These two aircraft, once part of the same family, now live two very different lifecycles – one winding down, the other still flying on.