Cyrano,
Thank you for putting forward some additional perspective with the possible numbers of other aircraft types (additional to saab) currently flying in the 29 to 50 seat market segment.
Gents, this is a lively and interesting conversation.
After the succcess of Saabs SF34, in all its variants, Saab had intended to introduce a "C" model, which would have retained the original airframe, with some minor modifications and incorporated 2,000 to 2,200 ESHP engines offering a cruise speed of 350KTAS+ at F350.
Before proceeeding, Saab with its usual prudence, surveyed the market and the feeback they received from 100 existing and potential operators (at that time) resulted in the SB 2000.
Saab, undoubtedly will complete a thorough analysis of the entire world market and not just the populous European and North American markets segments. Any decisions they make will be in the full knowledge that a lack of North American sales ultimately led to production stopping in 1996.
Saab was a casualty of a "perfect storm scenario" in 1996, with cheap jet fuel combined with a lengthy FAA certification delay (MECs converted to PECs) with the SB 2000, Bank of Brazil and Bank of Canada offering never to be repeated financing deals in support of their national 50 seat jet products (EMB and CRJ) and finally the Roselawn Indiana ATR crash which precipiated an inquiry that questioned turboprop safety in icing conditions.
These factors drove a market rationalisation, which ultimately stalled production with the remaining manufacturers (ATR and Bombardier) and their prodiction figures remained in the doldrums until financial imperatives post September 11 forced a return to service of mothballed, yet cost effective TP's.
Whatever decisions Saab make will be with the full knowledge of these prior events and circumstances and it will be interesting to learn their full views on what might succeed in the current environment.