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Flyin Tony

Flyin Tony

Well-known member
Joined
Mar 5, 2004
Posts
735
Anyone know where I can get a metro study guide, or anything to help me study before I goto class?
 
Last edited:
training materials

flight department usually sends them to you when they decide who is going to be typed... I got mine about a month before going to Seattle... did they decide on a class date for you yet? If so I would give the training department a call, they may have just forgot to send it... have fun with the tube, cause she'll have fun with you!
 
Tony, where you gonna be based? If its anywhere other than BUR or PHX can I have the bike, I'll keep it runnin on my trips to glamis. Your not gonna need it anymore....LOL
 
Congrats and enjoy it. The tube is a fun and rewarding airplane to fly. Don't let Buff razz you too much either. Someone recently decided to let him fly again and he was seen trying to taxi the tug out before someone reminded him what an airplane looked like.

Some nice numbers for the tube:

1. In the sim 4 degrees pitch up is your magic number. When in doubt and throughout your manuevers return the 4 degrees for level flight. Not so in the real thing. 1-2 degrees nose up in real life.

2. To set your airspeed subtract 100 kts from the desired airspeed and divide by 2. That will give you a target TQ setting. For example, if you desire 240kts then -100 = 140/2 = 70 TQ. Kinda cumbersome at first, but works well when you get used to it.

3. For constant airspeed descents subtract 10% TQ per side for every 500 fpm you wish to descend. So if you're doing 200 kts (50 TQ) and desire a 1000 fpm descent then 30 TQ per side will work nicely.

4. Between FL 180-210 is your cruise sweet spot at 610 EGT and 97 % rpm. You can take it higher, but are losing out if you aren't running speeds high.

5. For loading: 800 lbs or less put it all in bay 4 or 5(expediter). 800-2000 lbs put it in bays 2-3 or 3-4(expediter). Any heavier than that and you need to start in bay 1.

6. To set your pressurization divide your altitude by three and set that for your cabin altitude. You can work from there.

7. If your nosewheel steering is deferred try taxiing speeds high. It makes a huge difference.

There's a lot more to it, but that's all I can think of off the top of my head. Maybe some other deathpencil drivers can chime in with other good advice.
 

In a light Metro your MTOW is 14,500 you can take up to 14,600 to account for the 100lb fuel burn on the taxi.

Different pilots like Different CG's. Some like it right down the middle, some a little forward and some AFT. Depending on the A/C if your CG is too aft the Auto Pilot will try and correct for it and you will be fighting her the whole way.

You can most likely tell where your CG is going to be from the nose gear strut.

Any loading questions let me know, I'm the only Load Planner at AMF who has a personal CG Wheel!

Most of all, Handel the Airplane or she will handle you!
 
I wouldn't worry so much about getting the systems book... Try to get your hands on a Metro SOP from one of the other Metro pilots at CVG and see if they still have the cockpit poster. Study flows, and only flows, until you go to Seattle. They will spoonfeed you the systems stuff, but expect you to come prepared with flows. Good luck!
 
Linetech said:
In a light Metro your MTOW is 14,500 you can take up to 14,600 to account for the 100lb fuel burn on the taxi.

Different pilots like Different CG's. Some like it right down the middle, some a little forward and some AFT. Depending on the A/C if your CG is too aft the Auto Pilot will try and correct for it and you will be fighting her the whole way.

You can most likely tell where your CG is going to be from the nose gear strut.

Any loading questions let me know, I'm the only Load Planner at AMF who has a personal CG Wheel!

Most of all, Handel the Airplane or she will handle you!
Click to expand...

Don't rely on the nose strut technique. It'll get you into deep trouble someday. A tail heavy tube is no fun.
I wouldn't say the plane takes more skill to fly than others, but it does have a lot of creative ways that it tries to cause you trouble.
Learn the flows and get it so you can do em without thinking about it. Then it's just another airplane.
Good Luck.
 
Popeye0537 said:
Tony, where you gonna be based? If its anywhere other than BUR or PHX can I have the bike, I'll keep it runnin on my trips to glamis. Your not gonna need it anymore....LOL
Click to expand...

Going to be based in CVG, Im going to go get the bike! I havent been on it in almost a year. I havent got a class date yet, they have to get someone to cover my run first, but it should be in a month or so.
 
Linetech said:
In a light Metro your MTOW is 14,500 you can take up to 14,600 to account for the 100lb fuel burn on the taxi.
Click to expand...

You can do the same with the heavy Metro. A 100lb fuel burn on taxi! Taking a personal tour of the airport are we?
 
the "standard" taxi burn is 100lbs whether u actually burn it or not, it is legal most places to include it trust me after 4k plus in the thing...it wont feel it at all...
 
what document makes it legal "in most places" to take off over the max take off weight? I wouldn't advance the throttles at anything over 14,500 if I were you if the FAA is sitting in the right seat or observing. I have 4000 hours in the metro as well, and I know it flies quite nicely over gross (statute of limitations has expired). That doesn't make it legal however. Would you take off in the 767 at more than 406,000? YMMV
 
TheDogsBollocks said:
You can do the same with the heavy Metro. A 100lb fuel burn on taxi! Taking a personal tour of the airport are we?
Click to expand...

If its UPS yes, just to piss them off !!!


Golden Falcon said:
the "standard" taxi burn is 100lbs whether u actually burn it or not, it is legal most places to include it trust me after 4k plus in the thing...it wont feel it at all...
Click to expand...

Quite true. Iv sent a 14,5 metro with 4+ and a heavy with 48+. She didnt even hiccup! thats bank runs for ya, All weight and no bulk.
 
In addition to the flows and profiles, try to memorize the systems tests- both the first flight of the day and weekly checks. You will do the FFOD stuff before each sim flight, so the better you know it going in, the less time you waste messing around doing that and the more time you get flying it.

Also, try to spend some "dry" time in the plane practicing flows. The cockpit poster is OK, but if you have access to a plane that's not being used, that's even better.

Good luck. The tube is a fun airplane!
 
Does any AMF pilots have a copy of the ops-spec on the net they can send to me?

Thanks for the help everyone.
 
I have an outline of the opspec manual somewhere on my laptop. I can dig it up. PM me your email address and ill forward it to you. not metro specific but helpful.

Pyle
 
Umm, I can't suggest you do this, but an easy way to get the AMF opspecs would be to take them from the airplane, copy them at the fbo, and then return them to the airplane. Also, I would strongly advise you know them if you're doing a check with marvelous. He's a good guy, but does expect you to know your stuff.
 
If you are indeed going to training, you need to talk to your ACP about getting the training materials. I doubt anybody is going to cough up their SOP. They may not give them to you if you don't have a firm class date yet, but it can't hurt to ask.
 
Help

Anyone know the definiton of "heavy Turboprop"? My company is allowing 500hrs less total jet time, for upgrade to the left seat, if you have 500hrs of heavy turbo prop. I can't find it.


DirtyBeech said:
Congrats and enjoy it. The tube is a fun and rewarding airplane to fly. Don't let Buff razz you too much either. Someone recently decided to let him fly again and he was seen trying to taxi the tug out before someone reminded him what an airplane looked like.

Some nice numbers for the tube:

1. In the sim 4 degrees pitch up is your magic number. When in doubt and throughout your manuevers return the 4 degrees for level flight. Not so in the real thing. 1-2 degrees nose up in real life.

2. To set your airspeed subtract 100 kts from the desired airspeed and divide by 2. That will give you a target TQ setting. For example, if you desire 240kts then -100 = 140/2 = 70 TQ. Kinda cumbersome at first, but works well when you get used to it.

3. For constant airspeed descents subtract 10% TQ per side for every 500 fpm you wish to descend. So if you're doing 200 kts (50 TQ) and desire a 1000 fpm descent then 30 TQ per side will work nicely.

4. Between FL 180-210 is your cruise sweet spot at 610 EGT and 97 % rpm. You can take it higher, but are losing out if you aren't running speeds high.

5. For loading: 800 lbs or less put it all in bay 4 or 5(expediter). 800-2000 lbs put it in bays 2-3 or 3-4(expediter). Any heavier than that and you need to start in bay 1.

6. To set your pressurization divide your altitude by three and set that for your cabin altitude. You can work from there.

7. If your nosewheel steering is deferred try taxiing speeds high. It makes a huge difference.

There's a lot more to it, but that's all I can think of off the top of my head. Maybe some other deathpencil drivers can chime in with other good advice.
Click to expand...
 
They probably mean turboprop over 20-25,000 lbs. I have no actual definition for you.
 

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