Metro 3 Manufacturers Data PDF

METRO III
TABLE OF CONTENTS
MANUFACTURER’S DATA
ITEM PAGE
Introduction ........................................................................................................................................... 6-1

Short Field Takeoff Performance .......................................................................................................... 6-3
Takeoff Speeds VR and V50 ................................................................................................................ 6-3
Distance to Accelerate to VR and Stop
Dry, Bleed Air On ......................................................................................................................... 6-4
Dry, Bleed Air Off ......................................................................................................................... 6-5
Wet ............................................................................................................................................... 6-6
Two Engine Takeoff Distance to 50 Foot Height (VR Rotation Speed)
Dry, Bleed Air On ......................................................................................................................... 6-8
Dry, Bleed Air Off ......................................................................................................................... 6-9
Wet ............................................................................................................................................. 6-10
Service Ceiling
Two Engine Service Ceiling – Bleed Air On ............................................................................... 6-11
Single Engine Service Ceiling – Bleed Air Off............................................................................ 6-12
Single Engine Drift Down
Single Engine Drift Down Performance...................................................................................... 6-13
Single Engine Drift Down Performance Decision Point.............................................................. 6-15
Cruise Rate of Climb at Cruise Power – 97% RPM ............................................................................ 6-17
Time, Fuel, and Distance to Climb
97% RPM ................................................................................................................................... 6-18
100% RPM ................................................................................................................................. 6-19
Cruise Speeds at Maximum Cruise Power – Knots
10,000 Pounds and 11,000 Pounds ........................................................................................... 6-20
Specific Range .................................................................................................................................... 6-23
Fuel Flow, Specific Range, and Cruise Speeds
10,000 Pounds – ISA ................................................................................................................. 6-24
10,000 Pounds – ISA +15oC...................................................................................................... 6-25
12,000 Pounds – ISA ................................................................................................................. 6-26
12,000 Pounds – ISA +15oC...................................................................................................... 6-27
13,000 Pounds – ISA ................................................................................................................. 6-28
13,000 Pounds – ISA +15oC...................................................................................................... 6-29
14,000 Pounds – ISA ................................................................................................................. 6-30
14,000 Pounds – ISA +15oC...................................................................................................... 6-31
14,500 Pounds – ISA ................................................................................................................. 6-32
14,500 Pounds – ISA +15oC...................................................................................................... 6-33
MANUFACTURER'S DATA MANUFACTURER'S DATA 6-i

ISSUED: APR 02/86 7AC
REVISED: OCT 17/94
METRO III
TABLE OF CONTENTS (continued)
ITEM PAGE
Power on Decent
1,000 Foot Per Minute Descent: Distance, Time, and Fuel ....................................................... 6-34
2,500 FPM Descent Rate ........................................................................................................... 6-35
Range Profile ...................................................................................................................................... 6-37
Maximum Cruise Power – ISA ................................................................................................... 6-38
Maximum Cruise Power – ISA +15oC........................................................................................ 6-39
Long Range Cruise Power – ISA ............................................................................................... 6-40
Long Range Cruise Power – ISA +15oC ................................................................................... 6-41
Single Engine Fuel Flow and Cruise Speeds at Maximum Cruise Power
10,000 Pounds and 12,000 Pounds ......................................................................................... 6-41A
13,000 Pounds and 14,000 Pounds ......................................................................................... 6-41B
Single Engine Fuel Flow and Cruise Speeds at Maximum Continuous Power
10,000 Pounds and 12,000 Pounds ........................................................................................ 6-41C
13,000 Pounds and 14,000 Pounds ........................................................................................ 6-41D
Single Engine Landing Over 50 Foot Height – With Ice Accumulations ............................................. 6-42
Two Engine Landing Distance Over 50 Foot Height
No Revese ................................................................................................................................. 6-43
Full Reverse ............................................................................................................................... 6-44
Flaps Up ..................................................................................................................................... 6-45
Environmental Control System ........................................................................................................... 6-47
Temperature Control .................................................................................................................. 6-49
Heating System .......................................................................................................................... 6-49
Cooling System .......................................................................................................................... 6-49
Moisture and Contaminant Control System ............................................................................... 6-50
Bleed Air and Control ................................................................................................................. 6-50
Fresh Air System ........................................................................................................................ 6-51
Pressurization System ............................................................................................................... 6-52
Pressurization System Components .......................................................................................... 6-53
Cabin Altitude Warning ...................................................................................................... 6-53
Dump Valve ....................................................................................................................... 6-53
Outflow Valve .................................................................................................................... 6-53
Pneumatic Relay ............................................................................................................... 6-53
Mode Selector and Manual Control ................................................................................... 6-54
Electrical Systems ............................................................................................................................... 6-55
DC Power Distribution ................................................................................................................ 6-55
Bus Transfer ............................................................................................................................... 6-56
DC Power Sources ..................................................................................................................... 6-56
Batteries ............................................................................................................................ 6-56
Generators ........................................................................................................................ 6-56
External Power Supply ...................................................................................................... 6-56
External Power Switch ...................................................................................................... 6-57
AC Power Distribution ................................................................................................................ 6-58
6-ii MANUFACTURER'S DATA MANUFACTURER'S DATA

7AC ISSUED: APR 02/86
REVISED: MAR 28/96
METRO III
ITEM PAGE
Warning and Monitoring Systems ....................................................................................................... 6-59

Battery Temperature Indicator ................................................................................................... 6-59
Battery Disconnect Light ............................................................................................................ 6-59
Battery Fault Light ...................................................................................................................... 6-59
Generator Fail Light ................................................................................................................... 6-59
AC Voltmeter and Bus Fail Lights .............................................................................................. 6-60
Generator Ammeter ................................................................................................................... 6-60
Voltmeter and Selector Switch ................................................................................................... 6-60
Passenger Entrance Door ................................................................................................................... 6-62
Emergency Exits ................................................................................................................................. 6-63
Equipment/Furnishings ....................................................................................................................... 6-63
Flight Compartment .................................................................................................................... 6-63
Passenger Compartment ........................................................................................................... 6-64
Interior ........................................................................................................................................ 6-65
Cockpit Area ............................................................................................................................... 6-65
Cabin Area ................................................................................................................................. 6-65
Fire Detection and Protection ............................................................................................................. 6-66
Engine Fire Detection and Extinguishing System ...................................................................... 6-66
Wheelwell and Wing Overheat Warning System ....................................................................... 6-66
Test Switch ................................................................................................................................. 6-66
Hand Held Fire Extinguisher ...................................................................................................... 6-66
Flight Controls ..................................................................................................................................... 6-67
Ailerons ...................................................................................................................................... 6-67
Aileron Trim Tabs .............................................................................................................. 6-67
Rudder ....................................................................................................................................... 6-67
Rudder Trim Tab ............................................................................................................... 6-67
Elevator ...................................................................................................................................... 6-68
Horizontal Stabilizer ................................................................................................................... 6-68
Trim Controls .............................................................................................................................. 6-69
Pilot and Copilot Pitch Control Switches ........................................................................... 6-69
Pilot's Auxiliary Pitch Trim ................................................................................................. 6-69
Position Indicating System ................................................................................................ 6-69
Wing Flaps ................................................................................................................................. 6-70
Gust Lock System ...................................................................................................................... 6-70
Stall Avoidance System ...................................................................................................................... 6-70
Fuel System ........................................................................................................................................ 6-73
Fuel Storage ............................................................................................................................... 6-73
Jet Transfer Pump System ......................................................................................................... 6-75
Boost Pumps .............................................................................................................................. 6-76
Fuel Shutoff Valve ...................................................................................................................... 6-77
Fuel Crossflow ........................................................................................................................... 6-77
Fuel Quantity System ................................................................................................................. 6-78
Magna-Sticks ............................................................................................................................. 6-78
MANUFACTURER'S DATA MANUFACTURER'S DATA 6-iii

REVISED: MAY 19/99
METRO III
ITEM PAGE
Hydraulic System Schematic .............................................................................................................. 6-80

Hydraulic System ................................................................................................................................ 6-82
Hydraulic Power Pack ................................................................................................................ 6-82
Main Hydraulic System Operation .............................................................................................. 6-82
Accumulator ............................................................................................................................... 6-83
Auxiliary System ......................................................................................................................... 6-83
Warning Lights ........................................................................................................................... 6-84
Excessive Hydraulic Pressure Indications ................................................................................. 6-84
Hydraulic Fluid Shutoff Valves ................................................................................................... 6-84
Ice and Rain Protection ....................................................................................................................... 6-85
Surface Deice System (Wing and Tail Boots) ............................................................................ 6-85
Deice Boot Operation ................................................................................................................. 6-85
Windshield Heat ......................................................................................................................... 6-86
Windshield Wiper System .......................................................................................................... 6-87
Pitot and SAS Anti-Ice ................................................................................................................ 6-88
Engine Inlet Anti-Ice ................................................................................................................... 6-88
Propeller Deice System .............................................................................................................. 6-89
Fuel Anti-Icing ............................................................................................................................ 6-90
Landing Gear System ......................................................................................................................... 6-91
Landing Gear Warning System .................................................................................................. 6-91
Main Landing Gear Struts .......................................................................................................... 6-93
Nose Landing Gear Strut ........................................................................................................... 6-95
Nose Wheel Centering Device ................................................................................................... 6-95
Variable Authority Nose Wheel Steering .................................................................................... 6-95
Emergency Extension of Landing Gear ..................................................................................... 6-96
Parking Brake...................................................................................................................................... 6-96
Airplane Lighting Systems .................................................................................................................. 6-97
Cargo Compartment Lighting ..................................................................................................... 6-97
Lighting System – Exterior ......................................................................................................... 6-98
Navigation Lights ............................................................................................................... 6-98
Taxi Light ........................................................................................................................... 6-98
Landing and Recognition Lights ........................................................................................ 6-99
Wing Ice Lights .................................................................................................................. 6-99
Rotating Beacon ................................................................................................................ 6-99
Pitot Static Systems .......................................................................................................................... 6-101
Power Plant ....................................................................................................................................... 6-102
Propeller and Control ............................................................................................................... 6-102
Engine Controls ........................................................................................................................ 6-103
Power Levers ........................................................................................................................... 6-103
Speed Levers ........................................................................................................................... 6-104
Propeller Synchrophasing (If Installed) .................................................................................... 6-104
Negative Torque Sensing (NTS) System ................................................................................. 6-104
Single Red Line (SRL) Computer ............................................................................................. 6-105
Temperature Limiter System .................................................................................................... 6-105
6-iv MANUFACTURER'S DATA MANUFACTURER'S DATA

REVISED: MAR 28/96
METRO III
ITEM PAGE
Engine Indicating Systems ................................................................................................................ 6-106

Torque Indicator ....................................................................................................................... 6-106
RPM Indicator .......................................................................................................................... 6-106
Fuel Flow Indicator ................................................................................................................... 6-106
Fuel Pressure Indicator ............................................................................................................ 6-106
Oil Pressure Indicator ............................................................................................................... 6-107
Oil Pressure Warning ............................................................................................................... 6-107
Oil Temperature Indicator ........................................................................................................ 6-107
Chip Detector ........................................................................................................................... 6-107
Engine Oil System............................................................................................................................. 6-108
Fuel Control System.......................................................................................................................... 6-108
Engine Start System ......................................................................................................................... 6-109
Starter – Generators ................................................................................................................ 6-109
Batteries ................................................................................................................................... 6-109
Series – Parallel Start Mode Selector Switch ........................................................................... 6-109
Pilot’s Operating Tips ........................................................................................................................ 6-110
External Power Switch ............................................................................................................. 6-110
Use of Boost Pumps During Engine Ground Starts ................................................................. 6-110
Cross Generator Starts ............................................................................................................ 6-110
Effect of Ambient Temperature on Starting Time ..................................................................... 6-110
Power Lever Management During Engine Start....................................................................... 6-111
Propeller Start Lock Release ................................................................................................... 6-112
Low Oil Pressure Annunciations .............................................................................................. 6-112
Beta Light Operation ................................................................................................................ 6-113
Variable Authority Nose Wheel Steering Tests ........................................................................ 6-114
Setting Takeoff and Climb Power ............................................................................................. 6-114
Takeoff RPM ............................................................................................................................ 6-115
SRL Computer Schedules and Setting Cruise Power .............................................................. 6-116
Reverse Taxi Operations ......................................................................................................... 6-117
Cabin Pressure Controller Operation ....................................................................................... 6-117
Cockpit Lighting ........................................................................................................................ 6-118
Engine Flameouts During Adverse Weather ............................................................................ 6-118
Operations with Standing Water, Slush or Wet Snow on the Runway ..................................... 6-119
Noise Control ........................................................................................................................... 6-120
Intentional One Engine Inoperative Speed (VSSE) ................................................................. 6-121
Prior to Intentional Engine Failure ................................................................................... 6-122
After Intentional Engine Failure ....................................................................................... 6-123
Approved Engine Oils ....................................................................................................................... 6-124
Conversion Tables ............................................................................................................................ 6-125
MANUFACTURER'S DATA MANUFACTURER'S DATA 6-v

REVISED: MAY 19/99
METRO III
THIS PAGE LEFT BLANK INTENTIONALLY
6-vi MANUFACTURER'S DATA MANUFACTURER'S DATA

METRO III
LIST OF EFFECTIVE PAGES
REISSUE B
NOTE
Manufacturer’s performance data apply to S/N AC-514 and

subsequent or aircraft with Service Bulletin 11-001 incorporated.
SECTION 6
DATE PAGE DATE PAGE
6-i ........................................................ OCT 17/94 6-21 ..................................................... OCT 17/94

6-ii ....................................................... MAR 28/96 6-22 ..................................................... OCT 17/94
6-iii ....................................................... MAY 19/99 6-23 ..................................................... APR 02/86
6-iv ...................................................... MAR 28/96 6-24 ..................................................... APR 02/86
6-v ....................................................... MAY 19/99 6-25 ..................................................... APR 02/86
6-vi ...................................................... APR 02/86 6-26 ..................................................... APR 02/86
6-vii ...................................................... MAY 19/99 6-27 ..................................................... APR 02/86
6-viii ..................................................... MAY 19/99 6-28 ..................................................... APR 02/86
6-ix ...................................................... MAY 19/99 6-29 ..................................................... APR 02/86
6-x ....................................................... APR 02/86 6-30 ..................................................... APR 02/86
6-xi ....................................................... FEB 01/88 6-31 ..................................................... APR 02/86
6-xii ...................................................... MAY 19/99 6-32 ..................................................... APR 02/86
6-1 ....................................................... APR 02/86 6-33 ..................................................... APR 02/86
6-2 ....................................................... APR 02/86 6-34 ..................................................... APR 02/86
6-3 ....................................................... APR 02/86 6-35 ..................................................... APR 02/86
6-4 ....................................................... APR 02/86 6-36 ..................................................... APR 02/86
6-5 ....................................................... APR 02/86 6-37 ..................................................... OCT 17/94
6-6 ....................................................... APR 02/86 6-38 ..................................................... APR 02/86
6-7 ....................................................... APR 02/86 6-39 ..................................................... MAR 28/96
6-8 ....................................................... APR 02/86 6-40 ..................................................... MAR 28/96
6-9 ....................................................... APR 02/86 6-41 ..................................................... MAR 28/96
6-10 ..................................................... APR 02/86 6-41A ................................................... MAR 28/96
6-11 ..................................................... APR 02/86 6-41B ................................................... MAR 28/96
6-12 ..................................................... APR 02/86 6-41C .................................................. MAR 28/96
6-13 ..................................................... OCT 17/94 6-41D .................................................. MAR 28/96
6-14 ..................................................... APR 02/86 6-42 ..................................................... APR 02/86
6-15 ..................................................... APR 02/86 6-43 ..................................................... APR 02/86
6-16 ..................................................... APR 02/86 6-44 ..................................................... APR 02/86
6-17 ..................................................... APR 02/86 6-45 ..................................................... APR 02/86
6-18 ..................................................... APR 02/86 6-46 ..................................................... APR 02/86
6-19 ..................................................... APR 02/86 6-47 ..................................................... APR 02/86
6-20 ..................................................... OCT 17/94 6-48 ..................................................... OCT 17/94
MANUFACTURER'S DATA MANUFACTURER'S DATA 6-vii

REVISED: MAY 19/99
METRO III
LIST OF EFFECTIVE PAGES (continued)
REISSUE B
NOTE

SECTION 6
DATE PAGE DATE PAGE
6-49 ..................................................... MAY 07/87 6-77 ..................................................... MAR 13/87

6-50 ..................................................... MAR 13/87 6-78 ...................................................... FEB 01/88
6-51 ..................................................... APR 02/86 6-79 ...................................................... FEB 01/88
6-52 ..................................................... APR 02/86 6-80 ..................................................... OCT 17/94
6-53 ..................................................... MAR 13/87 6-81 ..................................................... MAY 19/99
6-54 ..................................................... MAR 13/87 6-82 ..................................................... MAR 13/87
6-55 ..................................................... MAY 19/99 6-83 ..................................................... MAR 13/87
6-55A ................................................... MAY 19/99 6-84 ..................................................... APR 02/86
6-55B ................................................... MAY 19/99 6-85 ..................................................... MAY 19/99
6-56 ..................................................... APR 02/86 6-86 ..................................................... MAY 19/99
6-57 ..................................................... SEP 05/86 6-87 ..................................................... OCT 17/94
6-58 ..................................................... MAR 13/87 6-88 ..................................................... OCT 17/94
6-59 ..................................................... APR 02/86 6-89 ..................................................... APR 02/86
6-60 ..................................................... MAY 19/99 6-90 ..................................................... APR 02/86
6-61 ..................................................... MAY 19/99 6-91 ..................................................... MAY 19/99
6-62 ..................................................... MAR 13/87 6-92 ..................................................... OCT 17/94
6-63 ..................................................... MAR 13/87 6-93 ..................................................... OCT 17/94
6-64 ..................................................... OCT 17/94 6-94 ..................................................... OCT 17/94
6-65 ..................................................... MAY 19/99 6-95 ..................................................... MAR 28/96
6-66 ..................................................... MAY 19/99 6-96 ..................................................... OCT 17/94
6-67 ..................................................... APR 02/86 6-97 ..................................................... MAR 13/87
6-68 ..................................................... APR 02/86 6-98 ..................................................... APR 02/86
6-69 ..................................................... APR 02/86 6-99 ..................................................... MAR 13/87
6-70 ..................................................... OCT 17/94 6-100 ................................................... MAY 19/99
6-71 ..................................................... APR 02/86 6-101 ................................................... MAY 07/87
6-72 ..................................................... OCT 17/94 6-102 ................................................... OCT 17/94
6-73 ..................................................... APR 02/86 6-103 ................................................... MAR 13/87
6-74 ..................................................... OCT 17/94 6-104 ................................................... MAR 03/89
6-75 ..................................................... MAY 19/99 6-105 ................................................... MAY 19/99
6-76 ..................................................... MAY 19/99 6-106 ................................................... MAR 13/87
6-viii MANUFACTURER'S DATA MANUFACTURER'S DATA

REVISED: MAY 19/99
METRO III
LIST OF EFFECTIVE PAGES (continued)
REISSUE B
NOTE

SECTION 6
DATE PAGE DATE PAGE
6-107 ................................................... MAR 13/87 6-117 ................................................... MAY 19/99

6-108 ................................................... OCT 17/94 6-118 ................................................... MAY 19/99
6-109 ................................................... APR 02/86 6-119 ................................................... MAY 19/99
6-110 ................................................... MAY 19/99 6-120 ................................................... MAY 19/99
6-111 ................................................... MAY 19/99 6-121 ................................................... MAY 19/99
6-112 ................................................... OCT 17/94 6-122 ................................................... MAY 19/99
6-113 .................................................... FEB 01/88 6-123 ................................................... MAY 19/99
6-114 ................................................... MAY 19/99 6-124 ................................................... OCT 17/94
6-115 ................................................... MAY 19/99 6-125 ................................................... OCT 17/94
6-116 ................................................... OCT 17/94 6-126 .................................................... FEB 01/88
MANUFACTURER'S DATA MANUFACTURER'S DATA 6-ix

REVISED: MAY 19/99
METRO III
6-x MANUFACTURER'S DATA MANUFACTURER'S DATA

METRO III
LIST OF REVISIONS
Revisions to the Airplane Flight Manual provide current information applicable to operation of the
SA227-AC aircraft. Revised pages should be inserted into the manual to replace existing pages or
to add additional pages, as applicable. The manual is valid only when current revisions are
incorporated.
Revision Revised
Number Pages Description of Revision Date of Revision
B-1 6-v, 6-vii, 6-viii, Corrected typographical errors. SEP 5/86

6-ix, 6-xi, 6-57,
6-60, 6-63, 6-78,
6-88, 6-95, 6-101,
6-102, 6-111, 6-121,
6-123, and 6-124
B-2 6-iii, 6-iv, 6-v, 6-vii, Corrected editorial errors, added or MAR 13/87
6-viii, 6-ix, 6-xi, 6-50, amplified system description, provided
6-53, 6-54, 6-55, operating tip regarding engine flameouts.
6-58, 6-60, 6-62,
6-63, 6-65, 6-75,
6-77, 6-78, 6-79,
6-82, 6-83, 6-87,
6-88, 6-91, 6-93,
6-97, 6-99, 6-103,
6-104, 6-106, 6-107,
6-113, 6-118, 6-119,
6-120
B-3 6-vii, 6-viii, 6-xi, Revised Cooling System. MAY 07/87

6-49, 6-75, 6-101,
6-102
B-4 6-i, 6-v, 6-vii, 6-viii, Editorial corrections. Corrected nose gear FEB 01/88
6-ix, 6-xi, 6-78, 6-79, figure and propeller description. Added tip
6-86, 6-94, 6-102, regarding low oil pressure annunciations.
6-112, 6-113, 6-126.
A black bar in the margin of a revised page shows the current change.
MANUFACTURER'S DATA MANUFACTURER'S DATA 6-xi
REVISED: FEB 01/88
METRO III
LIST OF REVISIONS (continued)
Revision Revised
Number Pages Description of Revision Date of Revision
B-5 6-vii, 6-viii, 6-xii, Acommodate S.B. 227-61-006 (prop synch MAR 03/89
6-104 switch removal).
B-6 6-i thru 6-v, 6-vii thru Corrected editorial errors, changed Cruise OCT 17/94
6-ix, 6-xii, 6-13, 6-20 Speeds Charts, Fuel System drawings, Jet
thru 6-22, 6-37, 6-48, Transfer Pump System information, order of
6-55, 6-64, 6-70, items in Ice and Rain Protection. Added
6-72, 6-74, 6-75, drawing for main landing gear to reflect
6-80, 6-81, 6-85 thru effectivity of gear up switches striker plate,
6-88, 6-92, thru 6-94, added total oil system capacity, added
6-96, 6-102, 6-108, Takeoff RPM to Pilot's Operating Tips,
6-110, 6-112, 6-114 deleted overspeed governor check,
thru 6-116, 6-119, corrected list of approved oils.
6-120, 6-122, 6-124
and 6-125
B-7 6-ii thru 6-v, 6-vii Changed Figure numbers for Range Profile MAR 28/96
thru 6-ix, 6-xii, 6-39 charts, added Single Engine Fuel Flow and
thru 6-41D, 6-95 and Cruise Speed Tables, changed Variable
6-121 Authority NWS system for aircraft modified
by S.B. 227 32-040, changed company
name on page 6-121 and added four (4)
pages 6-41A thru 6-41D.
B-8 6-iii, 6-v, 6-vii thru Changed DC Power Distribution section, MAY 19/99
6-ix, 6-xii, 6-55 thru information on Fuel System, expanded Wing
6-55B, 6-60, 6-61, Overheat Warning System to include the
6-65, 6-66, 6-75, Wheelwell, upgraded drawing for Figure
6-76, 6-81, 6-85, 6-50, revised Engine Flameouts During
6-86, 6-91, 6-100, Adverse Weather, corrected editorial errors
6-105, 6-110, 6-111, and added two pages: 6-55A and 6-55B.
6-114, 6-115, 6-117
thru 6-123
A black bar in the margin of a revised page shows the current change.
6-xii MANUFACTURER'S DATA MANUFACTURER'S DATA
REVISED: MAY 19/99
INTRODUCTION
This section contains additional data that are supplied by the man-
ufacturer for the user's convenience. These data include short
field performance, mission planning material, and specialized per-
formance data, such as drift-down charts and flaps up landing dis-
tances.
NOTE
Depending on the jurisdiction, the use of the

short field performance data may place the oper-
ator in violation of applicable regulations.
In addition, systems descriptions and pilot operating tips are

included in the latter part of this section.
Conversion tables for commonly used measuring units are located at

the end of the section.
MANUFACTURER'S DATA 6-l

ISSUED: APR 02/86 MANUFACTURER'S DATA
7ACOl
METRO Ill
6-2 MANUFACTURER'S DATA

MANUFACTURER'S DATA ISSUED: APR 02/86
7ACOl
SHORT FIELD TAKEOFF PERFORMANCE
The METRO III Short Field Performance data (Figures 6-2 through 6-7)
are based on the VR and V5D speeds shown below. These speeds pro'-
vide smaller safety margins than the FAA Approved schedule of Figure
4-15, and are not recommended for routine use. Be sure to use the
speed schedule specified on each of the following performance
charts. Use Figure 6-l only where VR is specified.
TAKEOFF SPEEDS VR AND V5o
I VR - ROTATION
CONDITIONS:
GEAR DOWN
SPEED (VhnC OR VSl, WHICHEVER IS GREATER)
1
V50 - TAKEOFF SPEED AT 50 FOOT HEIGHT (1.2 VS,)
EXAMPLE:
GIVEN: TAKEOFF WEIGHT = 12,190 POUNDS

OBTAIN: VR = 87.5 KIAS
Vw = 107.5 KIAS
15,oDo
14,ooo
13.0ocl
12,oDo
11,oDo
10,000
9.000
80 90 100 110 120
AIRSPEED (KIAS)
FIGURE 6-l
MANUFACTURER'S DATA 6-3

ISSUED: APR 02186 MANUFACTURER'S DATA
7ACOl
METRO III
DISTANCE TO ACCELERATE TO VR AND STOP - DRY BLEED AIR ON
B.F. GOODRICH SINGLE ROTOR BRAKES
ASSOCIATED CDNDtTIONS. EXAMPLE
POWER.. __ _.. _. ..TAKEOFF (DRYI GIVEN: OAT - -4%

GEN LOAD. . _. 2GDAMk PRESSURE ALTITUDE - 4.WO FEET
6LEEDAIR ,.,.______.._........ ON GROSS WEIGHT - 13400POUNDS
ENC. ANTI-ICE.. OFF ISEE NOTEI HEADWIND - 10 KNOTS
RUNWAY. . DRY. HARD SURFACE RUNWAY SLOPE - 2 PERCENT IUPHILL)
FiAPS _...__.__.__: .._....... l/4 OBTAIN’ ACCELERATE STOP DISTANCE - 3.326 FEET
DECISION SPEED VR (FIGURE 6-l) INCREASE (ANTIXE DNI - 200 FEET
NET ACCELERATE STOP DISTANCE - 3.620 FEET
ANTISKID.. _. .ON OR OFF
NOSE WHEEL STEERING.. .ON OR OFF
f- NOTE ,
. INCREASE ACCELERATE STOP DISTANCE BY 6PERCENT
WIT” ENGINE ANTI-ICE ON.
. MAXIMUM OAT FOR ENGINE ANTbICE ON IS 5%.
FIGURE 6-2

MANUFACTURER’S DATA ISSUED: APR 02186
7ACOl
DISTANCE TO ACCELERATE TO VR AND STOP - DRY BLEED AIR OFF
ASSOCIATED CONDITIONS. EXAMPLE:
POWER. _. _. __ __ .TAKEOFF IbRYl GIVEN. OAT - -5%

GEN LOAD. .200 AMPS PRESSURE ALTITUDE - 2,CCQ FEET
BLEED AIR _. ._ _. __ _. _. .OFF GROSS WEIGHT - 14,ooO POUNDS
ENG ANTI-ICE.. OFF ISEE NOTE1 TAILWIND - 3 KNOTS
RUNWAY DRY, HARD SURFACE RUNWAY SLOPE - 2 PERCENT (UPHILLI
FLAPS . . . . . . . . . . . . . . . . . . . . . . ...1/4 OBTAIN. ACCELERATE STOP DISTANCE - 3.710 FEET
DECISION SPEED VR IFIGURE 6-O INCREASE (ANTldCE ON1 * 155 FEET
NET ACCELERATE STOP DISTANCE - 3865 FEET
ANTI-SKID.. .ON OR OFF
NOSE WHEELSTEERING.. .ON OR OFF
l INCREASE ACCELERATE STOP DISTANCE BY 4.2 PERCENT
. MAXIMUM OAT FOR ENGINE ANTI-ICE ON ISSOC.
0 20 40 60 14 13 12 11 10 9 !O 0 10 20 30 -6 4 -2 0 2 4
OAT l’=Ci GROSSWEIGHT Il.oa,POUNDSl TAIL HEAD DOWNHILL UPHILL
WlND IKNDTSI RUNWAY SLOPE IPERCENT)
FIGURE 6-3

7ACOl
METRO III
DISTANCE TO ACCELERATE TO VR AND STOP - WET
ASSOCIATED CONDITIONS: EXAMPLE:
POWER ............. TAKEOFF (WET) GIVEN: OAT - 15%

GEN LOAD. .............. .2GDAMPS PRESSURE ALTITUDE = 4.GDO FEET
BLEED AIR ................... .OFF GROSSWElGHT=ll,DWPOUNDS
ENG ANTI-ICE ................. .OFF HEADWIND * 13 KNOTS
RUNWAV ...... DRV,HARDSURFACE RUNWAY SLOPE = 0 PERCENT ILEVELI
FLAPS ........................ ,114 OBTAIN: ACCELERATE STOP DISTANCE = 2,6W FEET
DECISION SPEED ... VR (FIGURE 6-11
ANTI-SKID.. . ::. .ON OR OFF
NOSE WHEEL STEERING.. .ON OR OFF I N0TE 1
I MINIMUM OAT FOR WET POWER OPERATION IS 5%. I
-20 0 m 40 60 14 13 12 11 10 9 10 0 10 m 30 -5 4 -2 0 2 4
OAT @I GROSS WEIGHT ll.DDO POUNDS) TAIL HEAD DOWNHILL UPHILL
WIND (KNOTS) RUNWAY SLOPE (PERCENT1
FIGURE G-4

MANUFACTURER'S DATA ISSUED: APR 02186
7ACOl
METRO III

ISSUED: APR 02/86 UANUFACTURER'S DATA
7ACOl
TWO ENGINE TAKEOFF DISTANCE TO 50 FOOT HEIGHT (VR ROTATION SPEED) -
DRY, BLEED AIR ON
POWER ............. TAKEOFF IDRVI GIVEN: OAT - -1G’k NOTE

GEN LOAD ................ 206 AMPS PRESSURE ALTITUDE - 6,666 FEET
BLEEDAIR.. ................... ON GROSS WEIGHT - 1 l.OlXI POUNDS l INCREASE TAKEOFF DISTANCE BY 16.5 PERCENT WITH
ENG ANTI.ICE ....... OFF ISEE NOTEI TAILWIND - 5 KNOTS ENGINE ANTI.ICE ON.
RUNWAY ...... DRY. HARD SURFACE RUNWAY SLOPE - 2 PERCENT IUPHILL)
VR SPEED ............. .FIGURE 6-l OBTAIN: TAKEOFF DISTANCE TO50 FOOT HEIGHT - 2,750 FEET l MAXIMUM OAT FOR ENGINE ANTI.ICE ON IS 5%.
V5GSPEED ............. .FIGURE 6-l INCREASE (ANTI-ICE ONI - 455 FEET
TOTAL TAKEOFF DISTANCE - m
FLAPS ........................ ,114
NOSE WHEEL STEERING .. .ON OR OFF
-40 -20 0 20 40 60 14 13 I2 11 10 9 10 0 10 20 30 -6 -4 -2 0 2 4
OAT t°CI GROSS WEIGHT 11.006 POUNDS) TAIL HEAD DOWNHILL UPHILL
WIND (KNOTS) RUNWAY SLOPE (PERCENT!
TWO ENGSNE TAKEOFF DISTANCE TO 50 FOOT HEIGHT ( R ROTATION SPEED) -
DRY, BLEED AIR OFF
POWER ............. TAKEOFF (DRY) GIVEN: OAT - -I?%

GEN LOAD. ............... 200 AMPS PRESSURE ALTITUDE - 6,ooO FEET
BLEED AIR .................... OFF GROSS WEIGHT - 11,ooO POUNDS . INCREASE TAKEOFF DISTANCE BY 12.6 PERCENT WITH
ENG ANTMCE ....... OFF (SEE NOTEI TAILWIND = 5 KNOTS
RUNWAY ...... DRY, HARD SURFACE RUNWAY SLOPE - 2 PERCENT (UPHILL)
VR SPEED ............. .FIGlJRE 8-l OBTAIN: TAKEOFF DISTANCE TO 50 FOOT HEIGHT - 2,7M) FEET . MAXIMUM OAT FOR ENGINE ANTI-ICE ON lS5”C.
V5oSPEED ............. .FIGURE 6-l INCREASE (ANTI-ICE ONI - 340 FEET
TOTAL TAKEOFF DISTANCE - B.040 FEEf
FLAPS ........................ .I/4
NOSE WHEEL STEERING .. .ON OR OFF
-40 -20 0 20 40 60 14 13 12 11 10 9 10 0 10 20 30 -6 -4 -2 0 2 4
OAT (‘C) GROSS WEIGHT fl,OM)POUNDS) TAIL HEAD DOWNHILL UPHILL
WIND (KNOTS) RUNWAY SLOPE (PERCENT)
TWO ENGINE TAKEOFF DISTANCE TO 50 FOOT HEIGHT (VR ROTATION SPEED) -
WET
ASSOClAiED CONDITIONS: EXAMPLE:
POWER ............. TAKEOFF (WET) GIVEN: OAT = 21°C

GEN LOAD. ............... 200 AMPS PRESSURE ALTITUDE - 2,ODO FEET
BLEED AIR .................... OFF GROSS WEIGHT - 11,300 POUNDS
ENG ANTI-ICE .................. OFF HEADWIND = 10 KNOTS
RUNWAY ...... DRY, HARD SURFACE RUNWAY SLOPE - 2 PERCENT (UPHILL)
VR SPEED ............. .FIGURE 6-l OBTAIN: TAKEOFF DISTANCE TO 50 FOOT HEIGHT = 2.3W FEET
V5DSPEED ............. -FIGURE 6-l
FLAPS ....................... ..114 I- NOTE -,
NOSE WHEEL STEERING., .ON OR OFF
II MINIMUM OAT FOR WET POWER OPERATION IS 5OC.
I
I
m
-I
31[1
0
20 40 60 14 13 12 11 10 9 10 0 10 20 30 -6 -4 -2 0 2 4
OAT (‘Cl GROSS WEIGHT ~1,000 POUNDS) TAIL HEAD DOWNHILL UPHILL
WIND (KNOTS) RUNWAY SLOPE (PERCENT)
TWO ENGINE SERVICE CEILING, 100 FPM - DRY, BLEED AIR ON
POWER. ......... .MAX CONTINUOUS GIVEN: OAT AT 27,000 FEET = -13’C

GEN LOAD ................ 200 AMPS PRESSURE ALTITUDE = 27,000 FEET
BLEED AIR .................... .ON GROSS WEIGHT = 11,200 POUNDS
ENG ANTI-ICE ................. .OFF OBTAIN: TWO ENGINE SERVICE CEILING
CLIMB SPEED .... .(SEE FIGURE 4-51) ASSUMING STANDARD TEMPERATURE
GEAR. ......................... UP LAPSE RATE ABOVE PRESENT
FLAPS.. ..................... ..U P ALTITUDE = 28,800 FEET
32,000
30,000
28,000
F
L
k 26,000
t2
5
ii
u
s 24,000
3
20,000
18,000
-60 -40 -20 0 20
OAT (‘Cl
FIGURE 6-8
7ACOl
METRO III
SINGLE ENGINE SERVICE CEILING, 50 FPM - DRY, BLEED AIR OFF
POWER.. . . . . . . . . . MAX CONTINUOUS GIVEN: OAT AT 23,000 FEET = -26OC

PROPELLER . . . . . . . . FEATHERED ON PRESSURE ALTITUDE = 23,000 FEET
INOPERATIVE ENGINE GROSS WEIGHT = 11,500 POUNDS
GEN LOAD.. . . . . . . . . . . . . . . 200AMPS OBTAIN: SINGLE ENGINE SERVICE CEILING
BLEEDAIR . . . . . . . . . . . . . . . . . . ..OFF ASSUMING STANDARD T.EMPERATURE
ENG ANTI-ICE.. . . . . . . . . . . . . . . . .OFF LAPSE RATE BELOW PRESENT
CLIMB SPEED . . . . .(SEE FIGURE 4-50) ALTITUDE = 20,250 FEET
GEAR.. . . . . . . . . . . . . . . . . . . . . . . , . UP
FLAPS . . . . . . . . . . . . . . . . . . . . . . . ..UP
35,000
30,000
25,CKKl
-60 -40 -20 0 20 40 60

OAT (‘Cl
FIGURE 6-9

7ACOl
METRO III
SINGLE ENGINE DRIFT DOWN PERFORMANCE
Operations over some mountainous areas require minimum en route altitudes which are higher than
the airplane’s single engine service ceiling. In those cases an added margin of safety may be obtained
by cruising at an altitude higher than the minimum en route altitude so as to allow drift down to the
single engine service ceiling in the event single engine operation becomes necessary. Drift down
cruise during single engine operation then could result in reaching the end of the route segment at
an altitude equal to or higher than the minimum en route altitude.
The problem is illustrated below:
B
A C
Wind
Decision
Point
Cruise Altitude
n Drif
Dow t Do
Drift wn
Minimum En Route Altitude
ROUTE SEGMENT DISTANCE
Refer to Figure 6-10 to determine the minimum cruise altitude which will allow safe drift down in the
event of engine failure while flying from point A to point C. Whether one should continue to point C or
return to point A depends upon whether the decision point B has been reached. The effect of a
headwind is to move the decision point closer to the destination end of the route segment. A tailwind
will move the decision point closer to the origin of the route segment. This effect can be determined
from Figure 6-11.
MANUFACTURER'S DATA MANUFACTURER'S DATA 6-13

REVISED: OCT 17/94
METRO III
SINGLE ENGINE DRIFT DOWN PERFORMANCE (continued)
EXAMPLE:
32,000
GIVEN: OAT = -16OC AT 22,000 FEET ALTITUDE
MEA = 20,000 FEET
GROSS WEIGHT = 12,000 POUNDS
MEA SEGMENT DISTANCE = 48 NM
WIND = 0 KNOTS
OBTAIN: ALTITUDE FOR 50 FPM CEILING FROM
FIGURE 6 -9 IS Hp = 17,200 FEET
28,000
ENTER CHART WITH 50 FPM CEILING
AND REFERENCE LINE INTERSECTION.
FOLLOW GUIDE LINE TO MEA, CONTINUE
ALONG GUIDE LINE A DISTANCE EQUAL
26,000
TO 112 THE MEA SEGMENT DISTANCE.
REQUIRED ALTITUDE FOR DRIFT DOWN
IS 22,200 FEET.
24,000 SEE FIGURE 6-11 FOR WIND EFFECT
F:
; 18,000
LL
Fl
3
;1
: 16,000
E!
2
3 14,000
%
12,000
10,000
8,000
6,00C
160 200 240

DISTANCE (NAUTICAL AIR MILES)
FIGURE 6-10
6-14 “+ MANUFACTURER’S DATA MANUFACTURER’S DATA
METRO III
SINGLE ENGINE DRIFT DOWN PERFORMANCE DECISION POINT
EXAMPLE: lCONTlNUED FROM FIGURE 6-10) WITH 70 KNOT HEADWIND
MEA SEGMENT = 48 NM NOTE

AVERAGE ALTITUDE = 122,200+20,ooO)/2 = 21,100 FEET
SINGLE ENGINE CLIMB SPEED (FIGURE 4-50) = 115 KIAS DISTANCE TO THE DECISION POINT (NO-RETURN POINT)
EST. OAT AT AVERAGE ALTITUDE = -14°C IS EQUAL TO THE SEGMENT LENGTH MULTIPLIED BY THE
TRUE AIRSPEED = 164 KNOTS DECISION FACTOR (FDI.
FROM CHART FD * 0.715
DISTANCE TO THE DECISION POINT = 0.715 x 48 - 34.3 NM
0.8
0.7
0.6 -n
Y
5
0.5 5
Y
E
z
E
0.4 n
0.3
0.2
0.1
0.0
FIGURE 6-11

ISSUED: APR 02186 MANUFACTURER’S DATA
7ACOl

7ACOl
CRUISE RATE OF CLIMB AT CRUISE POWER - 97% RPM
POWER.. . . . . . . . . . MAX CRUISE GIVEN: OAT = -20oC

(97% RPM 65C& EGT) PRESSURE ALTITUDE - 20,000 FEET
GEN LOAD.. . .... . .‘2DO AMPS GROSS WEIGHT = 14,ODDPOUNDS
BLEED AIR . . . . . . . . . . . . .ON OBTAIN: RATE OF CLIMB = 650 FEET PER MINUTE
ENG ANTI-ICE.. . . . . . . . . . .OFF
CLIMB SPEED . Vy (FIGURE 4-51)
GEAR.. . . . .. . . . . . . . . . UP
FLAPS . . . . . . . . . . . . . . . . . . UP
40 40 -20 0 20 40 60 14,oDo 13,ow 12,axl ~11,ooo 10,ow
OAT (‘Cl GROSS WEIGHT (POUNDS)
FIGURE 6-12

7ACOl
Q,
2 I
w
z co
r TIME, FUEL, AND DISTANCE TO CLIMB - 97% RPM
POWER ..... MAX CRUISE @50% EGTI GIVEN: T.O. PRESSURE ALTITUDE - 5,wO FEET
GEN LOAD. ............... 200AMPS T.O. WEIGHT - 13,oooP0U~~S
BLEED AIR .................... .ON CRUISE PRESSURE ALTITUDE = 24,DDO FEET
ENG ANTI~ICE. ................. OFF TEMPERATURE - ISA +lO%
CLIMB SPEED ..... Vy tFlGURE 4-51) OBTAIN: TIME = (22.2 - 3.0) = 19.2 MINUTES
GEAR .......................... UP FUEL = (245 - 40) - 205 POUNDS
FLAPS.. ..................... ..U P DISTANCE - 65 - 8) = 47 MILES
30,ooo
25,ooo
3:
z
c
-n
D 3
s
c
15.ooo m
w
m -I
10,ooa JJ
0
S.L.
0 10 20 30 40 50 0 100 200 300 400 500 0 50 100 150

ELAPSED TIME (MINUTES) FUEL USED (POUNDS) DISTANCE (NAUTICAL MILES)
TIME, FUEL, AND DISTANCE TO CLIMB - 100% RPM
POWER ............... MAX CONTINUOUS SEE EXAMPLE ON TIME, FUEL, AND

GEN LOAD ........................ .200 AMPS DISTANCE TO CLIMB - 97%RPM
NOTE
BLEED AIR ..................................... ON (FIGURE 6-13)
ENG ANTI-ICE ............................... OFF USE REFERENCE EGT AS DETERMINED IN ACCORDANCE
CLIMB SPEED ...... Vy (FIGURE 4-51) WITH FIGURE 4-18.
GEAR ................................................ UP
FLAPS ............................................... UP
0 10 20 30 40 50 60 0 100 200 300 400 500 0 50 100 150

ELAPSED TIME (MINUTES) FUEL USED (POUNDS) DISTANCE (NAUTICAL MILES)
7AC
6-20
CRUISE SPEEDS AT MAXIMUM CRUISE POWER – KNOTS
10,000 AND 11,000 POUNDS
97% RPM, EGT = 650oC, BLEED AIR ON
OAT oC –50 –40 –30 –20 –10 0 10 20 30 40 50
PR. ALT. IAS TAS IAS TAS IAS TAS IAS TAS IAS TAS IAS TAS IAS TAS IAS TAS IAS TAS IAS TAS IAS TAS
Sea Level 246 237 246 241 246 246 246 250 246 254 238 250 225 240
2,000 246 245 246 250 246 255 246 259 240 257 227 247 214 237
4,000 246 249 246 254 246 259 246 264 243 264 229 254 216 244
6,000 246 259 246 264 246 269 246 273 232 262 218 251 205 240
10,000 POUNDS
8,000 246 263 246 268 246 273 246 279 234 270 220 258 207 247
10,000 246 273 246 278 246 284 237 278 223 267 209 255 196 243
12,000 246 283 246 289 238 285 225 275 211 263 197 250 184 237
14,000 246 288 246 294 239 291 226 282 214 271 200 259 186 245
16,000 246 299 239 297 227 287 215 278 202 266 188 253 174 239
18,000 245 303 240 303 226 292 214 283 203 273 190 261 176 247
MANUFACTURER'S DATA
20,000 236 303 227 298 214 288 202 278 190 267 177 254 163 239
METRO III
22,000 225 301 214 293 201 282 189 271 177 260 164 246 151 229
24,000 212 296 201 287 188 276 176 264 164 251 152 236
26,000 198 290 187 280 175 267 163 254 151 241 138 225
28,000 184 282 173 271 160 256 149 244 138 229
30,000 170 271 158 258 147 245 136 231 121 210
Sea Level 246 237 246 241 246 246 246 250 246 254 236 248 223 238
2,000 246 245 246 250 246 255 246 259 239 255 225 245 212 235
4,000 246 249 246 254 246 259 246 264 241 263 227 252 214 242
6,000 246 259 246 264 246 269 244 271 230 260 216 249 203 238
8,000 246 263 246 268 246 273 246 279 233 268 218 256 205 244
11,000 POUNDS
10,000 246 273 246 278 246 284 235 276 221 265 207 252 193 240
12,000 246 283 246 289 237 283 223 272 209 260 195 247 181 233
14,000 246 288 246 294 237 289 225 279 211 268 197 256 183 241
REVISED: OCT 17/94
ISSUED: APR 02/86
MANUFACTURER'S DATA
16,000 246 299 238 295 225 285 212 275 199 263 185 249 170 234
18,000 245 303 238 301 225 290 212 280 200 270 187 257 172 242
20,000 236 303 225 296 212 285 199 274 187 263 173 249 159 233
22,000 223 299 211 290 199 279 186 267 173 254 160 239 146 222
24,000 209 293 198 283 185 271 172 258 160 244 147 229
26,000 195 285 183 274 170 261 158 247 146 233 131 214
28,000 180 276 168 263 155 249 144 235 130 217
30,000 164 263 153 250 141 236 127 217
REVISED: OCT 17/94
ISSUED: APR 02/86
MANUFACTURER'S DATA

12,000 AND 13,000 POUNDS
OAT oC –50 –40 –30 –20 –10 0 10 20 30 40 50
Sea Level 246 237 246 241 246 246 246 250 246 254 235 246 222 236
2,000 246 245 246 250 246 255 246 259 237 254 223 243 210 232
4,000 246 249 246 254 246 259 246 264 240 261 226 250 212 239
6,000 246 259 246 264 246 269 243 270 228 258 214 246 200 235
12,000 POUNDS
8,000 246 263 246 268 246 273 245 278 231 266 216 254 202 242
10,000 246 273 246 278 246 284 234 274 219 262 205 250 190 236
12,000 246 283 246 289 235 281 221 270 207 258 192 243 177 229
14,000 246 288 246 294 235 287 223 277 209 265 195 252 179 236
16,000 246 299 236 293 223 282 210 272 196 259 182 245 166 228
18,000 245 303 236 298 223 287 210 277 197 266 183 252 168 236
MANUFACTURER'S DATA
20,000 235 301 223 293 209 282 196 270 183 258 169 243 155 226
METRO III
22,000 221 296 209 287 195 274 182 261 169 248 156 233 140 213
24,000 206 289 194 278 181 265 167 251 155 238 141 220
26,000 191 280 179 268 166 254 153 240 139 223 119 194
28,000 176 269 163 256 150 241 137 224 115 192
30,000 159 255 147 241 132 221
Sea Level 246 237 246 241 246 246 246 250 246 254 233 245 220 234
2,000 246 245 246 250 246 255 246 259 235 252 221 241 208 230
4,000 246 249 246 254 246 259 246 264 238 260 224 248 210 237
6,000 246 259 246 264 246 269 241 268 226 256 212 244 197 231
8,000 246 263 246 268 246 273 244 276 229 264 214 251 199 238
13,000 POUNDS
10,000 246 273 246 278 246 283 232 272 217 260 202 246 187 232
12,000 246 283 246 289 233 279 219 267 204 254 189 239 173 224
14,000 246 288 246 294 233 285 220 274 206 262 191 248 175 231
16,000 246 299 234 290 220 280 207 268 193 255 178 239 162 222
18,000 245 303 234 296 220 284 207 273 194 261 179 246 164 230
20,000 232 299 220 290 206 278 193 266 179 252 165 237 149 219
22,000 218 292 206 283 192 269 178 255 165 242 150 225 131 199
24,000 203 284 190 273 176 259 163 245 150 229 131 205
26,000 187 274 174 261 161 247 147 231 129 206
28,000 171 261 158 248 143 230 124 203
30,000 153 246 138 227
6-21
7AC
7AC
6-22
14,000 AND 14,500 POUNDS
OAT oC –50 –40 –30 –20 –10 0 10 20 30 40 50
Sea Level 246 237 246 241 246 246 246 250 245 253 231 243 217 232
2,000 246 245 246 250 246 255 246 259 233 250 219 238 205 227
4,000 246 249 246 254 246 259 246 264 236 258 221 246 207 233
6,000 246 259 246 264 246 269 239 266 224 253 209 241 194 227
14,000 POUNDS
8,000 246 263 246 268 246 273 242 274 227 262 211 248 196 234
10,000 246 273 246 278 244 281 230 270 214 257 199 242 183 227
12,000 246 283 244 287 231 276 217 264 201 250 185 234 169 218
14,000 246 288 245 293 231 282 218 271 203 258 188 243 171 226
16,000 246 298 232 288 218 276 204 264 189 250 174 234 157 216
18,000 244 301 232 293 217 281 203 269 190 256 175 241 159 224
MANUFACTURER'S DATA
20,000 230 296 217 286 203 274 189 260 175 246 160 231 142 208
METRO III
22,000 215 288 202 278 187 264 173 249 160 235 143 214
24,000 199 279 186 267 172 252 158 237 141 217
26,000 183 267 170 255 155 238 138 216
28,000 166 254 152 238 131 211
30,000 145 233 117 192
Sea Level 246 237 246 241 246 246 246 250 245 252 230 242 216 230
2,000 246 245 246 250 246 255 246 259 232 249 218 237 203 225
4,000 246 249 246 254 246 259 246 264 235 256 220 244 205 232
6,000 246 259 246 264 246 269 238 265 223 252 208 239 192 225
8,000 246 263 246 268 246 273 241 273 226 260 210 246 194 232
14,500 POUNDS
10,000 246 273 246 278 243 280 228 268 213 255 197 240 181 225
12,000 246 283 244 285 230 275 215 263 200 248 183 232 167 216
14,000 246 288 244 292 230 281 216 269 202 256 186 240 169 224
ISSUED: APR 02/86
MANUFACTURER'S DATA
REVISED: OCT 17/94
16,000 245 297 231 286 216 275 202 262 187 248 172 232 154 212
18,000 243 300 231 292 216 279 202 267 188 253 173 238 156 220
20,000 229 294 216 284 201 271 187 257 173 243 158 227 137 200
22,000 213 286 200 275 185 261 171 246 157 231 138 206
24,000 197 276 184 264 169 249 154 232 135 208
26,000 180 264 167 251 151 233 130 204
28,000 163 250 147 232
30,000 139 223
SPECIFIC RANGE
ASSOCIATED CONDITIONS:
POWER . . . . . . . . . . . . . . . . . . ..97% RPM

GEN LOAD.. . . . . .‘. . . . . . . . . 260AMPS
BLEED AIR . . . . . . . . . . . . . . . . . . . . .ON
ENG ANTI-ICE.. . . . . . . . . . . . . . . . .OFF
GEAR.. . . . . . . . . . . . . . . . . . . . . . . . . UP
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . UP
TEMPERATURE . , . . ISA OR ISA +15’C
(AS NOTED)
GROSS WEIGHT . . . . . . . . . . AS NOTED
ON CHARTS
EXAMPLE:
GIVEN: ISA
PRESSURE ALTITUDE = 15,000 FEET
AVERAGE GROSS WEIGHT = 14,000POUNDS
MAX CRUISE POWER
OBTAIN: SPECIFIC RANGE = 0.388 NAUTICAL MILES/POUND (FIGURE 6-21)
FUEL FLOW = 700 POUNDS/HOUR
TRUE AIRSPEED = 273 KTAS
USEFUL EQUATIONS:
TAS
FUEL FLow = SPECIFIC RANGE
WITH NO WIND:
DISTANCE
FUEL =
SPECIFIC RANGE
DISTANCE
TIME =
TAS
RANGE = FUEL X SPECIFIC RANGE
WITH WIND (TAILWIND +, HEADWIND -):
DISTANCE
TlME = TAS + WIND
FUEL = TIME X FUEL FLOW
FUEL
RANGE = X TAS + WIND
FUEL FLOW
MEASUREMENT UNITS:
FUEL...................................................................POUND S
TIME.....................................................................HOUR S
FUEL FLOW ........................................................ POUNDS/HOUR
DISTANCE AND RANGE ........................................... NAUTICAL MILES
SPECIFIC RANGE .......................................... NAUTICAL MILES/POUND
TAS AND WIND ............................................. NAUTICAL MILES/HOUR

7ACOl
METRO III
FUEL FLOW, SPECIFIC RANGE, AND CRUISE SPEEDS
10,000 POUNDS - ISA - 97% RPM
120 140 160 160 200 220 240 260 260 300
TRUE AIRSPEED (KNOTS)
FIGURE 6-15

7ACOl
n WDb n n mm1

10,000 POUNDS - ISA +15"C - 97% RPM
120 140 160 180 200 220 240 260 280

FIGURE 6-16

7AC01
METRO III
12,000 POUNDS - ISA - 97% RPM
.6
.2
120 140 160 160 200 220 240 260 260 300
FIGURE 6-17
HANUFACTURER’S DATA ISSUED: APR 02/86
7ACOl
METRO Ill
12,000 POUNDS - ISA +15”C - 97% RPM
.6
.5
.4
.3
.2
120 140 160 180 200 220 240 260 280
TRUE Al RSPEED (KNOTS)
FIGURE 6-18

ISSUED: APR 02/86 HANUFACTURER'S DATA
7ACOl
.-.m.. .- mmm

POtiNOS - ISA - 97% RPM
.6
.2
120 140 160 180 200 220 240 260 280 300
TRUE Al RSPEED (KNOTS)
FIGURE 6-19

MANUFACTURER’S DATA ISSUED: APR 02186
7ACOl
METRO Ill
13,000 POUNDS - ISA +15"C - 97% RPM
.5
.4
FIGURE 6-20

7ACOl
8 BID

POUNDS - ISA - 97%.RPM
120 140 160 180 200 220 240 260 280 300
FIGURE 6-21

MANUFACTURER’S DATA ISSUED: APR 02/86
7ACOl
14,000 POUNDS - ISA +15OC - 97% RPM
.L
120 140 160 180 200 220 240 260 280

FIGURE 6-22

ISSUED: APR 02186 ?lANUFACTURER'S DATA
7ACOl
METRO III
14,500 POlUNDS - ISA - 97% RPM
.5
TRUE AIR SPEED (KNOTS)
FIGURE 6-23

UANUFACTURER'S DATA ISSUED: APR 02/86
7ACOl
PO UNDS - ISA +15"C - 97% RPM
.5
.4
.3
160 180 200 220 240 260

FIGURE 6-24
MANUFACTURER’S DATA 6-33

7ACOl
1,000 FOOT PER MINUTE DESCENT: DISTANCE, TIME, AND FUEL
POWER ............... AS REQUIRED GIVEN: AMBIENT TEMPERATURE - ISA +lfJ”C

RPM .......................... 97x GROSS WEIGHT - 10,000 POUNDS
GEN LOAD. ............... 200 AMPS BEGIN DESCENT AT ZB,Wll FEE?
BLEED AIR ............. .ON OR OFF END DESCENT AT 6,000 FEET
ENG. ANTI.ICE .......... .ON OR OFF OBTAIN: DISTANCE - I1 19 - 19l- 100 NAUTICAL MILES
SPEED ........ SEE SPEED SCHEDULE TIME - I28 - 61.23 MINUTES
GEAR .......................... UP FUEL - (228 - 48) - 180 POUNDS
FLAPS ......................... UP
30,oDo
25900
s. L.
ISA
0 20 40 60 80 100 1za ” 0 10 20 30 0 50 100 150 200 250

DISTANCE (NAUTICAL MlLESl TIME (MINUTES) FUEL USED (POUNDS)
DP
32
. .
.
. .
.
: :
.
:
: . . .
.. . ; ;
.. .. . .. .
:
.
:
.
.
:
.
.
FIGURE 6-26
7ACOl
METRO Ill

7ACOl
METRO III
RANGE PROFILE
Associated Conditions:
Engine Power and Atmospheric Conditions .................................................................. As Noted on Chart
Maximum Cruise ............................................................................................. 97% RPM and 650oC EGT
Long Range Cruise .................................................................................................................... 97% RPM
Fuel Flow................................................................................................ Figure 6-15 Through Figure 6-24
Generator Load ......................................................................................................................... 200 AMPS
Bleed Air ................................................................................................................................................ ON
Engine Anti-Ice .................................................................................................................................... OFF
Flaps ..................................................................................................................................................... UP
Gear ...................................................................................................................................................... UP
Takeoff Gross Weight At Brake Release ........................................................................... 14,500 Pounds
Wind ................................................................................................................................................... Calm
NOTE
Range Includes:
• 50 pounds fuel allowance for takeoff and acceleration to climb

speed.
• VY Climb, 100% RPM Time, Distance, Fuel to Climb chart –

(Figure 6-14).
• 2,500 Foot Per Minute Descent (Figure 6-26).
• Reserve fuel for 45 minutes holding at 1.4 VS1 at Cruise

Altitude.
Example:
Given: Pressure Altitude = 17,500 feet
Ambient Temperature = ISA
Usable Fuel = 3,000 pounds
Desired Power Setting: Maximum Cruise
Obtain: Range = 1,070 nautical miles (Figure 6-27)

REVISED: OCT 17/94
G
W
-I
.(1~3d)~anllnv3tlnss3trd
FIGURE 6-27
MANUFACTURER’S MANUFACTURER’S DATA
ISSUED: APR 02/86
METRO III
‘0
‘R
&-
-4
I-
00
UJ
‘;
-;:
I
FIGURE 6-27A
I
MANUFACTURER’S DATA MANUFACTURER’S DATA 6-39
REVISED: MAR 28/96
RANGE PROFILE
LONG RANGE CRUISE POWER - ISA
25,000
20,000
g 15,000
?
El
Q
z 10,000
3
z
i!
a
5,000
S.L.
1,000 1,200 1,400 1,800 2,000 2,200
RANGE (NAUTICAL MILES)
METRO III
FIGURE 6-28A
MANUFACTURER’S DATA MANUFACTURER’S DATA 6-41
REVISED: MAR 28/96
7AC
6-41A
SINGLE ENGINE FUEL FLOW AND CRUISE SPEEDS AT MAXIMUM CRUISE POWER
10,000 AND 12,000 POUNDS
97% RPM, EGT = 650oC, GEN LOAD = 200 AMPS, BLEED AIR ON
OAT oC –50 –40 –30 –20 –10 0 10 20 30 40 50
F F TAS F F TAS F F TAS F F TAS F F TAS FF TAS F F TAS F F TAS F F TAS F F TAS FF TAS
PR. ALT. PPH KTS PPH KTS PPH KTS PPH KTS PPH KTS PPH KTS PPH KTS PPH KTS PPH KTS PPH KTS PPH KTS
10,000 POUNDS
SEA LEVEL 566 209 555 207 516 200 480 191 447 183 419 174 395 165
2,000 395 165 553 211 515 205 479 197 444 189 415 180 389 170
4,000 549 215 512 209 477 203 444 195 412 186 384 176 360 166
6,000 508 214 474 207 442 200 411 192 381 182 356 171 333 159
8,000 504 217 470 211 437 204 408 197 380 188 352 177 328 164
10,000 465 215 433 208 403 201 377 193 351 183 325 170 303 155
12,000 428 212 398 204 372 196 347 188 323 176 299 161
14,000 420 214 394 208 366 200 342 191 319 181 297 167 275 141
16,000 385 210 360 203 336 194 314 184 293 171 272 150
MANUFACTURER'S DATA
18,000 372 210 353 205 330 196 308 186 287 173
METRO III
FIGURE 6-29
OAT oC –50 –40 –30 –20 –10 0 10 20 30 40 50

12,000 POUNDS
SEA LEVEL 567 206 555 204 516 196 479 187 447 177 419 167 394 155
2,000 394 155 552 208 514 201 479 193 444 183 414 172 388 160
4,000 549 212 511 206 476 198 444 189 412 178 384 166 359 150
6,000 508 210 473 202 441 194 410 184 381 172 355 157
8,000 503 213 469 206 436 198 407 189 379 178 352 163
10,000 464 210 432 202 403 193 376 183 350 170 324 146
12,000 427 206 397 196 371 186 346 174 321 154
14,000 418 207 392 200 365 189 340 177
16,000 383 201 359 192 334 179
ISSUED: MAR 28/96
MANUFACTURER'S DATA
18,000 369 200 350 192 328 180

ISSUED: MAR 28/96
MANUFACTURER'S DATA
SINGLE ENGINE CRUISE AT MAXIMUM CRUISE POWER – FUEL FLOW AND SPEED
13,000 AND 14,000 POUNDS
OAT oC –50 –40 –30 –20 –10 0 10 20 30 40 50
13,000 POUNDS
SEA LEVEL 568 205 554 202 516 194 479 184 446 173 418 162 393 146
2,000 393 146 552 206 514 199 478 190 444 179 413 167 387 152
4,000 548 210 511 203 476 195 443 186 411 174 383 158
6,000 507 207 472 200 441 191 410 180 380 165 354 140
8,000 502 211 468 203 436 194 407 185 379 172 351 149
10,000 463 207 431 198 402 188 375 176 349 158
12,000 426 201 396 191 370 179 345 162
14,000 417 203 391 194 364 181
16,000 382 195 358 183
MANUFACTURER'S DATA
18,000 368 193 349 183
METRO III
FIGURE 6-29A
OAT oC –50 –40 –30 –20 –10 0 10 20 30 40 50

14,000 POUNDS
SEA LEVEL 568 203 554 200 515 191 478 181 446 169 417 154
2,000 551 204 513 196 478 187 443 175 413 160 386 136
4,000 548 208 510 201 476 192 443 181 411 167 382 145
6,000 506 205 472 196 440 186 409 174 379 154
8,000 502 208 467 200 435 190 406 179 378 162
10,000 462 203 431 194 401 182 374 166
12,000 425 197 396 184 369 168
14,000 416 198 390 187
16,000 381 187
18,000
6-41B
7AC
7AC
6-41C
SINGLE ENGINE CRUISE AT MAXIMUM CONTINUOUS POWER – FUEL FLOW AND SPEED
10,000 AND 12,000 POUNDS
OAT oC –50 –40 –30 –20 –10 0 10 20 30 40 50
10,000 POUNDS
SEA LEVEL 563 209 578 212 576 211 537 204 500 196 467 188 437 179
2,000 437 179 565 214 567 215 534 209 498 202 464 194 432 184
4,000 554 217 559 218 525 213 494 207 461 199 430 191 401 181
6,000 550 221 516 216 486 210 457 204 426 196 398 187 370 176
8,000 538 224 509 219 476 213 448 207 422 201 394 192 367 182
10,000 496 221 468 216 439 210 413 204 389 196 363 187 339 175
12,000 457 218 430 212 403 206 380 199 358 191 334 180 311 166
14,000 441 219 419 214 395 208 371 201 349 193 329 184 307 171
16,000 404 215 384 209 362 202 340 194 320 185 301 174
MANUFACTURER'S DATA
18,000 389 214 369 209 351 203 331 195 311 185 293 173
METRO III
FIGURE 6-30
OAT oC –50 –40 –30 –20 –10 0 10 20 30 40 50

12,000 POUNDS
SEA LEVEL 564 207 578 209 575 208 537 201 500 192 466 182 436 171
2,000 436 171 566 212 566 211 533 206 497 198 463 188 431 177
4,000 554 214 558 215 524 209 493 202 461 194 429 183 400 171
6,000 550 218 515 212 484 205 456 198 426 189 397 177 369 162
8,000 537 220 508 215 475 208 447 201 421 194 393 183 366 169
10,000 495 217 467 211 437 203 412 196 388 187 362 174 337 154
12,000 456 213 429 205 402 197 379 188 357 177 332 158
14,000 439 212 417 207 393 199 369 189 347 178
16,000 402 206 381 199 360 190 338 177
ISSUED: MAR 28/96
MANUFACTURER'S DATA
18,000 386 204 367 198 348 189

ISSUED: MAR 28/96
MANUFACTURER'S DATA
SINGLE ENGINE CRUISE AT MAXIMUM CONTINUOUS POWER – FUEL FLOW AND SPEED
13,000 AND 14,000 POUNDS
OAT oC –50 –40 –30 –20 –10 0 10 20 30 40 50
13,000 POUNDS
SEA LEVEL 565 205 579 207 574 206 536 198 500 189 466 178 436 166
2,000 436 166 566 210 566 209 533 203 497 195 463 185 431 172
4,000 555 212 557 213 523 206 492 199 460 190 429 179 399 164
6,000 549 216 515 209 484 202 455 195 425 184 396 171 368 148
8,000 537 218 507 212 474 204 446 197 420 189 392 176 365 157
10,000 494 214 466 207 437 199 411 190 387 180 361 163
12,000 455 209 428 201 401 191 378 180
14,000 438 208 416 202 392 192 368 180
16,000 401 201 380 192 358 180
MANUFACTURER'S DATA
18,000 385 198 365 189
METRO III
FIGURE 6-30A
OAT oC –50 –40 –30 –20 –10 0 10 20 30 40 50

14,000 POUNDS
SEA LEVEL 565 204 579 206 574 204 536 196 499 186 465 174 435 160
2,000 435 160 567 208 565 207 532 201 496 191 463 180 430 166
4,000 555 210 557 210 523 203 492 196 460 186 428 173 398 153
6,000 549 213 514 206 483 199 455 190 425 178 395 161
8,000 536 215 506 209 473 201 446 192 420 182 391 167
10,000 493 211 465 203 436 194 410 184 386 170
12,000 453 205 427 195 400 184
14,000 436 203 415 196 391 184
16,000 399 193
18,000 383 189
6-41D
7AC
SINGLE ENGINE LANDING DISTANCE OVER 50 FOOT HEIGHT -
WITH ICE ACCUMULATION
B. F. GOODRICH SINGLE ROTOR BRAKES
APPROACH SPEED ..__....,...,,.. SEE CHART GIVEN: OAT = 0%

(1.3 VS, +19 KTS) PRESSURE ALTITUDE = 2,000 FEET
POWER AS REQUIRED FOR 3O
* SINGLE ENGINE LANDING DISTANCES ARE SHOWN AND,
APPROACH UNTIL 50 FT IN ALL CASES, ARE LONGER THAN lW0 ENGINE LAND-
THEN FLIGHT IDLE
GEN LOAD AS REQUIRED
BLEED AIR ON OR OFF
. DECREASE LANDING DISTANCE BY 360 FEET WITH
ENG ANTI-ICE ON
RUNWAY DRY, LEVEL,
HARD SURFACE
PROCEDURE:
GEAR ..__.._.......__.._.......................,.,.,,,,, DOWN
FLAPS _._.............................................. DOWN
BRAKING HEAVY DURING ROLLOUT POWER REQUIRED FOR 3” GLIDE PATH ANGLE UNTIL 50 FEET ABOVE THE
GROUND, THEN REDUCE POWER TO FLIGHT IDLE. LAND WITH MAXIMUM
ANTI-SKID OFF (SEE NOTE)
NOSE WHEEL STEERING . . . ..ON OR OFF FLARE AND REDUCE POWER TO GROUND IDLE DURING ROLL OUT FOLLOWED
BY HEAVY BRAKING.
6,000
-40 -20 0 20 40 60 14,000 13,000 12,000 11,000 10,000 9,000 10 0 10 20 30

OAT (‘Cl GROSS WEIGHT (POUNDS) TAIL HEAD
WIND (KNOTS)
TWO ENGINE LANDING DISTANCE OVER 50 FOOT HEIGHT - NO REVERSE
B.F. GOOLIRICH SINGLE ROTOR BRAKES
APPROACH SPEED.. . . SEE CHART GIVEN: OAT - -6% NOTE

11.3 VSlb PRESSURE ALTITUDE = 6.GOO FEET
GROSS WEIGH r - 13,500 POUNDS LANDING GROUND ROLL IS 63% OF LANDING DISTANCE.
POWER ................ FLIGHT IDLE
HEADWIND = 5 KNOTS
GEN LOAD ............ AS REQUIRED
OBTAIN: APPROACH SPT--
EED- 111 - KIAS
BLEED AIR ............. .ON OR OFF
LANDING DISTANCE--- = -2.;-I70 FEET
ENG ANTI-ICE ............ DNOROFF
RUNWAY.. . .. ,. . . . . DRY, LEVEL,
HARD SURFACE
GEAR.. . .. . . .. . .. . . . . . DOWN
PROCEDURE:
FLAPS . . . . . . . . . . . . . . . . . . . . DOWN
BRAKING.. HEAVY DURING ROLLOUT
USE FINAL APPROACH SPEED IN CHART WITH POWER AT
ANTI-SKID . . . . . . . . . . . . .ON OR OFF
FLIGHT IDLE. LAND WITH MINIMUM FLARE, MOVE POWER
LEVERS TO GROUND IDLE AFTER LANDING, AND APPLY
MAXIMUM BRAKING.
-40 -m 0 20 40 60 14,am 13,oocl 12,om ll.orm lO,GQfJ 10 0 10 20 30
OAT (%I GROSS WEIGHT (POUNDS) TAIL HEAD

WIND (KNOTS)
TWO ENGINE LANDING DISTANCE OVER 50 FOOT HEIGHT - FULL REVERSE
B.F. GOODKICH SINGLE ROTOR BRAKES
APPROACH SPEED.. . SEE CHART GIVEN: OAT - 15%

11.3 VSf) PRESSURE ALTITUDE - 7,OUJFEEf NOTE
GROSS WEIGHT - 11.900P0UNDS
POWER.. .. .. .. .. . . . . FLIGHT IDLE
HEADWIND - 25 KNOTS LANDING GROUND ROLL IS 59% OF LANDING DISTANCE.
GEN LOAD.. . . .. . . . AS REQUIRED
BLEEDAIR...... .. .. . .ON OR OFF OBTAIN: APPROACH SPEED = 104.4 KIAS
LANDING DISTANCE - 1.925 FEET
ENG ANTMCE.. . . . . .ON OR OFF
RUNWAY.. .. .. .. . . . DRY. LEVEL,
HARD SURFACE
GEAR.. . . . . . . . . . . . . . . . DOWN PROCEDURE:
FLAPS . . . . . . . . . . . . . . . . . ..DOWN
BRAKING.. HEAVY DURING ROLLOUT USE FINAL APPROACH SPEED IN CHART WITH POWER Al FLIGHT IDLE. LAND
ANTI-SKID.. . . . .,. .ON OR OFF WITH MINIMUM FLARE, MOVE POWER LEVERS TO GROUND IDLE AFTER LAND
NOSE WHEEL STEERING.. .ON OR OFF ING AND APPLY MAXIMUM BRAKING. CHECK BETA LIGHTS ILLUMINATED.
APPLY FULL REVERSE BELOW 80 KIAS.
-0
z
c 3
A
l-0 m
w
W
l.ooO
0 m 14.m 13,ooO 12,ooo limo lO.fml 9,ooo 10 0 10 m 30
OAT (“C) ..’ GROSS WEIGHT (POUNDS) TAIL HEAD
WIND (KNOTS)
TWO ENGINE LANDING DISTANCE OVER 50 FOOT HEIGHT - FLAPS UP
APPROACH SPEED.. . SEE CHART GIVEN: OAT - -8°C

11.3VSl) PRESSURE ALTITUDE - 4,990 FEET
POWER.. .FLIGHT IDLE GROSS WEIGHT - 13,200 POUNDS IS 57% OF LANDING DISTANCE.
LANDING GROUND ROLL
GEN LOAD.. AS REOUIREO HEADWIND - 16 KNOTS
OBTAIN: APPROACH SPEED - 120 KIAS
BLEED AIR .ON OR OFF
LANDING DISTANCE - 2,725 FEET
ENG ANTI.ICE.. .ON OR OFF
RUNWAY.. . . . _. . . DRV.LEVEL.
HARD SURFACE
PROCEDURE:
GEAR.. . DOWN
FLAPS . . . UP
USE FINAL APPROACH SPEED IN CHART WITH POWER AT FLIGHT IDLE. LAND WIT”
BRAKING. .WEAVV DURING ROLLOUT
ANTI-SKID.. . _. .ON OR OFF MINIMUM FLARE, MOVE POWER LEVERS TO GROUND IDLE AFTER LANDING AND
APPLY MAXIMUM BRAKING.
-40 -20 0 m 40 60 14,owJ 13.ooo 12.ocm 11,GDO lO.owJ 9.wJo 10 0 10 m 30

OAT I’Cl GROSS WEIGHT IPOUNDS) TAIL HEAD
WIND (KNOTS)
ENVIRONMENTAL CONTROL SYSTEM
Q
HOT AIR
MIXING
VALVE
ENGINE L
HOT AIR
1
CONDITIONED
I
ANTI-ICING 1 AIR
MODULATING
VALVE - CHECK
VALVE
1 ’
CHECK
\ t
VALVE
I
COLD AIR
COOLING
TURBINE
m- K FLOW CONTROL CHECK

w VALVE (BLEED - ~~A~T~RRAToR %ib%f&R/ VALVE
AIR VALVE) CONTROLLER
0
D
-I
D
METRO III
ENVIRONMENTAL CONTROL SYSTEM
The air conditioning system supplies cold air and conditioned air to the cabin and cockpit. Two
independent systems are provided. Bleed air is supplied by each engine to drive cooling turbines
which provide cool air for the aircraft. Hot bleed air is routed to the center section of the aircraft and
mixed with cold bleed air to provide conditioned air. Either bleed air system may be operated on the
ground when the respective engine is operating. Ducts within the fuselage distribute the air to the
passengers and crew. An automatic temperature control system senses and regulates the
temperature within the aircraft. Fresh air is supplied by a blower and motor assembly located in the
nose baggage compartment.
The aircraft cabin is pressurized. The pressurization system automatically compensates for
increasing aircraft altitude by maintaining cabin altitude as near to selected elevation as possible.
The cabin altitude will remain at sea level, when selected, until aircraft altitude reaches
approximately 16,800 feet pressure altitude. The pressurization system provides automatic over
pressurization and negative pressure relief. Cabin pressure can be dumped manually in
emergency situations.
The air conditioning system, the pressurization control system and the fresh air system comprise
the environmental control system (ECS).

METRO III
TEMPERATURE CONTROL UNIT
AUTO
MODE
OFF SELECTOR
SWITCH
HOT COLD
CABIN
AIR CONTROL
SENSOR SYSTEM
COLD HOT AUTOMATIC

TEMPERATURE
CONTROL
CONDITIONED CONDITIONED
AIR AIR
DUCT DUCT
TEMPERATURE TEMPERATURE
SENSOR SENSOR
HOT AIR MIXING

VALVES
COLD HOT HOT COLD

BLEED BLEED BLEED BLEED
AIR AIR AIR AIR
FIGURE 6-36
6-48 MANUFACTURER'S DATA MANUFACTURER'S DATA
REVISED: OCT 17/94
ENVIRONMENTAL CONTROL SYSTEM (continued)
TEMPERATURE CONTROL
The electrically powered temperature control system is used to main-

tain the cabin temperature at pilot-selected levels. The system may
be operated in either of two modes, automatic or manual. In the
automatic mode, the pilot selects a temperature level he wishes to
maintain within the aircraft. The temperature control system will
monitor the cabin temperature and the outside air temperature, and
adjust the temperature of the conditioned air introduced into the
cabin. In the manual mode, the pilot controls the temperature of
conditioned air supplied to the cabin. The principal system compo-
nents are as shown in Figure 6-36.
HEATING SYSTEM
Bleed air supplied by the.engines, mixed with cold air from the
cooling turbines, is used for heating the cockpit and cabin. The
amount of engine bleed air introduced into the conditioned air ducts
is controlled by two hot air mixing valves. These mixing valves are
positioned electrically. Signals controlling the valve positioning
come from the temperature control system.
COOLING SYSTEM
An air cooling turbine is installed near the nacelle in each wing

leading edge. Cold, non-conditioned air from each cooling turbine
enters the cabin and is ducted fore and aft to cold air outlets at
crew and passenger stations. Formerly a customer option, a cold air
dump valve is located in the cold air ducting under the floor on
each side of the aircraft, aft of the wing. The dump valves allow
the cold air to be ducted to the cabin and cockpit cold air outlets
(dump valve closed) or to flow rearward through ducts which termi-
nate in the tail cone and dump a major portion of the cold air near
the outflow valve (dump v;;;;pzFen). The cold air dump valves are
mechanically controlled valves which can be modulated
between full open and full closed by push-pull cables. The cable
controls are located on the floor at the entrance to the cockpit.

REVISED: MAY 07/87 7AC02
MOISTURE AND CONTAMINANT CONTROL SYSTEM
Moisture and other contaminants are removed from engine supplied

bleed air before the air enters the cabin.
The cooling turbine output air, depending upon ambient conditions,

will usually be below freezing in temperature and contain some per-
centage of water. A water separator is installed downstream of the
cooling turbine to remove water from the air. Since the aira;;i;t.;T
the turbine is below freezing, some of the water in the
begin to freeze, usually inside the water separator. If continued
freezing is allowed, the water separator will eventually become
blocked. A deicing system is installed to prevent blocking of the
water separator.
The deicing system consists of a slave valve that controls the

introduction of hot bleed air into the cold air duct and a master
valve that controls the operation of the slave valve. The master
valve senses the outlet air temperature at the water separator. The
master valve will control the slave valve as necessary to prevent
freezing of the water separator.
BLEED AIR AND CONTROL
Air is extracted from a pad on the left hand side of each engine
case for use in the environmental control system, surface deice sys-
tem, and vacuum system. Part of the surface deice system provides
pressure for the inflatable door seals. Before passing through the
firewall, the bleed air is routed to a heat exchanger. The heat
exchanger lowers the temperature of the bleed air approximately
lOOoF, thereby increasing the service life of the ECS components.
Bleed air for use in the engine anti-icing system is routed and con-
trolled through separate lines and valves,
A flow control valve is used to regulate the bleed air flow. Since
the extraction of bleed air will cause a loss in engine power, the
amount of air extracted must be carefully regulated. The flow con-
trol valve is calibrated to extract a preset amount of bleed air
from the engine under all operating and ambient conditions. When the
cockpit bleed air switch is moved to the OFF position, the flow con-
trol valve will close to stop bleed airflow to the ECS.. The bleed
air supplied to the engine anti-icing and vacuum systems is not con-
trolled or affected by the flow control valve.

7AC02 REVISED: MAR 13/87
METRO Ill
FRESH AIR SYSTEM
A blower motor and associated distribution plumbing supply fresh air

to the cockpit. The blower is located under the nose baggage com-
partment left hand floorboard. A check valve prevents the escape of
cabin pressurization in flight.
A switch actuated by the nose gear during retraction serves as a

safety interlock to prevent operation of the fresh air fan in
flight. An override position of the fresh air fan switch allows
this interlock to be defeated in case the fan is needed in flight.
The fan should not be operated with the cabin pressurized.
FRESH AIR BLOWER AND CHECK VALVE
CHECK VALVE
FRESH
FIGURE 6-37

7AC02
METRO III
PRESSURIZATION SYSTEM
The pressurization system, within the limits available, maintains

the cabin of the aircraft at any selected pressure altitude equal to
or lower than the aircraft altitude. In normal operation, the sys-
tem controls the increase or decrease in cabin pressure and the rate
at which these changes in pressure take place. Safety features pre-
vent the cabin from exceeding the maximum pressurization limit and
from maintaining a negative pressure (cabin pressure less than ambi-
ent pressure). A safety dump valve is used to manually dump cabin
pressure. The entire fuselage, with the exception of the nose bag-
gage compartment, is pressurized. The outflow valve, which controls
air leaving the fuselage, is located on the aft pressure bulkhead.
i;Tdemergency. dump valve is located on the forward pressure bulk-
Normal airflow through the aircraft is rearward and out the
outfiow valve. With the emergency dump valve open, the airflow is
forward.
PRESSURIZED VESSEL
FIGURE 6-38

7AC02
.PRESSURIZATION SYSTEM COMPONENTS
Cabin Altitude Warning
The cabin altitude warning system is used to inform the pilot that
cabin altitude has exceeded approximately 11,000 feet. Above this
altitude supplemental oxygen will be required. Illumination of the
cabin altitude warning light usually indicates a problem with the
pressurization system.
Dump Valve
The pressurization dump valve can be used to quickly depressurize 1

the cabin should a malfunction of the pressurization system occur.
The dump valve, located on the left hand side of the forward pres-
sure bulkhead, is connected to a static source, the vacuum system ,
and the dump valve electrical circuitry. Power is supplied to open
the valve when the aircraft is on the ground. After takeoff, with
the dump switch in NORMAL, the valve will close. Vacuum is supplied
to the valve causing the valve to close slowly, thus preventing a
pressure bump immediately after takeoff. Electrical power for the
valve may be obtained from either essential bus by using the trans-
fer switch. The dump valve also contains internal overpressurization
relief that will cause the valve to open should the pressure differ-
ential between the cabin and ambient exceed 7.30, plus or minus .lO
psi.
Outflow Valve
The outflow valve, installed on the aft pressure bulkhead, is used

to control the flow of air out of the aircraft pressure vessel. The
valve responds to pressure commands supplied by the pressurization
control system through the pneumatic relay. If the maximum differ-
ential pressure between the aircraft cabin and ambient pressure
exceeds 7.15 psi, the valve will open regardless of the command
being supplied by the pressure control system. Also incorporated
into the outflow valve is automatic vacuum relief capability. If
the pressure within the aircraft cabin is lower than the ambient
pressure, the outflow valve will open to equalize the pressure.
Pneumatic Relay
The pneumatic relay is used to speed up the reaction time of the

outflow valve to commands given by the pressurization control sys-
tem. Small changes in pressure to the control connection ;i ;kz
relay produce large but corresponding changes in pressure
outflow valve connection. The relay is located in the aft fuselage
area.

REVISED: MAR 13/87 7AC02
METRO Ill
PRESSURIZATION SYSTEM COMPONENTS (continued)
Mode Selector and Manual Control
Manual pressurization controls consist of the pressurization mode

selector and manual rate control. The mode selector is a two posi-
tion valve that controls the connection of the aircraft vacuum sys-
tem to the pressurization system. In the AUTO position, vacuum is
supplied directly to the ATMOS 3 port of the pressurization control-
ler. In the MANUAL position, vacuum is supplied to the manual rate
control.
The manual pressurization rate control is a needle valve that con-

trols the amount of vacuum supplied to the outflow valve (through
the pneumatic relay). Opening the valve (turning counterclockwise)
supplies more vacuum to cause the outflow valve to open and decrease
cabin pressure. Closing the valve (turning clockwise) supplies less
vacuum to cause the outflow valve to close and increase cabin pres-
sure. In comparison to the pressurization controller, the manual
rate control provides very coarse adjustment. When using the manual
system, small adjustments must be made with the manual rate control
knob and adequate time must be allowed for them to take effect.
Opening the manual rate control with the aircraft pressurized can
produce a very rapid depressurization that may be uncomfortable for
passengers.

7AC02 REVISED: MAR 13187
METRO III
ELECTRICAL SYSTEMS
The aircraft is equipped with a DC and an AC power system. The DC power distribution system is a
segmented, three bus system consisting of two essential buses and one nonessential bus. Each
bus may be selectively disabled and is over voltage and overload protected. Redundant circuitry is
provided to ensure the operation of all essential and emergency electrical and electronic systems.
The 115 VAC and 26 VAC buses provide power for AC equipment. Either of two AC inverters
powers those buses.
DC POWER DISTRIBUTION
As shown in Figure 6-39A or 6-39B, the battery bus forms the central distribution point for power.
Each battery is connected, through a battery relay, to the battery bus relay and then to the battery bus
itself. A 150 amp circuit breaker supplies power to the nonessential bus. Power to each bus is
controlled by a bus tie switch. Each generator supplies power to the battery bus through a 325 amp
circuit limiter. Power supplied to each bus is distributed to the various circuit breakers by smaller
bus bars.
SIMPLIFIED DC DISTRIBUTION SCHEMATIC

(Airplanes NOT modified by Service Bulletin 227 24-015)
BUS TIE
SWITCH NON
ESSENTIAL
BUS
LEFT RIGHT
ESSENTIAL ESSENTIAL
BUS 150 BUS
225 325 BATTERY BUS 325 225
BUS TIE BUS TIE

SWITCH SWITCH
BATTERY
BUS
GENERATOR RELAY GENERATOR
RELAY RELAY
LEFT RIGHT
STARTER STARTER
GENERATOR GENERATOR
BATTERY BATTERY
RELAY RELAY
LEFT RIGHT
BATTERY BATTERY
FIGURE 6-39A
REVISED: MAY 19/99
METRO III
6-55A MANUFACTURER'S DATA MANUFACTURER'S DATA

7AC ISSUED: MAY
MAR 19/99
28/96
METRO III
ELECTRICAL SYSTEMS (continued)
SIMPLIFIED DC DISTRIBUTION SCHEMATIC (continued)

(Airplanes modified in accordance with Service Bulletin 227 24-015)
BUS TIE
SWITCH NON
ESSENTIAL
BUS
LEFT RIGHT
ESSENTIAL ESSENTIAL
BUS 150 BUS
BATTERY BUS
225 225
BUS TIE BUS TIE

SWITCH 325 325 SWITCH
BATTERY
BUS
GENERATOR RELAY GENERATOR
RELAY RELAY
LEFT RIGHT
STARTER STARTER
GENERATOR GENERATOR
BATTERY BATTERY
RELAY RELAY
LEFT RIGHT
BATTERY BATTERY
FIGURE 6-39B
MANUFACTURER'S DATA MANUFACTURER'S DATA 6-55B
ISSUED: MAR
MAY 19/99
28/96 7AC
METRO III
BUS TRANSFER
Nine essential items (normally switched to the left essential bus) may be transferred from one essential
bus to the other. The transferrable items are:
1. Turn and slip indicator (pilot’s)

2. Fuel crossflow.
3. Windshield heat (pilot’s)
4. Landing gear control
5. Landing gear position
6. Surface deice boots
7. Cabin pressure dump
8. L intake heat
9. R intake heat
In some avionics installations, a tenth transfer switch may be installed to allow transfer of power to
selected pilot’s avionic equipment.
DC POWER SOURCES
Batteries
Two 24 volt, nickel-cadmium batteries are installed in the aircraft. They are located, one in each
wing, inboard of the nacelles. Each battery is rated at 24 ampere hours at the 5-hour rate, at 80oF.
Generators
The primary power for the aircraft DC system is supplied by two engine-driven starter-generators.
The generators are rated at 200 amperes (300 amps, later aircraft) continuous operation. The
generators will deliver power to the DC system at all engine speeds at and above ground idle.
External Power Supply
A ground power unit receptacle normally is located on the outboard side of the right hand engine
nacelle. The receptacle location may differ, depending upon customer option. This receptacle may
be used to supply auxiliary DC power during routine servicing and engine starts. Power from the
ground power unit is connected directly to the aircraft bus system. Auxiliary power is not connected
to the aircraft bus system until either battery switch is turned on.

.ELECTRICAL SYSTEMS (continued) I
DC POWER SOURCES (continued)
External Power Switch
Some aircraft are equipped with an external power unit switch, nor-
mally located at the right end of the copilot's switch panel near
the fresh air fan control switch. The purpose of the switch is to
allow the pilot to monitor the output of the auxiliary power unit
prior to introducing external power to the aircraft. When the switch
if OFF, the pilot.can check the voltage of a connected GPU on the
aircraft DC voltmeter. However, the output of the GPU will not be
connected to remaining aircraft systems until a battery switch and
the external power switch are moved to their ON positions.

REVISED: SEP 05/86 7AC02
AC PDUER DISTRIBUTION
Either of two DC powered 350 volt-amp static inverters provides AC

power for the aircraft. Inverter operation is pilot selectable. In
case of inverter failure, the pilot must select the other inverter.
Operation
The two inverters are controlled by a switch installed on the

copilot's switch panel. Power for No. 1 inverter comes from the'
left essential bus and power for No. 2 inve-rter comes from the right
essential bus. When an inverter is selected, power from the one amp
inverter control circuit breaker is used to close the inverter power
relay. The inverter relay powers the respective inverter and the AC
switching relay. The inverter output is both 115 volts and 26 volts
and is fed to the AC buses.
The AC distribution system is shown in Figure 6-40. Bus tie circuit

breakers between both the 26 volt and the 115 volt buses allow AC
power to flow to all buses.
NOTE
The inverter switch is designed to permit opera-

tion of only one inverter at a time.
SIMPLIFIED AC DISTRIBUTION SCHEMATIC

BUS TIE CIRCUIT BREAKER
1 1 Iw I I1
- LH & RH 26 VOLT AC BUSES -
1
-
BUS TIE CIRCUIT BREAKER
4 b
- LH & RH 115 VOLT AC BUSES -
I .
SOURCE OF
115 VAC
(NO. 1 INV.) (NO. 2 INV.)
1 1 1
1 SO$RCC;F 1 1 S~~;;F 1
(NO. 1 INV.) (NO. 2 INV.)
FIGURE 6-40

METRO III
WARNING AND MONITORING SYSTEMS
The pilot is informed of the condition and operational status of the various sources of electrical power.
Each system will be discussed separately.
BATTERY TEMPERATURE INDICATOR
Refer to NORMAL PROCEDURES section for description and operation of this system.
BATTERY DISCONNECT LIGHT
An amber battery disconnect light, when illuminated, indicates the respective battery relay has opened
and disconnected the battery from the bus system. The circuit consists of contacts inside the battery
relay which are shorted to ground when the relay is open. The disconnect light function is turned off
during the engine start cycle.
BATTERY FAULT LIGHT
The red battery fault light illuminates when the fault protection panel senses a battery fault and
disconnects the batteries. The circuit consists of a relay inside the fault control panel which provides
power to illuminate the fault light.
GENERATOR FAIL LIGHT
An amber generator fail light, when illuminated, indicates the respective generator relay has opened,
disconnecting the generator from the bus system. Contacts inside the generator relay are shorted
to ground when the relay is open. Circuitry inside the annunciator panel to power the light also serves
as a press-to-test function.

METRO III
WARNING AND MONITORING SYSTEMS (continued)
AC VOLTMETER AND BUS FAIL LIGHTS
A bus selectable voltmeter and two amber bus failure caution lights comprise the AC warning and
monitoring systems. The AC voltmeter is powered from the 115 volt bus system. A selector switch
allows either bus to be monitored. Each 115 volt bus also powers a bus failure relay. When
voltage is present at the bus, the relay is energized and breaks the path for power to the AC bus
caution light. If power is lost to the bus, the relay relaxes and the light illuminates, indicating a loss
of bus power. Illumination of one AC caution light is normally an indication of an AC bus tie circuit
breaker failure. Illumination of both caution lights is normally an indication of an AC power source failure.
GENERATOR AMMETER
Two ammeters are installed in the left side console to indicate the respective generator’s output.
Each meter is powered by a shunt installed in the negative side of the respective generator.
VOLTMETER AND SELECTOR SWITCH
A voltmeter and selector switch are used to monitor any one of six sources listed below. Each source
providing a signal to the voltmeter contains a circuit breaker for protection. The functions of each
switch position are as follows:
1. L or R battery position: Monitors the battery voltage of the battery side of the battery relay. In
order to obtain an accurate reading, the battery switch should be moved to OFF to isolate the
battery from the bus. If a reading is taken with the battery switch ON, the indicated battery
voltage will be approximately equal to bus voltage.
2. L or R GEN position: Monitors the generator voltage of the generator side of the generator relay.
In order to obtain an accurate reading, the generator switch should be moved to the OFF
position, isolating the generator from the bus. If a reading is taken with the generator switch
ON, the indicated generator voltage will be approximately equal to bus voltage.
3. BUS position: Monitors the voltage at the battery bus in the electrical panel behind the pilot’s
seat. This voltage will be the average of the voltages applied to the bus. For example, with one
battery switch on and no generators operating, the bus and battery voltage will be approximately
equal.
4. GPU position: Monitors the voltage output of a GPU connected to the aircraft. Voltage upstream
of the battery bus relay is monitored. After the battery switch is moved to ON, this voltage will be
approximately equal to bus voltage.
NOTE
To avoid battery drain after shutdown, the voltmeter selector

should be placed in the DC bus position.

REVISED: MAY 19/99
METRO III
VOLTMETER AND SELECTOR SWITCH CIRCUIT
AUXILIARY
TO POWER
BATTERY UNIT
BUS
VOLTMETER
VOLTAGE 1
SELECTOR
1 1
BATTERY BATTERY
BATTERY
BUS
1 1
STARTER STARTER
GENERATOR GENERATOR GENERATOR
GENERATOR
RELAY RELAY
FIGURE 6-41
REVISED: MAY 19/99
METRO III
PASSENGER ENTRANCE DOOR
The passenger entrance door is located on the left side forward of the prop plane and is of the air
stair type. The latch mechanism is capable of being operated from inside or outside of the aircraft and
is equipped with a key operated locking device. A warning light located on the instrument panel
indicates the status of the door latches. A patented latch mechanism (click-clack) provides carry-through
structure when the door is closed on earlier aircraft. Later aircraft are equipped with additional
structure around the doorway and bayonet latches in the door. The door is equipped with a spring to
assist in closing and a hydraulic snubber to allow the door to open smoothly. The door on later
airplanes is equipped with door closers which are operated by gas springs.
The latch mechanism should be kept clean. Lubricants that leave an oily or greasy coating should not
be used because they tend to cause an accumulation of dirt and other contaminants. Refer to the
Maintenance Manual for procedures for inspection, cleaning, installation, adjustment, and servicing.
CAUTION
ENSURE THAT THE CLICK-CLACK OR BAYONET LATCHES

ARE COMPLETELY RETRACTED INTO THE DOOR BEFORE
ATTEMPTING TO CLOSE THE DOOR. ATTEMPTING TO
CLOSE THE DOOR WITH A LATCH EXTENDED CAN
CAUSE SERIOUS DAMAGE TO THE LATCH. THIS DAMAGE,
IN TURN, MAY MAKE IT IMPOSSIBLE TO EXTEND THE
LATCHES PROPERLY INTO THE DOOR FRAME OR IT
MAY CAUSE THE DOOR TO BE IMPOSSIBLE TO OPEN BY
NORMAL PROCEDURE AFTER IT HAS BEEN CLOSED.
CLICK-CLACK
THESE JAWS ARE PUSHED OUT TO THEIR

LIMIT AND THEN EXPAND INTO THE DOOR
FRAME WELL TO LOCK THE DOOR
AS THE PLUNGER PUSHES OUT IT ACTUATES

THE MICROSWITCH IN THE DOOR FRAME WELL
CLICK-CLACK EXTENDED
(DOOR HANDLE IN CLOSED POSITION)
FIGURE 6-42
REVISED: MAR 13/87
METRO III
EMERGENCY EXITS
Three emergency exits incorporating normal cabin windows are provided. Each exit provides a 20 by
28 inch opening. Two are located on the right side of the fuselage over the wing and one is
located on the left side of the aircraft over the wing. The placards and handles are illuminated by
fluorescent materials for operation in total darkness.
EQUIPMENT /FURNISHINGS
FLIGHT COMPARTMENT
The flight compartment is equipped with dual flight controls, instruments, and electrical control
panels conveniently located for crew accessibility. Upholstered seats are provided for the pilot
and copilot. Each seat is mounted on parallel tracks bolted to the compartment floor. The seats
are adjustable vertically and horizontally and are removable (See Figure 6-43). Depressing a
button under the inboard armrest releases a locking mechanism and allows the armrest to be
lowered. The outboard armrests rotate upward and are stowed vertically.They must be lifted
vertically to unlock them prior to rotating them to the horizontal position. The flight compartment
is sound dampened and insulated with flame-resistant material.
PILOT’S SEAT
PRESS LATCH TO
RELEASE FROM
UPRIGHT POSITION
LIFT TO RAISE OR
LOWER SEAT
LIFT TO MOVE SEAT

FORWARD OR AFT
FIGURE 6-43
REVISED: MAR 13/87
METRO III
EQUIPMENT/ FURNISHINGS (continued)
PASSENGER COMPARTMENT
The passenger compartment typically is equipped with 19 passenger chairs. The chairs are installed
in two rows with a center aisle. To provide space for cargo, the seats may be removed. A movable
bulkhead provides visual isolation of the passenger and cargo compartments. Fittings are provided
for its installation at each chair station as far forward as the aft emergency escape hatch. This
enables conversion between passenger and cargo loading at 30-inch increments, with passenger
loading through the forward door and cargo through the aft door. The cabin flooring is designed f
or uniformly distributed loading of 150 pounds per square foot. A cargo tiedown net is provided as
loose equipment. A shelf is installed just aft of the rear cargo compartment. This shelf is designed
to carry additional remote-mounted avionics equipment as well as a number of the standard
equipment items.
INTERIOR ARRANGEMENT
531 in.
305 in.
ESCAPE
92.75 in.
BAGGAGE ESCAPE SEAT PITCH CARGO DOOR

PASSENGER
DOOR (2) 29 – 31 in. 53 IN.
ENTRANCE
25 in.
66 in. DIA.
CARGO DOOR
51.25 in.
FIGURE 6-44
REVISED: OCT 17/94
METRO III
EQUIPMENT/ FURNISHINGS (continued)
PASSENGER COMPARTMENT (continued)
Passenger Advisory Lights
The passenger advisory lights consist of FASTEN SEAT BELT – NO SMOKING signs located on
the bulkheads at the forward end of the cabin. The lighting for the signs is controlled by a switch on
the copilot’s switch panel. A passenger alerting chime, which sounds when the switch is repositioned,
is available as a option along with the avionics equipment.
INTERIOR
The interior is provided with a wide choice of fabrics, trim materials, and colors. The following is
standard equipment.
COCKPIT
1. Two four-way adjustable seats with folding armrests and shoulder harnesses.
2. Ash tray at each crew station.
3. Partial bulkhead behind pilot and arm height curtain on right.
4. Cold air outlet at each crew station.
5. Foot warmer at each crew station.
6. Oxygen outlet at each crew station.
7. Map light at each crew station.
8. Cockpit storage pockets.
9. Clip on sun visors.
CABIN
1. Side mounted seats with fold-over back and pocket.

2. Reading light and air outlet at each seat location.
3. Ash tray at each seat location.
4. Oxygen outlet at each seat location.
5. Underseat baggage restraint for each seat.
6. Floor lights.
7. Hot air outlets at floor.
8. Movable bulkhead separating cabin and rear baggage compartment.

REVISED: MAY 19/99
METRO III
FIRE DETECTION AND PROTECTION
ENGINE FIRE DETECTION AND EXTINGUISHING SYSTEM
Refer to NORMAL PROCEDURES section for description and operation of this system.
WHEELWELL AND WING OVERHEAT WARNING SYSTEM
A wheelwell and wing overheat warning system is provided. Red L WING OVHT and R WING OVHT
warning lights are located on the annunciator panel. Two warning modes are incorporated, STEADY
and FLASHING. A steady warning takes precedence over a flashing warning. It is the more critical of
the two warnings. A steady illumination indicates an overheat condition in the wheelwell and/or the
conditioned air duct. A wheelwell overheat can be caused by a bleed air leak, overheated brakes or a
brake/tire fire. A flashing illumination indicates an overheated condition in the leading edge cavity
caused by a bleed air leak or an electrical problem. Refer to EMERGENCY PROCEDURES section
for procedures to be followed in the event the lights illuminate. The steady illumination Emergency
Procedure addresses both modes.
TEST SWITCH
The test switch for the wheelwell and wing overheat warning system is the same test switch used to
test all annunciator panel lights.
HAND HELD FIRE EXTINGUISHER
Two hand held fire extinguishers are provided in each aircraft. One is located directly behind the
copilot’s seat and the other is located on the side wall, immediately aft of the passenger entrance
door. The extinguishers are usable at temperatures of –40oF through +120oF for use on liquid,
grease, and electrical fires.

REVISED: MAY 19/99
FLIGHT CONTROLS
The flight controls are manually and electrically controlled from

the pilot's or copilot's position by conventional means. The flight
controls consist' of ailerons with a trimmable balance tab on each
aileron, the rudder with trim tab, a horizontal stabilizer which is
electrically operated, elevators, and electrically controlled/hy-
draulically operated wing flaps.
AILERONS
The aileron control system is interconnected to dual control wheels

for operation by either pilot. Cables are attached to a chain and
sprocket segment at each control wheel. The cables are routed
through .the control column, then beneath the cabin center aisle
floor, and connect to the aileron bow tie and bellcrank shaft which
passes through the pressure vessel at a bearing seal. The shaft
turns the main bellcrank which actuates push-pull rods which are
routed to the ailerons. The push-pull rods are attached to a series
of bellcranks mounted along the rear spar. Each aileron is attached
to the wing at three brackets. An adjustable push-pull rod, con-
nected to a swing link at each outboard bellcrank, actuates the
aileron.
Aileron Trim Tabs
The aileron trim tabs are controlled by a trim tab wheel on the con-
trol pedestal through a cable system which actuates the trim actua-
tors mounted on the rear wing spars. The actuators move push-pull
rods through the ailerons to the tabs. The actuators also provide
servo action during aileron movement.
RUDDER
The rudder is controlled by the pilot's or copilot's rudder pedals

which are interconnected by push-pull rods. Bellcranks actuate the
rudder cables from the cockpit to the rudder bow tie which is
located forward of the aft pressure bulkhead. The rudder torque
tube is attached to the bow tie and extends vertically through the
pressure vessel. The torque tube is sealed internally by an alumi-
num plug. The fuselage cut out is sealed by an O-ring‘ assembly.
Rudder Trim Tab
The rudder trim tab is actuated by a cable and chain operated actua-
tor mounted in the vertical stabilizer. By turning the rudder trim
control wheel located on the control pedestal, cable movement
rotates a sprocket which actuates a push-pull rod through the rudder
to the tab deflecting it in the desired direction.

7AC03
METRO Ill
FLIGHT CONTROLS (Continued)
ELEVATOR
The elevators are actuated by an arm mounted on the interconnecting

torque tube between the two control columns. A push-pull rod is
connected between the arm and walking beam located centrally under
the cockpit floor. Cables are routed around the walking. beam and
through a pulley arrangement to the aft fuselage section, then to a
bellcrank installed in the vertical stabilizer. Two bellcrank
push-pull rods actuate the elevators. The elevators are aerody-
namically balanced with set back hinges and statically balanced with
lead weights.
HORIZONTAL STABILIZER
The horizontal stabilizer is electrically positioned to provide
pitch trim. Electric motors actuate interconnected jackscrews to
provide a dual, fail-safe trim system. Mechanical stops for the
jackscrews are built into the actuator. Electrical limit switches
for the motors are mounted inside the vertical stabilizer. A dual
switch on each pilot wheel controls separate circuits to each motor.
A trim selector/kill switch is mounted on the center pedestal. A
pitch trim indicator gives the pilot visual reference of trim posi-
tion. Trim-in-motion sonalerts are provided to indicate pitch trim
actuation and alert the crew in the event of a pitch trim runaway.

7AC04
METRO III
FLIGHT CONTROLS (continued)
TRIM CONTROLS
A master pitch trim switch is located on the pedestal. The center position of the switch is the OFF
position. In the pilot (left) position, the pilot has trim control, in the copilot (right) position the copilot
has control. This switch prevents the pilot and copilot from trimming the aircraft simultaneously.
Pilot and Copilot Pitch Trim Control Switches
The pilot and copilot pitch trim control switches, located on the control wheels, have double toggle
actuators. Both halves of the switch must be operated simultaneously to provide trim operation.
Pilot’s Auxiliary Pitch Trim
A pilot’s auxiliary pitch trim switch is located on the pedestal. It is incorporated to facilitate single
pilot operation should a malfunction occur in the pilot’s trim control circuitry. This allows the pilot
to trim the horizontal stabilizer without having to reach across to the copilot’s trim switches on the
copilot’s control wheel.
Position Indicating System
A pitch trim indicator is located on the instrument panel. An out-of-trim sonalert system is also
provided. The sonalert is inoperative until the throttles are advanced for takeoff. If during takeoff roll
an out-of-trim condition exists, the out-of-trim sonalert will sound a warning. When the aircraft is
airborne the sonalert is disabled.

METRO III
FLIGHT CONTROLS (continued)
WING FLAPS
The wing flaps, controlled by a flap selector located on the right side of the control pedestal, are
electrically actuated and hydraulically operated. A flap position indicator is located on the instrument
panel. The flaps may be lowered or raised in increments from 0 to 36 degrees. The flaps are
interconnected for positive, symmetrical operation should hydraulic actuation be lost on one side.
There are no emergency provisions to extend or retract the flaps in the event of complete electrical
or hydraulic system failure.
GUST LOCK SYSTEM
An internal, cable operated gust lock system is provided to lock the flight controls in the neutral
position. The gust lock control lever is located forward of the power levers on the control pedestal.
When the gust lock is engaged, the power levers are locked in the retarded position. This prevents
application of power for takeoff.
The gust lock control lever actuates a cable which is routed to lock pins at the aileron bow tie, the
rudder bow tie, and the elevator bellcrank and bracket. Cable movement actuates these spring-loaded
pins into lock pin holes when the flight controls are in neutral and holds the controls in the neutral or
streamlined position until the gust lock is released. The lock pins are mounted in spring-loaded
housings to prevent engagement of the pins in the event of gust lock cable failure.
When Service Bulletin 227-27-016 has been complied with, the elevator portion of the cable-operated
gust lock system is disabled. In that case, a gust lock belt is used to secure the control column in its
nose up position.
STALL AVOIDANCE SYSTEM
A stall avoidance system (SAS) is incorporated in the aircraft to warn the pilot of an impending stall
aurally by use of a horn, and visually, by instrument indication. The system also provides for actual
stall avoidance by means of a stick pusher which applies a forward force of approximately 65 pounds
to the elevator control. The SAS system is armed at liftoff and disarmed at approximately 145 knots.
The aural warning horn sounds at about seven knots above stall speed and the stick pusher is
automatically engaged approximately one knot before the actual stall. The system can be
manually overridden by the pilot.

REVISED: OCT 17/94
METRO III

METRO III
FUEL SYSTEM
CROSSFLOW CROSSFLOW FUEL SHUTOFF VALVE

FUEL SUPPLY LINE SHUTOFF DRAIN
FUEL FILLER JET FUEL
TRANSFER PROBES
PUMPS FUEL PROBES
FUEL VENT RAM FUEL CELL VENT

AIR SCOOP
FUEL VENT LINE BOOST PUMPS
CROSSFLOW
SYSTEM VENT
DRAIN
FUEL QUANTITIES
ITEM U.S. GALLONS POUNDS
TOTAL USABLE 648 4,342
USABLE PER SIDE 324 2,171
UNUSABLE PER SIDE

BOOST PUMP ON 2 13
BOOST PUMP OFF 13 88
XFER PUMP LIGHT ON

BOOST PUMP ON 9 to 12 65 to 75
BOOST PUMP OFF 89 to 105 600 to 700
FIGURE 6-45
REVISED: OCT 17/94
METRO III
FUEL SYSTEM
The fuel system includes left and right integral wing fuel tanks with a total usable capacity of 648 U.S.
gallons. Each wing tank contains an integral hopper tank that serves as a fuel sump for the boost
pumps. Two boost pump actuated jet transfer pumps are provided in each wing tank to maintain the
hopper tanks at full capacity. With the jet transfer pumps operative, the usable full capacity per tank is
324 gallons (2,171 pounds at 6.7 pounds per gallon). The zero point on the fuel quantity gauge is
adjusted to allow for 13.4 pounds of unusable fuel. With the transfer pump operative, the fuel
quantity gauge readings repre-sent the total usable fuel available in pounds. A crossflow valve
provides for fuel balancing between tanks when required. An amber annunciator light illuminates
when the fuel crossflow switch is placed in the OPEN position. The annunciator senses crossflow
valve position and illuminates whenever the valve is not fully closed.
FUEL STORAGE
Fuel for each engine is stored in two integral fuel tanks, one located in each wing. Each tank serves
as an independent fuel system for its respective engine. The tanks are interconnected by a crossflow
line to balance the fuel quantity or to provide either engine with all of the fuel on board. Two gravity
filled collector tanks in each wing tank, coupled with jet transfer pump action, supply a hopper tank with
fuel, ensuring boost pump submergence in all flight attitudes.
Two sump drain valves are located just outboard of wing stations 27, forward of the boost pump
access panels. Another drain is located on the outboard side of each nacelle. The valves are used
to drain accumulated water from the tank or may be used to drain residual fuel when defueling the tank.
A flush-mounted vent is located on the lower surface of the wing inboard of each wing tip. A vent
balance line tees into the vent system and is routed along the entire length of the wing behind the
rear spar.

METRO III
JET TRANSFER PUMP SYSTEM
JET TRANSFER
PUMP
JET TRANSFER
PUMP
HOPPER TANK
BOOST
QUICK PUMP
DRAINS FLAPPER
CHECK VALVE
VALVE AFT
FORWARD COLLECTOR
BOOST
COLLECTOR TANK
PUMP
TANK CHECK
VALVE
CHECK
OUTBOARD
VALVE
FLAPPER
VALVE
TO ENGINE
SWITCH DOWN HOPPER TANK DRAINED

TRANSFER PUMP LIGHT ON
FORWARD FLAPPER VALVE AFT

COLLECTOR COLLECTOR
TANK TANK
SWITCH UP HOPPER TANK FULL
TRANSFER PUMP LIGHT OFF
SWITCH MOVEMENT SHOWN ROTATED 90o FOR CLARITY
FIGURE 6-46
REVISED: OCT 17/94
METRO III
FUEL SYSTEM (Continued)
JET TRANSFER PUMP SYSTEM
A schematic of the jet transfer pump system is shown in Figure 6-39. The system is provided to
transfer fuel from the collector tanks to the hopper tank in each wing. The hopper tank and two
collector tanks (Forward & Aft) are at the most inboard section of each wing fuel tank. The hopper
tank contains the boost pumps and feeds the engine driven fuel pump. The collector tanks gravity feed
from the wing tank. Flapper valves prevent span wise flow of the fuel during maneuvering flight. Two
jet transfer pumps are located in the dry center section inboard of the collector tanks and use boost
pump flow to transfer fuel from the collector tanks to the hopper tank. The jet transfer pump system
can fill the hopper tank 1.5 times as fast as the engine driven pump can drain it.
A flapper valve in the hopper tank allows fuel to gravity feed in from the wing tank. A float switch
located in the hopper tank activates the respective amber XFER PUMP annunciator light whenever
the fuel level in the hopper tank is below the equivalent of approximately 70 pounds. With the boost
pumps off and fuel gravity feeding to the hopper tank, illumination occurs with about 600 to 700
pounds of fuel remaining in the wing tank. With the boost & transfer pumps operating and scavenging
the collector tanks, the light will illuminate with approximately 70 pounds of usable fuel remaining (all
of which would be in the hopper tank).
With the jet transfer system operating, the unusable fuel quantity is 2 gallons (13 pounds) per side.
The fuel quantity indicating system is calibrated to exclude normally unusable fuel from the fuel gauge
readings. However, without an operational jet transfer system, an additional 11 gallons (75 pounds) of
unusable fuel would be trapped in the collector tanks and this unusable fuel would be shown on the
fuel gauges.
During normal operation with the respective boost pump on, illumination of a L or R XFER PUMP
annunciator light indicates that the jet transfer pumps are not maintaining the hopper tank at full
capacity. Since the jet transfer pumps operate due to boost pump flow, the first action when a XFER
PUMP caution light illuminates is to select the other boost pump for that tank. If that does not
extinguish the light, the transfer pump system can be assumed to be inoperative and the unusable
fuel in that tank would be increased 75 pounds.
The XFER PUMP annunciator light will be illuminated with less than 600 to 700 pounds of fuel per
wing tank with boost pumps off, and with less than 65 to 75 pounds of fuel per hopper tank with
boost pumps on. When the caution light illuminates with less than 70 pounds of fuel available, a
landing should be made as soon as practicable or, if fuel is available in the opposite tank, the crossflow
valve should be opened.

REVISED: MAY 19/99
METRO III
FUEL SYSTEM (Continued)
BOOST PUMPS
Two submerged boost pumps are installed in the hopper tank of each wing. The pumps are connected
through check valves to a common supply line. See Figure 6-39. Excess boost pump flow is tapped
off the supply line for use in the jet transfer pump system. A fuel shutoff valve installed in each
nacelle can be used to stop fuel flow to the engine. A fuel pressure transmitter senses interstage
pressure of the engine driven fuel pump. When the engine is not operating, the fuel pressure gauge
will indicate boost pump pressure. After the engine is operating the fuel pressure displayed will
be a combination of engine driven pump pressure and boost pump pressure.
Each essential bus provides power for one pump, in each wing (i.e. L ess bus powers L MAIN &
R AUX boost pumps). This is a safety feature should either bus be inoperative. The two pumps within
each wing are designated main and auxiliary. These designations are for purposes of identification
only as the pumps are identical. Two three-position switches (MAIN-OFF-AUX) are installed in the
center pedestal, one for each pair of pumps.

REVISED: MAY 19/99
METRO III
FUEL SYSTEM (continued)
FUEL SHUTOFF VALVE
A lever lock toggle switch on the center pedestal in the cockpit

controls a fuel shutoff valve for each engine. The shutoff valve is
located in the upper left hand corner of the wheelwell along the
left hand keelson and the main wing spar.
The shutoff valve is motor operated and controlled by the two posi-
tion (OPEN-CLOSED) toggle switch. Limit switches are incorporated
in the valve to de-energize the motor when the gate reaches the full
open or closed position. The position of the valve is annunciated
on a sub-annunciator panel when the valve has not reached its
intended position.
FUEL CROSSFLOIi
The fuel crossflow system provides the capability of maintaining

proper fuel balance between integral wing tanks. The system con-
sists of a two inch line that interconnects the wing tanks, a cross-
flow valve for regulating fuel flow between the tanks, and a fuel
drain for quick defueling of the aircraft. The crossflow line is
located in the center section aft of the main wing spar and is
accessible through panels in the wing center section. The motor
actuated crossflow valve is controlled by a combination light and
switch located on the instrument panel. The light illuminates when
the switch is actuated to open the valve and remains on until the
switch is reactuated to the closed position. In addition, crossflow I
valve position is annunciated by a light on the sub-annunciator pan-
el. This light illuminates whenever the valve is not in its closed
position.

FUEL QUANTITY SYSTEM (continued)
FUEL QUANTITY SYSTEM
The fuel quantity system is comprised of two capacitance fuel gauge

systems, one for each integral wing tank. Each system includes five
tank sensors, and a low level caution light (XFER PUMP) on the
annunciator panel. The fuel quantity system uses the difference in
capacitance between fuel and air to measure the amount of fuel in
the tanks. As the tank is filled, more of the probes are covered by
fuel with a resulant change in capacitance. The dual indicator,
which houses a bridge circuit, an amplifier, and servo motor, con-
verts the tank sensor capacitance into a dial presentation of meas-
ured fuel quantity in hundreds of pounds. The low level caution
light is activated by a float switch in each hopper tank.
Since the density (and therefore weight) of the fuel changes with
temperature, the fuel quantity system, without compensation, would
only be accurate in a narrow temperature range. To prevent this
occurrence, the most inboard fuel probe has a temperature sensitive
compensator section. The output of the compensator is used by the
indicator to provide an accurate display of fuel weight regardless
of temperature.
A push-to-test button near the quantity indicator is used to test

each system. When the button is depressed, the indicator should move
to the 12 o'clock position. When the button is released, the needle
should return to the correct fuel quantity indication. This proce-
dure tests all the electrical and mechanical functions within the
indicator.
MAGNA-STICKS
Magna-sticks are optional, direct-reading, mechanical fuel level

indicators. One is mounted on the fuel cell access plate on the bot-
tom of the wing, just inboard of each nacelle. They provide visual
indications of the usable fuel quantity in the respective tank if
1 the tank contains between approximately 30 and 155 U.S. gallons. A
doughnut shaped float is free to slide up and down a fixed tube and
draw with it a calibrated indicator stick to show the level of fuel
in the tank. The indicator stick is normally held fixed inside the
tube by locking tabs at the base of the stick. A quarter turn of the
base unlocks the stick and allows it to drop down to its indicating
position. Magnets draw the indicator stick to the level of-the float
when the stick is unlocked.

7AC04 REVISED: FEB 01/88
METRO III
FUEL SYSTEM (continued)
MAGNA-STICKS (continued)
The indicator stick is graduated to show fuel quantity in U.S. gallons. The internal geometry of the
fuel tank and the dihedral of the wing affect the spacing of the quantity marks on the stick and limit
the useful range of this indicating system. With less than approximately 25 gallons in the tank, the
float may rest on structure inside the tank. With more than approximately 160 gallons aboard, the
float will be at the top of the tube and no longer floating on top of the fuel. Therefore, Magna-sticks
are useful when fuel tanks are less than half full but have at least 30 gallons in them.
Accurate readings are obtainable only when the airplane is on a reasonably level ramp because the
Magna-stick indications depend upon the level of the fuel in the tank. Avoid inaccurate readings
caused by binding of the indicator stick in its bushing by tapping the bottom surface of the wing around
the Magna-stick housing before taking readings. Accurate determination of usable fuel in a tank (within
plus or minus two gallons) is obtained by using the plane of the bottom surface of the wing and access
plate to read the graduations on the indicator stick.

REVISED: FEB 01/88
7AC
6-80
HYDRAULIC SYSTEM SCHEMATIC
POWER PACK ASSEMBLY
16
17
1
PRESSURIZED
AIR SPACE
36
1 1/2 QUART
FULL
NORMAL OPERATING
3 SUPPLY 3
2 2
36
9 10 11 12 13 14
ADD 1 QUART
EMERGENCY SUPPLY
15 PUMP BYPASS LINE 30
SUCTION SUCTION
30
MANUFACTURER'S DATA
METRO III
5 EMERGENCY SUCTION
5 4
PUMP
FIGURE 6-47
BYPASS LINE
28 FLAP 28
8 DOWN 29
EXTEND
EXTEND
24
6 FLAP
8 18
UP
18 5
5
LH PUMP 7 RH PUMP
INLET INLET
29
RETRACT 31 RETRACT
31
GEAR UP GEAR DOWN
GEAR DOWN LINE

33
34
GEAR UP LINE
REVISED: OCT 17/94
ISSUED: APR 02/86
MANUFACTURER'S DATA
21
35 32
21 21
23
EXTEND 27
22
19 20 19 20 20 19 37 25
EMERGENCY
MLG RETRACT NLG MLG GEAR DOWN LINE 26
NORMAL EMERGENCY
ISSUED: APR 02/86
MANUFACTURER'S DATA
REVISED: MAY 19/99
HYDRAULIC SYSTEM SCHEMATIC LEGEND
1. HYDRAULIC FLUID RESERVOIR 20. GEAR UP & EMERGENCY GEAR DOWN CYLINDER
2. ENGINE PUMP SUCTION STANDPIPE 21. GEAR DOWN RESTRICTOR VALVE
3. ENGINE DRIVEN HYDRAULIC PUMP 22. EMERGENCY HAND PUMP (A)
4. SYSTEM RETURN FILTER 23. SHUTTLE VALVE (I)
5. ENGINE DRIVEN PUMP CHECK VALVE 24. FLAP DOWN RESTRICTOR VALVE (A)
6. FLAP POSITION SELECTOR VALVE 25. AUXILIARY GEAR SYSTEM SELECTOR VALVE (I)
7. GEAR POSITION SELECTOR VALVE 26. AUXILIARY GEAR SYSTEM
8. GEAR BY PASS VALVE 27. PRESSURE GAUGE (I)
9. GEAR UP TERMAL RELIEF VALVE 28. PRESSURE WARNING SWITCH (I)
10. GEAR DOWN THERMAL RELIEF VALVE 29. EXTERNAL CONNECTION ASSEMBLY
11. SYSTEM RELIEF VALVE 30. SHUTOFF VALVE
MANUFACTURER'S DATA
FIGURE 6-47 (continued)
12. FILTER RELIEF VALVE 31. FLAP LOCK VALVE
METRO III
13. FLAP UP THERMAL RELIEF VALVE 32. ACCUMULATOR
14. FLAP UP SUCTION CHECK VALVE 33. NOSE GEAR STEERING ACTUATOR
15. HAND PUMP SUCTION SUMP 34. POWER BRAKE RETURN (OPTIONAL)
16. RESERVOIR PRESSURIZATION RELIEF VALVE 35. POWER BRAKE PRESSURE SUPPLY (OPTIONAL)
17. FLUID FILLER & SCREEN 36. SIGHT GAUGES (I)
18. FLAP ACTUATING CYLINDERS 37. TRANSDUCER
19. GEAR UP & NORMAL GEAR DOWN CYLINDER
NOTE
COMPONENTS DESIGNATED (A) COMPRISE THE AUXILIARY

SYSTEM. COMPONENTS DESIGNATED (I) COMPRISE THE
INDICATING SYSTEM. ALL OTHER COMPONENTS COMPRISE
THE NORMAL SYSTEM.
6-81
7AC
METRO III
HYDRAULIC SYSTEM
The aircraft hydraulic system is a closed center system that provides pressure for normal operation of
the landing gear, wing flaps, nose wheel steering, and when installed, power and anti-skid brakes.
Major system components are a power pack, two engine driven pumps, two shutoff valves, an
accumulator, associated lines, pressure transmitters, lights, and an emergency landing gear down
hand pump. A pressure gauge in the instrument panel indicates main or emergency system
pressure. System quantity is indicated by a sight gauge system located on the outboard side of the
left nacelle. The system is serviced with MIL-H-83282 (Brayco) fluid through pressure quick
disconnects located forward of the left main gear doors. Gravity servicing can be accomplished
through the power pack reservoir filler cap accessible from the outboard side of the left nacelle.
Hydraulic pressure is tapped off the nose landing gear down line to power the nose wheel steering
actuator and the optional anti-skid brake system.
HYDRAULIC POWER PACK
The hydraulic power pack, located in the left hand nacelle, stores fluid and controls pressure provided
by the engine driven pumps. Two selector valves in the bottom of the pack control operation of the
gear and flaps. The upper cylindrical portion of the pack is used to store fluid for normal system use. The
engine driven pumps are supplied from standpipes which reserve the last quart of fluid for emergency
hand pump operation. A shutoff valve is installed in the supply line to each engine driven pump.
MAIN HYDRAULIC SYSTEM OPERATION
Either engine driven hydraulic pump is capable of delivering 5 gpm at 2,000 psi. When gear or flap
selection is made with cockpit controls, a solenoid actuated pilot valve on the power pack directs
hydraulic fluid to the gear or flap actuators. Fluid from the return side of the actuators is routed
through the opposite side of the selector valve and through a filter to the reservoir. Limit switches
actuated by the landing gear retraction mechanism open the circuit to the selector valve, permitting
the spring loaded valve to return to the neutral position. The uplock mechanism mechanically locks
the landing gear in the up position. With landing gear extended, the selector valve stays in the gear
down position and pressure is continuously exerted on the actuators until the engines are shut down
and the battery switches are turned off. Normal gear extension or retraction time is five to seven
seconds. With one pump inoperative the gear travel times remain about the same (within one second).

MANUFACTURER'S DATA
7AC ISSUED: APR
ISSUED: APR 02/86
02/86
REVISED: MAR 13/87
METRO III
HYDRAULIC SYSTEM (continued)
ACCUMULATOR
An accumulator is installed near the left side of the hydraulic pack

to dampen pressure fluctuations within the system.
AUXILIARY SYSTEM
The auxiliary system consists of a hand pump, a system selector

valve, and a manual hydraulic pressure dump system. The system
selector valve, located adjacent to the hand pump, is a two position
manually controlled valve. With the selector valve in the EMER GEAR
position, the valve is closed and hand pump pressure is directed to
the right hand nose gear actuator and the main gear inboard actua-
tors. With the selector valve in the NORM GEAR position, the valve
is open. The manual hydraulic pressure dump system consists of two
valves in the power pack that shut off flow from the landing gear
selector valve and dump fluid from the retract end of the gear actu-
ators to the reservoir. The system is controlled by a lever located
adjacent to the copilot's inboard seat track.

HYDRAULIC SYSTEM (continued)
WARNING LIGHTS
Two red warning lights on the annunciator panel and a pressure gauge
on the instrument panel are used to monitor the hydraulic system.
Each warning light is controlled by a pressure switch on the output
side of each engine driven pump. The pressure gauge is connected to
a shuttle valve. The shuttle valve allows the gauge to di,splay main
system pressure or auxiliary system pressure, whichever is greater.
EXCESSIVE HYDRAULIC PRES‘SURE INDICATIONS

Indicated hydraulic pressure above the normal operating range of
1700 to 2100 psi might be caused by:
o An indicating system malfunction
o A malfunctioning hydraulic pump
o A blocked return line
In either of the first two cases, the pilot cannot clear the diffi-
culty. Hydraulic system pressure relief valves should prevent a
malfunctioning pump from over-pressurizing system plumbing during
the remainder of the flight. The difficulty and its duration should
be reported to a maintenance organization.
A common occurence of high indicated hydraulic pressure follows

attempts to retract the landing gear with the hydraulic hand pump
engage valve rotated to its forward position. In this case, retract
pressure exists in all landing gear actuators and lines and emergen-
cy extension fluid is trapped between the emergency extension actua-
tors and the hand pump selector valve and pressure indicator.
Neither full retraction of the landing gear nor elimination of the
excessive hydraulic pressure will occur until the hand pump valve
has been returned to its normal position.
HYDRAULIC FLUID SHUTOFF VALVES
Two lever lock toggle switches on the center pedestal control the
motor operated hydraulic fluid shutoff valves located- in each
nacelle aft of the firewall. The hydraulic fluid shutoff valve
lights are on the lower left and right of the sub annunciator panel.
These lights will illuminate any time the valves are moving from the
open to closed or closed to open positions. The lights are "in tran-
sit lights" only and do not reflect the precise position of the
hydraulic shutoff valves.

7AC05
METRO III
ICE AND RAIN PROTECTION
The following equipment is provided to permit flight operations in adverse weather.
Pneumatic deice boots on wing and horizontal tail leading edges.

Electrically heated windshields for the pilot and copilot.
Electrically operated windshield wipers for the pilot and copilot.
Electrically anti-iced pitot heads and SAS vane.
Engine inlets anti-iced by bleed air and engine oil heat.
Electrically anti-iced oil cooler duct lips.
Electrically deiced propeller blades.
Oil-to-fuel heat exchangers.
Flush-mounted fuel tank vents.
Ice free static sources.
SURFACE DEICE SYSTEM (WING AND TAIL BOOTS)
Deice boots are installed along each wing and on the horizontal stabilizers. A .010 inch ply of
conductive neoprene is provided on the surface to dissipate static electric charges. The boots are
lightweight construction and are provided with only one inflation port so that all tubes in any individual
section are inflated simultaneously.
DEICE BOOT OPERATION
The deice boot system is served by one distributor valve located in the forward center wing section,
right side. The distributor valve functions to apply pressure or vacuum to the deice boots in a
sequence selected by the electronic timer.
When boots are cycled through by the electric timer they are sequenced as follows:
1. All wing boots are inflated from tip to tip. This phase lasts six seconds.
2. All empennage boots are inflated for a period of four seconds, the wing boots deflating at this time.
3. System rests for 170 seconds, making the overall single cycle time three minutes.
The control switch, located on the pilot’s switch panel is a three-way, center-off switch. By placing the
switch forward in the AUTO position, the boots will be cycled automatically by the electronic timer on
the preceding schedule.
When the control switch is placed in the spring-loaded aft, or MANUAL position, electrical power is
directed to both solenoids on the distributor valve, bypassing the electronic timer, and causing all
boots to inflate simultaneously. Boots will remain inflated as long as the switch is held in this position.
When the switch is released, boots will deflate and again be held flat by vacuum.
Electrical power for the system is supplied from the left or right essential buses, as selected. The
transfer switch is normally switched to the left essential bus.

REVISED: MAY 19/99
METRO III
ICE AND RAIN PROTECTION (continued)
WINDSHIELD HEAT
The windshield panels installed in front of the pilot and copilot are electrically heated. With the control
switch in the LOW position, power is supplied by the right essential bus to actuate a relay that places
the heating elements of the windshields in series. Power for the heating elements is also furnished by
the left essential bus. The sensing elements in the windshield are referenced only to their respective
temperature controls. Each temperature control operates a separate control relay. Power applied by
the temperature control to operate these relays is also applied to the windshield cycle lights located on
the annunciator panel. Since it is possible for one panel to reach temperature cutoff before the other,
it is also possible for cycle indication to be limited to one light, the other remaining on.
With the control switch in the HIGH position, power is supplied to the left windshield from the left
essential bus and to the right windshield from the right essential bus. Each windshield is cycled
independently through the individual temperature controls.
A bus transfer switch is provided to transfer the pilot’s windshield heat from the left essential bus to
the right essential bus in the event a left essential bus failure occurs. Windshield temperature will
be maintained from 90oF to 100oF in either HIGH or LOW position; however, current draw will be
approximately one half in LOW.

REVISED: MAY 19/99
METRO III
WINDSHIELD WIPER SYSTEM
The windshield wiper system is an electro-mechanical system. Electrical power is supplied by the left
essential bus for the pilot’s wiper and by the right essential bus for the copilot’s wiper, each through its
own circuit breaker. A single rocker type double poledouble throw switch with FAST-PARK-SLOW
positions provides single switch operation for both pilot and copilot wipers.
With electrical power on and the circuit breakers in, the system is activated by moving the rocker type
control switch to the FAST or SLOW position. The wiper will run at a maximum speed of approximately
200 strokes per minute when operated on wet glass. By placing the control switch in the SLOW
position, the wiper system operates at approximately one-half of the FAST speed. When the control
switch is placed in the PARK position, the wiper blades will move automatically to their parked position.
CAUTION
OPERATING THE WINDSHIELD WIPERS ON DRY WIND-

SHIELDS MAY SCRATCH THE WINDSHIELD SURFACES.
NOTE
The life and serviceability of the windshield wiper system will be

improved by restricting use of the wipers to airspeeds below
approximately 125 KIAS. Use of the wipers at higher speeds
overloads the windshield wiper motors. Furthermore, at high
speeds, the wipers tend to stand away from the glass and are
relatively ineffective at keeping the windshields clear of
precipitation.

REVISED: OCT 17/94
METRO III
PITOT AND SAS ANTI-ICE
Each of the pitot tubes is electrically heated for anti-icing. Each pitot heater receives 28.5 VDC
electrical power from its respective left or right essential bus. Two individual switches labeled PITOT
and SAS and PITOT HEAT, are located on the pilot’s switch panel.
NOTE
Either pitot heat switch, when moved to the PITOT & SAS HEAT
position, will control the SAS vane heater element. The PITOT
HEAT position of either switch will apply power to only the
individual pitot heater.
A loadmeter is located on the left console with a left-right selector switch for checking either the left or
right pitot heat circuits, as selected. A green SAS DEICE light on the annunciator panel will illuminate
when power is applied to the SAS vane heat relay.
ENGINE INLET ANTI-ICE
The engine inlets are anti-iced using compressor bleed air which is extracted from a pad on the right
side of the engine and routed to an anti-ice valve. From the valve, the air is routed to the engine intake
throat and the nose cowl inlet lip.
The anti-ice valve incorporates limit switches to determine valve position. Two three position switches,
installed in the cockpit, are used to control power to the valves. When the respective switch is placed in
the ENGINE & PROP HEAT position, the anti-icing valve opens and causes the INTAKE HEAT light
to illuminate. When the switch is placed in the OFF position, the valve closes and the light will
extinguish. When the engine intake heat test button is pressed, the annunciator light will illuminate if
the valve is closed. If the annunciator light does not illuminate with the button pressed, the valve is
stuck open or partially open.
The leading edge of the oil cooler inlet scoop is heated electrically when the switch is in either
the ENGINE & PROP HEAT or PROP & DUCT HEAT position. The heating element on each duct
cycles independently when inlet lip temperatures reach preset temperatures. Duct heat cycling is
indicated by the indicator lights forward of the tri-meter on the pilot’s side console and by fluctuating
generator loads.

REVISED: OCT 17/94
PROPELLER DEICE SYSTEM
The propeller d-eice system consists of electrically heated boots

bonded to each propeller blade, a slip ring and brush-block assembly
(to transfer electrical power to the heating elements), a separate
timer for each propeller, an ammeter, a control switch, and the nec-
essary circuit breakers and wiring to complete the system. The pro-
peller deice boots may be approximately 12 inches long (through
AC-545) or approximately 21 inches long (as changed by Service Bul-
letin 30-001).
To reduce the electrical power requirement, current is cycled to the

heating elements at timed intervals rather than continuously. When
equipped with the shorter deice boots, each propeller blade has two
separate heating elements -- one outer and one inner -- mounted on
the inboard area of each propeller blade. By heating all outer or
all inner heating elements simultaneously on either propeller, rota-
tional balance is maintained during the deicing, and current draw is
held to a low value. The timer successively delivers current via
the slip ring and brush-block to the outer heating elements and then
the inner heating elements on the respective propeller. The timer
does not have a "home" position. Heating may begin on either pair of
blades, depending on the timer position when the switch was turned
off after previous use.
The longer (21-inch) deice boots contain dual heating elements con-
nected in parallel in each boot. The electrical power requirement is
reduced by cycling current to opposing pairs of blades on each pro-
peller. As with the shorter deice boots, the timing interval is
approximately 34 seconds.
The use of heat at the ice adhesion surface reduces the grip of the
ice which is then removed by the centrifugal effect of propeller
rotation and the blast of the airstream. The thickness or weight of
the ice build-up and the outside air temperature will vary the time
required for complete deicing. The system may be used continuously
while in flight if needed. When selected, engine and nacelle inlet
anti-ice as well as oil cooler duct heat are also activated as these
systems are controlled by the same switches on the pilot's switch
panel. Electri'cal power is supplied to the left and right propeller
deice systems from the respective 28.5 VDC left and right essential
buses.

7AC06
METRO III
FUEL ANTI-ICING
Fuel anti-icing is accomplished automatically by a temperature con-

trolled anti-icing valve within the high pressure fuel pump portion
of the fuel control. Fuel is metered automatically, when the engine
RPM is above 60%, to an oil-fuel heat exchanger mounted on the upper
left side of each engine. The fuel is heated by hot scavenged oil
flowing through the oil-fuel heat exchanger to maintain the fuel
temperature above freezing conditions. The flow of fuel to the tem-
perature controlled anti-icing valve is locked out during the start
sequence from 0% to 60% engine RPM. The lockout is accomplished by
actuating an anti-ice lockout solenoid valve mounted on the fuel
control. The anti-ice lockout solenoid valve is actuated to the
closed position when the start button is depressed and is actuated
to the open position when the 60% engine RPM speed switch opens.

7AC06
METRO III
LANDING GEAR SYSTEM
Landing gear extension and retraction is electrically controlled and hydraulically actuated. The landing
gear handle, located on the cockpit pedestal, is used to direct 28.5 VDC electrical power from the left
essential bus to the landing gear selector valve located in the left nacelle over the wing. The selector
valve, when actuated, directs hydraulic pressure to the landing gear actuators for either retraction or
extension of the gear, as selected. Two actuators are installed on each gear. Both actuators are used
for gear retraction. Main hydraulic system pressure is directed to the left actuator on the nose gear and
to the outboard actuators on the main gear during normal gear extension. During emergency extension
of the gear, auxiliary hydraulic pressure is supplied to the right actuator on the nose gear and to the
inboard actuators on the main gear.
As each gear is fully retracted, it engages a mechanical uplock hook. When the last of the three gear
fully retracts, the electrical power is shut off to the selector valve. The selector valve moves to the
closed (OFF) position, and the actuator lines are ported to return.
As each gear moves to the fully extended (DOWN) position, its dual drag strut unfolds and the drag
strut joints (or elbows) move to an overcenter position. This overcenter position of the extended drag
strut is locked by the mechanical interference between a bellcrank and roller strut. Normal hydraulic
pressure is applied to the down side of the primary system actuator on each gear until the selector
valve closes due to shutdown of both engines (causing loss of normal hydraulic pressure) or the
electrical power is shut off. When the emergency hand pump is used, hydraulic pressure is applied to
the down side of the auxiliary system actuator on each gear. Emergency hand pump pressure is not
routed through the normal selector valve.
The aircraft has the capability of free fall extension of the landing gear. The free fall can be supple-
mented by hand pumped hydraulic pressure in the event the gear does not lock down.
LANDING GEAR WARNING SYSTEM
The landing gear warning sonalert will sound if:
1. Any landing gear down and locked switch is not made,

2. And either power lever is at the flight idle gate,
3. Or if the flaps are more than half way down, regardless of power lever position.

REVISED: MAY 19/99
METRO III
MAIN LANDING GEAR
GEAR DOOR ACTUATOR

DOWN & LOCKED FORK ASSEMBLY & TORQUE TUBE
INDICATOR SWITCH
POSITIONING CAM
BELLCRANK
& ROLLER
ASSEMBLY DOWN &
LOCKED
ACTUATOR INDICATOR
GEAR DOOR SWITCH
ACTUATOR UPLOCK HOOK
ROLLER ASSY (HIDDEN)
ACTUATOR
DOOR LATCH
STIRRUP
GEAR DOOR ACTUATOR

DOWN & LOCKED FORK ASSEMBLY & TORQUE TUBE
INDICATOR SWITCH
DRAG STRUT
ASSEMBLY POSITIONING CAM
BELLCRANK
GEAR UP & ROLLER
SWITCHES ASSEMBLY DOWN &
STRIKER LOCKED
SQUAT PLATE ACTUATOR INDICATOR
SWITCHES GEAR DOOR SWITCH
UPLOCK ACTUATOR UPLOCK HOOK
ROLLER ROLLER ASSY (HIDDEN)
LANDING GEAR WITH

GEAR UP SWITCHES ACTUATOR
STRIKER PLATE
(AC 406, 415, 416, 420 –773 DOOR LATCH
NOT MODIFIED BY STIRRUP
SA227 SB 32-029)
DRAG STRUT
ASSEMBLY
LANDING GEAR
(AC 774 & LATER
SQUAT OR AIRPLANES
SWITCHES
UPLOCK
MODIFIED BY
ROLLER SA227 SB 32-029)
FIGURE 6-48
REVISED: OCT 17/94
METRO III
LANDING GEAR SYSTEM (continued)
LANDING GEAR WARNING SYSTEM (continued)
The micro switches at the flight idle gate are adjusted to sound the sonalert at the gate and through
power lever travel approximately 1/8 inch forward of the gate. That range corresponds to the range of
flight idle power. Therefore, descents at flight idle power may be conducted in the clean configuration
without the gear warning sounding by merely advancing the power levers slightly.
Some airplanes may be equipped with a gear warning mute button located on the pedestal aft of
the power levers. Pushing the mute button will silence the landing gear warning. Advancing either
power lever beyond the micro switch will reset the gear warning system.
If the landing gear warning is generated because the wing flaps are more than half way down and
any gear is not down and locked, the warning horn can not be silenced by either power lever
manipulation or the mute button (if installed).
MAIN LANDING GEAR STRUTS
Each main landing gear strut essentially is two telescoping cylinders with enclosed ends. The two
cylinders, when assembled together, form an upper and lower chamber. The chambers are separated
from each other by a floating piston. The lower cylinder is serviced with nitrogen and the upper
cylinder is serviced with hydraulic fluid. The upper chamber contains an orifice that divides it into two
smaller chambers. The hydraulic fluid must pass through this orifice during compression of the
nitrogen in the lower chamber. This provides the absorption and dissipation of the energy transmitted
to the strut and controls the rate of vertical motion. Each strut contains the necessary seals to
prevent the loss of nitrogen and hydraulic fluid. A packing gland is installed at the open end of
the outer cylinder to seal the sliding joint between the telescoping cylinders. A scraper also is
installed in a groove in the upper jacket to keep the sliding surface of the lower cylinder free of
dirt, mud, ice, snow, and other contaminants.

REVISED: OCT 17/94
METRO III
NOSE LANDING GEAR
TAXI LIGHT AND

FRESH AIR FAN
INTERLOCK
SWITCH
POSITIONING DOOR
CAM ACTUATOR
BELLCRANK
AND ROLLER
ASSEMBLY
NOSE WHEEL
STEERING ACTUATOR DOWN
ACTUATOR POSITION
SWITCH
UP POSITION
AND LIMIT
SWITCHES
UPLOCK
HOOK
DRAG STRUT
ASSEMBLY
NOSE WHEEL
CENTERING CAM
AND ROLLER TAXI LIGHT
ASSEMBLY
TOW BAR LUG

UPLOCK
ROLLER
GEAR DOOR
ACTUATOR
ROLLER
FIGURE 6-49
REVISED: OCT 17/94
METRO III
NOSE LANDING GEAR STRUT
The nose landing gear strut is identical in operation to the main landing gear strut, except for the
addition of a metering pin at the orifice which, in effect, creates a variable orifice. The effective size
of the orifice, and hence the restriction to fluid flow, varies with the amount of compression and
extension of the strut. A taxi light, a nose wheel steering actuator, and a nose wheel centering
device are installed on the nose gear strut. The taxi light and the nose wheel steering system
are discussed in later sections of this manual.
NOSE WHEEL CENTERING DEVICE
The nose wheel centering device consists of a fixed cam attached to the stationary upper section
of the strut and a follower arm and roller device attached to the scissors between the two
sections of the strut. As the weight of the airplane is removed from the nose gear, the weight
of the gear plus the force of the nitrogen pressure causes the strut to extend. These extension
forces also are transmitted through the scissors to the follower arm and roller assembly which
tracks to the center of the cam and thereby moves the steerable portion of the nose gear to
the centered position.
VARIABLE AUTHORITY NOSE WHEEL STEERING
A hydraulically powered, electrically controlled actuator is used for nose wheel steering. Controls for
the system include a test switch, an arm switch, and a park button all installed on the left hand
console. A nose wheel steering button is installed on the left hand power lever. For aircraft modified
by S.B. 227-32-040, a NWS power lever button is installed on each power lever to provide
independent control actuation for the pilot or copilot. Either the power lever button or the right speed lever
micro switch will provide electrical power to the actuator.
For normal steering operations with the nose wheel steering switch armed and either the speed lever
switch made or the power lever button depressed, the rudder pedals are moved to steer the airplane.
Steady illumination of the NOSE STEERING light indicates the system is armed and the direction of
the aircraft should respond to rudder pedal deflection. If more steering authority is required, the park
button may be depressed. This increases the maximum nose wheel deflection from 10 degrees to
63 degrees left or right. An electrical delay prevents abrupt transition to or from the parking mode.

REVISED: MAR 28/96
METRO III
EMERGENCY EXTENSION OF LANDING GEAR
Both DC electrical power and hydraulic pressure (approximately 250 psi minimum) are required for
normal extension of the landing gear. Electrical circuitry for landing gear control and position indication
can be switched to either essential bus via one of the nine bus transfer switches located on the pilot’s
console. Normally, the left essential bus is selected. If a failure of left essential bus power occurs, the
circuitry should be switched to the right essential bus. Loss of electrical power from both essential
buses or loss of hydraulic pressure will require emergency extension of the gear.
The landing gear emergency extension system includes provisions for manual release of the mechanical
uplocks, manual repositioning of valves to bypass the gear selector valve, and a hydraulic hand
pump. Stand pipes in the hydraulic reservoir reserve approximately one quart of hydraulic fluid for hand
pump operation if a loss of normal system hydraulic fluid occurs. The EMERGENCY PROCEDURES
section contains the procedures for emergency extension of the landing gear.
When the emergency release lever, located on the cockpit floor to the left of the copilot’s seat, is moved
counterclockwise to its stop (approximately 90o), cables release the mechanical uplock on each gear
and reposition two gear bypass valves located underneath the forward side of the hydraulic reservoir.
The repositioning of these two valves allows the fluid trapped in the “up” lines of the actuators used
for normal retraction to bypass the gear selector valve and return to the reservoir. The gear then free
falls. The gear weight plus the force of the airstream move the gear to the down and locked
position. After the gear has been allowed to free fall, hydraulic fluid via the hand pump is used to
apply additional force. The hand pump, located on the cockpit floor adjacent to the pilot’s seat, is
blocked by an emergency gear valve lever. When this valve lever is rotated approximately 90o
counterclockwise, the hand pump bypass line is closed and the hand pump handle is free. The hand
pump can then be actuated to provide hydraulic pressure to the down side of the auxiliary actuator at
each landing gear.
A shuttle valve is installed between an engine driven pump pressure line and an emergency hand
pump pressure line. The valve is moved by hydraulic pressure to direct the higher of the two pressures
via electrical signal from a pressure transducer to the hydraulic pressure gauge located on the
copilot’s instrument panel. If normal hydraulic pressure has been lost, the hydraulic pressure gauge
will indicate hand pump pressure.
PARKING BRAKE
To set the parking brake, push the button in the center of the knob and pull the parking brake control
to its fully extended (aft) position. Release the button and hold the knob fully out while applying
pressure to either set of brake pedals. Release the force on the brake pedals and then release the
parking brake knob (which will stay in its fully extended position).
To release the parking brake, apply pressure to the brake pedals while pushing the parking brake
control full forward. Brake pressure will release when the brake pedals are released.
6-96 MANUFACTURER'S DATA MANUFACTURER'S

MANUFACTURER'S DATA
DATA
ISSUED: APR 02/86
REVISED: OCT 17/94
AIRPLANE LIGHTING SYSTEMS
The lighting system is divided generally into three groups; exterior
lighting, interior cabin lighting, and cockpit lighting. The cock-
pit lighting is divided further into those lights powered from the
essential buses and those powered from the nonessential bus.
All exterior lighting is powered from the nonessential DC bus. The

exterior lighting consists of a standard set of navigation lights, a
rotating beacon, two ice detection lights, two landing lights, two
recognition lights, and a taxi light. Strobe lights are optional
and, when installed, are powered from the left essential bus.
All interior cabin lighting is powered from the nonessential DC bus

with the exception of the entrance lights, which are powered from
the battery side of the left battery relay. I
The edge lighted panel lights in the cockpit are powered by 5 VDC
which is obtained from four 5 VDC power supplies connected to the
essential buses. The pilot's flight i;;;rument lights fnd panels
are powered from the left essential The copilot s flight
instrument lights and panels are powered irom the right essential
bus.
The remaining cockpit lights are powered from the nonessential bus.
CARGO COMPARTMENT LIGHTING
Compartment lighting is available in the forward baggage compartment

and the rear cargo compartment by activation of light switches in
the respective compartments. If the airplane primary electrical
system is on, lighting is available in these two compartments by
selecting the compartment lights switches on. A time delay relay is
incorporated in the light circuits to provide electrical power from
the right battery for five minutes after primary electrical system
is turned off. If more than five minutes time is needed, the auxil-
iary light system can be recycled for additional use of lights.
Momentarily turning on either battery switch, or activating the sys-
tem by use of the button in the left side of the nose baggage com-
partment, will reset the auxiliary light system.

AIRPLANE LIGHTING SYSTEMS (continued)
LIGHTING SYSTEM - EXTERIOR
Navigation Lights
The navigation light circuitry consists of two right wingtip lights

two left wingtip lights (red), and one tailcone light
These lights are powered from the nonessential bus through
a switch located on the pilot's switch panel.
Any time the navigation lights are turned on, all green lights on
the annunciator panel and the duct heat cycle lights are dimmed
automatically.
Taxi Light
The taxi light circuitry consists of a 250 watt lamp assembly mount-
ed on the nose landing a relay located in the nose baggage
compartment, and a microsift:; in the nose wheelwell.
The taxi light operates on 28.5 VDC supplied by the nonessential bus
through a 15 amp circuit breaker. Any time the taxi light switch
located on the pilot's switch panel is selected to the ON position,
ground will be provided to the relay. Energizing the relay causes
current to flow from the nonessential bus, across the relay contacts
to the taxi light. The nose landing gear must not be in the up
position for the relay to close and the light to illuminate.
NOTE
0 It is good practice to ensure the taxi light

switch is in the OFF position except when in
actual use. Should a malfunction occur and the
light be ON when the nose landing gear is
retracted, the light is powerful enough to cause
heat damage within the nose landing gear wheel-
well. However, the microswitch in the nose
wheelwell will turn the light out when the land-
ing gear is fully retracted.
0 If the taxi light is used during takeoff in hazy

or foggy weather, it may produce a disconcerting
beam of light as the nose gear retracts after.
takeoff.

7AC07
METRO III
AIRPLANE LIGHTING SYSTEMS (continued)
LIGHTING SYSTEM – EXTERIOR (continued)
Landing and Recognition Lights
A landing/ recognition light assembly is mounted in the leading edge of each wing outboard of the
fuel cells. Each of these light assemblies contains one landing light and one recognition light. These
four lights are controlled by a three position switch located on the pilot’s switch panel. The three
switch positions are identified as LDG & RECOG, OFF, or RECOG. If the LDG & RECOG position
of the switch is selected, both landing lights and both recognition lights are illuminated. The selection
of RECOG switch position illuminates only the two recognition lights.
The landing/ recognition light assemblies receive 28.5 VDC power through the nonessential bus and
are protected by four 15 amp circuit breakers.
Wing Ice Lights
The wing ice detection light circuitry consists of a 50 watt sealed beam light assembly located in the
outboard side of each engine nacelle at the wing leading edge and the light control switch located on
the pilot’s switch panel.
The wing ice lights receive power from the nonessential DC bus through a five amp circuit breaker.
Rotating Beacon
The rotating beacon is a lightweight, oscillating anti-collision light mounted on top of the vertical
stabilizer. It has an aerodynamic shape to reduce drag and is shielded to prevent radio interference.
The light is a dual lamp unit with the lamps oscillating 180 degrees out of phase. The beacon flashes
at a rate of 60 to 100 flashes per minute. The forward, ROT BCN, position of the switch allows the
light to operate and the center, OFF, position turns the beacon off. The aft, ROT BCN and LOGO,
position will cause the beacon as well as four optionally installed logo lights to illuminate.
The rotating beacon is energized from the nonessential bus through a five amp circuit breaker. It is
controlled by a switch located on the pilot’s switch panel.

REVISED: MAR 13/87
METRO III
PITOT STATIC SYSTEMS
TO AFT FUSELAGE
ALTIMETER
RATE OF CLIMB
AIRSPEED
STATIC PRESSURE
SELECTOR VALVE
ALTERNATE
STATIC LINE
PITOT HEADS
SAS AIRSPEED
SWITCH
DRAINS
FIGURE 6-50
REVISED: MAY 19/99
METRO III
PITOT STATIC SYSTEMS
Separate pitot masts are installed, left and right, on the top of the fuselage nose section to provide
individual pitot reference to the pilot’s and copilot’s airspeed indicators. Each pitot mast is electrically
heated for anti-icing. Individual pitot heat switches are located on the pilot’s switch panel. A loadmeter
is located on the left console with a left and right selector switch for checking the individual circuits for
proper operation. Individual static systems provide reference to the pilot’s and copilot’s rate-of-climb,
altimeter, and airspeed indicators. Two static reference buttons for each of these static systems are
located on opposite sides of the fuselage aft of the cargo door area.
Air from the unpressurized nose baggage compartment is referenced for the alternate static source
through a static reference button. An alternate static selector valve is located on the lower left side of
the pilot’s instrument panel. When selection is made to the alternate position, only the pilot’s
instruments will be utilizing the alternate static source.
NOTE
Refer to Section 4 for position error correction data when

operating from the alternate static source.

REVISED: MAY 07/87
METRO III
POWER PLANT
The METRO III is equipped with two Garrett TPE331-11U-601G, -611G, or -612G single-shaft
turboprop engines rated at 1,000 shaft horsepower maximum continuous or dry takeoff power, and
1,100 shaft horsepower for a wet takeoff. At 100% engine RPM, the propeller rotates at 1,591 RPM.
The major components of the engine power section consist of a two stage centrifugal compressor, an
annular reverse-flow combustion chamber, and a three stage axial flow turbine. During operation, ram
air enters the upper air scoop and is directed into the center of the first stage compressor where the air
is compressed and directed to the second stage compressor. After second stage compression, the air
is directed into the plenum surrounding the combustion chamber and then into the combustion chamber.
Fuel is sprayed into the combustion chamber, mixed with the compressed air, and ignited. As the
mixture ignites, it expands with a great increase in temperature and pressure. The air exits the
combustion chamber and is directed to the first axial flow turbine. As the air flows through the axial
flow turbine blades, the turbine wheel is rotated and the air velocity decreases. This process is
repeated over the remaining two turbine wheels extracting most of the heat and energy from the air
and converting it to rotating mechanical energy. This energy is used to drive the centrifugal
compressors, the reduction gears, the propeller, and various engine components. Labyrinth seals
situated between the various turbine and compressor wheels prevent back flow of hot gasses from
one stage to another.
PROPELLER AND CONTROL
The propellers on the METRO III are oil operated, constant speed, full feathering, and reversible. The
propeller governing system consists of engine oil pressure, a feathering spring, and propeller blade
counterweights. The engine oil is pressurized by the propeller governor and directed into the propeller
dome through a passageway called a beta tube. Oil pressure acts against one side of the piston
inside the propeller dome to cause the blades to move from high pitch toward low pitch and, when
needed, into reverse. Forces of the feathering spring and counterweights act in the opposite direction
to move the blades from low pitch to high pitch. The opposing forces are balanced to keep the engine
and propeller turning at the speeds selected by the speed lever. The propeller blades are driven
toward feather if the NTS system ports some of the governing oil to the gear case, and they are driven
all the way to feather if all of the oil is dumped through the beta tube to the gear case by use of the
stop and feather control.

REVISED: OCT 17/94
n 888
POWER PLANT (continued)
PROPELLER AND CONTROL (continued)
Because the TPE331 engine has a single shaft, it is necessary to

have the propeller blades in low pitch position for starting to
reduce high drag loads due to air resistance. To allow for this, a
pair of centrifugal-mechanical start locks have been installed in
each propeller dome. During normal engine shut-down,, the propeller
blades are placed into reverse pitch as the engine decelerates so
that the start locks can engage. During start,-the locks are held
extended by a shear load placed on them by the propeller blades.
Reverse position must again be selected to release the start locks.
If the start locks were not engaged during shutdown, refer to NORMAL
OPERATING PROCEDURES for the procedure Before Start Propeller
Unfeathering.
ENGINE CONTROLS
The engine controls consist of power levers, speed levers, negative

torque sensing, single red line computer,' and a temperature limiting
system.
POWER LEVERS
The power lever controls engine operation in beta and propeller gov-
erning ranges. Beta range is used only during ground operations and
occurs when the power lever is positioned between flight idle and
reverse. When operating in beta range, propeller blade angles are
hydraulically selected. Engine speed is controlled by a fuel meter-
ing device called the underspeed governor which is part of the fuel
control.
Propeller governing range is used during all flight operations and

occurs when the power lever is positioned between flight idle and
takeoff. When operating in propeller governing range, the power
lever assumes the function of a fuel throttle and regulates the
amount of fuel metered to the engine for producing desired power.
During landing flare, the power levers are positioned in flight idle
to establish predictable thrust and drag and to allow the airplane
to settle to the runway at an established rate of de,scent.

METRO Ill
SPEED LEVERS
The speed lever is placarded Low RPM and High RPM. This lever sets
the speed governors. When the power lever is in beta range, engine
speed is controlled by the underspeed governor which limits speed
between 70% and 96% to 97.5% RPM. The speed lever can reset the
underspeed governor anywhere within this range. When the power lever
is in propeller governing mode, engine speed is controlled by the
propeller governor. The speed lever can be used to set the propel-
ler governor anywhere within the normal range of 96% to 100% RPM
when in the propeller governing mode of operation.
I PROPELLER SYNCHROPHASING (If Installed)
Automatic propeller synchrophasing is provided through a toggle

switch located forward of the speed levers. The syncrophaser auto-
matically matches the speed of the two propellers and sets a phase
angle relationship between the propellers. The difference.between
propeller speeds can be no greater than 1.4% RPM in order for the
synchrophaser to operate. There is no "master" propeller. When the
synchrophaser is initially turned on, an increase in RPM of up to
0.7% may be observed on both propellers.
If the synchrophaser is on and one propeller is subsequently feath-

ered, the RPM of the operating engine will not decrease more than
1.4% before reverting to unsynchronized mode of operation. A similar
reversion will occur if the speed of the two propellers differ more
than 1.4% RPM. A noticeable audible change in sound level will
accompany the reversion to unsynchronized operation. To prevent
undesirable RPM excursions, the propeller RPM's should be closely
matched by use of the speed levers before engaging the synchrophas-
er.
NEGATIVE TORQUE SENSING (NTS) SYSTEM

The negative torque sensing system operates automatically and
requires no cockpit controls. The operational capability of the sys-
tem should be checked before the first flight of the day. Negative
torque occurs whenever the propeller drives the engine rather than
when the engine drives the propeller. When negative torque is
sensed, propeller pitch will automatically increase toward feather
and reduce the drag of the windmilling propeller.

METRO III
SINGLE RED LINE (SRL) COMPUTER
The single red line computer receives information from various sources and computes a single red
line temperature that constantly corrects itself for changing flight conditions. This red line is used to
prevent exceeding maximum engine temperatures. Its inputs are: compressor and inlet temperature,
exhaust gas temperature, airspeed, and altitude.
TEMPERATURE LIMITER SYSTEM
The temperature limiter system consists of a temperature limiter control box installed aft of the cargo
compartment and a fuel bypass valve installed on the engine. A maximum computed EGT value
(approximately 650oC) is set in the control box. If engine temperature begins to exceed this preset
value, the control box supplies a signal to open the fuel bypass valve and reduce EGT. A blue fuel
BYPASS OPEN light located near each EGT indicator illuminates while the signal is being supplied
to the valve. The temperature limiter receives signals from the SRL computer; therefore, loss of the
SRL system may cause the temperature limiter to close the fuel bypass and could result in an engine
over temperature condition. During takeoff, the blue bypass light may illuminate with no action
required, but in climb and cruise, power levers should be retarded until the lights extinguish. This
action should prevent an engine over-temperature condition should the SRL system fail.
The temp limiter and the fuel bypass light illumination operate according to the following logic:
1. SRL OFF light illuminated below 80% RPM .............................................. NORMAL OPERATION
2. SRL OFF light extinguishes as engine passes through 80% RPM ........... NORMAL OPERATION
3. Bypass light is illuminated at 650oC EGT ................................................. NORMAL OPERATION
(FUEL IS BEING BYPASSED TO LIMIT
ENGINE TEMPERATURE)
4. Bypass light illuminated in flight at 650oC EGT ........................................ NORMAL OPERATION
(RETARD POWER LEVER UNTIL
LIGHT IS EXTINGUISHED)

REVISED: MAY 19/99
METRO III
ENGINE INDICATING SYSTEMS
TORQUE INDICATOR
A torque indicator for each engine is located on the instrument panel. The torque indicator receives
its voltage inputs from a torque signal conditioner for the respective engine. The torque signal
conditioner detects strain gauge torque output at the engine gear box.
The torque signal conditioner requires 22 to 32 VDC to operate accurately. Therefore, whenever
aircraft bus voltage drops below 22 VDC, as during battery starts, the output from the torque signal
conditioners decreases and causes the torque indicators to indicate erroneously. As bus voltage
builds up during engine battery starts, indicated torque will gradually decrease until starter drop-out
occurs at approximately 60% RPM. Then bus voltage returns to normal and the torque indicators
present factual information.
RPM INDICATOR
One RPM indicator for each engine is located on the instrument panel. The RPM indicator is operated
by 28.5 VDC with power normally supplied to the left engine indicator from the left essential bus
and from the right essential bus for the right engine indicator.
FUEL FLOW INDICATOR
The temperature compensated fuel flow indicating system consists of a fuel flow transducer and an
indicator located on the instrument panel. The transducer converts fuel flow to an electrical signal
which is displayed on the fuel flow indicator. The indicator is calibrated in pounds per hour.
FUEL PRESSURE INDICATOR
Each engine is equipped with a fuel pressure indicating system. The system consists of a dual
indicator located on the instrument panel and a pressure transducer located aft of the firewall at the
top of each engine nacelle.

REVISED: MAR 13/87
METRO III
ENGINE INDICATING SYSTEMS (continued)
OIL PRESSURE INDICATOR
Each engine has an oil pressure transducer and an oil pressure indicator. The pressure transducer is
located adjacent to the fuel pressure transducer aft of the firewall at the top of each engine nacelle on
earlier aircraft. The pressure transducer is located nearer the oil tank on later aircraft.
OIL PRESSURE WARNING
Each engine is equipped with an oil pressure switch and a low oil pressure warning light located on
the annunciator panel. The pressure switch is located close to and is supplied from the line feeding
the oil pressure transducer. The pressure switches are set to close when oil pressure is less than 40 psi.
OIL TEMPERATURE INDICATOR
Each engine is equipped with an oil temperature bulb and an oil temperature indicator. The oil
temperature bulb is a standard resistance type bulb installed in the oil temperature port on the center
rear face of the reduction gear housing.
CHIP DETECTOR
The forward lower housing of the reduction gear case on each engine is fitted with a magnetic plug
having an insulated electrical stud. This stud is connected to a chip detector light located on the
annunciator panel. Any metal particles attracted by the magnet will cause the light for the respective
engine to illuminate.

REVISED: MAR 13/87
METRO III
ENGINE OIL SYSTEM
The engine oil system provides lubrication and cooling of engine parts and accessories, control of the
propeller, and operation of the negative torque sensing system. The basic components of the system
are the oil storage tank, oil cooler air scoop, oil cooler, oil pressure transmitter, oil pressure gauge,
and the necessary plumbing to supply oil as needed. Total oil system capacity (engine and prop) is
7.1 U.S. quarts.
Engine oil is contained in a 3.8 U.S. quart tank located on the left side of each engine on the firewall
section. An access door is provided on each nacelle for inspecting the oil quantity sight gauge.
Oil flows from the oil tank to the engine driven oil pump which provides lubrication for engine bearings
and gears. After pressurized oil leaves the oil pump, it is routed through an oil filter. If the filter
becomes clogged, the oil will bypass the filter. Scavenge pumps return the oil to the tank by way of
the oil cooler. During engine starting, an oil vent valve allows gear case air to enter the oil pumps to
decrease starting loads. As engine speed increases, the vent valve closes and the oil pump will return
to normal operation allowing oil pressure to be generated.
FUEL CONTROL SYSTEM
The major components of the engine fuel system are the high-pressure boost pump assembly, fuel
control, fuel solenoid valve, fuel flow divider, primary nozzles, secondary nozzles, and manifold
assemblies. Prior to starting, the electrical components in the aircraft system are energized and fuel is
directed to the engine mounted fuel pump through a filter to the high pressure pump. The high
pressure pump output is directed to the fuel control. The fuel control then meters fuel flow to the fuel
solenoid valve. The fuel solenoid valve opens at approximately 10% RPM and permits fuel to enter
the flow divider where it is routed to the primary and secondary nozzles and manifold for combustion.

REVISED: OCT 17/94
METRO III
ENGINE START SYSTEM
The start system consists of two starter-generators, two nickel-cadmium batteries, associated relays,
switches, circuit breakers, and wiring necessary to furnish power to the start system.
STARTER-GENERATORS
The starter-generators are mounted on the lower right side of each engine. When the start cycle is
completed, the unit is switched to the generator mode to provide DC power when selected.
BATTERIES
The two nickel-cadmium batteries that power the start system are rated at 24 ampere hours each
at the five hour rate. The batteries are mounted, one in each wing, between the nacelle and fuselage.
SERIES-PARALLEL START MODE SELECTOR SWITCH
The start mode selector switch on the pilot’s console allows engine starts on battery power to be
made with the batteries in series or in parallel, as required. If a GPU or an engine generator is on the
line, the engine start will be in the parallel mode, regardless of start mode selector switch position.
With battery power only and with the switch in series position, automatic switching to series at 10%
RPM is obtained. As RPM passes approximately 60%, the batteries automatically switch back to
parallel. With the switch in parallel position, or if other power is on line, the series-parallel relay is
disabled and the batteries remain in parallel during the start sequence. The series mode is
recommended for use during the first battery start of the day and for all other battery starts when
engines have cooled to near ambient temperatures since last being operated.

METRO III
PILOT'S OPERATING TIPS
EXTERNAL POWER SWITCH
Some airplanes are equipped with an external power unit switch, normally located at the right end
of the copilot’s switch panel near the fresh air fan control switch. The purpose of the switch is to allow
the pilot to monitor the output of the ground power unit prior to introducing external power to the
airplane. When the switch is OFF, the pilot can check the voltage of a connected GPU on the airplane
DC voltmeter. However, the output of the GPU will not be connected to remaining airplane systems
until the battery switch and the external power switch are moved to their ON positions.
USE OF BOOST PUMPS DURING ENGINE GROUND STARTS
During engine start, the electrical power available to the boost pumps is below normal voltage. Operation
at low voltage may decrease boost pump motor life. Therefore, it is recommended that the boost
pumps be operated during engine ground start only when necessary. The boost pump check made
during the engine start procedure normally provides sufficient initial fuel pressure for engine start with
the boost pump off. However, accumulation of vapor in the fuel line, such as occurs when the aircraft
is defueled and then refueled or when the fuel is exceptionally hot, may require use of the boost
pump for engine start. With the boost pump off, excessive vapor in the fuel line will be indicated by a
decay in engine acceleration between approximately 30% RPM and 60% RPM. Normal acceleration
of engine RPM can be restored by turning the boost pump on.
CROSS GENERATOR STARTS
When starting an engine with the assistance of the opposite generator, stresses on the assisting
generator due to initial high current demands may be reduced by use of the following procedure:
1. Battery Switches ........................................................................................................................ ON

2. Assisting Generator and Engine ........................................................ ON/OPERATION NORMAL
3. Ammeter Load .......................................................................................... LESS THAN 150 AMPS
4. Assisting Generator ................................................................................................................. OFF
5. Start Button .................................................................................................... PRESS AND HOLD
6. RPM .......................................................................................................................... 10% TO 12%
7. Observe ignition ................................................ RELEASE START BUTTON WHEN EGT RISES
8. Assisting Generator ...................................................................................................... RESET/ON
9. Continue normal battery start sequence.
EFFECT OF AMBIENT TEMPERATURE ON STARTING TIME
The time required for an engine to accelerate from 10% to 71% RPM during starting varies with
ambient temperature from approximately 50 seconds at 10oC to 80 seconds at either plus 50oC or
minus 50oC. These times are based on a normally charged battery or an adequate ground power unit.

REVISED: MAY 19/99
METRO III
PILOT’S OPERATING TIPS (continued)
POWER LEVER MANAGEMENT DURING ENGINE START
Normal procedures call for setting power levers approximately 1/4 inch forward of ground idle prior to
starting engines on the ground. When the engine controls are properly rigged, that power lever setting
ensures that the propeller blades remain on the start locks, the engines come on speed at about 75%
RPM, and the pilot has no power lever manipulation to do during the start. However, after considerable
use and/or field adjustments, rigging tolerances might become stacked to permit one or more of the
following adverse conditions to occur when engine starts are made with the power levers set at approxi-
mately 1/4 inch forward of ground idle. The possibilities are:
1. Propeller blade angles might be at less than that called for when on the start locks.
2. Slow, warm starts might result when relatively small reverse blade angles exist during start.
3. Excessive wear of the locking ring inside the propeller dome might occur when the locking pins
drag slowly out of the ring.
4. The propeller blades might come off the start locks and preclude successful preflight checks
of overspeed governors, fuel bypass systems, and/or the SRL – ∆ P/P systems.
Provided that the power controls are not grossly misrigged, the following procedure will ensure that
minimum blade angles exist throughout the engine start cycle. Consequently, minimum blade
resistance will allow relatively cool starts with rapid acceleration, and the blades will stay on the start
locks and permit subsequent preflight checks. The disadvantage of the procedure is that engine RPM
will be about 90% at the on speed condition if the power lever is not retarded prior to the end of the
start cycle.
1. Following the flight idle gate check, leave the power levers at the flight idle gate instead of
setting them at approximately 1/4 inch forward of ground idle.
2. If on-the-locks checks are required, retard the power lever to regulate RPM at about 75%
as the engine approaches 70% RPM.
3. If on-the-locks checks are not required, retard the power lever to ground idle as the engine
approaches 70% RPM.

REVISED: MAY 19/99
METRO III
PROPELLER START LOCK RELEASE
Propeller start locks are released by the procedure in NORMAL PROCEDURES. Positive assurance
that the start locks have released may be gained during taxi. Slowly advance one power lever from
ground idle to a positive thrust position. Note aircraft acceleration and turning tendency. Retard power
lever smoothly and repeat for opposite engine. If a positive thrust effect is not noted, repeat the
procedure for releasing start locks. Always monitor torque when setting power during rolling takeoffs.
Failure of torque to rise above approximately 20% indicates the possibility that the associated propeller
is still on the start locks.
LOW OIL PRESSURE ANNUNCIATIONS
The low oil pressure warning light on the annunciator panel is operated by an oil pressure sensing
switch which operates at approximately 45 psi. The switch is located at the top of the nacelle, aft of
the firewall on earlier aircraft. It is located centrally, aft of the gear case on later aircraft and on early
aircraft which incorporate Service Bulletin 227-71-004.
It is common for the low pressure warning light to blink when taxiing in and out of reverse, particularly if
engine oil temperature is above 110oC and the Service Bulletin has not been accomplished. The
Service Bulletin shortens the pressure line to the switch significantly. Illumination of the low pressure
warning light during taxi operations is much less common in aircraft equipped with the short pressure
line.

REVISED: OCT 17/94
METRO III
BETA LIGHT OPERATION
Taxi: It is permissible to have the beta lights out at engine speeds between 70% RPM and 85% RPM
during taxi and ground operation. However, when operating in the beta mode, the beta lights should
be on if engine RPM is above 85%.
Failure of a beta light to illuminate when on the ground and operating in the beta range (power lever
at ground idle and speed lever at, or above, 85% RPM) indicates a possible internal oil leak in the
beta control system. In that case, reverse thrust should not be used during landing roll or takeoff
abort because the associated propeller might not reverse properly.
In Flight: The beta lights should not be illuminated during normal flight operations. If a beta light
illuminates during flight at normal operating airspeeds and power settings, an electrical wiring
malfunction is indicated. No flight safety nor handling characteristics issue is associated with this
case. If a beta light illuminates during takeoff or during flight at very low true airspeeds with maximum
power set, an out-of-tolerance beta pressure switch malfunction is indicated. Again, no flight safety nor
handling characteristics issue is associated with this case. Illumination of a beta light when at flight
idle power and very low true airspeed, as during approach to a stall, might indicate either improper flight
idle blade angle settings and/ or that flight idle power is set too low. Provided that engine power
remains symmetrical throughout the maneuver and that there is no difficulty in controlling the
aircraft laterally and directionally, there is no safety of flight problem. However, if asymmetric power
is evident, approach and landing should be planned with power above flight idle. If power
asymmetry is severe, the pilot should consider shutting down (Preplanned Engine Shutdown
Procedure) the engine which has low flight idle power and conducting a single engine landing.

REVISED: FEB 01/88
METRO III
VARIABLE AUTHORITY NOSE WHEEL STEERING TESTS
When the variable authority nose wheel steering test switch is held to either the left or right position,
a strong steering signal is sent to the actuator to turn in that direction. The fault detection circuit
immediately senses this signal as a fault and cancels the signal, stops the steering servo, and causes
the nose steering light on the annunciator panel to blink. The nose wheel steering will remain disabled
and the annunciator light will blink until the test switch is released to its neutral position.
If nose wheel steering is tested while holding the park mode button down and the park mode button
is released before the test switch is released, the nose wheel steering is likely to remain disabled until
the park mode button is depressed again and the rudder pedals are returned to the position they
were when the test was begun. Another way to clear such a continuing fault is to turn the nose wheel
steering switch off, align the rudder pedals with the nose wheel, and turn the nose wheel steering
switch on again.
If the nose wheel steering system is tested while taxiing at relatively high speed, the fault introduced
will cause the airplane to begin a turn at a rate which might be objectionable to passengers. Therefore,
for passenger comfort, it is recommended that the nose wheel steering test be accomplished while
taxiing slowly.
SETTING TAKEOFF AND CLIMB POWER
The takeoff distance and takeoff climb performance charts show the performance of this aircraft
provided the torque required by the Takeoff Power Check Charts is set prior to brake release. There
are two exceptions: when atmospheric conditions permit obtaining 100% torque dry or 110% torque
wet, static torque must be limited to 97% or 107%, respectively, to avoid over-torquing the engines
during the latter part of the takeoff roll when ram rises cause set power to increase.
When the engines are new, torque required by the charts can be obtained at less than the
maximum allowed 650oC EGT. Typically, a new engine reference EGT may be expected to increase
gradually as engine time increases. Eventually, chart torque may no longer be attainable at limiting
EGT (650oC). At that time, the aircraft will not be able to meet the takeoff distance and takeoff
climb performance presented in the PERFORMANCE SECTION. Any sudden requirement for higher
EGT indicates possible problems with the engine or indicating system and the need for maintenance
action.

REVISED: MAY 19/99
METRO III
PILOT'S OPERATING TIPS (continued)
SETTING TAKEOFF AND CLIMB POWER (continued)
Except possibly during single engine emergencies, use of more than reference EGT during engine
operations at 100% RPM amounts to unnecessary abuse of the engine with shortened engine life the
likely result. Reference EGT should be set during en route climbs if published climb performance is
expected. Therefore, it is important for the pilot to keep in mind the reference EGT for his engines.
Periodic static checks at takeoff torque or MCP in flight checks are recommended to determine
reference EGT trends.
NOTE
Single engine performance is based on the operating engine

being capable of producing the static power shown in the
Takeoff Power Check Charts. VMCA is based on the operating
engine producing 110% torque. The pilot should not hesitate
to use any reserve power available (up to 650oC EGT or 100%
torque – dry/110% torque – wet) if extra power is required during
single engine emergencies at low airspeeds.
It is important that the pilot set speed lever friction prior to takeoff roll. If friction is loose enough, the
speed lever(s) might vibrate to a lower RPM setting which would cause the SRL computer(s) to operate
on the inappropriate temperature correction schedule.
TAKEOFF RPM
The takeoff and climb performance of the aircraft and the maximum weight at which that performance
can be obtained depend upon the power produced by the engine(s). That power is directly related to
torque and RPM. The torque to set for takeoff is determined from the engine power setting charts in
Section 4. Those torque values are the values required when the RPM is 100%. Less than 100%
RPM, or less than chart torque at brake release, means less than "charted" power is set and that less
than "charted" performance will be obtained.
When the power levers are set for takeoff, the stabilized RPM indicated in the cockpit can be
influenced by several factors. Some of them are:
1. Adjustment of prop governor-high (PGH).

2. The position of the speed levers. PGH can't do its job if the speed levers aren't full forward
or if the linkage between the speed levers and the prop governors is maladjusted.
3. Engine oil temperature. High oil temperature will cause the RPM at PGH to be lower than when
oil temperature is in the 70 to 75 degree range normally seen during flight. As a rule for every
3oC of temperture higher than 70oC, you should decrease the nominal value of the stabilized
RPM 0.1%.
4. Wind direction and velocity. Static PGH checks on the ground with a strong tailwind will produce
low RPM.
5. Accuracy of the tach generator and tachometer. When the RPM's are aurally synched in flight
but there is a split in indicated RPM, the split is probably caused by indication error.

REVISED: MAY 19/99
METRO III
TAKEOFF RPM (continued)
Engine oil temperature during prolonged ground operations, particularly during the summer season,
can easily exceed 100oC. It is not uncommon to not be able to achieve 100% RPM at speed levers
high at such high oil temperatures. However, most commonly during takeoff roll, the oil cools down
rapidly and RPM increases to at least 100% (due both to the cooler oil and to the increased volocity
of the relative wind).
In summary, there is an operational requirement to have PGH set to achieve 100% to 101% RPM
for takeoff. The factors mentioned above affect PGH readings. Therefore PGH must be fine tuned in
consideration of these factors to ensure that at least 100% RPM is available for takeoff.
SRL COMPUTER SCHEDULES AND SETTING CRUISE POWER
Indicated EGT in the cockpit is the sum of compensated EGT plus a variable correction. The variable
correction is dependent upon engine speed and is applied only when the SRL computer is powered
and engine speed is above 80% RPM (SRL annunciator lights out). Furthermore, two distinct
correction schedules are used: one schedule when engine speed is between 99% and 101.5% RPM,
and the other when engine speed is between 95.5% and approximately 98% RPM. When engine
speed is changed from takeoff and climb setting (100% RPM) to cruise setting (97% RPM), a
noticeable, rapid increase in indicated EGT occurs at the time the SRL computer transitions from the
high RPM schedule to the low RPM schedule. Illumination of the fuel bypass lights and torque
fluctuation may accompany the transition between the two schedules.
To reduce the apparent abruptness and magnitude of the transition, retard the power levers to less
than approximately 580oC EGT before decreasing RPM in flight. Then reset the power levers to
desired cruise EGT. Cruise performance charts are based on 650oC and 97% RPM. Precise setting of
RPM and EGT is required to obtain that performance. But if 650oC EGT is set, and turbulence or flight
control manipulations load the propellers enough to cause RPM to decrease, the EGT will increase
and cause the fuel bypass lights to illuminate. Similarly, if RPM is set slightly above 97% and the
propellers are unloaded, RPM might increase sufficiently above 98% to cause the SRL computer to
transition to the high RPM temperature schedule with associated EGT excursion. Avoid operating
with RPM set in the range that allows transitioning between the two temperature schedules.
Your passengers will not enjoy the power excursion that may result from improperly set RPM.

REVISED: OCT 17/94
METRO III
REVERSE TAXI OPERATIONS
At maximum gross ramp weight the speed levers may have to be placed in high RPM and power
levers in full reverse to begin initial movement of the airplane. Reverse taxi speed should be controlled
primarily with the power levers. Wheel brakes should not be used to stop the aircraft unless absolutely
necessary, particularly when stopping from a relatively fast reverse taxi speed and/or with the center
of gravity near the aft limit. If wheel brakes are used under these conditions, the weight on the nose
wheels will be substantially reduced. Nose tire scrubbing and undesired turns caused by a castering
nose gear or uneven braking may result.
The nose wheel steering park button should be used only when negotiating backing turns over 20
degrees. Use of the park button for straight backing or turns of less than 20o will result in overly
sensitive response of the nose wheel steering system to rudder pedal inputs.
All reverse taxi operations should be conducted at the minimum speed required to accomplish the
desired ground maneuver. As with all ground operations, care should be taken to prevent excessive
propeller air blast on personnel or equipment directly in front of the airplane during reverse taxi
operation. Use of reverse at slow speeds when on taxiways or ramps that are not clean will result in
prop blade erosion and nicks from loose gravel or other debris.
CABIN PRESSURE CONTROLLER OPERATION
The cabin pressure controller operates to keep the cabin pressure at the pressure altitude selected on
the controller. It is important to realize that the controller recognizes only standard day altitudes. Thus,
if the controller is set to pressurize 100 feet above field elevation on a day when the altimeter setting
is well above 29.92 in. Hg., the airplane will be several hundred feet in the air after takeoff with bleed
air ON before pressurization begins. Similarly, with the same controller setting during landing
approach to the same airport, the airplane will be depressurized well above touchdown and the crew
and passengers will experience pressure build-up at a rate equal to the rate of descent during the
landing approach. Selecting a cabin altitude slightly below field elevation on high pressure days will
eliminate the high rate of pressure increase during final approach.
Conversely, if it is a day with an altimeter setting well below 29.92 in. Hg., the selected cabin altitude
should be higher than field elevation to avoid an objectionable pressurization bump immediately after
liftoff with bleed air ON and to avoid touchdown with the airplane still pressurized.
During takeoff the bleed air may be turned off. Therefore, the pilot should set the cabin altitude after
considering the altimeter setting and the altitude where he predicts he will be when he turns the
bleed air switches ON, or AWI switch OFF, after takeoff. Turning the bleed air switches ON one at a
time before reaching the altitude where pressurization will begin should prevent the “bump”
associated with sudden pressurization.
With sea level selected on the cabin pressure controller, the cabin will maintain that altitude until the
aircraft exceeds 16,800 feet pressure altitude.

REVISED: MAY 19/99
METRO III
COCKPIT LIGHTING
The cockpit is equipped with DC lighting. The integrally lighted instruments and the edge-lighted
panels are also DC powered.
Spare bulbs are stored behind the pilot’s seat. The 327 bulbs are used in press-to-test lights, the
334 bulbs are used in glareshield lights, the 328 bulbs are used in post lights and the standby
magnetic compass, and the 6839 bulbs are used in the landing gear position indicator, crossflow
valve switch position light, oil cooler duct heat lights, and the fuel, hydraulic, and crossflow valve
position lights.
NOTE
Bulbs must be verified for the correct type prior to replacement

of burned out bulbs.
ENGINE FLAMEOUTS DURING ADVERSE WEATHER
If air or fuel flowing to the combustion chambers is interrupted, any turbine engine is apt to flame out.
Although every potential cause of such interruptions cannot be predicted, it is known with certainty that
ingestion of large quantities of slush or ice have caused TPE331 engines to flame out. Flameouts due to
slush ingestion have occurred during both takeoff and landing rolls. Flameouts in flight have occurred
when large amounts of ice shed from prop spinners, when sheets of ice inside the intake throats slid
back after engine and prop heat was selected, and after the airplane was flown into air warm enough
to loosen the accumulation of ice in the throats. Some of these flameouts occurred after leaving icing
conditions when visible precipitation or moisture no longer existed in the vicinity of the airplane. In
every reported case of flameout due to ice or slush ingestion, the continuous ignition system was not
operating. Fairchild Aircraft has received no reports of sustained flameouts on SA227 aircraft when
the continuous ignition systems were operating in accordance with AFM procedures.
For normal flight operations in known icing conditions, rain and turbulence the OVERRIDE mode
(Ignition Mode Switches) or AUTO position (AUTO/CONT Ignition Switches) should be selected. If flight
operations include takeoff and landing whenever standing water or slush is present, flight in heavy rain,
and as required before selecting engine and prop heat following inadvertent icing encounters, the
OVERRIDE or CONT position should be selected. Whenever operating with OVERRIDE or CONT
ignition, flight crews should return to weather conditions suitable for the NORMAL or AUTO position as
soon as practical.
With AUTO/CONT Ignition switch installed, if an interruption to the engine airflow occurs (caused by
ingestion of slush or ice) and the AUTO/CONT ignition switch is in the AUTO position, the ignition system
provides an engine re-light protection feature by energizing the ignition when the negative torque
sensing (NTS) system is activated. A re-light cycle initiated by a NTS signal may last for 3 to 7
seconds, and may be identified by engine Torque and RPM roll back and a mild yaw excursion on the
aircraft as the ignition system detects a power interruption and restores normal engine performance.

REVISED: MAY 19/99
METRO III
ENGINE FLAMEOUTS DURING ADVERSE WEATHER (continued)
The OVERRIDE or CONT ignition position will provide an immediate re-light if either air or fuel flowing to
the combustion chambers is interrupted briefly. Such interruptions are usually not recognized by the
flight crew. When planning long term operations in weather conditions requiring extensive use of
OVERRIDE or CONT ignition, flight crews should consider changing altitudes (temperature and
moisture content) to preclude excessive ice accumulation.
OPERATIONS WITH STANDING WATER, SLUSH, OR WET SNOW ON THE RUNWAY
Standing water, slush, and wet snow all appear to affect aircraft takeoff and landing performance in
the same way. During takeoff, acceleration is reduced by the impingement of spray on the aircraft. At
some speed, during the acceleration, the wheels will start to hydroplane. When the nose wheel
hydroplanes, it becomes relatively ineffective for steering. This effect will be especially noticeable
during crosswind conditions; however, rudder effectiveness should be sufficient to control the
airplane. When the nose wheel hydroplanes, the amount of extra drag appears to be reduced since
the spray pattern narrows with a resulting reduction of impingement on the aircraft, and therefore,
hydroplaning is not a completely adverse condition for takeoff. During landing, the problems
encountered are obviously those of reduced brake and steering effectiveness. Once started,
hydroplaning is likely to continue well below the speed at which it would start during takeoff.
However, ground idle drag should promptly decelerate the aircraft through the hydroplaning speed
range. Heavy use of reverse thrust should be reserved for emergency stopping situations. The cloud of
spray produced may obstruct forward visibility and result in engine ingestion sufficient to cause
flameout.
Exact data on the changes in aircraft performance caused by runway coverings are not available. The
amount of performance deterioration is a function of both runway conditions and aircraft
configuration. It is recommended that current FAA Advisory Circular guidelines concerning
performance with water, slush, or snow on the runway be followed.
For takeoff, the required runway length should be increased by at least 30% for depths of up to 1/2
inch of standing water, slush, and/or wet snow. When the depth of the covering extends over an
appreciable part of the runway and exceeds 1/2 inch, takeoff should not be attempted. For landing,
a minimum of 30% additional runway should be allowed for wet or slippery runway.
Chined nose wheel tires, recognized by a protruding strip around the outer side of the tire, are
available and approved for use on the METRO III. The use of chined nose wheel tires is strongly
recommended on these aircraft when operating from runways with standing water, slush, and /or wet
snow.
NOTE
Use continuous ignition for takeoff or landing on a wet or

snow/slush covered runway to ensure immediate relight in the
event that engine combustion is interrupted by ingested water,
slush, or snow during the ground roll.
MANUFACTURER'S
MANUFACTURER'S DATA
DATA MANUFACTURER'S DATA 6-119
ISSUED:
ISSUED: APR
APR 02/86
02/86 7AC
REVISED: MAY 19/99
METRO III
NOISE CONTROL
Many people object to the sounds of aviation. Therefore, out of consideration for the public and to
avoid possible legal restrictions, every effort should be made to minimize the noise impact of each
flight. Appropriate use of Minimum Normal Operating Power (MNOP) and the following procedures
will lessen the noise perceived by both those on the ground and the passengers aboard your aircraft.
NOTE
MNOP is defined as:
97% RPM and 100% torque or 650 o C EGT, whichever is

encountered first. It is equivalent to maximum cruise power.
Takeoff and Climb
1. Maintain takeoff power and V50 until obstacles are cleared, then retract flaps and accelerate
to VY.
2. Reduce power to MNOP and continue climb at VY until reaching 2,000 feet AGL.
3. Continue climb with MNOP set or increase power to MCP if required or desired to obtain better
climb performance.
En Route
1. Avoid unnecessary flight at low altitudes over noise sensitive areas.
2. Maintain at least 2,000 feet AGL when flying at high power.
Approach
1. Delay resetting RPM from cruise to 100% until after gear and one-half flaps are down.
2. Conditions permitting, delay RPM increase until after flaps are full down.

REVISED: MAY 19/99
METRO III
INTENTIONAL ONE ENGINE INOPERATIVE SPEED (VSSE)
The intentional one engine inoperative speed (VSSE) is the speed above which an engine may be
intentionally and suddenly flamed out for pilot training purposes and must not be confused with the
demonstrated minimum control speed (VMCA). VSSE is to be used as the starting speed when
training pilots to recognize the low speed, single engine, handling qualities and perfomance of the
METRO III. After ensuring proficiency in controlling the airplane at VSSE, it is permissible to slow down
with one engine inoperative toward VMCA to further increase the trainee’s awareness, proficiency,
and confidence.
Several factors must be considered prior to intentionally rendering an engine inoperative in flight by
either depressing the stop button, pulling the engine stop and feather control part way out, or stopping
fuel flow by shutting off at the firewall with the fuel shutoff switch. Pertinent factors are terrain
proximity, gross weight, airspeed, gear and flap configuration, pilot proficiency, and the necessity for
flaming out the engine.
NOTE
Retarding a power lever to the flight idle stop to simulate a

failed engine at low airspeed will provide approximately the
same control and performance problems as will rendering an
engine inoperative intentionally. Power lever chops do not
adversely affect the engine. With the failed engine at flight idle
power, it is readily available to be used to recover from excessive
loss of airspeed, altitude, control, or possible difficulties with
the operating engine.
WARNING
FAIRCHILD AIRCRAFT RECOMMENDS THAT THE INHERENT

SAFETY MARGINS OF SIMULATING ENGINE FAILURE,
RATHER THAN ACTUALLY RENDERING IT INOPERATIVE,
BE USED DURING PILOT TRAINING.

REVISED: MAY 19/99
METRO III
INTENTIONAL ONE ENGINE INOPERATIVE SPEED (VSSE) (continued)
If it is deemed necessary to intentionally render an engine inoperative for pilot training, the following
conditions define the circumstances under which the chosen VSSE is valid.
Prior to Intentional Engine Failure
1. Airport Pressure Altitude ...........................................................................5,000 FEET MAXIMUM

2. Minimum Altitude ..............................................................................100 FEET ABOVE GROUND
3. Both Engines ................................................................................................... TAKEOFF POWER
4. Landing Gear............................................................................. RETRACTING OR RETRACTED
5. Wing Flaps ................................................................................................... NO MORE THAN 1/4
6. Gross Weight.................................................................................... 14,000 POUNDS MAXIMUM
7. Bleed Air .................................................................................................................................... ON
8. Airspeed (VSSE) ............................................................................................ 115 KIAS MINIMUM
NOTE
• The right engine is the critical engine and will create the more
challenging directional control problem if it is rendered
inoperative.
• If the yaw damper is on, the yaw damper will assist the pilot
in directional control. (If yaw damper installed.)
• Commanding high propeller blade angle by keeping the

power lever of the failed engine well forward will reduce
windmilling propeller drag in the event that NTS failure
accompanies intentional engine failure.

REVISED: MAY 19/99
METRO III
INTENTIONAL ONE ENGINE INOPERATIVE SPEED (VSSE) (continued)
After Intentional Engine Failure
1. Operating Engine ............................................................................................ TAKEOFF POWER

2. Landing Gear............................................................................................................ RETRACTED
3. Wing Flaps ............................................................................................................... RETRACTED
4. Engine Stop and Feather Control (Failed Engine) ........................................................... PULLED
5. Bleed Air .................................................................................................................................. OFF
6. Airspeed ................................................................................................................................VYSE
WARNING
AT HIGH GROSS WEIGHT AND AT HIGH DENSITY

ALTITUDES, ALTITUDE MUST BE SACRIFICED TO
ACCELERATE FROM VMCA to VYSE.
CAUTION
• REPEATED INTENTIONAL FLAMEOUTS WHEN OPERATING

AT HIGH ENGINE POWER WILL EXPOSE THE ENGINE TO
UNNECESSARY AND EXCESSIVE THERMAL SHOCKS AND
WILL LIKELY REDUCE ENGINE LIFE.
• DO NOT ALLOW THE ENGINE TO WINDMILL IN THE 18%

TO 28% RPM RESTRICTED RANGE.
INTENTIONAL ONE ENGINE INOPERATIVE

SPEED IS
115 KIAS

REVISED: MAY 19/99
METRO III
APPROVED ENGINE OILS
Approved engine oils as listed in Garrett Installation Manual IM-5117 are:
Mobil Jet Oil II

Exxon (Enco/Esso) Turbo Oil 2380
Castrol 5000
Aeroshell/Royco Turbine Oil 500
Aeroshell/Royco Turbine Oil 560
Mobil 254
AiResearch Specification EMS53110 Type II is equivalent to Military Specification MIL-L-23699B.
NOTE
Do not mix types or brands of oil.

REVISED: OCT 17/94
METRO III
CONVERSION TABLES
DISTANCE
Meters Feet Meters Feet Meters Feet Meters Feet
1 3 10 33 100 328 1,000 3,281
2 7 20 66 200 656 2,000 6,562
3 10 30 98 300 984 3,000 9,843
4 13 40 131 400 1,312 4,000 13,123
5 16 50 164 500 1,640 5,000 16,405
6 20 60 197 600 1,969 6,000 19,686
7 23 70 230 700 2,297 7,000 22,967
8 26 80 263 800 2,625 8,000 26,248
9 30 90 295 900 2,953
TEMPERATURE
oC oF oC oF oC oF oC oF oC oF oC oF
–40 –40.0 –24 –11.2 –8 17.6 8 46.4 24 75.2 40 104.0
–39 –38.2 –23 –9.4 –7 19.4 9 48.2 25 77.0 41 105.8
–38 –36.4 –22 –7.6 –6 21.2 10 50.0 26 78.8 42 107.6
–37 –34.6 –21 –5.8 –5 23.0 11 51.8 27 80.6 43 109.4
–36 –32.8 –20 –4.0 –4 24.8 12 53.6 28 82.4 44 111.2
–35 –31.0 –19 –2.2 –3 26.6 13 55.4 29 84.2 45 113.0
–34 –29.2 –18 –0.4 –2 28.4 14 57.2 30 86.0 46 114.8
–33 –27.4 –17 1.4 –1 30.2 15 59.0 31 87.8 47 116.6
–32 –25.6 –16 3.2 0 32.0 16 60.8 32 89.6 48 118.4
–31 –23.8 –15 5.0 1 33.8 17 62.6 33 91.4 49 120.2
–30 –22.0 –14 6.8 2 35.6 18 64.4 34 93.2 50 122.0
–29 –20.2 –13 8.6 3 37.4 19 66.2 35 95.0 51 123.8
–28 –18.4 –12 10.4 4 39.2 20 68.0 36 96.8 52 125.6
–27 –16.6 –11 12.2 5 41.0 21 69.8 37 98.6 53 127.4
–26 –14.8 –10 14.0 6 42.8 22 71.6 38 100.4 54 129.2
–25 –13.0 –9 15.8 7 44.6 23 73.4 39 102.2 55 131.0
WEIGHT
Kgs. Lbs. Kgs. Lbs. Kgs. Lbs. Kgs. Lbs.

1 2 10 22 100 221 1,000 2,205
2 4 20 44 200 441 2,000 4,409
3 7 30 66 300 661 3,000 6,614
4 9 40 88 400 882 4,000 8,818
5 11 50 110 500 1,102 5,000 11,023
6 13 60 132 600 1,323 5,670 12,500
7 15 70 154 700 1,543 6,000 13,228
8 18 80 176 800 1,764 6,350 14,000
9 20 90 198 900 1,984 6,580 14,500

REVISED: OCT 17/94
METRO III
CONVERSION TABLES
PRESSURE
Milli- 0 1 2 3 4 5 6 7 8 9
bars INCHES HG
910 26.87 26.90 26.93 26.96 26.99 27.02 27.05 27.08 27.11 27.14
920 27.17 27.20 27.23 27.26 27.29 27.32 27.34 27.37 27.40 27.43
930 27.46 27.49 27.52 27.55 27.58 27.61 27.64 27.67 27.70 27.73
940 27.76 27.79 27.82 27.85 27.88 27.91 27.94 27.96 27.99 28.02
950 28.05 28.08 28.11 28.14 28.17 28.20 28.23 28.26 28.29 28.32
960 28.35 28.38 28.41 28.44 28.47 28.50 28.53 28.56 28.58 28.61
970 28.64 28.67 28.70 28.73 28.76 28.79 28.82 28.85 28.88 28.91
980 28.94 28.97 29.00 29.03 29.06 29.09 29.12 29.15 29.18 29.21
990 29.23 29.26 29.29 29.32 29.35 29.38 29.41 29.44 29.47 29.50
1000 29.53 29.56 29.59 29.62 29.65 29.68 29.71 29.74 29.77 29.80
1010 29.83 29.85 29.88 29.91 29.94 29.97 30.00 30.03 30.06 30.09
1020 30.12 30.15 30.18 30.21 30.24 30.27 30.30 30.33 30.36 30.39
1030 30.42 30.45 30.47 30.50 30.53 30.56 30.59 30.62 30.65 30.68
1040 30.71 30.74 30.77 30.80 30.83 30.86 30.89 30.92 30.95 30.98
1050 31.01 31.04 31.07 31.10 31.12 31.15 31.18 31.21 31.24 31.27
TURBINE FUEL
Lbs. Gal. Liters Lbs. Gal. Liters Lbs. Gal. Liters

10 1.5 5.7 100 15 57 1,000 150 567
20 3.0 11.3 200 30 113 2,000 300 1,134
30 4.5 17.0 300 45 170 3,000 449 1,701
40 6.0 22.7 400 60 227 4,000 599 2,268
50 7.5 28.4 500 75 284 5,000 749 2,835
60 9.0 34.0 600 90 340
70 10.5 39.7 700 105 397
80 12.0 45.4 800 120 454
90 13.5 51.0 900 135 510
NOTE
Fuel conversions are approximate and will vary with fuel

temperature. The quantities are based on 6.6763 pounds per
U.S. gallon, and 3.785 liters per U.S. gallon.

REVISED: FEB 01/88

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METRO III

Introduction ........................................................................................................................................... 6-1

MANUFACTURER'S DATA MANUFACTURER'S DATA 6-i

6-ii MANUFACTURER'S DATA MANUFACTURER'S DATA

Warning and Monitoring Systems ....................................................................................................... 6-59

MANUFACTURER'S DATA MANUFACTURER'S DATA 6-iii

Hydraulic System Schematic .............................................................................................................. 6-80

6-iv MANUFACTURER'S DATA MANUFACTURER'S DATA

Engine Indicating Systems ................................................................................................................ 6-106

MANUFACTURER'S DATA MANUFACTURER'S DATA 6-v

THIS PAGE LEFT BLANK INTENTIONALLY

6-vi MANUFACTURER'S DATA MANUFACTURER'S DATA

Manufacturer’s performance data apply to S/N AC-514 and

DATE PAGE DATE PAGE

6-i ........................................................ OCT 17/94 6-21 ..................................................... OCT 17/94

MANUFACTURER'S DATA MANUFACTURER'S DATA 6-vii

Manufacturer’s performance data apply to S/N AC-514 and

DATE PAGE DATE PAGE

6-49 ..................................................... MAY 07/87 6-77 ..................................................... MAR 13/87

6-viii MANUFACTURER'S DATA MANUFACTURER'S DATA

Manufacturer’s performance data apply to S/N AC-514 and

DATE PAGE DATE PAGE

6-107 ................................................... MAR 13/87 6-117 ................................................... MAY 19/99

MANUFACTURER'S DATA MANUFACTURER'S DATA 6-ix

THIS PAGE LEFT BLANK INTENTIONALLY

6-x MANUFACTURER'S DATA MANUFACTURER'S DATA

B-1 6-v, 6-vii, 6-viii, Corrected typographical errors. SEP 5/86

B-3 6-vii, 6-viii, 6-xi, Revised Cooling System. MAY 07/87

Depending on the jurisdiction, the use of the

In addition, systems descriptions and pilot operating tips are

Conversion tables for commonly used measuring units are located at

MANUFACTURER'S DATA 6-l

THIS PAGE LEFT BLANK INTENTIONALLY

6-2 MANUFACTURER'S DATA

TAKEOFF SPEEDS VR AND V5o

GIVEN: TAKEOFF WEIGHT = 12,190 POUNDS

MANUFACTURER'S DATA 6-3

ASSOCIATED CDNDtTIONS. EXAMPLE

POWER.. __ _.. _. ..TAKEOFF (DRYI GIVEN: OAT - -4%

. MAXIMUM OAT FOR ENGINE ANTbICE ON IS 5%.

6-4 MANUFACTURER'S DATA

POWER. _. _. __ __ .TAKEOFF IbRYl GIVEN. OAT - -5%

l INCREASE ACCELERATE STOP DISTANCE BY 4.2 PERCENT

. MAXIMUM OAT FOR ENGINE ANTI-ICE ON ISSOC.

MANUFACTURER'S DATA 6-5

ASSOCIATED CONDITIONS: EXAMPLE:

POWER ............. TAKEOFF (WET) GIVEN: OAT - 15%

6-6 MANUFACTURER'S DATA

THIS PAGE LEFT BLANK INTENTIONALLY

MANUFACTURER'S DATA 6-7

POWER ............. TAKEOFF IDRVI GIVEN: OAT - -1G’k NOTE

POWER ............. TAKEOFF (DRY) GIVEN: OAT - -I?%

POWER ............. TAKEOFF (WET) GIVEN: OAT = 21°C

ASSOCIATED CONDITIONS: EXAMPLE:

POWER. ......... .MAX CONTINUOUS GIVEN: OAT AT 27,000 FEET = -13’C

ASSOCIATED CONDITIONS: EXAMPLE:

POWER.. . . . . . . . . . MAX CONTINUOUS GIVEN: OAT AT 23,000 FEET = -26OC

-60 -40 -20 0 20 40 60

6-12 MANUFACTURER'S DATA

POWER. _. _. .TAKEOFF IbRYl GIVEN. OAT - -5%