I agree with ei ei owe. Metros are great especially for longer range trips that a 1900 would have to make a fuel stop on.
The metro 3's and 23's are great for hauling heavy loads but you are restricted by runway length.
If you look up accident reports of the metro from around the world (usually at least one a winter (i think alta flights had one last winter?), and more in 3rd world countries), a lot of them are from going off the runway. The NWS is a tricky one, and even with experienced captains we have had to abort a handful of take offs do to many finicky issues with the plane wanting to go into the weeds. I think a lot of them should be in the CADORS.
I think this shotgun 'upgrading' is one of the flaws in safety of 703. Line in doc, with all the paper work and flying with an experienced Captain should be a standard. Just because you aren't carrying people doesn't mean our lives are less precious.
I was just very happy to hear that the 2 people were ok.
Incident in YXT
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Re: Incident in YXT
Hmm.... about Metros....
OK: Maybe there's a tiller on some, maybe not. KKR did not have one. None of ours do.
Avg fuel burn on the Metro 2: 450-550/hr (actual)
NWS (nosewheel steering) has always been somewhat of an issue in the design. But you just need to pay attention and fly the damn thing properly. Where it can get tricky is when the speed levers (not condition levers) come out of low range. There is a button on the power lever to access the NWS at this time. Once the speed levers are set to low after landing, then it isn't an issue (most of the time). The "park" button on the left side-panel will allow for a great turn radius. The plane can be taxi'd just as easily from either position, but it is better to just do it from the left side because of the park button.
The Garrett "split" in an earlier post: the engines frequently engage reverse at different levels. So if you land and throw the power levers into full reverse, guess what might happen? You'll go sideways. Fast. Like, right now. So to avoid this, you just do it nice and easy. Ease into Beta range, and ease the power levers back. You'll feel what needs to be done and once they've settled, it's ok to go full reverse. Just don't hammer them back.
Especially on a wet/contaminated runway.
The Metro is a great machine. It will NOT appeal to the luxury, full autopilot and FMS, PC12, shirt and tie crowd. You have to work at it and learn it. And if you treat it right, it is a terrific performer. Spend a good winter with it and your flying skills will improve greatly.
A couple of other notes as I read some earlier posts:
A really bright spark asked "why was the F/O flying". Answer: because it was his leg. The F/O actually IS a pilot here...in fact, all the F/O's here have more than 1000 hrs on type. All of them. The flight deck in YXT had more than 5000 hrs in it. More than 3000 hrs in Metros. So that's why the F/O was flying. It was his turn to do so. (we either alternate legs, or sometimes "you fly the morning up, I fly the afternoon back ")
We don't do "shotgun upgrades". You will get a left seat ride after a year if you've been recommended. But that doesn't mean you go Captain. It just gives you the ability to upgrade. Saves time for when guys move on.
PMA's: They're great, and we use them regularly in bad vis.
F-KKR is back flying now. (It isn't bad for a "2".. it has a G500 and auto with dual HSI
)
OK: Maybe there's a tiller on some, maybe not. KKR did not have one. None of ours do.
Avg fuel burn on the Metro 2: 450-550/hr (actual)
NWS (nosewheel steering) has always been somewhat of an issue in the design. But you just need to pay attention and fly the damn thing properly. Where it can get tricky is when the speed levers (not condition levers) come out of low range. There is a button on the power lever to access the NWS at this time. Once the speed levers are set to low after landing, then it isn't an issue (most of the time). The "park" button on the left side-panel will allow for a great turn radius. The plane can be taxi'd just as easily from either position, but it is better to just do it from the left side because of the park button.
The Garrett "split" in an earlier post: the engines frequently engage reverse at different levels. So if you land and throw the power levers into full reverse, guess what might happen? You'll go sideways. Fast. Like, right now. So to avoid this, you just do it nice and easy. Ease into Beta range, and ease the power levers back. You'll feel what needs to be done and once they've settled, it's ok to go full reverse. Just don't hammer them back.
Especially on a wet/contaminated runway.
The Metro is a great machine. It will NOT appeal to the luxury, full autopilot and FMS, PC12, shirt and tie crowd. You have to work at it and learn it. And if you treat it right, it is a terrific performer. Spend a good winter with it and your flying skills will improve greatly.
A couple of other notes as I read some earlier posts:
A really bright spark asked "why was the F/O flying". Answer: because it was his leg. The F/O actually IS a pilot here...in fact, all the F/O's here have more than 1000 hrs on type. All of them. The flight deck in YXT had more than 5000 hrs in it. More than 3000 hrs in Metros. So that's why the F/O was flying. It was his turn to do so. (we either alternate legs, or sometimes "you fly the morning up, I fly the afternoon back ")
We don't do "shotgun upgrades". You will get a left seat ride after a year if you've been recommended. But that doesn't mean you go Captain. It just gives you the ability to upgrade. Saves time for when guys move on.
PMA's: They're great, and we use them regularly in bad vis.
F-KKR is back flying now. (It isn't bad for a "2".. it has a G500 and auto with dual HSI
)
