Boomerang

Any advice from those with experience. Hints on handling, engines etc. Things that aren't in the flight manual?

Richo

Boomer

All the best with the endorsment, I presume you are about to do one.

I am not the most qualified on this ACFT type and have only around 200 hrs, so take these comments accordingly.

Firstly it flies OK, but is pitchy when at height (18000+) and whenever heavy. Roll is a terrible, very heavy ailerons which are half way in along the wing, this will take some time to get used to.

WT and Ballance is very easy for a machine of its size. baggage WT and distribution is the only thing you will have to think about.

As for things not in the AFM, well when you see the size of it you will find its very comprehensive as well as VERY big. Emerg and abnormal are very comprehensive.

But there are a few points ;
1. Always wear hearing protection(plugs) under the headset.
2. The machine comes with lots of different mods such as
Anti-skid, different props, electronic HSI, etc these need to be identified and you have to fly each aircraft differently. For instance if you have 663? props, you must leave the power on down near the runway on landing also start/taxi wind limits apply.
3. Its cheep with cheep equipment, it all works and works well but you just can't get away from the feeling that it is built by the cheepest manafacturer for the cheepest price.
4. On a positve note its a very stable IFR approach platform, very easy on the ILS and reversal procedures.

Of course accountants love them, cheep to operate with 19 pax seats. Why do you think AIRNORTH, SKIPPERS etc have so many.

Again have fun.
(What did you say sonny)

ITCZ

Hmm, stuff that is not in the AFM...

Presume you will be getting a job as FO first. Spinning the props after shutdown -- a few M23 pilots spin the props so hard that it indicates on the torque guages. This is not necessary. All you are trying to do is dissipate residual heat, pulling through the required blades at a reasonable speed will do this.

Setting takeoff power. On hotter days you will be EGT limited rather than torque limited. The engines have overtemp protection with the fuel bypass, but if you rely on that you will miss out on a bit of power.

Set the power initially so that EGT is just under 740degrees. Observe it rise during the TO roll and adjust. The fuel bypass should protect against overtemp, but it is fairly coarse adjustment and you wont make as much power as you could if you carefully set TO power.

"Wet" takeoffs. You should experience one in your endorsement. Be ready to adjust power after turning off the CAWI pumps at acceleration altitude. It feels like the bottom falling out of the aircraft the first time you do it. Be cautious that you dont select Reserve power as you turn CAWI off.

As I write this, I seem to remember that there was a thread on this stuff last year. Why not try a search?

18-Wheeler

Never arm-wrestle a Metro pilot - You will lose!

Master of the House

ITCZ - probally a typo, i'd be setting 640, not 740, however where i work operate reduced power takeoff's so don't see the bypass lights on much at all.

Master of the House

And don't stand under the gear doors and open them if it has been raining, get on the upwind side!