Username Protected wrote:
I have 3 years and about 2500 hrs PIC flying for a regional in the Northeast in the 90's.
Texas Tampon and lawn dart are two other nicknames.
The good:
Faster than a 1900 (sorry Beech fans)
Has really good range due to lower fuel burn than the 1900 and a large fuel capacity.
Excellent "trainer" for moving up to jets.
Stable instrument platform. Remember, we didn't have autopilots. Heavy in roll, it's somewhere between a DC-8 with the hydraulics on and a DC-8 in manual reversion.
Depending on the max takoff weight, you could at least carry 19 people and 31 bags and still carry gas to get to your destination (1+30 to 2 hrs) and still have gas to get to an alternate without a sweat. Try that in a 1900. If your plane had 16k max TO or 16.5 (Metro 23), you had even more to play with.
Our planes had freon a/c and a ground heating system that could be powered from a GPU. Everybody loved that except for the unlucky guy sitting in the middle seat, last row. The aft a/c outlet was either at head height or a bit above.
The airframe is stout.
The bad:
The TPE 331 wasn't as robust as the PT-6 in the 1900. The engine wasn't flat rated, so making sure it met torque specs on the takeoff roll was a must.
The systems were a kind of patch work quilt. They worked, but it was different. Water injection anyone? Worked great, but hoaky
The NWS system caused a few to get an upclose and personal look with the runway edge lights. Again, trained properly, not an issue.
While it's a TP and can slow down, get down, it doesn't hold a candle to the 1900 in this regard. A bit a descent planning was required.
Starting a TPE 331 is an interesting experience. While some TP never get even close to redline during start, the TPE 331 flaunts it with everyone. It's marginal at best using the ships battery alone. Hit the parrallel/ series button threw the passengers into the dark at night. They loved that. Plan on using a GPU and nobody will get hurt.
The doors with the "click clacks" was a PITA. I don't know how many times the rampers couldn't close the cargo door after we boarded paxs. All it took was for someone (usually me) to push up on the bottom of the fuse near the door. It didn't take alot, but it still took a push.
The plane is very loud inside and out. I thought it was very loud, but after flying it a year or two, it didn't bother me any more
Hope this helps.
John,
If you flew them for Northeast Express, we have one still in the same colors. The fleet of four that we have left have passenger histories including Horizon, Comair, Northeast Express, American Eagle (Can't remember the company), and LoneStar.
I can carry 4000-4400# on our normal flights (~1 hour) with the 14.5k birds. None of ours have are the heavy weight birds. Flying cargo, forward CG's common with passengers are typically not an issue...
As far as comparison to the PT-6, I bet you would find the TPE-331 is has a much lower failure rate than the PT-6. Our biggest issue with unscheduled removal is FOD, i.e., birds. TBO is over double the PT-6 if I recall correctly (my notes are at home)...
We found the NWS "failures" were 99% the fault of the crew not removing one engine from the start locks. When uses the NWS during the takeoff roll, then releases the button, the rudder can't keep the aircraft on the runway with the asymentical thrust...
We replace the batteries on a annual schedule (or based on need). In the past year (~300-400 flights), I've only aborted one engine start, and that was due to pilot error. If the engines are setup properly, they start fine and never exceed the normal 695 degree target controlled by the SRL system. If it goes anywhere near the 770 limit, there are significant setup or external issues with the engine. Approximately 40-50% of our starts are using ground power. We would prefer more, but for logistical reasons we don't at the moment..
Overall, it's a good primer for someone going into the airline industry. We have no autopilots and fly them about 80/20 single pilot. I've always said, if you can fly the Metro, you can fly anything. It's far more challenging than any other jet/tp that I've flown (D328, CL65, 757, 767, 744).
Jason
