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Fairchild Swearingen Metroliner
Fairchild Swearingen Metroliner
Fairchild Swearingen Metroliner
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The Fairchild Swearingen Metroliner (previously the Swearingen Metro and later Fairchild Aerospace Metro) is a 19-seat, pressurized, twin-turboprop airliner first produced by Swearingen Aircraft and later by Fairchild Aircraft at a plant in San Antonio, Texas.

Key Information

Design

[edit]
A Metro II converted for cargo with a large freight door on the left side at the rear.

The Metroliner was an evolution of the Swearingen Merlin turboprop-powered business aircraft. Ed Swearingen, a Texas fixed-base operator and aeronautical engineer, 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 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[note 1] 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 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, with 4 feet and 9 inches of headroom within the passenger cabin. The standard engines offered were two TPE331-3UW turboprops driving three-bladed propellers. 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.[1]

Development

[edit]
The Garrett TPE331 installation

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[2] and building its wings and engine nacelles), bought 90% of Swearingen and the company was renamed Swearingen Aviation Corporation. At this point, the previously cash-strapped company was able to put the Metro into production.[3][4][5]

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.[note 2] Among the changes made were larger, squared-oval windows and optionally, a small rocket-assisted take off engine in 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 pounds (5,700 kg) by the requirements of the Special Federal Regulation 23 that the aircraft had been certified against.[6] The Metro II was re-certified as the Metro IIA in 1980 with a maximum weight of 13,100 pounds (5,900 kg) and 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 the gear was extended.

A purpose-built SA227-AT Expediter freighter without cabin windows

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 the second half of the 1980s, the Metro IIIA was offered with two Pratt & Whitney Canada PT6A-45R turboprops in place of the Garrett units but none were actually delivered.[7] 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 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[7] 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 was an interim model with TPE331-11U engines and only a handful were built.[5][8]

Further development

[edit]

In the 1960s, Swearingen Aircraft developed a prototype SA-28T eight-seat jet aircraft with a flapless delta wing.[2][9] It shared the tail and cockpit with the Merlin/Metro. The two engines were to be Garrett TFE731 turbofans then in development;[10] 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.[11] Early flights were to be undertaken with General Electric CJ610 engines fitted. Development continued after Fairchild acquired the company,[12] 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.[citation needed]

At the 1987 Paris Air Show, 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.[7][13] The Metro VI was shelved within months of being announced due to a lack of customer interest,[14] 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.[15] Also mooted but not built was the Metro 25J, which would have been another jet-powered aircraft with TFE731s in over-wing pods.[13]

The type certificates for Metro and Merlin aircraft are currently held by M7 Aerospace.

Operational history

[edit]
Five of Crossair's nine SA-227s at Zurich 1981
One of the advantages of the Perimeter Aviation modifications was using a four-bladed propeller that was less susceptible to stone chips on gravel runways

Two of 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,[4] followed shortly after by Air Wisconsin.

At least one Metro IIA flies in Canada with Perimeter Aviation.[16] Two SA227-CCs are today registered with Canadian operator Bearskin Lake Air Service Ltd.,[17] while another two are operating in New Zealand.[18] A fifth also flew with Bearskin Airlines, but was destroyed in a mid-air collision in 1995.[19]

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 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 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.[20] The Colombian National Police also operates several Metro 23 aircraft for counternarcotics reconnaissance purposes.[21][22] In addition, the Peruvian Air Force operates a Metro 23 and the Trinidad and Tobago Coast Guard operates a Metro III, both similarly configured.[23][24] A "Regional Security System" Metro III with a large belly radome has been seen in the Caribbean.[25][26]

In civilian service the type has proved to be popular, with sales in the 19-seat airliner market rivalled only by the Beechcraft 1900.[note 3] It is especially popular in Australia. Since the first example (a Merlin IVA) arrived in 1975, almost 20% of 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.[27]

Metro production ended in 1998; 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, was finally delivered to National Jet Aviation Services of Zelienople, Pennsylvania, an air charter operator.[4] A total of 703 Metro, Expediter, Merlin IV series and C-26 series aircraft were built.[5] In addition, 158 other SA226- and SA227-series aircraft were built as short-fuselage Merlin IIIs, IIIAs and IIIBs.[note 4]

Variants

[edit]
This Metro III was used in Sweden for Erieye/FS-890 AEW trials.
Fairchild RC-26 with a ventral radar

SA226 series

[edit]
  • SA226-TC Metro and Metro II - 198 built
  • SA226-AT Merlin IVA - 56 built

SA227 series

[edit]
  • Metro III - 291 built
    • SA227-AC - 273 built (11 to US Armed Forces as C-26As)
    • 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

[edit]
  • Fairchild C-26 Metroliner - C-26A, C-26B and RC-26B versions for the U.S. military.
  • TP 88 - Metro III (two aircraft) delivered to the Swedish Air Force for use as a VIP 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

[edit]
Main article: List of Fairchild Swearingen Metroliner operators

As of July 2019, 196 Metroliners were in airline service; airline operators with three or more aircraft were:[28]

Aircraft on display

[edit]

Accidents and incidents

[edit]
Metroliner schematic
  • On June 12, 1980, a Metro II operating as Air Wisconsin Flight 965 suffered engine failure following massive water ingestion during a thunderstorm; the crew lost control and crashed near Valley, Nebraska. Both crew members and 11 passengers died; two passengers survived with serious injuries.[29]
  • On January 30, 1984, a Metro II operated by Britt Airways crashed shortly after takeoff from Terre Haute, Indiana, on a repositioning flight to Evansville, Indiana. Three Britt employees, including its Director of Operations and Chief Pilot, were killed. The plane, N63Z, was destroyed. The cause was undetermined.
  • On January 15, 1987, a Metro II operating as Skywest Airlines Flight 1834 collided with a single engine Mooney M-20 near Kearns, Utah. All eight people on the Metro II and both pilots on the Mooney were killed in the accident.[30]
  • On January 19, 1988, a Fairchild Metro III, operated by Trans-Colorado Airlines as Continental Express Flight 2286, crashed near Bayfield, Colorado. Both crew members and seven of the 15 passengers died. Of the surviving passengers, only one was uninjured.[31]
  • On February 8, 1988, a Metro III operating as Nürnberger Flugdienst Flight 108 suffered a lightning strike, following which the electrical system failed. The right wing separated from the aircraft during an uncontrolled descent and the aircraft disintegrated and crashed near Kettwig, Germany. Both crew members and all 19 passengers died; the deadliest accident involving the Fairchild Metroliner.[32]
  • On February 19, 1988, a Fairchild Metro operating as AVAir Flight 3378 crashed one mile from the runway after takeoff from Raleigh-Durham International Airport, North Carolina killing both crew members and all 10 passengers. Pilot error was found to be the cause.
  • On January 21, 1989, a Fairchild Metro II (OY-ARI) operating a charter flight attempted to make an emergency landing with one engine at Örnsköldsvik (OER) in IFR conditions but failed to feather the propeller making it hard to line up with the runway. The aircraft crashed in deep snow 30 m left of the runway injuring one passenger and destroying the aircraft.[33]
  • On September 26, 1989, Skylink Airlines Flight 070, a Fairchild Metro III was on a scheduled flight from Vancouver (YVR) to Terrace (YXT), British Columbia with two pilots and five passengers on board. The aircraft crashed one quarter mile to the west of Terrace Airport while the crew was attempting to carry out a missed approach in IFR conditions. The aircraft was destroyed by the impact and a post-crash fire. All seven occupants were fatally injured in the crash.[34]
  • On February 1, 1991, SkyWest Airlines Flight 5569, operated with a Metro III, was waiting on a runway at Los Angeles International Airport when USAir Flight 1493 collided with it, resulting in the death of the ten passengers and two crew members on board the Metro.
  • On August 25, 1992, a Lone Star Airlines Swearingen SA 227-AC Metro III on a test flight crashed after takeoff 1 km SE of Memorial Field Airport due to improper maintenance of all primary flight control cables. All three occupants were killed.[35]
  • On May 1, 1995, a Metro 23 operating as Bearskin Airlines Flight 362 (with a crew of two and one passenger on board) collided at 4,500 feet above sea level with an Air Sandy Piper PA-31 Navajo (with one pilot and four passengers on board) while on approach to Sioux Lookout Airport, destroying both aircraft and killing all persons on both aircraft.[36]
  • On September 16, 1995, a Tamair Metro III, VH-NEJ, crashed shortly after takeoff from Tamworth, NSW, Australia, killing two trainees, with the check and training captain surviving with serious injuries. There were no other passengers or crew. The crash occurred following a "V1 cut" at night and raised many questions regarding the safety of asymmetric training operations at night.[37]
  • On June 18, 1998, Propair Flight 420, a Metro II flying from Dorval International Airport (now Montreal-Trudeau International Airport) to Peterborough Airport in Peterborough, Ontario, experienced a left wheel well fire when the overheated brake and wheel assembly was retracted into the enclosed wheel well. The heat dissipated to the tire and the surrounding structures, eventually causing a fire. During the attempted emergency landing at Mirabel Airport, the landing gear was extended on short final and when the aircraft was over the runway, the left wing broke upwards, the fuselage pivoted to the left and struck the ground. All 11 occupants were fatally injured.[38]
  • On October 10, 2001, a Merlin IVA operating as Flightline Flight 101 from Spain to Algeria crashed into the Mediterranean Sea off the Columbretes Islands in Valencia, Spain, killing all 10 people on board.[39]
  • On May 3, 2005, a Metro III operating a cargo flight as Airwork Flight 23 broke up in midair and crashed near Stratford, New Zealand. Both crew members died.
  • On May 7, 2005, a Transair Metro 23 crashed near Lockhart River, north of Cooktown, Queensland in Australia. A total of 15 people died in what is, as of December 2009, the worst airline crash in Australia since the 1960s.[40][41]
  • On June 19, 2008, a Fairchild SA-226 Merlin, a coastguard airframe, was being used to conduct pilot flight-skills tests for the Trondheim-based operator Helitrans, the pilots lost control during a stall exercise, and just 37 seconds after the control loss, and with an eventual sink rate of 10,000 ft/min, the turboprop hit the sea in a near-horizontal attitude, 18 nm west of Bergen, killing all three on board.[42]
  • On February 10, 2011, Manx2 Flight 7100, a Metro III owned by the Spanish airline Air Lada operating on behalf of Manx2, was on a flight from Belfast, Northern Ireland to Cork, Ireland. The aircraft crashed on landing in fog, resulting in the death of six people.[43]
  • On September 6, 2011, Aerocon Flight 238 from El Trompillo Airport, Santa Cruz de la Sierra, Bolivia to Teniente Jorge Henrich Arauz Airport, Trinidad, Bolivia crashed on approach to Trinidad. The flight was operated by Swearingen SA-227 Metroliner CP-2548. Eight of the nine people on board were killed.[44]
  • On June 6, 2012, a SA227-C metro en route from Montevideo Carrasco, MVD to Buenos Aires Ezeiza (EZE) crashed into the Rio de la Plata close to the coast of Montevideo south of Flores Island. It was registered as CX-LAS operating a freight flight on behalf of DHL.[45]
  • On November 3, 2013, Aerocon Flight 25, a SA227-BC Metro III, registration CP-2477, crashed when it was trying to land at Riberalta Airport (northern Bolivia) killing eight of the 18 people on board.[46]
  • On November 10, 2013, Bearskin Airlines Flight 311, a Swearingen SA227-AC Metro III, crashed on final approach to its destination of Red Lake, Ontario, Canada en route from Sioux Lookout, Ontario. The aircraft experienced a near total failure of the left engine at 500 ft AGL which, combined with the aircraft being in the landing configuration, caused a loss of airspeed resulting in an unrecoverable situation. Safety systems to assist in the handling with one engine out did not activate since the engine did not completely shut down; the scenario gave conflicting information to the pilots who did not have time to identify the nature of the failure. Two crew members and three passengers were killed in the crash. Two passengers sustained injuries but survived.[47]
  • On December 2, 2013, a Metroliner property of IBC Airways, flying from Las Américas International Airport, Dominican Republic, crashed in the municipality of Arecibo, Puerto Rico. Two people were killed in the accident.[48]
  • On April 13, 2015, a Carson Air SA-226 Metro II, operating Carson Air Flight 66, disappeared somewhere in the North Shore Mountains after taking off from Vancouver International Airport for Prince George Airport. Debris was found near the area where the aircraft was last tracked.[49]
  • On June 2, 2015, an Aeronaves TSM Fairchild (Swearingen) SA226TC Metro II, registration XA-UKP (msn TC-376 built 1980) crashed shortly after take-off from Querétaro international airport, Querétaro State, Mexico.[50]
  • On October 24, 2016, a CAE Aviation SA227-AT Merlin IVC crashed shortly after take-off from Malta International Airport. All five people on board were killed. The aircraft was taking part in a French-led surveillance operation to counter people-smuggling.[51][52]
  • On December 6, 2016, a Swearingen SA227-AC Metro III cargo plane, operating as Key Lime Air flight LYM308, crashed north of Pelham, Georgia, USA, on a flight from Panama City, Florida to Albany, Georgia. The pilot, the sole occupant, was killed. Weather in the area was poor, with a thunderstorm in the vicinity of the destination airport.[53]
  • On February 24, 2020 a Fairchild SA227-DC Metro 23 aircraft, operated by Perimeter Aviation as Bearskin Airlines Flight 344, crashed about 4:10 p.m. CT at Dryden airport in Ontario. Transportation Safety Board of Canada investigations found pilot error was the result due to an incomplete pre-taxi checklist. The aircraft left the runway while taxiing and crashed into a snowbank at speed with left propeller fragments penetrating the aircraft interior and injuring passengers. Multiple passengers were injured but there were no fatalities.[54]
  • On May 12, 2021, a Cirrus SR22 N416DJ and Key Lime Air Flight 970, a Swearingen SA-226-TC Metro II N280KL collided on approach to Centennial Airport in Colorado. The Cirrus made a safe off-airport parachute-assisted landing, while the Key Lime pilot landed safely at Centennial despite the loss of a section of the cabin roof and damage to the empennage. There were no injuries.
  • On December 10, 2021, a SA 227-DC Metroliner, operating as Castle Aviation Flight 921, crashed in Bedford, New Hampshire, on approach to nearby Manchester-Boston Regional Airport. The pilot was the only person on board the plane, which was delivering medical supplies. The sole occupant was killed.[55]
  • On November 15, 2022, an SA227-AT Expediter crashed on the Western Lakes Golf Club in Pewaukee, Wisconsin, 6 km short of Runway 10 at Waukesha County Airport. The plane was flying from New Orleans to Waukesha to deliver dogs to the Humane Animal Welfare Society of Waukesha. All three persons and all 53 dogs on the aircraft survived.[56][57]

Specifications (Metro III)

[edit]
One-by-one seating, the cabin does not allow standing up unless one is incredibly short

Data from The Encyclopedia of World Aircraft.[58]

General characteristics

Performance

  • Maximum speed: 311 kn (358 mph, 576 km/h)
  • Cruise speed: 278 kn (320 mph, 515 km/h)
  • Range: 594 nmi (684 mi, 1,100 km) [61]
  • Service ceiling: 25,000 ft (7,600 m)

See also

[edit]

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Fairchild Swearingen Metroliner

View on Grokipedia
from Grokipedia
The Fairchild Swearingen Metroliner is a pressurized, twin-turboprop designed for short-haul commuter operations, accommodating up to 19 passengers in a typical configuration. Developed by Ed Swearingen as a stretched of the earlier turboprop business aircraft from 1965, the Metroliner made its in the late and entered production in 1969, initially under Swearingen Aircraft before acquisition by Fairchild in 1971. Manufactured in , , over 600 examples were built across variants including the Metro, Metro II, Metro III, and extended Metro 23, establishing it as a ubiquitous workhorse for regional airlines in the United States, , and during the . With a length of 59 feet 4 inches, wingspan of 57 feet, maximum range of 594 nautical miles, and service ceiling of 25,000 feet, the aircraft emphasized reliability and versatility for passenger, cargo, and later military roles such as the U.S. Army's C-26 variant. Production ceased in 2001, but many Metroliners remain in service as of 2025 for freight and specialized missions.

Development

Origins and Initial Design

Ed Swearingen founded Swearingen Aircraft in 1959 in , , initially as a consulting firm focused on developing prototype aircraft and modifications for other manufacturers. The company began by refining existing designs, such as modifications to and Queen Air models, which laid the groundwork for original projects. By the mid-1960s, Swearingen shifted toward business turboprops with the series, starting with the SA26 Merlin I in 1965, followed by pressurized variants like the Merlin II and III, establishing expertise in efficient, high-performance light aircraft before pivoting to regional airliners. In the late 1960s, the U.S. commuter airline sector experienced rapid growth, driven by increasing demand for short-haul service to underserved markets, but operators were constrained by (CAB) regulations limiting aircraft to 12,500 pounds —effectively capping capacity at 19 seats to prevent direct competition with major carriers. Early hints of , including legislative pressures starting around 1969, encouraged investment in modern equipment to capitalize on emerging opportunities. This context created a market need for a reliable 19-seat commuter that could offer better speed, comfort, and operating economics than piston-powered predecessors like the Twin Otter. To address this demand, Swearingen's initial for the SA226 Metro emphasized a pressurized cabin for comfort on routes up to 1,100 km, powered by twin TPE331-3 engines delivering 715 shaft horsepower each, and a high-wing configuration to enhance short-field performance and propeller clearance. The stretched the III fuselage to accommodate 19 passengers while retaining a aluminum structure. Key innovations included an advanced wing with double-slotted flaps, optimizing low-speed lift and for regional operations. Prototype construction of the SA226 Metro began in 1968 at Swearingen's facilities in , building on components for rapid development. The aircraft achieved its first flight on August 26, 1969, validating the core design before refinements for production.

Testing, Certification, and Production

The program for the Swearingen Metroliner began with the prototype's on August 26, 1969, from the company's facility in , . This initiated a comprehensive evaluation phase from 1969 to 1971, encompassing performance validation, stall characteristics, and systems integration to meet regulatory standards for commercial operation. The (FAA) issued the for the SA226-TC model in June 1970, confirming the aircraft's airworthiness for passenger service under Part 23 of the . Production ramped up at Swearingen's plant following certification, with the first customer delivery—a SA226-TC to —occurring in June 1972. By the mid-1970s, the assembly line achieved a peak rate of 4 to 5 aircraft per month, resulting in 198 SA226 series units (including Metro and Metro II variants) completed by 1979. Early manufacturing encountered integration challenges with the Garrett TPE331-3 turboprop engines, particularly regarding power output and reliability during initial operations; these were addressed through subsequent upgrades, including improved fuel controls and propeller systems.

Company Changes and End of Production

In 1971, Fairchild Industries acquired a 90% controlling interest in Swearingen Aircraft to address the company's financial difficulties and support ongoing production of the Metroliner. The subsidiary was initially renamed Swearingen Aviation Corporation, with manufacturing based at the existing facility in San Antonio, Texas; by 1981, it was rebranded as Fairchild Swearingen, reflecting deeper integration into the parent company. This period saw continued development and output of Metroliner variants, bolstered by Fairchild's resources, though the broader aviation market began facing pressures from rising fuel costs in the late 1970s and 1980s, which elevated operating expenses for turboprop aircraft and prompted airlines to seek greater efficiency. Production of the Metroliner persisted through the but ultimately ceased in after over 600 aircraft had been built across its variants, marking the end of a 33-year run. The program's conclusion stemmed primarily from a market transition favoring regional jets for their speed and passenger appeal on short routes, coupled with direct competition from more modern turboprops like the , which offered enhanced performance and capacity. The September 11, terrorist attacks further exacerbated declining demand for regional turboprops by disrupting overall and accelerating fleet rationalization toward fuel-efficient jets. Following the shutdown of production lines, Fairchild Aircraft's assets, including Metroliner support infrastructure, were acquired by in late 2002, enabling the new entity to maintain maintenance, repair, and overhaul services from the facility. was purchased by of America in 2010 for $85 million, expanding its role in military and commercial sustainment programs. In 2022, the type certificates for the Metroliner series were transferred to Ontic, which continues limited post-production support, including engine upgrades from earlier TPE331 variants to the more powerful -10 series for improved reliability and efficiency, as well as avionics modernizations incorporating cockpits and enhanced systems into the 2020s.

Design

Airframe and Structure

The Fairchild Swearingen Metroliner employs a low-wing configuration with a , providing stable flight characteristics suitable for regional operations. The SA226 series measures 46 ft 3 in (14.10 m) in wing span and 59 ft 4 in (18.09 m) in overall length, with a of 16 ft 8 in (5.08 m). The is constructed as a pressurized, aluminum structure using chemically milled , frames, and longerons for efficient load distribution. It maintains a maximum differential of 7.1 psi, enabling a cabin altitude of approximately 10,000 ft during cruise at 25,000 ft. The overall design incorporates principles, with redundant and panels in the and fuselage to enhance structural integrity and damage tolerance. The retractable tricycle features single-wheel main units and a steerable wheel, equipped with oleo-pneumatic struts to absorb shocks during rough-field operations; the SA226 has a of 12,500 lb (5,670 kg). The wings utilize NACA 65A-series airfoils and are built with a two-spar structure, including laminated caps on the main spars for durability. High-lift Fowler flaps contribute to short takeoff and landing () capabilities, with representative takeoff ground runs around 1,500 ft under standard conditions.

Powerplant, Systems, and Performance

The baseline Fairchild Swearingen Metroliner (SA226 series) is equipped with two TPE331-3 engines, each rated at 715 shaft horsepower (shp) for takeoff. These engines drive three-blade, constant-speed, fully feathering, and reversible-pitch propellers, providing reliable power for short-haul regional operations. The fuel system consists of integral tanks within the wings, offering a total usable capacity of 648 gallons (2,452 liters). A single-point refueling is standard, with automatic fuel heating to prevent icing. At typical cruise conditions in the low 20,000-foot altitude range, the Metroliner consumes approximately 100 gallons per hour, enabling efficient operations for routes under 1,000 nautical miles. Oil capacity for each engine is 4 gallons (15.1 liters). Avionics in the Metroliner include dual Collins radio suites for communication, , and , forming the core of the instrument panel. An integrated system, such as the Collins AP-106, became standard from the mid-1970s, reducing pilot workload during en route and approach phases. Later models offered optional electronic flight instrument systems (EFIS) for enhanced situational awareness, though many baseline retained analog . Key flight performance parameters reflect the aircraft's design for regional efficiency. Maximum cruise speed reaches 278 knots (515 km/h) at high-speed cruise power settings, while long-range cruise is optimized at around 260 knots for extended legs. With full fuel and reserves, the range extends to 1,115 nautical miles, accommodating typical commuter missions. The service ceiling is 27,000 feet, allowing operations above most weather in non-pressurized segments, with a rate of climb of approximately 2,460 feet per minute at sea level. Supporting systems emphasize simplicity and reliability. A hydraulic system, pressurized at 3,000 psi (207 bar) by two engine-driven pumps, operates the , flaps, and brakes, with a flow rate of 8 US gallons (30.3 liters) per minute. Electrical power is generated at 28 V DC by engine-mounted alternators, supplemented by a battery for starting and emergencies. De-icing protection includes pneumatic boots on the leading edges of the wings, horizontal stabilizer, vertical fin, and propellers, activated by for operations in icing conditions.

Variants

SA226 Series (Metro and Metro II)

The SA226 series formed the foundation of the Metroliner family, comprising the initial production airliners designed for regional commuter service with capacities up to 19 passengers in a pressurized cabin. The baseline SA226-TC Metro, certified by the FAA in 1971 following its first flight in 1969, featured two TPE331-3 engines driving three-bladed propellers, along with basic suited for short-haul routes. This model entered commercial service in 1972, with approximately 20 units built before enhancements were introduced. The definitive improvement came with the SA226-TC Metro II in 1974, which incorporated upgraded TPE331-10 engines, five-blade composite propellers for reduced noise, and enhanced cabin soundproofing; optional modifications allowed for a maximum gross weight of 13,500 pounds and up to 23 seats. These changes improved , range (up to 594 nautical miles with reserves), and overall economics for operators. Production of the SA226 series totaled 198 units for the Metro and Metro II models between 1969 and 1979, with the majority serving U.S. regional carriers like on feeder routes. The series emphasized reliability and low operating costs, establishing the Metroliner's reputation in the commuter market before evolving into higher-capacity successors.
VariantIntroduction YearEnginesKey FeaturesPassenger Capacity
SA226-TC Metro19722 × TPE331-3 (715 eshp each)Basic , three-bladed props19
SA226-TC Metro II19742 × TPE331-10 (940 shp each)Five-blade props, , optional 13,500 lb MTOW19 (optional 23)

SA227 Series (Metro III, 23, and Merlin IV)

The SA227 series marked a significant evolution in the Metroliner family, introducing enhanced performance, increased capacity, and improved efficiency for regional and executive operations beginning in the late 1970s. These models featured a stretched compared to the earlier SA226 series, allowing for greater accommodation while maintaining the twin-turboprop configuration optimized for short- to medium-haul routes. Production of the SA227 variants spanned from 1979 to 2001, with a total of 505 units built, including configurations supporting quick-change (QC) capabilities for seamless transitions between and roles. The SA227-AC Metro III, the foundational model in this series, received initial certification in 1980 under SFAR 41, with full FAR Part 23 approval granted in June 1990 for versions equipped with upgraded engines. It incorporated TPE331-11 engines, each rated at 1,100 shp with water-methanol injection, providing superior power for operations at higher altitudes and weights. The was extended to a total length of 59 ft 4 in (18.08 m), enabling a standard seating capacity of 19 passengers, expandable to 23 in high-density layouts, and offering a maximum range of approximately 1,500 nautical miles under typical conditions. Building on the Metro III, the SA227-DC Metro 23 entered production in 1985 as an enhanced variant with a increased to 16,300 lb (7,393 kg), facilitating better capabilities and operational flexibility. This model benefited from refined and engine tuning, resulting in an improved climb rate of up to 2,460 ft/min and enhanced hot-and-high performance, making it suitable for more demanding regional environments. The SA227-AT Merlin IV served as the corporate and executive counterpart to the Metro III, certified concurrently and configured for 14 passengers in a more luxurious interior with club seating and enhanced amenities. It featured standard (EFIS) for advanced navigation and monitoring, along with low-noise four-bladed propellers to minimize cabin acoustics and external sound levels. Throughout the 1990s, SA227 operators pursued modernization upgrades, including optional installations with integrated digital displays to replace analog instrumentation, improving and reducing pilot workload. Additionally, the adoption of propellers, such as four- or five-bladed designs from manufacturers like Hartzell and MT-Propeller, further contributed to —lowering cabin levels to around 88 dBA—while enhancing efficiency and vibration damping without compromising performance.

Military and Special Mission Variants

The C-26 Metroliner designation encompasses the primary adaptations of the Fairchild Swearingen SA-227 series for U.S. Department of Defense applications, emphasizing utility transport, training, and multi-role capabilities. Introduced in the , these variants feature a pressurized cabin configurable for up to 13 passengers or cargo, with a maximum of 5,020 pounds and a range of approximately 2,100 nautical miles. Powered by variants of the Garrett TPE331 engines, the provide a service ceiling of 30,300 feet and a cruise speed of 289 knots, enabling versatile operations in diverse environments. The C-26B, derived from the SA227-BC Metro III and SA227-DC Metro 23 models, was procured primarily by the U.S. Army and for transport and pilot training missions starting in the late . Equipped with TPE331-11U engines rated at 1,100 shaft horsepower each, it includes a dedicated door with integral air-stair for efficient loading of personnel or freight, along with reinforced cabin floors to handle stresses and optional netting for securement. The U.S. Navy's C-26D variant, based on the Metroliner 23, employs TPE331-12UAR engines and supports similar utility roles, often with avionics enhancements for tactical . Over 100 C-26 aircraft were produced across U.S. services, with some exported to allied forces for comparable duties. Special mission configurations extend the platform's utility beyond standard transport, notably the RC-26B , a modified C-26B outfitted with advanced electro-optical/ sensors, , and communications relays for airborne . Deployed by units, the RC-26B focused on counternarcotics , tactical , , and (ISR), as well as support, operating from forward bases with endurance suited to persistent monitoring. Production emphasized modular sensor integration, allowing rapid reconfiguration for missions like border patrol or civil contingencies, though the variant was retired from U.S. service in 2023.

Operational History

Commercial Operations

The Fairchild Swearingen Metroliner entered commercial service in 1972, with early production models delivered to U.S. operators shortly after acquired a controlling stake in Swearingen to sustain development. By the , the type had expanded significantly among regional carriers, becoming ubiquitous in American skies and operated by most larger commuter airlines for short-haul passenger routes. Its pressurized cabin and efficient performance made it ideal for routes under 500 nautical miles, often feeding major hubs in the U.S. Midwest and beyond. Peak usage occurred during the and , when the Metroliner served as a workhorse for commuter services on low-density, short-haul networks, supporting the growth of regional in . Internationally, it found roles in similar operations across and , contributing to its widespread adoption in diverse environments. Numerous Metroliners were later converted to quick-change (QC) configurations with large cargo doors and reinforced floors, enabling efficient short-haul freight operations and feeder services for express carriers. By the 2000s, these conversions sustained the type's viability in cargo roles, particularly for time-sensitive regional deliveries. The Metroliner's passenger operations declined in the late 1990s and early 2000s as regional jets like the Bombardier CRJ-200 gained favor for their speed and passenger appeal on similar routes, leading many airlines to phase out turboprops. Despite this, the aircraft persists in niche commercial applications, including limited passenger services and cargo feeders, with examples still active worldwide as of 2025. As of 2025, converted Metroliners continue in cargo service with operators such as Ameriflight in the United States, supporting regional express networks.

Military and Government Use

The U.S. Department of Defense procured the C-26 Metroliner in the late for utility roles, with the first delivered to the and in 1989. These , designated C-26A and C-26B models based on the SA227-AC and SA227-BC variants respectively, were employed for VIP , rapid-response delivery, personnel movement, and limited medical evacuation missions. The C-26's multi-role configuration, including quick-change interiors for passenger, , or medevac operations, supported time-sensitive logistics in various theaters. Internationally, the Venezuelan Air Force operates C-26A and C-26B aircraft for transport duties, with examples including serial AC-740B in service since at least the early . In applications, the RC-26B variant—equipped with electro-optical/ cameras and other sensors—supported border security and counter-narcotics operations from the late 1980s onward, including missions along the U.S.- border in the . These aircraft facilitated for drug interdiction under control, contributing to federal and state efforts against trafficking. Retirement of C-26 fleets accelerated in the and , with the U.S. divesting most RC-26B units by early 2023 amid budget constraints, though some C-26 variants remain active in and reserve roles for and utility transport as of 2025. While the C-27J Spartan briefly supplemented similar light transport needs before its own 2012 retirement, the C-26's operational highlights include its low footprint and versatility in remote or austere environments.

Operators

Civil Operators

The Fairchild Swearingen Metroliner has been operated by numerous civilian airlines and cargo companies since its entry into service in 1973, with early adopters including regional carriers in North America. Commuter Airlines became the launch customer, operating the first SA226 Metro aircraft on scheduled services starting in January 1973. Air Midwest acquired a fleet of six SA226 Metro aircraft to serve short-haul routes connecting smaller Kansas cities to hubs like Wichita and Kansas City, operating until 2008. Britt Airways, a U.S. regional airline, utilized Metro II variants in the 1980s as part of its codeshare operations with major carriers, before merging into Eastern Airlines in 1986. In Europe, Air Littoral employed Metro II models during the 1990s for domestic French routes from bases like Montpellier, supporting connectivity to secondary airports. As of 2025, approximately 20 civilian operators worldwide continue to utilize the Metroliner, primarily for regional passenger services, cargo transport, and charter flights, with the majority concentrated in North America. Perimeter Aviation, based in Winnipeg, Canada, maintains one of the largest fleets with 22 SA227 Metro III aircraft, serving northern routes including gravel airstrips for passenger and medevac operations. Ameriflight, the leading U.S. cargo Part 135 operator, flies over 30 quick-change (QC) configured SA227 Metroliners, optimized for time-sensitive freight like packages and hazardous materials across North and South America as part of supply chains for UPS, FedEx, and DHL. Key examples of smaller U.S. charter operators include Denver Air Connection, which configures nine-seat Metro 23 variants for essential air service routes with enhanced legroom, operating from hubs like Denver. Other notable operators include Key Lime Air with approximately 17 Metroliners for charter and cargo services, and Aeronaves TSM in Mexico operating around 25 for regional flights. Globally, surviving fleets average over 40 years in age, sustained through upgrades such as replacements with later PT6A-52 engines for improved reliability and performance on extended service. Other notable current users include Australia's Sharp Airlines, which deploys 17 Metroliners for charter and scheduled flights in hot-and-high conditions.

Military Operators

The Fairchild Swearingen Metroliner has been utilized by various and organizations worldwide, primarily in , , and roles through its C-26 designation. Military adoption began in the 1980s, with the U.S. procuring dozens for and missions, and peaked with over 100 in service globally during the 1990s across multiple nations. As of 2025, approximately 30 Metroliner variants remain in active fleets worldwide. Current operators include the , which maintains 12 C-26E aircraft for cargo, transport, and training support within the . The continues to operate several C-26D variants for rapid response cargo, passenger transport, and range support missions. The Mexican Air Force employs converted C-26 Metroliners equipped with electro-optical turrets and for mid-tier maritime and land surveillance patrols. The operates at least one C-26B Metro 23 for utility transport duties. Historically, the U.S. Air Force acquired 37 C-26B aircraft, equivalent to the civilian Metro 23, for surveillance and ; the fleet, including 11 RC-26B variants, was fully retired in 2023 as a cost-saving measure. The Royal Thai Air Force operated Metroliner for transport from the through the 2000s, with surviving examples now preserved in museums.
OperatorVariantQuantityRoleStatus (as of 2025)Source
C-26E12Transport/Cargo/TrainingActive
United States NavyC-26DSeveralCargo/Passenger/Range SupportActive
C-26SeveralMaritime/Land PatrolActive
C-26B Metro 231+Utility TransportActive
U.S. Air ForceC-26B/RC-26B37 (total acquired)Surveillance/TransportRetired 2023
MetrolinerUnknownTransportRetired; preserved

Incidents and Accidents

Major Accidents

The Fairchild Swearingen Metroliner has been involved in several significant accidents since its introduction in , with 122 hull-loss occurrences resulting in approximately 150 fatalities as of 2025, according to data from the Aviation Safety Network. One of the deadliest incidents occurred on October 28, 1991, when Pacific Island Aviation Flight 376, a SA227-AC Metro III, crashed into a mountain near , , due to in poor visibility. All 19 passengers and crew perished. The accident, the worst in Metroliner history, led to enhanced navigation training requirements for regional operators. Another major accident was on January 8, 2003, a SA226-TC Metro II that stalled and crashed shortly after takeoff from , , due to incorrect aircraft weight and balance calculations. All 21 people on board were killed. The investigation highlighted maintenance errors in control cable rigging, prompting FAA directives on and inspections for commuter turboprops. In 2023, a Perimeter Aviation SA227-DC Metro 23 experienced a runway excursion and landing gear collapse upon touchdown at North Bay/Jack Garland Airport, Ontario, Canada. The aircraft skidded off the runway, but all nine occupants evacuated safely, with the incident attributed to pilot inputs during landing. This led to temporary inspections for similar variants.

Operational Safety Analysis

The Fairchild Swearingen Metroliner's operational safety record, spanning from its introduction in 1972 through 2025, shows an overall accident rate of approximately 1.2 incidents per 100,000 flight hours, based on data from the Aviation Safety Network documenting 122 hull-loss occurrences out of an estimated fleet accumulating millions of hours in commuter and cargo service. This rate positions the Metroliner as safer than early piston-engine designs like the Douglas DC-3, which recorded over 4,600 hull-losses historically due to aging airframes and outdated systems, but less favorable than contemporary regional jets with rates below 0.5 per 100,000 hours. Analysis of incident causes reveals failures as the leading factor, contributing to roughly 30% of accidents, often linked to issues or system malfunctions during critical phases like takeoff or approach. Loss of control accounted for about 25% of events, frequently exacerbated by asymmetric or pilot inputs in low-altitude maneuvers, while and icing conditions played a role in 20%, including cases of leading to stalls. These patterns underscore vulnerabilities in operations in adverse environments, though many incidents involved non-fatal outcomes owing to the aircraft's relatively low cruise speeds. Regulatory responses have driven notable safety enhancements, with FAA airworthiness directives in the mandating inspections and modifications to hubs to prevent fatigue-related failures. Post-2000 directives focused on wiring inspections, particularly for electrical systems prone to arcing or chafing, further reducing risks in aging airframes. These measures, combined with improved maintenance protocols, lowered the accident rate to around 0.5 per 100,000 hours after 2010, reflecting better mitigation of common failure modes. Compared to peers like the , the Metroliner exhibits a similar profile, with both recording comparable hull-loss counts relative to fleet sizes of about 600 units each, and approximately 95% of incidents survivable due to structural integrity and operating parameters below 300 knots. As of 2025, the Metroliner holds an active FAA under transport category standards (TCDS A5SW), with service bulletins emphasizing inspections for legacy fleets to sustain operational reliability.

Preservation and Legacy

Surviving Aircraft

As of 2016, 225 Fairchild Swearingen Metroliner aircraft remained in active service worldwide, primarily employed in and operations. Major civil operators include , which maintains a fleet of SA227 Metroliners configured for short-haul with a capacity of up to 7,500 pounds and a range of about 1,000 nautical miles. Many U.S. military variants, such as the C-26 and RC-26B, have been retired in recent years, including the full RC-26B fleet in 2023 and planned Army divestment by the end of 2025. Some Metroliner airframes are stored in boneyards pending potential return to service or disassembly for parts harvesting. These stored examples often serve as sources for components, supporting the of active amid aging fleets. Since 2000, a significant number of Metroliners have been retired primarily due to economic pressures and high operating costs relative to newer turboprops, with many engines repurposed for installation on agricultural aircraft. Private preservation efforts have focused on restoring flyable examples for airshows and fly-ins, including comprehensive engine overhauls using Garrett TPE331 powerplants that can extend airframe life beyond 50 years with proper maintenance. A key challenge for surviving Metroliners is parts availability, exacerbated by M7 Aerospace's transfer of type certificates to Ontic in 2022, though Ontic has committed to ongoing support for and components.

Aircraft on Display

Several Fairchild Swearingen Metroliner are preserved as static displays in museums and public venues worldwide, offering insights into the type's commercial and roles. The SA226-TC Metro II, restored in 2015 and resembling early prototypes, is on display at the , where it represents the aircraft's evolution in regional aviation. In a context, a C-26B Metroliner in its operational configuration features in the U.S. Army Aviation Museum's exhibit at Fort Novosel, , showcasing its utility transport capabilities. Other preserved examples include a Brazilian Metroliner on static display at Santa Genoveva Airport in and a private SA227 Metro III maintained in a for limited public access.

Specifications

SA227-AC Metro III General Characteristics

The SA227-AC Metro III is a pressurized twin-turboprop designed for short-haul operations, featuring a of two pilots and a standard capacity of 19 in a typical commuter configuration. The aircraft's cabin measures 25 feet 5 inches (7.75 meters) in length, providing space for seating arranged in a single-aisle layout with overhead bins for carry-on items. Baggage capacity totals 181 cubic feet, distributed across internal and external compartments to support efficient loading for and cargo mixes. Key structural dimensions include an overall length of 59 feet 4 inches (18.08 meters), a of 57 feet (17.37 meters), and a height of 16 feet 8 inches (5.08 meters), with the wing incorporating a for enhanced low-speed handling. The wing area totals 310 square feet (28.8 square meters), contributing to the 's stability during regional flights.
CharacteristicImperial UnitsMetric Units
Crew22
Passenger Capacity19 (standard)19 (standard)
Cabin Length25 ft 5 in7.75 m
Overall Length59 ft 4 in18.08 m
Wingspan57 ft17.37 m
Height16 ft 8 in5.08 m
Wing Area310 sq ft28.8 m²
Empty Weight8,500 lb3,856 kg
16,500 lb7,484 kg
Fuel Capacity (usable)652 US gal2,467
Baggage Capacity (volume)181 cu ft5.1 m³
These specifications reflect the baseline civilian configuration of the SA227-AC, with military variants like the C-26A sharing similar structural traits but potentially adjusted for mission-specific loads (e.g., MTOW up to 16,500 lb).

SA227-AC Metro III Performance

The SA227-AC Metro III exhibits robust performance characteristics suited for regional operations, with all values provided under (ISA) conditions at unless otherwise noted. These specifications highlight its efficiency in short- to medium-haul flights, balancing speed, range, and climb capabilities for up to 19 passengers (at 16,500 lb MTOW). Key performance metrics for the SA227-AC Metro III are summarized below:
ParameterValue
Maximum speed280 kn (519 km/h)
Cruise speed265 kn (491 km/h)
Range with 19 passengers594 nm (1,100 km)
Ferry range1,750 nm (3,241 km)
Rate of climb2,460 ft/min (12.5 m/s)
Service ceiling25,000 ft (7,620 m)
Takeoff distance (over 50 ft obstacle)5,500 ft (1,676 m)
Landing distance3,667 ft (1,118 m)
These figures enable the Metro III to operate effectively from shorter runways while maintaining reliable climb performance in standard conditions.

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