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We cruise around 340 KTS between f light level 300 and 340, consuming 2,000 pounds of fuel for the trip. With a full fuel capacity of 3,825 pounds, a fuel load of 2,750 pounds allows an hour of IFR reserve accommodating 1,300 pounds of payload for this typical trip. This equates to six adults and 250 pounds of luggage. The 400LS is the only twin-engine turboprop that can outperform single and twin-engine civilian turbine and light jets in “door
to door” speed and piston twins in ef- ficiency for a given payload.
The Honeywell (Garrett) TPE331-14 engine and its fuel control unit are controlled by a computer for ease of operations. Full power is set for takeoff and can be maintained all the way up to altitude and cruise. Engine limiters take care of torque and temperatures with minor pilot input, if any. Engine gauges are monitored for safety. The
power is reduced if leveling off below 25,000 feet to avoid over-speeding, as well as during descent and landing. The Negative Torque Sensing feature provides a level of safety similar to autofeather, reducing prop drag by ap- proximately 80 percent in case an en- gine is lost immediately after takeoff. The Cheyenne 400LS is a very stable IFR platform with the control inputs on the firm side. Full Reverse allows for landing in shorter distances than even many single and piston twins.
The majority of the Cheyenne 400LS aircraft were fitted with nine seats, including a potty seat that can be com- pletely enclosed by an accordion door neatly hidden in its furniture cabinet. The plane is easy to load through its large rear and nose baggage doors, allowing a wide range for CG. Despite the very noisy reputation of TPE331 on the ramp, passengers can comfort- ably carry on conversations without headsets during cruise. Up front, most remaining 400LS models have been updated with some level of glass
28 • TWIN & TURBINE / October 2020
Covington Aircraft