Misplaced Pages

#445554

70-780: The Metroliner was an evolution of the Swearingen Merlin turboprop-powered business aircraft. Ed Swearingen, a Texas fixed-base operator (FBO), started the developments that led to the Metro through gradual modifications to the Beechcraft Twin Bonanza and Queen Air business aircraft, which he dubbed Excalibur . A new fuselage (but with a similar nose) and vertical fin were then developed, married to salvaged and rebuilt (wet) Queen Air wings and horizontal tails , and Twin Bonanza landing gear ; this became

140-575: A Part 91 Operator . These are the regulations that define the operation of small non-commercial aircraft within the United States , however, many other countries defer to these rules. These rules set conditions, such as weather, under which the aircraft may operate. This regulation states that the pilot-in-command is the party directly responsible for, and is the final authority as to, an aircraft being operated. Additionally, this regulation states that in an emergency requiring immediate action,

210-722: 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 Beechcraft 1900 . It is especially popular in Australia. Since the first example (a Merlin IVA) arrived in 1975, almost 20% of

280-620: A Part 135 certificated airline (owned by the same parent company). This essentially allowed them to function as a scheduled air carrier (typically under Part 121 rules) while adhering to the less stringent Part 135 regulations. This enabled JSX to operate from fixed-based operator terminals, offering a more exclusive, private jet -like experience for their customers. Other air carriers, including Advanced Air , Contour Airlines and Southern Airways Express , have also adopted similar strategies using Part 380. This approach allows them to offer more economical service to smaller cities participating in

350-402: A defining feature of all subsequent production models), new landing gear with two wheels on each leg, a redesigned horizontal tail mounted on the vertical fin instead of on the fuselage as in earlier models (This and subsequent Merlin and Metro models have a trimmable horizontal stabilizer (THS) usually used on jet aircraft, one of only two turboprop aircraft types to have this design feature). and

420-806: A follow-on model with Garrett AiResearch TPE-331 -1 engines called the SA26-AT Merlin IIB entered production after AiResearch was appointed as distributor for the type. The TPE-331 became the definitive engine of all subsequent production Merlins and the longer-fuselage Metros that were to follow. These visual similarities ended with the next model, the SA226-T Merlin III , which was placed in production in February 1972 after 87 Merlin IIBs were built. This had new wings and engine nacelles with inverted inlet Garrett engines (this again becoming

490-559: 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 FAR Part 23 (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

560-580: A hybrid aircraft was developed, with a new fuselage and vertical fin, mated to salvaged and modified (wet) Queen Air wings and horizontal tails, and Twin Bonanza landing gear: the Merlin. The prototype IIA took to the air for the first time on 13 April 1965, about fifteen months after the competing Beech Model 65-90 King Air (which was also derived from the Model 65 Queen Air). 36 Merlin IIA models were built before

630-409: A large number of regulations to ensure airworthiness in areas such as structural loads, airframe, performance, stability, controllability, and safety mechanisms, how the seats must be constructed, oxygen and air pressurization systems, fire prevention, escape hatches, flight management procedures, flight control communications, emergency landing procedures, and other limitations, as well as testing of all

700-476: A pilot to serve as first officer on a Part 135 flight and pilots are not subject to a mandatory retirement age. Additionally, Part 135 operators have lower TSA screening requirements for passengers. Part 135 operators may not sell individual seats on charter flights. Applicants for a Part 135 certificate must have exclusive use of at least one aircraft. Part 141 is a more structured method for pilot training, based on FAA syllabus and other standards. Part 21

770-532: A redesigned longer nose with room for a baggage compartment as well as the avionics found in the noses of Merlin II series aircraft. All of these design changes came from the Metro design, which was undergoing development in the late 1960s. The SA226-TC Metro was more-or-less a new design, conceptually a stretch of the Merlin II (which it superficially resembled) sized to seat 22 passengers. Prototype construction of

SECTION 10

#1732787946446

840-459: A revised Part 23 ruling went into effect, changing the aircraft classifications. The new passenger classifications are: Level 1, seating for 0 to 1 passenger; Level 2, 2 to 6; Level 3, 7 to 9; Level 4, 10 to 19. Speed classifications are: low speed, Vc or Vmo equal to or less than 250 knots CAS and equal to or less than Mmo 0.6 Mach; high speed, Vc or Vmo greater than 250 knots CAS and Mmo greater than 0.6 Mach. Prior to August 30, 2017, Part 23 had

910-614: A stretch of the Merlin III was designed, sized to seat 22 passengers and called the SA226-TC Metro . Because FAA regulations limited an airliner to no more than 19 seats if no flight attendant 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 propellers . A corporate version called the SA226-AT Merlin IVA

980-554: Is certification for flight crewmembers other than pilots; such as flight engineers and flight navigators. Part 65 is certification for airmen other than flight crewmembers; such as Air Traffic Control Tower Operators, Aircraft Dispatchers, Mechanics, Repairmen and Parachute Riggers. Part 91 is general operating rules for all aircraft. General aviation flights are conducted under this part. Part 91, Subpart (K) prescribes operating rules for fractional ownership programs. Part 107 (FAA sUAS Part 107) specifies regulations to fly under

1050-536: Is certification procedures for products and parts. Part 39 are airworthiness directives. Part 43 is maintenance, preventive maintenance, rebuilding, and alteration. Part 145 contains the rules a certificated repair station must follow as well as any person who holds, or is required to hold, a repair station certificate issued under this part. Part 380 governs public charter operators. These companies arrange flights on certified airlines (Part 121 or 135) but then sell individual seats on those flights directly to

1120-684: Is organized into six subparts, to specify design criteria for each of For example, Part 25, Subpart D has section headings for Most of the Federal Aviation Regulations, including Part 25, commenced on February 1, 1965. Prior to that date, airworthiness standards for airplanes in the transport category were promulgated in Part 4b of the US Civil Air Regulations which was in effect by November 1945. Effective August 27, 1957, Special Civil Air Regulation (SR) 422

1190-451: Is required. Hence, flights are often referred to as Part XX operations , to specify which one of the different sets of rules applies in a particular case. Also, flight schools will often designate themselves as Part 61 or Part 141 to distinguish between different levels of training and different study programs they could offer to the students. Part 61 is certification for all pilots, flight instructors, and ground instructors. Part 63

1260-534: The 2004 election ). TFRs are deeply unpopular with pilots in the general aviation sector. Presidential TFRs are nearly 70 miles in diameter, and frequently close off not only the airport Air Force One is using but nearby airports as well. Others, including the Transportation Security Administration , argue that they are necessary for national security. TFRs can also be instituted for special military operations, such as with

1330-488: The 2023 Chinese balloon incident , where the FAA put into place one of the largest airspace restrictions in U.S. history, with an area approximately twice the size of Massachusetts and more than five times the restricted airspace surrounding Washington, D.C. The responsibility for screening requests for TFR and for subsequent granting or denying them, lies with the FAA's Office of System Operations Security. Section 91.185 of

1400-554: The Electronic Code of Federal Regulations (e-CFR). The table of contents, as reflected in the e-CFR updated December 20, 2018: Each title of the CFR is organized into sections, called parts . Each part deals with a specific type of activity. For example, 14 CFR Part 141 contains rules for pilot training schools. The sections most relevant to aircraft pilots and AMTs (Aviation Maintenance Technicians) are listed below. Many of

1470-619: The Fairchild Aerospace Merlin is a pressurized, twin turboprop business aircraft first produced by Swearingen Aircraft , and later by Fairchild at a plant in San Antonio , Texas . The Merlin was an evolution of earlier modification programs performed by Swearingen Aircraft. Ed Swearingen started the developments that led to the Merlin through gradual modifications to the Beechcraft Twin Bonanza and Queen Air business aircraft which he dubbed Excalibur . Then

SECTION 20

#1732787946446

1540-807: The Federal Aviation Administration (FAA) governing all aviation activities in the United States . The FARs comprise Title 14 of the Code of Federal Regulations ( 14 CFR ). A wide variety of activities are regulated, such as aircraft design and maintenance, typical airline flights, pilot training activities, hot-air ballooning , lighter-than-air aircraft , human-made structure heights, obstruction lighting and marking, model rocket launches, commercial space operations, model aircraft operations, Unmanned Aircraft Systems (UAS) and kite flying. The rules are designed to promote safe aviation , protecting pilots, flight attendants, passengers and

1610-660: The SA26 Merlin , more or less a pressurized Excalibur. Through successive models (the SA26-T Merlin IIA and SA26-AT Merlin IIB ) the engines were changed to Pratt & Whitney Canada PT6 , then Garrett TPE331 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, cruciform horizontal tail and inverted inlet Garrett engines. Ultimately

1680-654: The September 11, 2001 attacks , most TFRs were in the interest of safety to flying aircraft with occasional small restrictions for Presidential movements. Since 9/11, TFRs have been routinely used to restrict airspace for 30 nautical miles around the President, with a 10-nautical-mile (18.5 km) radius no-fly zone for non-scheduled flights. They are also available to other high-profile figures such as presidential and vice-presidential candidates (though not all do so, as Senator John Kerry , who did not ask for any TFR during

1750-462: The "noise factor" that was attributed to the early models. The airline installed Garrett 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 the recent installation of Garmin 950 glass cockpits and GPS satellite tracking. Many of

1820-469: The DC-8, DC-9, and B-727, were originally certified under SR 422B. SR 422B was recodified with minor changes to 14 CFR part 25, which became effective February 1965. This part contains airworthiness standards for rotorcraft in the normal category. Rotorcraft up to 7,000 lb Maximum takeoff weight and 9 or fewer passengers are type certified in this part. Examples of rotorcraft certified in this part are

1890-725: The Excalibur Queen Airs; the airstair in the same place and of the same general design as the Queen Air; and the nose being especially similar, of the same general shape with access panels the same size, shape and location as those of the Queen Air. The Australian Department of Civil Aviation (now the Civil Aviation Safety Authority ) took delivery of four Merlin IIBs in 1969 and operated them for almost fifteen years. As of May 2021 there have been 63 documented incidents and 96 deaths involving

1960-583: The FARs are designed to regulate certification of pilots, schools, or aircraft rather than the operation of airplanes. Once an airplane design is certified using some parts of these regulations, it is certified regardless of whether the regulations change in the future. For that reason, newer planes are certified using newer versions of the FARs, and in many aspects may be thus considered safer designs. The FARs have tens of thousands of separate sections, many used by large numbers of researchers on any given day. A few of

2030-563: The Federal Aviation Restrictions deals with loss of radio communications while in flight . If a loss of radio communications were to be encountered during VFR conditions, or if VFR conditions are encountered after loss of communication with the ground and other aircraft, the pilot of the aircraft shall continue the flight under VFR and land as soon as practicable. If, however, the failure occurs in IFR conditions and/or

2100-907: The Merlin III was replaced by the SA226-T Merlin IIIA , with an extra window on the right side of the cabin and a small window aft of the airstair on each side of the fuselage. Customers for the Merlin IIIA included the Argentinian Air Force , the Argentine Army and the Belgian Air Force . In January 1979 production of the Merlin IIIA ended in favour of the SA226-T(B) Merlin IIIB . The IIIB differed mainly by TPE331-10U engines of increased power driving four-bladed propellers turning in

2170-569: The Merlin IIIB, and other drag-reducing airframe modifications including landing gear doors that close after the gear is extended. The US Army bought a second-hand Merlin IVC and operated it as the solitary UC-26C. Towards the end of production of the short-fuselage variants of the Merlin, optional winglets were offered. Ten of the last 25 SA227-TTs were built with the winglets as Merlin 300s . Production of short-fuselage Merlins ended in 1983 with

Fairchild Swearingen Metroliner - Misplaced Pages Continue

2240-463: The Merlin. Listed below are a select few of the most notable ones. Data from Jane's All The World's Aircraft 1982–83. General characteristics Performance Related development Aircraft of comparable role, configuration, and era Related lists [REDACTED] Media related to Swearingen Merlin at Wikimedia Commons Federal Aviation Regulations The Federal Aviation Regulations ( FARs ) are rules prescribed by

2310-707: The Metro II's TPE331-3 engines replaced by -10 engines of increased power. The SA227-AC Metro III followed, also initially certified in 1980 for up to 14,000 pounds (6,400 kg), increasing to 14,500 pounds (6,600 kg) as engines and structures were upgraded. An option for up to 16,000 pounds (7,300 kg) was offered. Among external improvements to the Metro III were a 10 ft (3.0 m) increase in wing span, four-bladed props, redesigned "quick-access" engine cowlings and numerous drag-reducing airframe modifications, including landing gear doors that closed after

2380-468: The Metro began in 1968 and first flight was on 26 August 1969. The standard engines offered were two TPE331-3UW turboprops driving three-bladed propellers. A corporate version called the SA226-AT Merlin IV was also marketed and initially sales of this version were roughly double that of the Metro. These sales were not immediately forthcoming however, as the company was financially stretched by

2450-459: 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

2520-568: The Robinson R44, Schweizer 300 and the Bell 429 . This part contains airworthiness standards for rotorcraft in the transport category . Rotorcraft with more than 7,000 lb (3,200 kg) maximum takeoff weight and 10 or more passengers are type certified in this part. Rotorcraft with more than 20,000 lb (9,100 kg) maximum takeoff weight must be certified to additional Category A standards defined in this part. Part 91 defines

2590-585: The Small UAS Rule, or small unmanned aircraft systems in the National Airspace System (NAS). Small unmanned aircraft systems (sUAS) are those that weigh less than 55 pounds. Part 117 specifies flight and duty-time limitations and rest requirements for flightcrew members. Part 121 defines regularly scheduled air carriers. These are airlines who operate scheduled flights carrying either cargo or more than nine passengers. Among

2660-611: The US Civil Air Regulations. Many well-known types of light airplane, like the Cessna 150 and Piper Cherokee are certified to these older standards, even though they remained in production after 1965. This part contains airworthiness standards for airplanes in the transport category . The Boeing 737 and later types, and Airbus A300 series, are well-known airplane types that were certified according to standards set out in FAR Part 25. Transport category airplanes are either: This Part

2730-592: The United States Code of Federal Regulations (CFR). Title 14 is the principal set of rules and regulations (sometimes called administrative law ) issued by the Department of Transportation and Federal Aviation Administration , federal agencies of the United States which oversee Aeronautics and Space . This title is available in digital and printed form, and can be referenced online using

2800-471: The VFR conditions are not forthcoming, the pilot should continue under the following conditions: For all pilots, there is an important distinction in the parts that address classes of flight. These parts do not distinguish type of aircraft, but rather type of activity done with the aircraft. Regulations for commuter and commercial aviation are far more intensive than those for general aviation, and specific training

2870-416: The acrobatic and utility categories). The Cessna 177 , Cirrus SR20 and Piper PA-34 Seneca are well-known airplanes types that were certified to standards set out in FAR Part 23. Most of the Federal Aviation Regulations, including Part 23, commenced on February 1, 1965. Prior to that date, airworthiness standards for airplanes in the normal, utility and acrobatic categories were promulgated in Part 3 of

Fairchild Swearingen Metroliner - Misplaced Pages Continue

2940-566: 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 by M7 Aerospace . Two of

3010-581: The building of Merlin IIIC c/n TT-541. The last Merlin IVC (c/n AT-695B) was built in 1987 and Metro production ended in 1998. The SA26 Merlin is a pressurized Excalibur fitted with a different Lycoming TIGO-540 6-cylinder geared piston engine. The TIGO 540 was used despite the fact that one of the reasons the IO-720 was used in the Excalibur was that the Queen Air series' IGSO-480 and IGSO-540 engines from

3080-457: The course of design work their location was moved to under the high-mounted wing. Early flights were to be undertaken with General Electric CJ610 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 Paris Air Show , Fairchild released details of proposed developments of

3150-514: The development of the Metro prototype and lacked the funds to gear up for production. This situation was rectified in late 1971 when Ed Swearingen agreed to sell 90% of the company to Fairchild; the company was then renamed Swearingen Aviation Corporation. By the end of 1972 six Merlin IVs had been built and production gradually built up alongside the concurrently produced short-fuselage Merlin III. In 1974,

3220-408: The fleet has operated there, and, 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, regional jets were in vogue and turboprop types were out of favour with airlines. At the time, several airframes remained unsold at the factory. In 2001, the last aircraft, Metro 23 c/n DC-904B,

3290-719: The gear was extended. Once again a corporate version was offered as the Merlin IVC (the model name 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 cargo aircraft 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

3360-479: The general public from unnecessary risk. Since 1958, these rules have typically been referred to as "FARs", short for Federal Aviation Regulations. However, another set of regulations (Title 48) is titled "Federal Acquisitions Regulations", and this has led to confusion with the use of the acronym "FAR". Therefore, the FAA began to refer to specific regulations by the term "14 CFR part XX". FAA Order 1320.46C (Advisory Circular System) section 10 (Using references in

3430-627: The improvements resulting in the Metro 23 came about during work to produce the military C-26B model for the United States Air Force . A Metro III aircraft was modified for the Colombian Air Force 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

3500-547: The many Part 121 rules, pilots must have 1,500 of flight time and must retire by age 65. Part 133 is external load (helicopter) operations. Part 135 defines commuter and charter-type air carriers. These airlines can fly scheduled operations with aircraft with up to nine passengers (commuter flights), or they can fly on-demand, unscheduled air service for freight or with up to 30 passengers (charter flights). The Part 135 rules for pilots are less onerous, compared to Part 121: only 250 hours of flight time are required for

3570-592: The opposite direction to those of earlier models. The SA227-TT Merlin IIIC was next, introduced concurrently with the SA227-AC Metro III (the first Metro III was Fairchild c/n AC-420 and the first Merlin IIIC was c/n TT-421, Metro and Merlin aircraft at this stage being numbered consecutively with different prefixes to denote the different types), and the SA227-AT Merlin IVC version of the Metro III followed shortly after (the first Merlin IVC

SECTION 50

#1732787946446

3640-617: The original Merlin IV and Metro models were replaced by the SA226-AT Merlin IVA and the SA226-TC Metro II after about 30 Merlin IVs and about 20 Metros had been built. Among the changes made were larger, ovalised rectangular windows replacing the circular porthole -style windows of the early aircraft, and optional provision for a small Rocket-Assisted Take Off (RATO) rocket in the tail cone, this being offered to improve takeoff performance out of "hot & high" airfields. The same year

3710-893: The original Metro model were delivered in 1972 to Société Minière de Bakwanga (MIBA) in Kinshasa , Zaire , the first customer to put the Metro into service. The first airline to put them into service was Commuter Airlines in January 1973, followed shortly after by Air Wisconsin . At least one Metro IIA flies in Canada with Perimeter Aviation . Two SA227-CCs are today registered with Canadian operator Bearskin Lake Air Service Ltd. , while another two are operating in New Zealand. A fifth also flew with Bearskin Airlines , but

3780-593: The pilot-in-command may deviate from any regulation contained within Part 91 to the extent required to handle the emergency. The pertinent sections of the FAR (14 CFR Sections 91.137, 91.138, 91.139, 91.141, 91.143, 91.145, 99.7) describe temporary flight restrictions ( TFR ). A TFR is a geographically-limited, short-term, airspace restriction, typically in the United States . Temporary flight restrictions often encompass major sporting events, natural disaster areas, air shows, space launches, and Presidential movements. Before

3850-448: The public. Unlike the airlines they partner with, Part 380 operators don't operate the aircraft themselves. Historically, this business model has been used by tour operators and casinos to offer occasional flights between smaller cities and popular leisure destinations. However, more recently, the Part 380 rules have also seen some creative applications. In 2016, JSX began scheduling flights and selling tickets on flights operated by

3920-721: The regulations particularly relevant to laypersons, to political issues, or of historical interest are listed here. Many other FARs depend on definitions, which are found in Part 1.1 This part prescribes: Part 23 contains airworthiness standards required for issuance and change of type certificates for airplanes in these categories : In 2016 the FAA proposed a new system of performance-based airworthiness standards instead of prescriptive design requirements. The familiar weight and propulsion classifications of small airplane regulations would be replaced by performance and risk-based standards for aircraft weighing less than 19,000 pounds and seating 19 or fewer passengers. On August 30, 2017,

3990-471: The same manufacturer were so troublesome. The decision was soon made to offer increased engine power, which was achieved through installing two Pratt & Whitney Canada PT6 A-20 turboprop engines, resulting in the SA26-T Merlin IIA . The Merlin IIAs and IIBs were visually still obviously derivatives of the Queen Air, featuring as they did Queen Air tailplanes and wings with the same flat-top engine nacelles as

4060-593: The second half of the 1980s, the Metro IIIA was offered with two Pratt & Whitney Canada PT6 A-45R turboprops in place of the Garrett units but none were actually delivered. A special model was the SA227-BC Metro III built for Mexican airline AeroLitoral , 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

4130-404: The systems of the aircraft. It also determined special aspects of aircraft performance such as stall speed (e.g., for single engine airplanes – not more than 61 knots), rate of climb (not less than 300 ft/min), take-off speed (not less than 1.2 x V S1 ), and weight of each pilot and passenger (170 lb for airplanes in the normal and commuter categories, and 190 lb for airplanes in

4200-512: The tail cone, 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 lb (5670 kg) in the US and countries using imperial units , and 5,700 kg in countries using SI units . The Metro II was re-certified as the Metro IIA in 1980 with a maximum weight of 13,100 pounds (5,900 kg) and

4270-404: The text of an AC) para. h explains " Do not use the acronym "FAR" to refer to FAA's regulations. Neither the Department of Transportation nor the Office of the Federal Register allow us to use "FAR" for our regulations. The Federal Acquisition Regulations apply government-wide and are allowed to use the acronym "FAR." " Title 14 CFR – Aeronautics and Space is one of the fifty titles that make up

SECTION 60

#1732787946446

4340-403: 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

4410-400: Was an interim model with TPE331-11U engines and only a handful were built. In the 1960s, Swearingen Aircraft developed a prototype SA-28T eight-seat jet aircraft with a flapless delta wing . It shared the tail and cockpit with the Merlin/Metro. The two engines were to be Garrett TFE731 turbofans then in development; they were originally to be mounted on the aft fuselage, however during

4480-492: Was c/n AT-423). The Merlin IIIC was a redesign to incorporate structural and other changes but was visually the same as the Merlin IIIB, the redesign taking place to make the aircraft compliant with Special Federal Aviation Regulation 41 (SFAR-41). The Merlin IVC version was initially certified in 1980 at up to 14,000 pounds (6,400 kg) this increasing to 14,500 pounds (6,600 kg) as engines and structures were upgraded. An option to go as high as 16,000 pounds (7,300 kg)

4550-409: 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

4620-682: Was finally delivered to National Jet Aviation Services of Zelienople, Pennsylvania , an air charter operator . 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. In July 2019, 196 Metroliners were in airline service; airline operators with three or more aircraft were: Data from The Encyclopedia of World Aircraft. General characteristics Performance Related development Aircraft of comparable role, configuration, and era Related lists Swearingen Merlin The Swearingen Merlin or

4690-408: Was offered. Other improvements incorporated into the Merlin IVC were a 10 ft (3.0 m) increase in wing span (achieved by the simple expedient of removing the wingtips from the Metro II wing, bolting an extension to the end of each wing, and fitting a new wingtip, redesigned to reduce drag), TPE331-11U engines with redesigned "quick-access" engine cowlings and driving four-bladed propellers as on

4760-404: Was renamed Swearingen Aviation Corporation. At this point, 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 an optional, small Rocket-Assisted Take Off (RATO) rocket in

4830-407: Was the basis for certification of the first turbine-powered transport airplanes, such as the Boeing 707, the Lockheed Electra, and the Fairchild 27. SR 422A became effective July 2, 1958, and was superseded by SR 422B, effective August 29, 1959. Only a few airplanes were certified under SR 422A, such as the Gulfstream I and the CL-44. First generation turbine-powered transport category airplanes such as

4900-410: 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

#445554