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# 1Eb=================================::=======:=;==.J he Merlins are gone, replaced by the Fairchilds. The change corresponds with dropping the use of the Swearingen name to emphasize the involvement of Fairchild Aircraft in the manufacturing business. History buffs will recall that the Fairchild
name is not new to general aviation airplanes. The Fairchild 24 was apopular, luxurious four-place manufactured just before and after World War II. Fairchild has built a wide variety of airplanes and will build the next-generation trainer for the U.S. Air Force. Evolution isongoing in Fairchild commuter airline and corporate turboprop airplanes. The long-body Fairchild 400 will get bigger Garrett engines and be available in 1985 asa340-knot airplane offering great payload/range flexibility and as many as 14 seats inthe executive configuration. A Pratt & Whitney-powered Metro airliner should be ready this year. The Fairchild 300 is here now. The primary external change for the 300 isthe addition of winglets. They are tall and enhance the appearance of the airplane. The winglets should also improve high-altitude cruise ability. Other changes in the 300 (from what used to be the Merlin IIIC) include work on the aileron system to bring roll control forces into better harmony with pitch forces. Fairchild has slated the 300 for anew Collins digital autopilot and aColFLYING-March 1984 

# byRichardL.Collins

Iins electronic horizontal situation indicator. There are no current plans to include a complete electronic flight instrument system because of a lack of space behind the instrument panel. The 300 we flew didn't have the newelectronics and was actually a Merlin IIIC that had been converted to the
new configuration. The day of the flight was good for evaluation of acorporate turboprop. One of those famous coastal storms wastuning up to the south of New Jersey. Ceilings were low, the wind was forecast to freshen, heavy rain
was on the menu and turbulence was foreseen for all levels. Delivering the goods in conditions like those is what transport airplanes are all about. One ofthe Fairchild 300's strongest suits is payload/range flexibility. There would be six of us aboard, plus a lot of gear. I asked the demo pilot to fuel the aircraft up to gross weight. Ihave acopy of the flight plan hefiled: fuel on board, six plus 30. The cabin of a Fairchild is nice, but it's in the cockpit that you really get the feel ofthe airplane. Everything is solid, almost to the point of appearing overbuilt. I liked that. Starting the Fairchild is nicely automated. Push the button, hold it until the rpm is at 10 or 12 percent and the ignition light is on, and release. Then all you have to watch is the temperature limit as the engine spools up. The Fairchild taxis well. A "park" button
on the left console increases authority of the steering for maneuvering in tight places. Normal power steering is adequate for most taxiing. The brakes on our particular airplane were weak; the left pedal had to bedepressed farther than the right for even application. I'd have hurried to getJbat

.. fixed. For our gross-weight takeoff, decision and rotation speed would be

# a jetlike 115 knots. We reached it a bit more than halfway down the 4,800-foot runway. When power is advanced for takeoff, the nosewheel steering disengages; to keep it onyou press a button on the left power lever. At 60 knots or so, when the rudder becomes effective, you can release the button. Iwandered off the centerline a bit after disengagement because the rudder wasn't as effective as I thought it would be. At 115 knots it didn't require great effort to lift off. I had been warned· that when the stability augmentation system activated after liftoff there would be a slight nose-down tendency, but it was hardly noticeable. The 300 feels and flies like a much larger airplane. Iam accustomed to heavy controls and felt right at home. Perhaps the work on. the ailerons did lighten the forces, but you'd have to fly a Merlin IIICand then jump right into a Fairchild 300 to feel the difference. The 300 flies like it looks-solid and stable. Rate of climb was good, but it was difficult to establish aconstant value. We made
numerous momentary level-offs as we climbed through a collection of windshear and turbulence that had all the airline pilots begging for new altitudes and advising of reduced airspeed operation. The' 300 charged through it like a trooper. If asked

71for apilot report Iwould have had to classify the turbulence as "light." Our target altitude was 24,000 feet. By the time we got to 20,000, the rate of climb was pretty low. We reached 24,000 29 minutes after takeoff, despite the shear, level-ofts and atemperature aloft that was 17 degrees above standard. Wewere using engine intake heat, which reduces power. Given the conditions, the airplane did quite well. It flew nicely and indeed had to be flown because the new autopilot, not yet certificated, was not operative. True airspeed was 258 knots at a fuel flow of 470 pounds per hour at 24,000. The fuel on board listed on the flight plan
was conservative. We had 3,680 pounds at launch; the first hour would take 600 or 700 pounds and cruise was using lessthan 500. That would put endurance over seven hours, and the tanks had not been fulltotal capacity is 4,340 pounds, which would be useful only for extra-long flights with few passengers and little baggage. Having a lot of fuel adds flexibility, especially to an airplane with turbine engines. If the jet stream istearing up all the altitudes in the 20s, for example, you can cruise the Fairchild 300 at 10,000 feet and see 255 knots on 660 pounds of fuel per hour. As
we had it loaded, the airplane weflew would have an endurance of five-and-a-half hours at 10,000 feet. Any way you look at it, you can go a long way in a Fairchild 300. Time to return. We started the descent, maintaining abalance between descent rate and airspeed, which we wanted to keep at
or below the 189-knot turbulent-air penetration speed. Back at the airport, the ATIS
was advertising 300 overcast and a halfmile visibility in rain. We'd get an honest low approach. From experience in the area, I knew itwould be plenty bumpy. The surface wind was right across the runway, so I'd get to try acrosswind landing. The airplane was quite stable in the approach configuration. Control deflections required to handle the turbulence were larger than in many airplanes, but once you get used to the fact that you fly this airplane with action, not gentle little pressures, it's rather pleasant. The massive yoke with its big control wheel (I think it's the widest on any airplane I have flown) and the widespaced rudder pedals are enough to convince you that this is a flight deck, not a cockpit, and that those controls are meant to be moved. The demo pilot limited flaps extension, saying Icould have full flaps later. Using the power setting that he suggested resulted in
an airspeed of about 135 knots on final, which seemed high, but hesaid it was okay. Our ILS runway runs uphill, anyway, and
can handle an extra 10 knots. The runway was right where the ILS said it would be and I asked for full flaps at about 200 feet. Our crosswind touchdown took place about 1,500 feet down the run72

# 300

way and was what I like to refer to as a "positive arrival." There was no need to announce "We are now on the ground." Reverse pitch was positive but, asalways happens, I didn't get on as much reverse as quickly as the demo pilot wanted, so we used the better part of the runway in the landing roll. That approach was so enjoyable that we later got a clearance to shoot another one. This time the air was a bit less turbulent and the flying was easier. Itried a lower approach speed, 125 knots, made asmoother landing and did a better job on the reverse, stopping in a much shorter distance. There is no question that the Fairchild 300 is a capable airplane. A lot of people think it hasasmall cabin because they compare it to the very big and long Fairchild IVe, 400 and Metro. Actually, the 300's cabin is right there with the largest turboprops in its class and with the small jets. The challenge in these times is to keep products up to date with the latest and the greatest. Fairchild Aircraft is betting that its improvements to the 300 will keep it competitive. 

# D

FAIRCHILD 300

The airplane Ilown lor this report was equipped with a lull interior, IFRavionics and instrumentation. Performance ligures are calculated at gross weight and standard temperature.

Standard price

.. $1,970,000 Price as tested $2,250,000 Type designation SA227-TT Engines Garrett TPE331-1 OU-503G, 900 shp each Props

.. Dowty-Rotol, 4-blade. constant-speed, 106-in. dia

............. 8/10

.. .42.2 It. Seats

..... Length 

# [Q)@(J1J[Q)~@ W@(J1J[J 

# [P(J1JITU

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## < Height.

.. .. .. . 16.8 It. Wingspan....

. 47.9 ft. Wing area.

. 277.5 sq. It. Wing aspect ratio.

. . 7.7 Max ramp weight

.. 13,330 Ibs. Max takeoff weight...... 13,230 Ibs. Standard empty weight.

... 7,227 Ibs. Empty weight as tested

.. 8,350 Ibs. Max uselul load

..... . .. 6,103 Ibs. Max uselul load as tested

.. 4,980 Ibs. Zero-Iuel weight.

.. .. .. ... .. 12,500 Ibs. Max landing weight 13,230 Ibs. Wing loading

.. 47.7 lbs.zsq. It. Power loading.

.. 7.4 Ibs./hp Max usable luel

.. 4,342 Ibs

. Max rate 01 climb 2.600 Ipm Ceiling (certilicated).

. 31,000 It. Max pressurization differential 7 psi 8,000-lt. cabin altitude at 32,400 It. SE rate of climb 750lpm SE best-rate-ol-climb airspeed 138 kts. SE climb gradient..

. 326 It./nm SE ceiling 15,800 It. Speed, maximum 300 kts. Normal cruise at 25,000 It. 294 kts. Fuel Ilow at normal cruise 508 pph Endurance at normal cruise. 7.7 hrs. Stalling speed. clean 104 kts. Stalling speed, Ilaps/gear down

. 89 kts. Turbulent-air penetration speed

.... 189 kts.



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### Specifications Stall Speed (Poweroff) 22 mph RateofClimbfrom Sea level (100% power) 450 ft/mln. Maximum Range.(withstandard tank)

... . 100 mi. Ceiling....................

.. 10,000ft+ Takeoff Distance (100%power. nowind) 100 It landing Distance

.... ...... ....... ... 80 It Maximum Speed (Vne) 50mph Maximum Useful load.

. ...... ....... . 430 Ibs. Engine,TwoCylinder,TwoCycle Rotax48 hp Foradetailedcolorfuldatapackonthe Rally3andour otherfine lineofultralightaircraftsend$5.00to: 

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