New name from 1936 of Ishikawajima Aircraft Company Ltd. Built for Japanese Army Air Force the Ki-9 and Ki-17 two-seat biplane trainers from 1935-1942 and 1935-1944 respectively; Ki-36 Army co-operation monoplane and its trainer derivative, the Ki-55 (1938-1944 and 1939-1943); the twin-engined Ki-54 multipurpose trainer-transport (1940-1945) and, under license as the army Type LO, 64 examples of the Lockheed Model 14 twin-engined transport. Other ventures included the Ki- 74 long-range pressurized twin-engined reconaissancebomber of 1944-1945 and prototypes of the twin-engined reconaissance Ki-70, Ki-77 and Ki-94 high-altitude “heavy” fighter. Company re-formed November 1949 as Shin Tachikawa Kokuki Kabushiki Kaisha. Built prototypes of the R-52 lightplane (first all-Japanese post-war aircraft) and R-53 in 1950s.
The SZD-22 Mucha Standard Standard Class single-seater had its origins in the IS-2 Mucha (or Fly) intermediate single-seater of 1948, which was produced in several versions and used in some numbers by the Polish gliding clubs; the Mucha-ter set up several national records for altitude and distance, and the type achieved several Diamond C flights. The IS-2 Mucha had a single-spar high wing with an aspect ratio of 15, and was fitted with dive brakes and spoilers; the fuselage was of elliptical cross-section. The Mucha-ter was developed into the SZD-12 Mucha 100 of 1953, this single-seater being used for training. It was of all-wood construction, the cantilever high wings having a single main spar and an oblique auxiliary spar, with a plywood-covered leading edge torsion box; air brakes were fitted and the ailerons were aerodynamically and mass balanced. The oval-section fuselage was plywood-covered and the pilot sat under a onepiece Plexiglas canopy. Landing gear consisted of a monowheel and short front and rear skids sprung with rudder pads.
Evolved from the Vidervol-Szaraz VS-1, the Szaraz SD-1A Daphne is a homebuilt aircraft that was designed by Art Szaraz and Bernie Darmstadt for efficiency competitions.
The Daphne is a two place side-by-side configuration strut-braced high-wing, conventional landing gear equipped homebuilt. The fuselage uses welded steel tubing with aircraft fabric covering. The wings are wood, with one-piece plywood ribs. Both ailerons and flaperons have been installed on the design.
The first three examples were built on the same jigs at Art Szaraz’s workshop. At least fifteen were built. At least 26 were under construction by Jan 1970.
Known examples: N960Z (c/n 1) built by Arpad Szaraz, ff: 1963 N962Z built by Nick Stanich, ff: 2/28/65 N961Z built by B D Darmstadt, ff: 6/18/65
SD-1A Daphne Engine: 1 × Continental C-85-12F, 85 hp (63 kW) Propeller: 2-blade Wingspan: 26 ft (7.9 m) Wing area: 130 sq ft (12 sq.m) Airfoil: NACA 4412 Length: 19 ft 7 in (5.97 m) Empty weight: 820 lb (372 kg) Gross weight: 1,300 lb (590 kg) Maximum speed: 130 kn; 241 km/h (150 mph) Cruise speed: 104 kn; 193 km/h (120 mph) Stall speed: 35 kn; 64 km/h (40 mph) Never exceed speed: 148 kn; 274 km/h (170 mph) Service ceiling: 14,500 ft (4,400 m) Rate of climb: 1,000 ft/min (5.1 m/s) Capacity: 2
The evolution of the Merlin started in the early 1960s, with an air stair door and engine conversion for the Beech Twin Bonanza. Swearingen was also fitting bigger engines on Queen Airs, and the first Merlin strongly reflects his background with these two Beech conversions. The Merlins I and II consisted of a new fuselage mounted on modified Queen Air or Twin Bonanza wings and landing gear. The Merlin I was to be a pressurized piston powered airplane, the Merlin II a turboprop. The model I was never produced because Swearingen couldn’t find a piston engine that satisfied him. The II made its debut with Pratt & Whitney PT6 turboprops in 1969, but by the time it reached the IIB version, it was powered by Garrett AiResearch TPE 331s with a shaft horsepower of 665 each, and it had a takeoff weight of 10,000 pounds.
The next step had to be the development of a new wing. There just weren’t that many Twin Bonanzas and Queen Airs out there, waiting to donate their wings to a Merlin. There may also have been some reluctance on the part of prospective buyers to consider a new airplane with used wings. Thus came the Merlins III and IV.
Dramatically improved performance, extended payload-range capability and a host of safety features transformed the Metro II into the Metro III. Providing the the improved performance is a 10 foot extension to the earlier model’s wing, combined with an uprating of the twin Garrett AiResearch TPE turbo-props from 840 SHP to 1,100 SHP. Water methanol injection is standard for hot and high take-offs, as well as being available for power augmentation during normal take-offs. Rated at 1,100 SHP wet, 1,000 SHP dry, power is now absorbed by new four-bladed Dowty Rotol props. Turning at 1,590 rpm (compared with 2,000 rpm on the Metro II), the interior noise level has been dramatically reduced to about half that of the previous model about a 6 Db drop.
Fairchild was building the Merlin’s wings under contract to Swearingen when the recession of 1970 squeezed the airplane business. Fairchild wound up with both an interest in the company and an in¬terest in keeping the airplanes going. The Merlin III was under development at about the time the small jets were first coming to market; to be a viable offering, it had to offer something the jets lacked. This had to be range, for there was no way a turboprop could match the jets’ speed. The first Merlin III had AiResearch 840 shp engines and a fuel capacity of 662 USG. The maximum range at economy cruise, with a 45 minute reserve, was 2,353 nautical.
Other changes to the Metro II include a cleaning up of the engine nacelle and improved fire containment. The gear doors now close when the wheels are lowered, which not only improves the single-engine gear-down performance, but also assists in lowering the Vmca to 5 knots slower than the series II aircraft. Cowlings are stainless steel for improved fire resistance, while all flammable fluid lines are physically isolated from electrical componentry and wiring. Fire extinguishers are located in each engine nacelle.
In all there are some 1070 major engineering changes over the Metro II, mainly covering safety related items, and this effectively ups the new aircraft’s empty weight by about 550 lbs.
The Metro III is certified to 14,000 pounds (6,350 Kg.) MAUW, with a 12,500 lb zero fuel weight. Approved by both F.A.A. under new SFAR 41 and by ICAO Annex 8.
Swearingen Merlin IIIA
The Merlin IIIB has 900 shp Garrett AiResearch TPE 331-10U-501G engines, four blade instead of three blade props, and an extra gear in the reduction system that limits the prop to 1,591 rpm and makes the props turn to the left. Prop rpm for the III was 2,000, so this is a significant reduction.
Certification of the IIIB by the FAA was confirmed on 3 November and the first production example was delivered to Teterboro Aircraft Services on 1 December.
The Merlin IIIB is normally flown in the 25,000 to 28,000 foot range. At gross weight, it takes 17 or 18 minutes to reach 26,000 feet. Flight Level 260 is close to where the maximum range and maximum speed lines meet on the chart. The speed up there at 12,000 pounds is 269 knots at .52 nautical miles per pound of fuel burned, for a flow of about 530 pounds an hour. At 10,000 pounds, a more common mid cruise weight, the specific range can be as high as .6 nautical miles per pound of fuel consumed, with a cruise speed still over 260 knots, at 30,000 or 31,000 feet.
The Merlin IIIB is a purpose-built, high capability executive aircraft. Powered by a brace of 900 s.h.p. Garrett Ai-Research turboprops, the IIIB can wind out to a 300 knot cruise, carry eight passengers and crew of two for over a thousand miles. (Initial rate of climb at gross is 2,782 fpm, while over a thousand feet per minute can be averaged right on through to the service ceiling of 31,000 feet.) Single engine rate of climb at gross is 700 fpm; service ceiling with one out 16,500 feet. The Metro III also exists in an all-cargo configuration, known as the Expediter, with changes which permit payloads of 5,000 lb (2 268 kg). Fairchild, by 1990, had begun delivery of 13 C-26A versions to the US ANG.
The Merlin III is like the VI, only shorter, lighter and faster. It has a six passen¬ger cabin with a slide out potty in the rear. An equipped III will weigh, 7,200 to 7,300 pounds empty, 12,500 at gross. It has a maximum cruise speed of 275 knots, nine knots faster than the IV. Both aircraft have a 12,560 pound ramp weight and a landing weight of 11,500 pounds.
The primary difference in the two airplanes is range. The IV will carry crew, three passengers and baggage 1,875 nm at 226 knots, or at high cruise it will take the three 1,390 nm at 265 knots. The III will carry three passengers 2,255 nm at 257 knots in economy cruise, or 1,610 nm at 275 knots in high cruise.
Sharing the same wing and fuselage section with that of its big brother the Metroliner, the 17 foot shorter Merlin fuselage is pressurised to 7 psi differential, allowing cabin pressure to remain at sea level during a 17,000 foot cruise, or a 7,300 foot cabin at 31,000 feet. Going hand in hand with the capable pressurisation system, interior sound levels too have been designed with comfort in mind. Big slow turning four-bladed props, coupled with increased sound-proofing over earlier models, results in remarkably low cabin noise levels — similar in fact to a jet, and with a silky, vibration-free smoothness in flight that would hardly ruffle the surface of the boss’s gin and tonic. Elbow room in the cabin too is excellent. Maximum cabin width is a generous 5.2 feet; headroom is 4.8 feet.
Range and payload combinations are flexible. With a crew of two and virtually no payload, range is better than 2,000 miles (this with 4,342 pounds of fuel total), while with a full payload of 1,770 pounds on board the Merlin achieves 1,100 miles at 288 knots, still retaining a 45 minute reserve. Fuel flow shows around 600 pph.
Fully reversing prop blades and powered anti-skid braking assist with the field performance. Low pressure tyres are fitted and the Garretts can be equipped with water-methanol injection as an optional extra.
Developed from the Metro II, the Metro III version is operated by several air forces as a utility transport. The US Air National Guard designates its variant the C-26A. Other models are the Metro III(H) with a 16,000-lb (7,258-kg) maximum take-off weight (ANG C-26B), and the Expediter all-freight model with a 4,780-lb (2,168-kg) payload.
For specialized military roles, the manufacturer provides the Metro III Special Missions Version – A Special Missions aircraft based on the Metro III airframe is available for various maritime patrol/surveillance and ASW duties. Mission equipment includes a Litton 360 deg scan APS-504(V) or AIL APS-128D search radar in an underfuselage radome for maritime surveillance, and a sonobuoy acoustic processor and a MAD tailboom for the ASW role. Optional equipment in both cases comprises low-light TV, infrared linescanner, Flir, Doppler radar, and a searchlight. Maximum take-off weight is 7,257kg (16,000lb), and endurance with auxiliary fuel tanks is ten hours. Also operated by the Swedish Air Force as Tp 88s.
The Merlin IV has the same basic airframe/engine combination as the Swearingen Metro commuter airliner, but there the similarity ends. The IV systems are so different from the Metro, and the capabilities of the airplanes are so distinct, that the two have separate type certificates.
The IV is a 10 passenger airplane in standard corporate configuration. It weighs 12,500 pounds maximum for takeoff and cruises at 265 knots. The design has what engineers sometimes call “maximum mission capability”: that is, with full tanks, full avionics and miscellaneous equipment, it will accommodate only the crew for maximum range ferry purposes. From this condition you trade off range for payload to a maximum of 2,800 2,900 pounds in passengers and baggage and 1,500 pounds of fuel.
Behind the rear cabin bulkhead is a pressurized, 136 cubic foot, 500 pound limit baggage/cargo compartment accessible through a 53 inch wide door on the left side of the fuselage. A second, un-pressurized, 45 cubic foot baggage compartment in the nose will hold up to 800 pounds, less the weight of avionics boxes. Cabin pressure differential is seven psi, which gives the IV a sea level cabin at 16,000 feet, its maximum cruise speed altitude. There are dual pressurization, heat and air conditioner systems.
The Swearingen Aviation Corporation, a subsidiary of Fairchild Industries, added 17 feet to the length of an executive turboprop fuselage to create an airplane for both airlines and corporate operators. The 1976 models of the long Swearingen were called the Merlin IVA and the Metro II. The former is a corporate airplane, the latter is used for airline operations. The Merlin and Metro 4 are air conditioned and pressurized. When it is used as an executive transport, the Merlin’s passenger load is usually lower and larger fuel loads can handle much longer trips with the average executive load. When cargo carrying missions are combined with passenger operations, a Metro II “Expediter” version of the airplane is available. Its movable bulkheads and removable interiors facilitate a quick change from passenger to cargo operations or to any mixture of the two. The Swearingen Metro II and Merlin IVA received a restricted category certification that will permit them to operate at gross weights of up to 14,000 pounds. Special mission editions of the turboprops, designed for patrols or aerial photography, are able to carry 648 gallons of fuel, for up to 10 hours of endurance.
Fairchild’s SA 227-DC Metro 25 flew for the first time on 25 September 1989.
The Fairchild RC-26 offered an aerial surveillance option for local and federal law enforcement agencies, allowing them to cut down on high-speed chases and more easily gather evidence on drug trafficking organizations. During the eight-year span of operations, the RC-26 flying flew over 4000 hours contributing the seizure of one billion dollars’ worth of narcotics and leading to over one thousand arrests.
RC-26
In addition to supporting counter-narcotics operations, the RC-26 crew supported emergency management agencies during natural disasters including forest fires on the west coast, flooding in the Midwest and hurricane Maria in Puerto Rico. The aircraft provided vital imagery of affected areas to emergency crews on the ground.
Fairchild Metro III two/three-crew light transport Engines: two l,000-shp (746-kW) Garrett TPE33I-l1U-611G turboprops Maximum speed 320 mph (515 km/h) at 12,500 ft (3,810 m) Initial climb rate 2,350 ft (716 m) per minute Service ceiling 27,500 ft (8,380 m) Range 1,000 miles (1,609 km) with maximum passenger payload Empty weight 8,737 lb (3,963 kg) Maximum take-off 14,500 lb (6,577 kg) Wing span 57 ft 10 in (17.37 m) Length 59 ft 4.25 in (18.09 m) Height 16 ft 8 in (5.08 m) Wing area 309.0 sq ft (28.71 sq.m) Payload: 20 passengers or 4,880 lb (2,214 kg) of freight
Metro IIIA Engines: Garrett, 840 shp TBO: 2500 hr Max cruise: 278 mph Econ cruise: 244 mph Stall: 83 mph Fuel cap: 4342 lb Service ceiling: 28,900 ft SE service ceiling: 15,000 ft ROC: 2530 fpm SE ROC: 620 fpm Min field length: 2150 ft Payload with full fuel: 389 lb Max range: 2487 sm High speed range: 1953 sm Max payload: 2060 lb Range with max payload: 1154 sm Pressurisation diff: 7.0 psi Seats: 11 Gross wt: 12,500 lb Equipped empty wt: 7769 lb Useful load: 4731 lb
SA227-AC Metro III-41 Engines: 2 x Garrett TPE-331-IIU-601G, 1000 shp Props: Dowty-Rotol 4-blade, 106-in Seats: 22 Length: 59.4 ft Height: 16.7 ft Wingspan: 57 ft Wing area: 309 sq.ft Wing aspect ratio: 10.5 Maximum ramp weight: 14,100 lb Maximum takeoff weight: 14,000 lb Standard empty weight: 8397 lb Maximum useful load: 5703 lb Zero-fuel weight: 12,500 lbs Maximum landing weight: 14,000 lb Wing loading: 45.3 lbs/sq.ft Power loading: 7 lbs/hp Maximum usable fuel: 4342 lb Best rate of climb: 2500 fpm Certificated ceiling: 31,000 ft Max pressurisation differential: 7 psi. 8000 ft cabin alt @: 32,400 ft Maximum single-engine rate of climb: 760 fpm @ 133 kts Single-engine climb gradient: 344 ft/nm Single-engine ceiling: 16,000 ft Maximum speed: 271 kts Normal cruise @ 25,000ft: 264 kts Fuel flow @ normal cruise: 509 pph Endurance at normal cruise: 8 hrs Stalling speed clean: 97 kts Stalling speed gear/flaps down: 87 kts Turbulent-air penetration speed: 174 kts
SA227-AC Metro III-41B Engines: 2 x Garrett TPE-331-IIU-601G, 1000 shp Props: Dowty-Rotol 4-blade, 106-in Seats: 22 Length: 59.4 ft Height: 16.7 ft Wingspan: 57 ft Wing area: 309 sq.ft Wing aspect ratio: 10.5 Maximum ramp weight: 14,100 lb Maximum takeoff weight: 14,000 lb Standard empty weight: 8397 lb Maximum useful load: 5703 lb Zero-fuel weight: 12,500 lb Maximum landing weight: 14,000 lb Wing loading: 45.3 lbs/sq.ft Power loading: 7 lbs/hp Maximum usable fuel: 4342 lb Best rate of climb: 2500 fpm Certificated ceiling: 31,000 ft Max pressurisation differential: 7 psi 8000 ft cabin alt @: 32,400 ft Maximum single-engine rate of climb: 760 fpm @ 133 kts Single-engine climb gradient: 344 ft/nm Single-engine ceiling: 16,000 ft Maximum speed: 271 kts Normal cruise @ 25,000ft: 264 kts Fuel flow @ normal cruise: 509 pph Endurance at normal cruise: 8 hrs Stalling speed clean: 97 kts Stalling speed gear/flaps down: 87 kts Turbulent-air penetration speed: 174 kts
Merlin IIIA Engine: 2 x TPE 331-3U-303G, 840 hp Seats: 11 Length: 42.159 ft / 12.85 m Height: 16.732 ft / 5.1 m Wingspan: 46.26 ft / 14.1 m Wing area: 277.496 sq.ft / 25.78 sq.m Wing loading: 45 lb/sq.ft 220.0 kg/sq.m Pwr loading: 7.44 lb/hp Gross wt: 12,500 lb / 5670.0 kg Empty wt: 7600 lb Equipped useful load: 4531 lb Payload max fuel: 189 lb Range max fuel/cruise: 1720nm/6.3hr Range max fuel / range: 2266nm/9.3hr Ceiling: 31,000 ft Max cruise: 272 kt Max range cruise: 245 kt Vmc: 104 kt Stall: 84-97 kt 1.3 Vso: 109 kt ROC: 2530 fpm SE ROC: 620 fpm @ 143 kt SE ceiling: 13,500 ft Min field length: 3075 ft Take off distance: 3051 ft / 930 m Landing distance: 2854 ft / 870 m Fuel cap: 4342 lb Cabin pressure: 7 psi Crew: 2
Merlin IIIB Engines: 2 x AiResearch TPE 331 1OU 501G, 900 shp Props: Full feathering, reversible, 106 in, dia TBO: 3,000 hrs Length: 42 ft. 1 in Height: 16 ft. 9 in Wingspan: 46 ft. 3 in Wing area: 277.5 sq. ft Max ramp wt: 12,600 lbs Max takeoff wt: 12,500 lbs Standard empty wt: 7,600 lbs Max useful load: 4,900 lbs Max landing wt: 11,500 lbs Zero fuel wt: 10,000 lbs Wing loading: 45 lb/sq.ft Power loading: 6.9 lb/hp Max usable fuel: 648 USG/4,342 lbs Max rate of climb: 2,782 fpm Service ceiling: 31,400 ft Single engine rate of climb: 700 fpm Single engine climb gradient: 304 ft/nm Single engine service ceiling: 16,500 ft Max speed: 309 kts Normal cruise (@ 22,000 ft. and 12,000 lbs.): 280 kts Fuel flow at normal cruise: 600 pph Endurance at normal cruise, no reserve: 7.2 hrs Stalling speed, clean: 103 kts Stalling speed, flaps down: 89 kts Turbulent air penetration speed: 190 kts Max pressurization differential: 7 psi. 8,000 ft. cabin altitude @: 32,400 ft.
Merlin IVA Engines: 2 x Garrett AiResearch TPE 331 3U-303G,840 shp Prop: Hartzell 3 blade,constant speed, full feathering, reversing, 102 in. dia Length: 59 ft. 4 in Height: 16 ft, 8 in Wingspan: 46 ft. 3 in Airfoil: NACA 652A215 at root 642A425 at tip Aspect ratio: 7.71 Wing area: 277.5 sq. ft Wing loading: 45 lbs/sq.ft Empty weight: 8,553 lbs Useful load: 3,947 lbs Payload with full fuel: 235 lbs Ramp weight: 12,560 lbs Maximum takeoff weight: 12,500 lb Power loading: 7.44 lbs./hp Usable fuel capacity: 554 gals/13,712 lbs Baggage area: 143 cu. Ft Minimum runway requirement: 2,050 ft Rate of climb: 2,400 fpm Single engine rate of climb: 650fpm Service ceiling: 27,000 ft Single engine service ceiling: 14,700 ft Maximum cruise (@ 16,000 ft.): 269 knots High altitude cruise (@ 24,000 ft.): 240 knots Maximum range (45 minute reserve): 1,810 nm Stall speed, clean: 97 knots Stall speed, gear and flaps down: 86 knots
SA227-AT Merlin IVC-41 Engines: 2 x Garrett TPE-331-IIU-601G, 1000 shp Props: Dowty-Rotol 4-blade, 106-in Seats: 13/16 Length: 59.4 ft Height: 16.7 ft Wingspan: 57 ft Wing area: 309 sq.ft Wing aspect ratio: 10 Maximum ramp weight: 14,100 lbs Maximum takeoff weight: 14,000 lbs Standard empty weight: 9100 lbs Maximum useful load: 5000 lbs Zero-fuel weight: 12,500 lbs Maximum landing weight: 14,000 lbs Wing loading: 45.3 lbs/sq.ft Power loading: 7 lbs/hp Maximum usable fuel: 4342 lbs Best rate of climb: 2500 fpm Certificated ceiling: 31,000 ft Max pressurisation differential: 7 psi. 8000 ft cabin alt @: 32,400 ft Maximum single-engine rate of climb: 760 fpm @ 133 kts Single-engine climb gradient: 344 ft/nm Single-engine ceiling: 16,000 ft Maximum speed: 297 kts Normal cruise @ 25,000ft: 268 kts Fuel flow @ normal cruise: 527 pph Endurance at normal cruise: 7.7 hrs Stalling speed clean: 97 kts Stalling speed gear/flaps down: 87 kts Turbulent-air penetration speed: 174 kts
SA227-AT Merlin IVC-41B Engines: 2 x Garrett TPE-331-IIU-601G, 1000 shp Props: Dowty-Rotol 4-blade, 106-in Seats: 13/16 Length: 59.4 ft Height: 16.7 ft Wingspan: 57 ft Wing area: 309 sq.ft Wing aspect ratio: 10.5 Maximum ramp weight: 14,100 lbs Maximum takeoff weight: 14,000 lbs Standard empty weight: 9100 lbs Maximum useful load: 5000 lbs Zero-fuel weight: 12,500 lbs Maximum landing weight: 14,000 lbs Wing loading: 45.3 lbs/sq.ft Power loading: 7 lbs/hp Maximum usable fuel: 4342 lbs Best rate of climb: 2500 fpm Certificated ceiling: 31,000 ft Max pressurisation differential: 7 psi. 8000 ft cabin alt @: 32,400 ft Maximum single-engine rate of climb: 760 fpm @ 133 kts Single-engine climb gradient: 344 ft/nm Single-engine ceiling: 16,000 ft Maximum speed: 297 kts Normal cruise @ 25,000ft: 268 kts Fuel flow @ normal cruise: 527 pph Endurance at normal cruise: 7.7 hrs Stalling speed clean: 97 kts Stalling speed gear/flaps down: 87 kts Turbulent-air penetration speed: 174 kts
SA227-TT Merlin IIIC-23 Engines: 2 x Garrett TPE-331-IOU-530G, 900 shp Props: Dowty-Rotol 4-blade, 106-in Seats: 8/11 Length: 42.2 ft Height: 16.8 ft Wingspan: 46.3ft Wing area: 277.5 sq.ft Wing aspect ratio: 7.7 Maximum ramp weight: 12,600 lbs Maximum takeoff weight: 12,500 lbs Standard empty weight: 8090 lbs Maximum useful load: 4510 lbs Zero-fuel weight: 12,500 lbs Maximum landing weight: 12,500 lbs Wing loading: 45.0 lbs/sq.ft Power loading: 7 lbs/hp Maximum usable fuel: 4342 lbs Best rate of climb: 2800 fpm Certificated ceiling: 31,000 ft Max pressurisation differential: 5.5 psi 8000 ft cabin alt @: 32,400 ft Maximum single-engine rate of climb: 780 fpm @ 135 kts Single-engine climb gradient: 346 ft/nm Single-engine ceiling: 16,500 ft Maximum speed: 309 kts Normal cruise @ 25,000ft: 290 kts Fuel flow @ normal cruise: 525 pph Endurance at normal cruise: 7.7 hrs Stalling speed clean: 102 kts Stalling speed gear/flaps down: 89 kts Turbulent-air penetration speed: 189 kts
SA227-DC Metro 23 Engines: 2 x Garrett TPE-331-12 MTOW: 7484 kg
SA227-TT Merlin IIIC-41 Engines: 2 x Garrett TPE-331-IOU-530G, 900 shp Props: Dowty-Rotol 4-blade, 106-in Seats: 8/10 Length: 42.2 ft Height: 16.8 ft Wingspan: 46.3 ft Wing area: 277.5 sq.ft Wing aspect ratio: 7.7 Maximum ramp weight: 13,330 lb Maximum takeoff weight: 13,230 lb Standard empty weight: 8150 lb Maximum useful load: 5180 lb Zero-fuel weight: 12,500 lb Maximum landing weight: 13,230 lb Wing loading: 47.7 lbs/sq.ft Power loading: 7.4 lbs/hp Maximum usable fuel: 4342 lb Best rate of climb: 2650 fpm Certificated ceiling: 31,000 ft Max pressurisation differential: 7 psi 8000 ft cabin alt @: 32,400 ft Maximum single-engine rate of climb: 680 fpm @ 138 kt Single-engine climb gradient: 296 ft/nm Single-engine ceiling: 14,500 ft Maximum speed: 309 kt Normal cruise @ 25,000ft: 290 kt Fuel flow @ normal cruise: 525 pph Endurance at normal cruise: 7.7 hrs Stalling speed clean: 104 kt Stalling speed gear/flaps down: 92 kt Turbulent-air penetration speed: 189 kts
Fairchild (Swearingen) C 26 Metroliner Engines: 2 x TPE 331 11U, 809 shp Length: 59.383 ft / 18.1 m Height: 16.732 ft / 5.1 m Wingspan: 57.087 ft / 17.4 m Wing area: 308.927 sq.ft / 28.70 sq.m Max take off weight: 14502.3 lb / 6577.0 kg Weight empty: 9181.6 lb / 4164.0 kg Max. payload weight: 5300.8 lb / 2404.0 kg Max. speed: 278 kts / 515 km/h Landing speed: 87 kts / 161 km/h Cruising speed: 248 kts / 460 km/h Initial climb rate: 2362.20 ft/min / 12.00 m/s Service ceiling: 27428 ft / 8360 m Wing loading: 46.95 lb/sq.ft / 229.00 kg/sq.m Range: 575 nm / 1065 km Crew: 2 Payload: 20 pax
The Metro was developed by Swearingen on the basis of the Beech Queen Air as a commuterliner, and first flew as the SA-226TC 26 August 1969. The first production version was priced at $743,750 in 1974, less avionics. Twenty were built.
Swearingen Metro
The Metro II SA226-TC of 1975 had minor improvements, larger cabin windows.
1969 Metro Engines: two 840hp Garrett AiResearch TPE-331-3UW-303G Wingspan: 46’4″ Length: 59’5″ Useful load: 5125 lb Max speed: 292 mph Cruise: 278 mph Stall: 99 mph Range: 995-2400 mi Ceiling: 27,490′ Seats: 21-22
Metro II SA226-TC Engines: Two Garrett TPE331-3UW-3003G / optional 350 lb Aerojet General JATO Max speed: 294 mph Cruise: 279 mph Stall: 99 mph
SA226-TC Metro II Engines: 2 x Garrett TPE 331 3UW-304G, 840 shp Empty wt: 8150 lb MTOW: 12,500 lb (later 13,100 lb) Pax cap: 20 Cruise: 235 kts @ 15,000 ft, 252 kts @ 10,000 ft Cargo holds: 181 cu.ft Press differential: 7 psi SL cabin alt: 16,000 ft Max op alt: 25,000 ft ROC @ MTOW: 2400 fpm SE ROC: 650 fpm
Engines: Garrett, 940 shp TBO: 2500 hr Max cruise: 283mph Econ cruise: 230 mph Stall: 86 mph Fuel cap: 4342 lb Service ceiling: 27,000 ft SE service ceiling: 14,700 ft ROC: 2400 fpm SE ROC: 650 fpm Min field length: 2050 ft Payload with full fuel: 293 lb Max range: 2110 sm High speed range: 1665 sm Max payload: 4430 lb Range with max payload: 435 sm Pressurisation diff: 7.0 lb. psi Seats: 22 Gross wt: 12500 lb Equipped empty wt: 8219 lb Useful load: 4281 lb
Metro II Engines: 2 x Garrett TPE 331-3UW-303G, 940 hp Seats: 22 Wing loading: 45 lb/sq.ft Pwr loading: 6.65 lb/hp Gross wt: 12,500 lb Operating wt: 7869 lb Equipped useful load: 4500 lb Payload max fuel: 158 lb Zero fuel wt: 12,500 lb Range max fuel/cruise: 1474 nm/5.8 hr Range max fuel / range: 1915 nm/ 7.9 hr Service ceiling: 25,000 ft Max cruise: 255 kt Max range cruise: 244 kt Vmc: 91 kt Stall: 86-98 kt 1.3 Vso: 112 kt ROC: 2400 fpm SE ROC: 650 fpm @ 133 kt SE Service ceiling: 14,000 ft Min field length: 2050 ft Cabin press: 7 psi Fuel cap: 4342 lb
Ed Swearingen became Dee Howard’s first employee. Founded 1953, this company had built prototypes for other makers, including Piper Twin Comanche before 1966, when its Merlin series of twin-turboprop executive aircraft reached production.
The Merlin was Swearingen’s own design, rather than a con¬version of an existing aircraft. The airplane was so well received that it gained 40 percent of the turboprop market in three years.
By late 1960s was building Merlin IIB eight-seater as successor to HA (33 built) and 22-seat Metro commuter airliner. Also offered improved versions of Beechcraft types. Merlin III was 8/10- seat executive type; Merlin IV a corporate version of Metro.
Excalibur Aviation was sold: it had been a division of Swearingen Aircraft, which later built the Merlins and Metros.
In 1971 the company became a subsidiary of Fairchild Industries, becoming Swearingen Aviation Corporation, but later renamed Fairchild Aircraft Corporation.
Emivest Aerospace Corporation is the result of a partnership formed in June 2008 when Emirates Investment and Development Company PSC (Emivest) acquired 80% interest in US based aircraft manufacturing company, Sino Swearingen Aircraft Corporation (SSAC).
This single-seater 15m span sailplane is designed especially for use by clubs and small syndicates, with the emphasis on low running costs and capital outlay together with safe flying qualities. Available in two forms, as the SD3-15T with a T-tail and the SD3-15V with a V-tail, the Swales was developed from the Birmingham Guild BG 135 Gipsy, the 13.5m span version of the BG 100/12 designed by J. C.Gibson, K. Emslie and L. P. Moore of Sailplane Design Ltd. Manufacturing rights of the BG 135 were acquired by Yorkshire Sailplanes Ltd, who built a batch of seven as the YS 55 Consort. The BG 135 was itself developed from the earlier and very similar Birmingham Guild Gipsy 12/15 project which, like the BG 100/12, was intended to be a low cost lightweight Standard/Sports Class sailplane in which either a medium-performance 12m wing or a high performance 15m one could be fitted to a common fuselage and tail unit. This was to be achieved by special attention to structural efficiency resulting from efficient wing skin stabilisation, with rigid foam cores, and low cost was achieved by eliminating taper as well as twin-skin sandwich or ribbed forms of construction. The prototype BG 100/12, with a 12m (39ft 4in) span wing, first flew on 7 April 1970 and, like the later SD3-15V, was a cantilever shoulder-wing monoplane of all-metal construction with a V-tail and a large hinged moulded cockpit canopy; a 13.5m span wing was later fitted.
Construction of the prototype SD3-15 began in September 1974 and it first flew in March 1975, being designated SD3-13V. The first prototype SD3-15V first flew in July 1975 and the first SD3-15T made its maiden flight in December 1976, the suffix letter denoting the tail configuration; six SD3-15s had been built by mid-1979; production was then only to order and was restricted to the T-tailed SD3-15T.
Structurally, the SD3-15 is very similar to the BG 135 and BG 100/12 from which it was developed; the constant chord wings have metal and polystyrene ribs and glassfibre reinforced plastic (GRP) wing tips, and the trailing edge flaps also act as air bakes. The plain metal ailerons have foam ribs. The metal skinned semi-monocoque fuselage has a GRP nose cone and is built up on four longerons. The landing gear consists of a non-retractable monowheel with an internally-expanding brake, and a tailskid. Both versions have a metal tail unit with 50% foam ribs; the SD3-15T has a full-span elevator with spring trim while the SD3-15V has all-moving tail surfaces with anti-balance tabs. The cockpit canopy opens sideways to starboard.
SD3-15T Span: 15.0 m / 49 ft 2.5 in Length: 6.1 m / 20 ft 0 in Height: 1.30m / 4 ft 3 in Wing area: 9.57 sq.m / 102.0 sq.ft Aspect ratio: 23.7 Wing section: Wortmann FX-61-168 Empty weight: 222 kg / 490 lb Max weight: 330 kg / 728 lb Water ballast: None Max wing loading: 34.48 kg/sq.m / 7.06 lb/sq ft Max speed: 125 mph / 109 kt / 201 km/h (in smooth air) Max aero-tow speed: 90 mph Stalling speed: 35 kt / 65 km/h Max rough air speed: 86 kt / 159 km/h Min sinking speed: 0.73 m/sec / 2.4 ft/sec at 48.5 mph / 42 kt / 78 km/h Best glide ratio: 36:1 at 55 mph / 48 kt / 89 km/h
Before September 1964, Svardala built the prototype Svardala Bullet, 2-seater, side-by-side, flying-boat. The (plywood) hull, landing gear, (fabric-covered) wings, (fabric-covered) empennage and tip floats were similar to contemporary Volmer Sportsman and Anderson Kingfisher. The greatest difference was in in the aft cabin, which vaguely resembled a Republic Seabee. The most striking difference was the short pylon supporting the engine (Continental or Lycoming) and propeller. Because the crankshaft was only a short distance above the (flat) aft fuselage, Svardala installed a 2-bladed, wooden propeller with broad, curved blades.
The Svardala Bullet was sold during the early 1970s and moved to Sherbrooke, Quebec. The new owner complained about poor climb performance. He installed a blown Plexiglas windshield, taller engine pylon and larger diameter propeller.
Apparently, several registrations (most non-official) were tied to the Bullet, including CF-PUY, CF-SYF, CF-PUH, CF-PHU, the latter possibly being the X-1).
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