Page 16 - Volume 19 Number 10

vioniCs R.C.AExceeding the standardsR.C. AvionicsTrustworthySixth PageCompetent4/C Ad35 Years ExperienceUp-Grade Specialistwww.rcavionics.com 763-398-3920Hillaero Modification CenterSixth Page 4/C Adfeet 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, 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 anytime, 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 performance greatly, and density altitude must be respected if any single-engine capability is to be expected.In the pattern, 17 to 18 inches m.p. works well for maneuvering power, riding down the glideslope at 100 knots or so. With experience, one can fly a 90-knot approach and cross the threshold at 85 to get down and turned off in 1,500 feet of runway. For a three-ton people hauler, it’s a pretty good short-field airplane.The old 402 developed into a dependable, capable utility twin during its 20 years of production, and it’s still a very useful tool for business and personal travel. Early examples can be obtained cheaply, but do not ignore the expense of maintaining two turbocharged Continentals and keeping up a complex airplane. As always, the 402 does its job, without muss or fuss. T&T•14 • TWIN & TURBINEOCTOBER 2015David Stoner Photo