Page 11 - TNT Dec 2017

The aft end of the Howard’s cabin features a large, fully-enclosed lavatory with a running-water sink.
altitudes at 16,000 feet. Even though they are capable of cruising at FL250, typical cruise is kept in the low flight levels or below. This allows minimal pressurization to be used, putting far less strain on the fuselage, window and door structures. Similarly, the need to use engine “high blower” supercharging or alcohol-injection is rare, greatly prolonging cylinder life and reducing overall engine maintenance. Operating on 100LL fuel slightly reduces the max takeoff MAP permitted, as well. While all systems on Phillippi’s two Howard 500’s are fully operational, there is full recognition that these machines are pushing 60 years old and they are operated accordingly.
Under the close supervision of Mohr, I climbed at 150-160 KIAS to 14,500 feet. Using sedate power settings, we still achieved near 225 KTAS, while consuming just under 200 GPH (with two pilots, five passengers, and a week’s worth of Oshkosh cargo aboard). Flying the Howard is pure joy. The aircraft is relatively quiet due to its slow-turning, geared props. Control harmony is near perfect. The hydraulically-assisted rudders are easily manageable throughout the speed envelope. Aileron and elevator servo tabs provide aerodynamic assistance to keep both controls light while retaining just enough required break-out force to keep them naturally neutralized. Each yoke is equipped with electric pitch trim, yet I found that fine-turning was far easier via the manual trim wheel. Monitoring the engine and fuel parameters is challenging due to the chaotic panel layout,
The stand-up
cabin of N500LN accommodates
12 passengers in executive-level comfort. Each set
of club seats in an executive-configured Howard 500 cabin included a stowable work table and
cup holders to complement
the adjustable leather seats.
but after a while your eyes begin to dart around as necessary to gather the desired information.
On descent, engine temps were the primary focus. Mohr coached me on power settings to use and did most of the other engine management tasks (mixtures, cowl flaps, oil cooler doors, carb heats, etc.). He schooled me on appropriate times for gear and flap extension to be stabilized on final. I then slowly decelerated to cross the threshold at 105-110 KIAS. Mohr advised that the combination of big tires and short/stout gear legs made “greaser” landings rare. Sure enough, my landing was no greaser, but the big beauty was not unruly by taildragger standards. I’m sure in more challenging conditions, it wouldn’t hesitate to bite if provoked or neglected. Like any taildragger, it requires an engaged PIC all the way to the parking spot.
Passion and Reverence
The time of art-deco, radial-engine bizliners is long past. Therefore, operating a mini-fleet of them for modern-day corporate transport is far from practical. However, Tony Phillippi and his pilots and mechanics are positively reverent toward Dee Howard and the a•ircraft he created. The majesty and engineering brilliance of the Howard 500 fuel their passion to keep the last two flying for the foreseeable future. Alas, the practicality and passion of such lofty endeavors are mutually exclusive. T&T
Matthew McDaniel is a Master & Gold Seal CFII, ATP, MEI, AGI, & IGI and Platinum CSIP. In 25 years of flying, he has logged nearly 16,000 hours total, over 5,500 hours of instruction-given, and over 5,000 hours in all models of the Cirrus. As owner of Progressive Aviation Services, LLC (www.progaviation.com), he has specialized in Technically Advanced Aircraft and Glass Cockpit instruction since 2001. Currently, he also flies the Airbus A-320 series for an international airline, holds 8 turbine aircraft type rat- ings, and has flown over 80 aircraft types. Matt is one of only 25 instructors in the world to have earned the Master CFI designation for 7 consecutive two-year terms. He can be reached at: matt@progaviation.com or 414-339-4990.
December 2017
TWIN & TURBINE • 9