Landing the Howard Aero 500

on a short grass strip

One of the great things about the Howard Aero 500 is that it's a powerful twin engine aircraft with superior power but it also has large flaps and high lift wings.  This combination makes the plane an outstanding short field performer.  No, it's not going to put a Pilatus Porter out of business!  However, it certainly will land and takeoff consistently well on a 2,500 foot grass strip, and with a load ten times greater than the Porter!

What is more impressive is the Model 500 flight model is so realistic, that in learning how to do these short field operations, you will gain a great insight into proper speed and glideslope control.  In fact, I can tell you that the virtual Model 500 reminds me very much of actual flight operations in the C-130 Hercules, and also my own pilot experience in my Cessna 172 Skyhawk.

Many of my pilot friends tell me landing a Hercules is very similar to landing a Skyhawk.  Given this, it didn't surprise me to find the Howard 500 giving me the same sensations as landing the Skyhawk.  The one big difference is that the Skyhawk is a light single and the Howard 500 is a heavy twin.  The best comparisons to the real thing currently available for each aircraft are the RealAir Simulations C-172SP flight model and the Howard 500 flight model in this review.

What you will find is that the Cessna is very light and nimble on the controls, while the Howard is more lumbering.  But in terms of overall stability, both planes have the same feel.  Given the statements of the actual Howard 500's owner and operator and my own experiences as owner/operator of my Skyhawk, I can verify each flight model does it right!

The big question remains -- how do I land this big plane on a short strip?  Well, it's all about controlling your speeds.

The trick is to first study the documentation that came with the airplane.  In that documentation is a webpage which displays all the critical performance speeds.  Here is the excerpt:

Vne (-Fl110) 350 mph (304 K)
Vc........310 mph (269 K)
V1........121 mph (105 K)
Va........199 mph (173 K)
Vmc.......109 mph ( 95 K)
Vso........92 mph ( 80 K)
Vfe (14°).232 mph (202 K)
Vfe (35°).169 mph (147 K)
Vlo (Vle).220 mph (191 K)
Vll (Landing light extension)

220 mph (191 K)
Fuel flow.......200 gal/hr
for flight planning
Cruise..........184gal/hr
Endurance ...... 8 hrs 10 min.

Max range.......2200 nm.

You are likely curious about what all those V's with the extra letters mean.  Learning this places you well on the path to becoming an actual pilot!  These are the speed limits in various configurations.  For the lesson here, let's focus on five: 

                                            Vfe(14)    202 KIAS    Max 14 degree flap extension speed

                                            Vlo          191 KIAS    Max landing gear extension speed

                                            Vfe(25)    147 KIAS    Max 35 degree flap extension speed

                                            Vmc          95 KIAS    Minimum maneuvering control speed

                                            Vso           80 KIAS    Stall speed landing configuration

Provided you use your engine power precisely to match these speeds in the right part of the approach and landing phases, you will find the virtual airplane is very stable, dependable, and actually fun and easy to land, even on a short strip.  The key is to understand the right power setting for a given situation.  I've taken several screenshots of the cockpit panel to help you see the right settings.

On your downwind leg, once you come abeam your intended touchdown spot, pull your power back to flight idle and keep the aircraft level.  You'll have to smoothly pull back on the yoke to maintain level flight.  But, level flight is critical to bleeding down your speed to lower the landing gear and flaps.  Once your airspeed indicator reads 202 KIAS, lower your flaps one notch and add about four clicks of nose up trim.  Soon, your speed will bleed down to 191 KIAS and you can lower your landing gear.  At this point, you will need to increase your power settings to about 1,500 rpm's each engine.  This will set you up for a smooth approach speed at a constant 500 feet per minute rate of descent.

Once the runway reaches a 45 degree angle behind you, turn to base leg and ensure your speed is down to 147 KIAS.  If it is, lower your flaps to full.  At this point, you will need to add more nose up trim to maintain the 500 fpm rate of descent.  Your speed will bleed down to approximately 100 KIAS.  This is your target speed for the approach.  Remember, your minimum maneuvering speed is 95 KIAS.  This is a limit and not a target.  To be safe, you want to remain a small bit above this speed, and I've found 100 KIAS is an easy target to see on the airspeed indicator, and also an ideal speed for a stable and maneuverable platform.

At this point on the base leg, everything is set up for a smooth final approach.  Gauging the winds, turn to final so that you roll out on extended runway centerline.  Just like in a real airplane, you will find your rudder the most effective control to make small adjustments to alignment to maintain centerline.  At this point, keep the runway touchdown point at a constant view and adjust power as required to maintain speed and glideslope. 

When you are on short final, pull your power back slightly.  Don't pull it to flight idle or your plane will rapidly loose speed and you'll stall and crash.  The key is to get the speed as close to 95 KIAS as possible over the runway threshold and while pointed at your intended touchdown point.  This takes practice to master, but once you've got it, you are truly ready to learn how to fly a real plane!

At this point, you should be about 20 feet off the ground and over the runway edge.  Pull back on the yoke to level flight and then pull the throttle back to flight idle (all the way back).  Continue pulling back smoothly on the yoke to minimize your sink rate.  If you do it right, the nose will rise slightly above level and the gear will touch down softly as the plane stalls out at 80 KIAS only a foot off the ground.

Once on the ground and well below stall speed, apply smooth steady brakes to slow the plane down.  You will likely touchdown about a third of the way down the runway, but that's OK.  The plane will stop fairly quickly.  However, if you haven't touched down within the first third of the runway, you should apply full power, raise the flaps one notch, and go around.

The key point to emphasize is speed control.  The plane handles really stable above the Vmc, but if you drop below that speed (95 KIAS), the plane will become erratic and will likely crash.  In crosswinds, you will need to use a little bit more power and bank the plane into the wind, and use opposite rudder to re-center the nose on the runway axis.  The extra power is needed to overcome the extra drag created by this cross control maneuver.

Once you have learned these procedures, you will find the large Howard 500 is a graceful and powerful short field performer.  It's not nimble.  But, this plane is very dependable, predictable, and docile provided you maintain your speeds.  But, if you get below Vmc or Vso, you will find the plane can bite you very quickly.

By no means will you master this immediately.  A good means to practice is to make repeat approach and landings to a long runway, but strive to land on top of the numbers each and every time.  In no time at all, you will come to appreciate the faithful flight model of this virtual airplane.  You will also appreciate how capable these older airplanes really were.  And the actual pilots are required to perform such a landing on a single engine!  Those old dogs and their doghouses can show us new canines more than a few tricks!

Remember, practice makes perfect!  And in this case, you will find the practice most enjoyable!