Page 28 - May24Tv2

The new Cessna twin sacrificed headroom in favor of a wider cabin.
which yields around 1,000 fpm at 125 knots. Boost pumps off and props synched, there’s little to do but watch the airplane climb; the 402C is stable and solid, even flown manually.
Leveled out and leaving the power at 29.5 and 2,450, about 70%, the TAS at 9,000 to 10,000 feet works out to 200 knots, burning about 18 gph per side. Coming back to 28 inches and 2,300 rpm, roughly 65% power, TAS drops by six or seven knots and fuel is down to 17 gph each, and at a fuel-saving 56% power of 26/2,200 the TAS is 183 knots on 14 gph per engine. At cruise, the big 402C rides like a bus, trimmed up with yaw damper on.
Slowing down, both first-flaps and landing gear can be extended below 180 knots, which is basically any- time, with additional flaps allowed below 149 knots. Motoring along at the 104-knot Vyse blueline, there’s none of the flywheel effect of the 300-pound tip tanks on the 402B, and the stall warning horn doesn’t come on until reaching 80 knots. A clean stall is achieved at 74 knots, and in full-dirty configuration the stall break comes at 10 knots slower.
Single-engine performance is not the hallmark of a loaded 402C, but it’s possible to manage 300 fpm with an engine zero-thrusted, pulling full 325 hp out of the good engine. As with any piston-powered light twin, loading, technique and atmospherics influence
26 • TWIN & TURBINE / May 2024
Turbines
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