1. Fairchild Metro Iii
2. Aircraft Metro Iii

Contents. Design and development The Metroliner was an evolution of the turboprop-powered business aircraft. Ed Swearingen, a (FBO), started the developments that led to the Metro through gradual modifications to the and business aircraft, which he dubbed Excalibur. A new (but with a similar nose) and were then developed, married to salvaged and rebuilt Queen Air wings and, and Twin Bonanza; this became the SA26 Merlin, more-or-less a Excalibur. Through successive models (the SA26-T Merlin IIA and SA26-AT Merlin IIB) the engines were changed to, then turboprops. These were marketed as business aircraft seating eight to ten passengers.

An all-new aircraft was built and named the SA226-T Merlin III with a new nose, wings, landing gear, and inverted inlet Garrett engines. Ultimately a stretch of the Merlin III was designed, sized to seat 22 passengers and called the SA226-TC Metro. Because regulations limited an airliner to no more than 19 seats if no was to be carried, the aircraft was optimized for that number of passengers.

The standard engines offered were two TPE331-3UW turboprops driving three-bladed. A corporate version called the SA226-AT Merlin IVA was also marketed and initially sales of this version were roughly double that of the Metro. Prototype construction of the Metro began in 1968 and the first flight was on August 26, 1969. Swearingen Aircraft encountered financial difficulties at this stage, and late in 1971 Fairchild (which was marketing the Metro and building its wings and engine nacelles), bought 90% of Swearingen and the company was renamed Swearingen Aviation Corporation. It was at this point that the previously cash-strapped company was able to put the Metro into production. In 1974, the original Metro models were replaced by the SA226-TC Metro II after about 20 Metros and about 30 Merlin IVAs had been built.

Among the changes made were larger, squared-oval windows and optional provision for a small (RATO) rocket in the tail cone, this being offered to improve takeoff performance out of 'hot & high' airfields in the event of an engine failure. The Metro and Metro II were limited to a maximum weight of 12,500 pounds (5,670 kg) in the USA and countries using, and 5,700 kg in countries using. When this restriction was lifted the Metro II was re-certified as the Metro IIA in 1980 with a maximum weight of 13,100 pounds (5,941 kg) and the Metro II's TPE331-3 engines replaced by -10 engines of increased power. SA227-AT Merlin IVC freighter conversion VH-UZA in service, c. 2007 The SA227-AC Metro III followed, also initially certified in 1980 for up to 14,000 pounds (6,350 kg), this increasing to 14,500 pounds (6,577 kg) as engines and structures were upgraded. An option to go as high as 16,000 pounds (7,257 kg) was offered.

Externally, improvements incorporated into the Metro III were a 10 ft (3.05 m) increase in wing span, four-bladed props, redesigned 'quick-access' engine and numerous drag-reducing airframe modifications, including landing gear doors that closed after the gear was extended. Once again a corporate version was offered as the Merlin IVC (the model name was chosen to align with the contemporaneous short-fuselage Merlin IIIC). A version with strengthened floors and the high gross weight option was offered as a known as the Expediter. Both the Expediter and the Merlin IVC were designated the SA227-AT. Finally, due to reliability problems with Garrett engines in the second half of the 1980s, the Metro IIIA was offered with two A-45R turboprops in place of the Garrett units; however none were actually delivered.

A special model was the SA227-BC Metro III built for Mexican airline, which took delivery of 15 of the 18 of this model that were produced. Improvements beyond the Metro III provided better systems, more power and a further increase in takeoff weight. This design effort resulted in the SA227 CC (for Commuter Category) and SA227-DC models, initially called the Metro IV then renamed Metro 23, so named as they were designed for certification under (Amendment 34) standards. A Metro 23 EF with an external pod under the lower fuselage for greater baggage capacity was also offered as well as an Expediter 23 and Merlin 23. The SA227-CC was an interim model with TPE331-11U engines and only a handful were built. Further development In the 1960s Swearingen Aircraft developed a prototype SA-28T eight-seat jet aircraft with a flapless.

It shared the tail and with the Merlin/Metro. The two engines were to be then in development; they were originally to be mounted on the aft fuselage, however during the course of design work their location was moved to under the high-mounted wing.

Early flights were to be undertaken with engines fitted. Development continued after Fairchild acquired the company, but the project was shut down nine weeks from first flight. It was later cut up as scrap and the fuselage used as a Metro display at trade shows.

At the 1987, Fairchild released details of proposed developments of the Metro designated the Metro V and Metro VI. These versions would have featured a longer fuselage with a taller 'stand-up' cabin providing 69 in (180 cm) of interior height for passengers; a redesigned, longer wing; engines moved further out on the wing from the fuselage; a 'T-tail' and various system improvements. A Merlin V corporate version of the Metro V was also planned. The Metro V was to be fitted with the same engines as the Metro 23 and the Metro VI was to be fitted with more powerful TPE331-14 engines. The Metro VI was shelved within months of being announced due to a lack of customer interest, but Fairchild did not proceed with the Metro V either. One version that did see the light of day was the Metro 25, which featured an increased passenger capacity of 25 at the expense of the baggage space found in earlier models; the deletion of the left rear cargo door, the addition of a passenger door on the right-hand rear fuselage, and a belly pod for baggage. A Metro III was converted as a Metro 25 demonstrator, it flew in this configuration in October 1989.

Also mooted but not built was the Metro 25J, which would have been another jet-powered aircraft with TFE731s in over-wing pods. The type certificates for Metro and Merlin aircraft are currently held. Operational history. One of the advantages of the Perimeter Aviation modifications was using a four-bladed that was less susceptible to stone chips on gravel runways Two of the original Metro model were delivered in 1972 to Societe Miniere de Bakwanga (MIBA) in, the first customer to put the Metro into service.

Fairchild Metro Iii

The first airline to put them into service was in January 1973, followed shortly after. At least one Metro IIA flies in Canada with.

Two SA227-CCs are today registered with Canadian operator, while another two are operating in New Zealand. A fifth also flew with but was destroyed in a mid-air collision in 1995. In service with Perimeter Aviation in Canada, this long-term operator of the Metro II and III made a number of modifications to suit its use in northern and remote Canadian sites where rudimentary gravel 'strips' were common. Some of the many innovative changes to the design of the Metro allowed the aircraft to fly more efficiently as well as cutting down on the 'noise factor' that was attributed to the early models. The airline installed engines with quieter and more efficient four-bladed Hartzell propellers. More recently in 2016, 5 blade composite propellers are being installed, further enhancing performance and reducing noise levels. Their Metros are also all equipped with modern avionics suites including recent installation of Garmin 950 glass cockpits and GPS satellite tracking.

Many of the improvements resulting in the Metro 23 came about during work to produce the military model for the. A Metro III aircraft was modified for the for counternarcotics reconnaissance purposes.

The Colombian National Police also operates several Metro 23 aircraft for counternarcotics reconnaissance purposes. In addition, the Peruvian Air Force operates a Metro 23 and the Trinidad and Tobago Coast Guard operates a Metro III, both similarly configured. A 'Regional Security System' Metro III with a large belly radome has been seen in the Caribbean. In civilian service the type has proved to be popular, with sales in the 19-seat airliner market rivalled only by the. It is especially popular in Australia. Since the first example (a Merlin IVA) arrived in 1975, almost 20% of the fleet has operated in that country.

As of December 2008, 61 Metros and Expediters are registered in Australia, more than all of its market rivals combined. Metro production ended in 1998; however by this time were in vogue and turboprop types were out of favour with airlines, and several airframes remained unsold at the factory. The final aircraft, Metro 23 c/n DC-904B, was not delivered (to company National Jet Aviation Services of ) until 2001. A total of 703 Metro, Expediter, Merlin IV series and C-26 series aircraft were built.

In addition, 158 other SA226 and SA227 series aircraft were built as short-fuselage Merlin IIIs, IIIAs and IIIBs. Variants. Perimeter Aviation C-FTNV SA226-TC Metro II landing at Tadoule Lake, Manitoba c.2006. SA226-TC Metro and Metro II - 198 built. SA226-AT Merlin IVA - 56 built SA227 series. Metro III - 291 built. SA227-AC - 273 built (11 to US Armed Forces as C-26As).

Aircraft Metro Iii

SA227-BC - 18 built (3 to US Armed Forces as C-26Bs). SA227-AT - 43 built. Merlin IVC - 21 built. Expediter - 22 built. Metro 23 - 115 built.

SA227-CC - 5 built. SA227-DC - 110 built (37 to U.S. Armed Forces as C-26Bs) Military.

C-26A, C-26B and RC-26B versions for the U.S. TP 88 - Metro III (two aircraft) delivered to the for use as a transports. The first was delivered in 1984, and this was replaced by the second (TP 88B) in 1986 and remained in use until 1993. A third dubbed TP 88C, was acquired in 1987 and was used for Erieye/FS-890 AEW trials. Operators.

This and subsequent Merlin and Metro models have a trimmable horizontal stabilizer (THS) usually used on jet aircraft, one of only a small number of turboprop aircraft to have this design feature (the competing being another). The article 'Final Metro Delivery' in Airways magazine Issue 64 states that Metro deliveries totalled 18. The Metro production list shows that by the end of 1974, 22 Merlins had been built. The long-fuselage SA226/SA227 series has slightly outsold the Beechcraft 1900 series but many were built as Merlin corporate aircraft. The similarly-sized has outsold both types but is a different class of aircraft.

123 SA226-Ts (of which 31 were Merlin IIIBs built with assigned C/Ns intermingled with those of Metro IIs), and Merlin IIICs and 300s (35 SA227-TTs, of which 25 were IIICs and 10 were 300s; again with assigned C/Ns intermingled with Metros, in this case Metro III/Merlin IVCs). In addition, three SA226-ATs were converted on the production line as SA226-TCs; four SA226-TCs were similarly converted as SA226-ATs; and one short-fuselage SA227-TT was converted as a long-fuselage SA227-AC.

These eight aircraft each had two different constructor's numbers of various model names. The 14500 model may be modified to a max weight of 15,000 pounds, but the landing weight for that model remains at 14,000 pounds.11U-601G, -611G or -612G depending on propeller fitted Citations. 2008-06-20 at the. Retrieved: August 21, 2011. ^ Fricker, John. 'At the NBAA Convention, Part 2 - the turboprop types', Flight International, October 16, 1969, p. 595 (online archive version).

Retrieved: December 15, 2008. 'Fairchild to Acquire Swearingen', Flight International, November 11, 1971, p. Retrieved: December 15, 2008. ^ 'Final Metro Delivery.' Airways magazine Vol.

4; Issue 64, June 2001, p. Airways International Inc. ISSN 1074-4320. ^ 2008-06-20 at the. Fortunecity.com, August 25, 2007. ^ Flight International, May 7, 1988, p. Retrieved: December 15, 2008.

Retrieved: December 15, 2008. 'Aeronews.'

Air Progress magazine, July 1969, pp., Flight International, January 1, 1970, p. Retrieved: December 15, 2008. 'Hanover review - General-aviation postscript', Retrieved: December 15, 2008., Flight International, March 2, 1972, p. Retrieved: December 15.

^ 2009-05-01 at the. Forecast International.com. Retrieved: December 15, 2008., Flight International, October 17, 1987, p. Retrieved: December 15, 2008., Flight International, October 28, 1989, p. Retrieved: December 15, 2008.

2007-09-13 at the. Transport Canada Canadian civil aircraft register, online search.

Retrieved: August 27, 2007. 2007-09-13 at the. Transport Canada, August 25, 2007.

caa.govt.nz. Retrieved: December 15, 2008. Aviation Safety Database. Retrieved: August 26, 2007. airliners.net. Retrieved: August 21, 2011.

airliners.net. Retrieved: August 21, 2011. airliners.net.

Retrieved: August 21, 2011. airliners.net.

Kinze planter monitor manual. Retrieved: August 21, 2011. airliners.net. Retrieved: August 21, 2011. airliners.net. Retrieved: August 21, 2011.

Barbados Free Press, January 29, 2007. Retrieved: August 21, 2011. 2007-08-28 at the. CASA Australian civil aircraft register.

Retrieved: December 15, 2008. Flight Global. National Transportation Safety Board.

Retrieved: January 1, 2010. Aviation Safety Net Retrieved: December 31, 2011. February 28, 2008, at the. Retrieved: April 11, 2008. Aviation Safety Database. Retrieved: January 1, 2010. Crey, Neil C.

Transport Canada, 2005. Retrieved: February 10, 2011.

Canada, Government of Canada, Transportation Safety Board of. Retrieved 31 March 2018. BASI Investigation Report 9503057,. Transportation Safety Board. Retrieved: June 13, 2017.

Retrieved: April 11, 2008. Price, Sarah and Mark Todd. Retrieved: April 11, 2008. RTe/Ireland, February 10, 2011. Retrieved: February 10, 2011. Hradecky, Simon. The Aviation Herald, September 7, 2011.

Hradecky, Simon. The Aviation Herald, June 7, 2012. 2013-11-05 at the. 3 December 2013. CBC, April 14, 2015. Aviation Safety Network.

Flight Safety Foundation. Retrieved June 3, 2015.

24 October 2016. Retrieved 24 October 2016. Dearden, Lizzie (24 October 2016).

Retrieved 24 October 2016. Aviation Safety Network.

Flight Safety Foundation. Retrieved December 7, 2016. Donald 1997, p. 2006-11-23 at the.

Retrieved: August 25, 2007. flugzeuginfo Retrieved: July 18, 2014. Bibliography.