|STANDARD DATA: (402 C Businessliner) Seats 6- 10. Gross wt. 6,885. Empty wt. 4,069. Fuel capacity 213. Engines two 325-hp turbocharged Continentals.
PERFORMANCE: Top mph 266. Cruise mph 224. Stall mph 78. Initial climb rate 1,450. Ceiling 26,900. Range 461–1,101. Takeoff distance (50') 2,195. Landing distance (50') 2,485.
STANDARD DATA: (401) Seats 6-8. Gross wt. 6,300. Empty wt. 3,904. Fuel capacity 102-207. Engines two 300-hp turbocharged Continentals.
Derived from the Model 411, the Cessna 401 and 402 are essentially the same aircraft put to two different uses. The 401, introduced in 1966 and discontinued in 1972, was basically designed as a medium to light executive transport. The 402, introduced in conjunction with the 401 and in production until 1985, was intended for the third-level airline market and featured a cabin that was easily converted from cargo/utility to passenger seating. Both aircraft were aimed at owners/pilots who want to move up from the light twins to a somewhat heavier model. The 401/402 has excellent single-engine performance, yet can operate as a marginal small commercial feeder-type airliner. All versions are powered by twin 300-hp turbo-supercharged Continental engines, the smallest of all the 411 derivatives, turning three-blade constant-speed full-feathering propellers. The 402 was available in two versions: the Utililiner and the Businessliner. The former features a 10-place high-density seating arrangement for commuter operations. These seats can be easily removed for conversion to an all-cargo configuration. The Businessliner has six- to eight-place executive seating in a variety of arrangements. On late models, the cruise RPM of the turbo system powerplants was lowered to 75% power, which results in quieter operation. A propeller synchrophaser maintains propeller synchronization and controls blade phase angles engine-to-engine to reduce cabin sound level and vibrations.
The 402C, introduced in 1979, has an increased useful load of 349 pounds and two more passengers with added performance due to an engine upgrade to a 325-hp turbocharged Continental. The airplane accomplishes its increased payload feat by a lengthened bonded wet wing, rivet elimination, drag minimization, increased aspect ratio, and elimination of tip tanks. Its wing also enables fuel capacity to be increased to 213 gallons. The more powerful engine substantially increases single-engine rate of climb from 225 to 301 fpm. Maximum cruise was upped by two mph at 10,000 feet. Also, the engines were moved outboard more than five inches for greater propeller-to-fuselage clearance, resulting in a quieter cabin. The 402C has borrowed its landing gear from the Chancellor, giving it a faster retraction time and simplified rigging. Time between overhauls is extended to 1,600 hours. Also, McCauley threadless-blade propellers result in a 12-pound weight savings and require no special tools for installation.