Fairchild Metro III
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Originally called the Fairchild Metro III (SA227TC), the aircraft
is now marketed as the Metro 23.
The Metro has it's origins in the Merlin executive aircraft built
by Swearingen Aircraft based at San Antonio, Texas. The original Metro
entered service in 1970. In 1972 Fairchild took over Swearingen and
continued the development of the aircraft with the Metro II in 1974
and the Metro III in 1980. There are many variants of the Metro III
including executive and cargo, the latest passenger version is the
Metro 23 which is certified to FAR part 23.
The 19 seater is very popular with regional airlines where it competes
with Beech's 1900, though the 1900D does have the advantage of a 5'11"
cabin height compared with the Metro's 4'9"!
Power 2 x 1100shp Garrett TPE331-12UA-UAR-701G turboprops
Cruise speed
Maximum 293kts TAS
Range 1,114nm (with 19 pax and FAA IFR reserves)
Service Ceiling 25,000'
Max takeoff wgt 16,500lbs
Max Speed Mach 0.52
Stall Speeds 103kts (clean) 89kts (full flaps)
Flying the Metro III
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Notes:
The airspeeds given are indicated airspeeds (IAS) so you will need to
select this option in your version of FS.
Takeoff and climb data is for the aircraft at maximum takeoff weight.
The throttle settings are given as N2 readings.
The flight model was designed using a more realistic temperature
gradient than the default weather provided by fs. The Outside Air
Temperature (OAT) should decrease by 3.5 Farenheit (2 Celsius) for
every 1000' of increased altitude. So if the temperature at sea level
is 59F the OAT at 40,000' should be -81F not +14F as the program
defaults to. Flying with the default temperatures will cause a marked
decrease in the aircrafts performance and range.
I have adjusted the maximum fuel available to allow for a typical
payload of passengers or cargo. The maximum fuel is now 500 galls
which I estimate will give you the published range with a full
passenger load of 1,114nm (plus fuel for 45mins holding, a 50nm
diversion and 5% reserves).
Take off:
Apply 1 notches of flap. Increase power to 99% n2 and rotate at
110kts. The aircraft takes quite a bit of stick action. Gear up on
positive climb and aim for the initial climb to be at 135kts. As the
airspeed passes 140-145kts remove the flap.
Climb:
Maintain the throttle at 95% n2 for the climb. Trim the aircraft to
climb at between 170-180kts IAS, initially this will give a climb rate
of about 2000fpm and if you get the trim right the aircraft will hold
the airspeed and slowly reduce the rate of climb without any further
pilot intervention.
Cruise:
The service ceiling is 25,000' however for the aircrafts typical
commuter flight a cruise altitude of between 10,000 & 20,000' will
suffice. Level off and reduce the throttle slightly and let the
airspeed build up, cruise with the power set to 91% n2 for the
maximum speed of 293kts TAS. At 12,000' this will equate to M0.45
Descent:
Set your descent at just over 1,500 fpm. Adjust the throttle to maintain
an airspeed of between 210 - 220kts IAS.
You will need to pull the powerlevers back to just above the flight-idle
gate to keep the airspeed in range.
Holding/Approach Pattern:
Adjust the powerlevers to maintain between 210 - 220 kts IAS.
Landing:
When you start the descent for the final approach, extend the flaps one notch
and set the powerlevers up to 85% n2. I have been adding 1 notch of flaps
at 10nm out and at 5 miles out extending the gear and adding another
notch of flaps. The gear creates a lot of drag so you will need to
watch your rate of descent (power and trim as needed). Shortly after add the
final notch of flaps and adjust the powerlevers for a target speed of 120kts,
over the fence and touchdown at around 110kts.
Use the reverse thrust when all three gears on firmly on the runway, till 60kts,
brakes below 60kts.
Final Notes:
The Metro III was a big improvement over the earlier Metro II and IIA. Even still,
this aircraft uses every foot/lb of torque those Garretts can produce! So don't get
caught on the wrong side of the power-curve during approach.
While the aircraft has nice roll responce, it needs a lot of stick action in pitch
axis.
Steep approachs are the order of the day. Get used to flying slightly above the
glideslope.
Its going to take some practice to learn how to fly the Metro well. After you can
handle the Metro, moving up to larger airplanes is a walk in the park!
