Page 27 - May24Tv2

The walkaround reveals an imposing aircraft, with a huge tail and an equally-
402B by simply offering “Businessliner” and “Utililiner” packages, the latter having extra seating and plainer fur- nishings. These offerings were carried over into the 402C. If used for cargo hauling, a forward crew door and wing- walk were offered.
For business flying, the cabin would normally have club seating plus two crew and two aft seats, with foldaway work tables and cabinetry. After entering via the airstair, the lower door is raised by its support cables and secured in place, followed by pulling down the upper portion and latching it. The wide aisle gives enough room to wiggle forward in a low crouch, and the cockpit is spacious, once seated. Because most electrical controls are on the sidewalls,
there’s little overhead but some lights and rheostats. Fuel selectors are on the floor, and everything else is handy at waist level.
The pedestal has the power stalks and cowl flap handles, along with trim and autopilot controls. Power gauges are at eye-level under the glareshield and there’s plenty of room for avionics plus right-side gauges. Starting and electrical switches are on the left sidewall, with a priming toggle between the starter buttons to actuate the high boost pump. One quickly learns to catch a faltering engine with primer, starting with mixture rich and pumps off. Once running, the boost pumps go “on”, which is a low-speed vapor-purge setting unless the engine-driven pump fails, causing the boost pump to automatically go to “high”.
Taxiing is a pleasure, with light pedal pressures and prompt steering. Visibility isn’t bad, despite the long nose; the maingear span is almost 18 feet, so it pays to watch taxiway radius and centerlines. There’s a heavy elevator down-weight and a slight aileron/rudder bungee intercon- nect, neither of which are objectionable. Runup is conducted at a sedate 1,700 rpm, trims and controls are checked, boost pumps are verified on, cowl flaps are open and air condi- tioner turned off for departure. The prop synchrophaser can be left on.
Line-up and go involves the usual spool-up for the turbo- chargers, and regard for the single-engine operation num- bers. Vmc is 80 knots, but Vyse is 104 knots. A compromise of 95 knots gives Vxse, so rotation is scheduled for about 90 knots, at which point liftoff and gear retraction would put one in safe territory. Flaps are not used, since they are primarily a drag device.
Acceleration is quick, given that the power-loading is around 10 pounds per horsepower, and 2,000 feet of runway is sufficient to reach Vxse, climbing away at 1,500 fpm. Normal cruise-climb power is 29.5 inches and 2,450 rpm,
significant proboscis.
May 2024 / TWIN & TURBINE • 25