Page 10 - TNT Dec 2017

The new center section of the Howard 500 allowed the huge fowler flaps to be redesigned and enlarged when compared to the stock Ventura flaps.
Phillippi’s other HW-500 (N500HP) or vice-verse, based on minor differences between the two machines. Afterward, he deftly started the massive radials as only an experienced round- engine master can. With virtuosity, his hands moved between throttles and mixtures, while his fingers danced between starter, primer and magneto switches, as blue and white smoke belched from the stacks and low-pitched snorts announced the R-2800’s reawakening.
I was warned that the brakes were quite sensitive. Maneuvering out of AirVenture parking, I was humbled immediately as I curled three toes of one foot to apply some differential brake pressure and the 500 lurched abruptly in protest. But, by the time we’d reached the runway, I’d adjusted and found her surprisingly nimble to taxi (careful attention to its size notwithstanding), if kept slow to reduce the directional instability inherent to all taildraggers.
For takeoff, one cannot simply firewall the throttles and go. At low speed, the P-factor of the 5,000 HP cannot be overcome with rudder pressure. Throttles must be advanced slowly,
leading with the left by 15 inches MAP or more, to allow the Howard to accelerate and get enough airflow across the twin tails to compensate for left turning tendencies. Only after the tail is flying can matching power be applied to the right engine without fear of a runway excursion.
While the Howard is about the same weight as a DC-3, it has over 40 percent less wing area and double the horsepower. Rotation (Vr) and takeoff decision (V1) speeds are both 98 KIAS, while the single-engine takeoff safety (V2) and liftoff speeds are 111 KIAS. However, 130 KIAS is consider a more practical initial climb speed to provide appropriate engine- failure safety margins.
Thanks to Mohr’s coaching, the procedure was straightforward and the technique is similar to a soft-field takeoff in any small aircraft. It helps that the Howard’s robust landing gear retract in under three seconds, which could be critical in reducing drag in an engine-failure scenario. While there is an auto-feather system, it takes about 10 seconds to fully feather the offending prop. So, the rudder-boost system is critical in single-engine situations, where it can reduce required rudder force by as much as 85 percent.
Kid Gloves
While the two remaining Howard 500’s still fly whenever duty calls, they are no longer expected to perform like youngsters. Their pressurization system was state of the art for its time, with 6.75-psid that provided sea-level cabin
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8 • TWIN & TURBINE December 2017