What Does The Future Hold For The Fairchild C-26 Metroliner?

We talk a lot about the C-12 Huron and its derivatives, and for good reason: the Beechcraft King Air is the best-selling and most popular turboprop ever built. There are hundreds in the air at any given time globally, and they represent the best overall value in terms of cost and value. But there is another twin-turboprop that is lesser known but has held its own for many years as a military utility transport version of a commercial off-the-shelf civilian aircraft: the Fairchild C-26 Metroliner. 

The C-26 is still in use by the Army and Navy as a DV prime mover, along with rapid response cargo, range support, and modern air transport missions. Let’s take a look at what is still going on with the C-26 and how much longer we’ll be seeing this gangly bird flying around.  

About the C-26A Metroliner

The twin turboprop aircraft the American military uses in the Fairchild Swearingen Metroliner series is known as the Fairchild Aircraft C-26 "Metroliner." Although the US Armed Forces did not formally name it, it is popularly known by the same name as its civilian equivalent. 

The Model SA227-AC Metro III has a military designation of C-26A, whereas the Model SA227-BC Metro III and Model SA227-DC Metro 23 have a military designation of C-26B, and the Model SA227-AT Merlin IVC has a military designation of UC-26C.

The Air Force originally acquired the C-26, and they used the Metros for a number of years. However, the Air Force eventually parted ways with the airframe, at least the “slick” models (the RC-26 would be operated for a number of years and was only recently retired). The Army and Navy were happy to oblige since no acquisition costs were associated with transfers. One of the main features that is so appealing about the C-26, as opposed to other fixed-wing military version transports, is the seating capacity of the Metroliner. It has substantially more seating than the C-12 or UC-35 aircraft.

Specifications (C-26A)

The Metroliner is not a small business-class aircraft; it has seating for up to 22, depending on the configuration. It’s kind of hard to imagine that because, when you see it up close, it really doesn’t appear to be that big. The fuselage looks like a long tube, which isn’t all that big in diameter. Also, it has a stork-like appearance, standing on long, thin landing gears. But it gets the job done. 

Power Plants

The family of Garrett TPE331 engines powers the C-26; the C-26A uses the TPE331-11U-601G, which are rated at 1,400 shp each at takeoff power. Depending on load and winds, it is good for about 290 knots and a range of just over 2,300 nautical miles. The service ceiling of FL310 is consistent with pressurized twin turboprops. 

Avionics 

The avionics suite on the C-26 is thoroughly modern and is designed to reduce the burden on the aircrew. The Metroliner is notoriously finicky to fly and is known to bite distracted pilots in the rump. While it has been used as a single-pilot aircraft, this is not advisable. 

The C-26A Metroliner's avionics include:

• A Collins Pro Line 4 integrated avionics system
• A Rockwell Collins AN/ARN-147(V)4 Doppler navigation system
• A Rockwell Collins AN/ARN-153(V)4 TACAN
• A Rockwell Collins AN/APX-109(V) IFF
• A Honeywell Primus 900 digital flight control system
• A Honeywell Primus 900 autopilot
• A Honeywell Primus 900 weather radar
• A Honeywell Primus 900 terrain awareness and warning system
• A Honeywell Primus 900 traffic collision avoidance system

Physical Dimensions

The Metro is not a small aircraft and is a fairly large twin-engine turboprop for the United States military. Here’s the stats on the Metro:

Length: 59 feet 5 inches 

Wingspan: 57 feet 

Height: (Tail Height) 16 feet 6 inches 

Weight: Maximum gross take-off (MGTOW): 16,500 pounds 

The Navy ASTARS III Program

One of the more interesting repurposing of the Metroliner has been by the U.S. Naval Test Pilot School, where a customized C-26A was transformed into a flying classroom for the course and for research support.

The aircraft was an inter-government transfer and had been operating along the Mexican border as a counter-narcotics aircraft. The aircraft needed some maintenance, and it took a while to track down the maintenance history of the aircraft, which had apparently been neglected. 

This is the third iteration of the ASTARS, with the first being a P-3 Orion and the second a leased Saab 340. Transferring a federally-owned aircraft makes a lot of sense, fiduciarily: the aircraft is paid for, is a comparable platform in terms of performance to the Saab, and is quite a lot less expensive than the P-3. 

What is a Fairchild Swearingen Metroliner used for?

At its core, the C-26 Metroliner is a VIP or DV transport aircraft, even though it is useful for rapid response cargo or as a range support aircraft operated by the Navy. The Army National Guard is still the prime mover of the C-26 and uses it regularly for passenger transportation.

Using the C-26 for rapid response transports only requires a little modification, namely removing the seats. The integral air stair door allows for cargo to be moved in and out of the Metroliner, making it a highly versatile aircraft.  

What is an RC-26?

The RC-26 Condor is the ISR (reconnaissance) sub-model of the C-26 Metroliner, although it has been formally retired as of this past January. 

RC-26 Condors In The Air National Guard

The Air National Guard was the last operator of the Condor, with the last eleven retiring from a number of units all over the country. The Condor was loaded with specialized electronic equipment used for targeting drug runners and observing natural disasters.

Government Procurement Is Here to Support The Metroliner Community

The C-26 Metroliner has been around for a long time and isn’t going away entirely anytime immediately. It still fills a void that the C-12 cannot, nor can most of the jets in the Army fleet. It has a passenger capacity significantly higher than the C-12 and UC-35, with greater availability and operating costs substantially lower than the C-37 fleet. 

But these aircraft are getting older, and they need a reliable supply chain to keep them reliably in the air. Greenwood Aerospace is your trusted partner in procuring the best parts on the market for the Metroliner fleet. Give us a call today, or get an online quote started to see how we can help!   

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