Howard DGA-15
The Howard DGA-15 was a single engine civil aircraft adapted by the US military for use in support roles during World War II, such as light transports and navigation trainers. As a Navy light transport it was designated GH-1 and by the Army Air Corps UC-70 Nightingale. As a navigation trainer the Navy designated it NH-1.
Specifications (UC-70)
General characteristics
- Crew: one pilot
- Capacity: 3-4 passengers
- Length: 25 ft 8 in (7.82 m)
- Wingspan: 38 ft 0 in (11.58 m)
- Height: 8 ft 5 in (2.57 m)
- Wing area: 210 ft² (19.5 m²)
- Empty: 2,700 lb (1,225 kg)
- Loaded: lb ( kg)
- Maximum takeoff: 4,350 lb (1,973 kg)
- Powerplant: 1× Pratt & Whitney R-985 radial, 450 hp (336 kW)
Performance
- Maximum speed: 201 mph (323 km/h)
- Range: 1,260 miles (2,028 km)
- Service ceiling: 21,000 ft (6,555 m)
- Rate of climb: ft/min ( m/min)
- Wing loading: lb/ft² ( kg/m²)
- Power/mass: hp/lb ( kW/kg)
Related content
Related development: Howard DGA-6
Comparable aircraft: Beech 17 Staggerwing
Designation sequence (Howard): DGA-9 - DGA-11 - DGA-12 - DGA-15 - DGA-18
Designation sequence (US Navy): GH
Designation sequence (USAAC): C-67 - C-68 - C-69 - C-70 - C-71 - C-72 - C-73
External links
The Howard DGA-15 is a direct descendant of the famous "Mr. Mulligan" racing plane, a DGA-6 by designer/pilot Benny Howard's nomenclature. "DGA" stands for "Damn Good Airplane" and that was not hyperbole.
"Mr. Mulligan" was notable for winning in 1935 both the Bendix and the Thompson Trophies. The Bendix was a cross-country race from Burbank to Cleveland, site of the National Air Races. The Thompson went to the winner of that second race, which was a low altitude, pylon course in the unlimited category. "Mr. Mulligan" was victorious in both these very disparate races. But, even more extraordinary, unlike all its competitors that year (and most years), "Mr. Mulligan" was not a specialized racing plane, but instead was the prototype for a line of high-end, four-place, executive transports. These races were really promotional demonstrations for the airplane, as well as a good way to raise cash for Howard's business.
These successes did indeed bring the DGA series much attention, and in its various permutations, differentiated mainly by different powerplants, the DGAs-8, 9, 11 and 15 emerged as coveted aircraft, owned by corporations, wealthy individuals, and movie stars, such as Wallace Beery, who was himself a pilot. (In the movie, "Bugsy," Warren Beatty playing the title role is flown from L.A. to Vegas in a red Howard DGA-15.)
In an era when airlines were flying DC-3s, the Howards at 160 to 170mph could match their speed and range. The rear seat exceded airline leg room with limousine like capaicousness. And with its high wing loading, the Howards rode through most turbulence with airline like solidity.
With America's entry into WW 2, most of the civilian Howards were commandeered by the military. The Army used them as officer transports and as ambulance planes. The Navy, in particular, much liked the plane and contracted Howard Aircraft to build hundreds of the DGA-15s to its own specifications. They were used variously as an officer's utility transport and for instrument training. The Howard was and is an excellent instrument platform, very stable and solid, especially compared to modern light aircraft.
The DGA-11 was probably the ultimate of the series. Configured as a four-place aircraft, with the Pratt & Whitney R-985 engine (450hp), it is graceful and powerful with perfectly classical line. The more common DGA-15 is still a handsome aircraft. But as it was widened to a five place (two in front, three in the back), it's a little beefier, and not as lithe of line. It is probably also a few knots slower than the 11 with which it shares the same powerplant.
The Howard's most comparable contemporary is the glamorous Beech 17 Staggerwing, so called because it's a closed cabin biplane with the top wing leading edge unusually positioned aft of the bottom wing's leading edge. The Beech 17, except for the earliest in the series, has a retractable gear as opposed to the Howard's fixed one. The Staggerwing is a more complex aircraft (some might say fussy) than the Howard, with its more closely spaced ribs and rib stitching, round tapered fuselage, and Rube Goldberg gear retraction mechanism. But no one can deny its "staggering" beauty. Like the Howard, the Beech 17 was offered with the same selection of powerplants, including Wrights, Jacobs, and the P&W R-985, which powers almost all surviving 17s and Howards. Another contemporary, the Stinson Gullwing was 20 to 30 knots slower than the Howard with a smaller (300hp) Lycoming engine and more drag from its thick wing.
Also introduced in the latter part of this period, and driven by the same Pratt & Whitney engine, was the radically advanced Spartan Executive. The Spartan was an all metal, low wing monoplane with retractable gear, good for at least 200MPH. Conceptually, this aircraft was a major leap beyond the others, which were of conventional metal tube and fabric construction. The Howard, is however distinguished by a lovely, eliptical tipped wood wing which is extremely strong. And, in fact the red line (never exceed speed) of the rugged Howard is 270mph. Far higher than that of almost all modern single reciporcating engined aircraft currently flying.
In its vintage years, the Howard, ironically, because of its enormous utility, has suffered a bit in cachet in comparison to the Beech Staggerwing. The Staggerwing, by the late fifties and early sixties, was already a highly pampered antique, usually seen in beautifully restored condition, and showing up frequently at fly-ins. The Howards by contrast, with their dependability and simple maintenance, great interior room, and ruggedness, were frequently used like flying trucks as bush planes and very often for skydiving. Consequently, they were often as not seen in pretty beaten up condition flying as workhorses, not show horses.
In more recent years, the Howards have joined places with the Staggerwing (they are honorary members of the Staggerwing Club of Tullahoma, TN) and now are usually seen as they should be in decent to magnificently restored condition. However, they still provide great utility. Superb travelling airplanes with much better visibility, headroom, and shoulder room than the Staggerwing, they have very long "legs" with a fuel capacity of 151 gallons in three belly mounted tanks. This gives endurance of more than 7 hours, for a range at normal cruise (130kts/150mph) of over 1,000 statute miles. Fuel management of the Howard is also simpler than for the Staggerwing.
With modern avionics, the Howard surpasses in many respects any contemporary light aircraft for its combination of room, comfort, speed, range, carrying capacity, and certainly panache. The Pratt & Whitney, a supercharged engine, gives excellent performance from high altitude strips, and lets the Howard fly comfortably and confidentally at mid-altitudes above most normally-aspirated aircraft and below turbine driven planes.
There is nothing to compare to the pleasure of flying behind a radial engine, which turning over at lower RPMs than a horizontal opposed, seems smoother, generates a comfortable low rumble for less pilot fatigue, while propelling the Howard through the sky in a most stately fashion. It's arrival never goes unnoticed, even at the most jaded International airports. And, with the stability previously noted, it is a pleasure to fly the Howard on instruments, particularly on approach, day or night.
This writer has owned and flown for sixteen years a Howard DGA-15 (delivered to the Navy in 1944) . It has proven to provide extremely practical as well as pleasurable business transport on regular trips between Los Angeles and the Bay area, as well as great fun on transcontinental trips. It is not just for nostalgia that those who know the breed wish to keep the Howards flying as far into the future as possible.