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Name Metroliner
Manufacturer SWEARINGEN
Body Narrow
Wing Fixed Wing
Position Low wing
Tail Regular tail, mid set
WTC Medium
Type code L2T
Engine Turboprop
Engine count Multi
Position (Front) Wing leading mounted
Landing gear Tricycle retractable
Mass group 3

Manufacturered as:


SWEARINGEN Metroliner SWEARINGEN Metroliner 3D


The Fairchild Swearingen Metroliner or the Fairchild Aerospace Metro is a 19-seat, pressurised, twin turboprop airliner first produced by Swearingen Aircraft and later by Fairchild at a plant in San Antonio, Texas, United States. The Metro IV is also know as the Metro 23 and was a development of the Metro III providing better systems, more power and increased Takeoff weight. One version of the Metro 23 is equipped with an external pod under the lower fuselage for greater baggage capacity. Structurally there is little difference between the SA226 and SA227. The primary difference is that the SA227 wing is longer by 10 ft to support higher takeoff weights.

Technical Data

Wing span 17.37 m56.988 ft <br />
Length 18.09 m59.35 ft <br />
Height 5.08 m16.667 ft <br />
Powerplant 2 x Garrett AiResearch TPE-331 turboprops (745.5 kW, 820 kW) each.
Engine model Garrett AiResearch TPE-331

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
(to FL100)
Descent (FL100
& below)
V2 (IAS) kts IAS 140 kts IAS 180 kts IAS 180 kts MACH TAS 270 kts MACH IAS 200 kts IAS 140 kts Vapp (IAS) 115 kts
Distance 870 m ROC 1500 ft/min ROC 1000 ft/min ROC 800 ft/min ROC ft/min MACH ROD ft/min ROD 1000 ft/min MCS 120 kts Distance 770 m
MTOW 72577,257 kg <br />7.257 tonnes <br /> kg Ceiling FL250 ROD 1000 ft/min APC B
WTC M Range 575575 nm <br />1,064,900 m <br />1,064.9 km <br />3,493,766.407 ft <br /> NM

Accidents & Serious Incidents involving SW4

  • A320 / SW4, Calgary AB Canada, 2016 (On 2 December 2016, the crew of an Airbus A320 passing 100 knots on takeoff at Calgary saw another aircraft crossing an intersection ahead but continued because they considered that, as the other aircraft was already more than half way across, it would be clear before they reached that point. The Investigation found that the GND Controller had cleared the other aircraft to cross after forgetting that the runway was active and under TWR control. It was concluded that the response of the ANSP SMS process to a history of identical controller errors and related reports had been inadequate.)
  • B733 / SW4, Los Angeles CA USA, 1991 (On 1 February 1991, a Boeing 737-300 had just made a normal visibility night touchdown on Los Angeles runway 24L in accordance with its clearance when its crew saw another aircraft stationary ahead of them on the same runway. Avoidance was impossible in the time available and a high speed collision and post-impact fire destroyed both aircraft and killed 34 of their 101 occupants and injured 30 others. The other aircraft was subsequently found to have been a Fairchild Metroliner cleared to line up and wait by the same controller who had then cleared the 737 to land.)
  • SW4 / Vehicle, Dunedin New Zealand, 2010 (On 25 May 2010 an Airwork SA227 Metroliner operating a cargo flight narrowly missed colliding with a vehicle on the runway during its night landing at Dunedin in normal visibility. The vehicle was subsequently found to have been on the runway without the appropriate authority in order to carry out a security inspection and the vehicle only co-incidentally at the side of the runway as its driver was unaware of the aircraft. It was noted such access had become a matter of custom and practice for which the context was inadequate procedures for control of airside vehicular access.)
  • SW4, Cork Ireland, 2011 (On 10 February 2011, control of a Spanish-operated Fairchild SA227 operating a scheduled passenger flight from Belfast UK to Cork, Ireland was lost during an attempt to commence a third go around due to fog from 100 feet below the approach minimum height. The Investigation identified contributory causes including serial non-compliance with many operational procedures and inadequate regulatory oversight of the Operator. Complex relationships were found to prevail between the Operator and other parties, including “Manx2”, an Isle of Man-based Ticket Seller under whose visible identity the aircraft operated. Most resultant Safety Recommendations concerned systemic improvement in regulatory oversight effectiveness.)
  • SW4, Mirabel Montreal Canada, 1998 (On 18 June 1998, the crew of a Swearingen SA226 did not associate directional control difficulty and an extended take off ground run at Montreal with a malfunctioning brake unit. Subsequent evidence of hydraulic problems prompted a decision to return but when evidence of control difficulties and fire in the left engine followed, a single engine diversion to Mirabel was flown where, just before touchdown, the left wing failed upwards. All occupants were killed when the aircraft crashed inverted. The Investigation found that overheated brakes had caused an engine nacelle fire which spread and eventually caused the wing failure.)
  • SW4, New Plymouth New Zealand, 2009 (A visual approach by a Swearingen SA227 at New Plymouth was rushed and unstable with the distraction of a minor propeller speed malfunction and with un-actioned GPWS warnings caused by excessive sink and terrain closure rates. After a hard touchdown close to the beginning of the runway, directional control was lost and the aircraft left the runway to the side before continuing parallel to it for the rest of the landing roll.)
  • SW4, Sanikiluaq Nunavut Canada, 2012 (On 22 December 2012, the crew of a Swearingen SA227 attempting a landing, following an unstabilised non-precision approach at Sanikiluaq at night with questionable alternate availability in marginal weather conditions, ignored GPWS PULL UP Warnings, then failed in their attempt to transition into a low go around and the aircraft crashed into terrain beyond the runway. One occupant – an unrestrained infant – was killed and the aircraft was destroyed. The Investigation faulted crew performance, the operator and the regulator and reiterated that lap-held infants were vulnerable in crash impacts.)
  • SW4, Thompson MB Canada, 2017 (On 2 November 2017, a Fairchild SA 227-AC Metro III landing at Thompson after a ferry-permit flight issued to facilitate a hydraulic fluid leak rectification left the runway when reverse pitch was selected and sustained substantial damage. The Investigation found that the flight had been continued without shutting down the left engine when its oil pressure dropped below the level requiring this in the QRH. The oil loss was found to be attributable to the same cause as a similar loss identified two days previously for which rectification had supposedly been achieved. The hydraulic leak did not affect the flight.)
  • SW4, en-route, North Vancouver BC Canada, 2015 (On 13 April 2015, a Swearingen SA226 Metro II which had recently departed on a cargo flight was climbing normally when it suddenly entered an unexplained and steep descent a few minutes after takeoff. There were no communications from the pilots. It was later found to have impacted terrain after a rate of descent exceeding 30,000 fpm had created aerodynamic forces which caused structural disintegration to begin before impact. The Investigation could not determine why but concluded that “alcohol intoxication almost certainly played a role” and noted that indications that the Captain was a chronic alcoholic had not prompted any intervention.)
  • SW4, en-route, Taranaki Province New Zealand, 2005 (On 3 May 2005, Fairchild-Swearingen SA227 (Metro III), operated by Airwork (NZ) Limited, was on a night air transport freight flight when it suffered a loss of control which developed into a spiral dive. The crew did not recover the control and the aircraft became overstressed which resulted in an in-flight break up and terrain impact, killing both crewmembers.)
  • SW4, en-route, near La Alianza Puerto Rico, 2013 (On 2 December 2013, an SA227 Freighter crew lost control of their aircraft after commencing descent from an 11,000 feet cruise in night VMC and it was destroyed by terrain impact which followed structural break-up at about 1,500 feet agl. The Investigation concluded that the break-up had followed an aggressive elevator input in a late attempt to recover from an earlier loss of control which the evidence suggested had been the consequence of unintended crew actions rather than "mechanical anomalies". A number of previous SA227 loss of control events were identified, some of which had potentially similar features.)
  • SW4, vicinity Aberdeen UK, 2002 (On 24 December 2002, a SA 227 Metroliner III being operated by Danish freight and passenger charter operator Benair on a positioning flight from Aberdeen to Aalborg with just the two pilots on board crashed just after take off in marginal VMC at night following a loss of control. It collided with a car which caught fire and both aircraft and car were destroyed although only one person, one of the flight crew, sustained any injury, which was minor.)
  • SW4, vicinity Lockhart River Queensland Australia, 2005 (On 7 May 2005, a Fairchild Aircraft Inc. SA227-DC Metro 23 aircraft, was being operated by Transair on an IFR flight from Bamaga to Cairns, with an intermediate stop at Lockhart River, Queensland. The aircraft impacted terrain approximately 11 km north-west of the Lockhart River aerodrome and was destroyed by the impact forces and an intense, fuel-fed, post-impact fire.)
  • SW4, vicinity Red Lake ON Canada, 2013 (On 10 November 2013 the left engine of a Fairchild SA227 on final approach suddenly ceased to produce any power at approximately 500 feet whilst continuing to operate. The crew did not identify what had happened in time to avoid losing control of the aircraft which then impacted terrain, caught fire and was destroyed. The Investigation found that premature failure of engine components had caused the engine malfunction and noted that some pilots may believe that the Negative Torque Sensing (NTS) System provided for the engines on this aircraft type will always detect high drag conditions arising from power loss.)