Country of origin:

United States of America

Description:

Five-seat business and executive cabin monoplane

Power Plant:

(DGA-15P)

One 336 kw (450 hp) Pratt & Whitney R-985 Wasp Junior 5B nine-cylinder air-cooled radial engine

Specifications:

History:

The DGA-15 was the last of a series of high-performance monoplanes built by Howard Aircraft Corporation at St Charles, Illinois in the United States.  Benjamin Howard designed his first aircraft in 1922, and over a period built a number of special racing aircraft, including the famous “Mr Mulligan”.  This aircraft, known as the DGA-6, was successfully flown in the Bendix Trophy races, winning the 1935 race from Los Angeles, California to Cleveland, Ohio, at an average speed of 384.13 km/h (238.7 mph).

A series of aircraft was developed from “Mr Mulligan”, the first being the DGA-8 powered by a 239 kw (320 hp) Wright Whirlwind R-760-2 radial engine.  To meet customer requirements other engines were fitted, and these included the DGA-9 with a 213 kw (285 hp) Jacobs L-5; the DGA-11 with a 336 kw (450 hp) Pratt & Whitney Wasp Junior; the DGA-12 with a 246 kw (330 hp) Jacobs L-6; the DGA-15P as above;  the DGA-15J with a Jacobs L-6; and the DGA-15W with a 261 kw (350 hp) Wright R-760-E2.  The DGA-16 was the designation of the DGA-15P ordered by the United States Navy (USN) for operation as a communications aircraft.

Used to great effect by the United States military during World War II, the DGA-15 operated in a number of roles and had a number of designations. With the US Navy in the transport and liaison role it was the GH-1 (31 built); as an ambulance as the GH-2 (13 built); as a transport as the GH-3 (115 built); and as an instrument trainer as the NH-1 Nightingale (205 built).  In addition, 19 civil aircraft were impressed into military service, production being a total of 556 aircraft.  Nearly all the aircraft built during World War II survived wartime operations and were sold as surplus.

The DGA-15 was a high-wing monoplane with seating for five.  It was designed for the civil market and 50 were built before the US military realised it would be of use during World War II and ordered that all production to follow would be for military use only.  Subsequently, nearly all production aircraft went to the US Navy as the GH-1, where it was used as a transport for VIP personnel; and as the NH-1, where it was used to train pilots in advanced navigation and instrument flying.  A number were converted to GH-2 ambulance configuration with the US Navy, becoming known as the Nightingale. The United States Air Force (USAF) also impressed 15 into military service.

The aircraft had three fuel tanks, a forward tank holding 114 litres (25 Imp gals), a main tank holding 227 litres (50 Imp gals), and a rear tank holding 140 litres (31 Imp gals).  The wing was all-wood with mahogany plywood sheet and then covered with fabric.  The wing flaps, which were electrically operated, were spring loaded to 40 degrees but not to be lowered above 174 km/h (108 mph).  It had long-stroke oil-spring shock struts and toe-operated hydraulic brakes.  The engine was fitted with a Hamilton Standard constant-speed propeller, an electric engine starter, battery, etc.  The cabin was fitted with a heater and baggage allowance was 57 kg (125 lb).

First of the type in this region was DGA-15P ZK-AHP (c/n 535) in September 1942, imported to New Zealand and operated by the Superior Oil Company.  On 9 June 1943 it was recorded as being leased [some records indicated it was impressed] into United States Army Air Force (USAAF) service as a UC-70 Nightingale and was said to have been allotted the serial 44-32667 for use by the US Air Attache in Wellington.  However, there is no photographic record to indicate the serial was painted on the aircraft, if it in fact was allotted.  It was serviced by the Royal New Zealand Air Force (RNZAF) Communications Flight whilst in service during the war but there is no record that it was ever taken on charge by the USAAF or the RNZAF, and no RNZAF status card has survived.  In any event, it was sold to the Civil Aviation Authority after the war and was registered on 31 July 1946.  It was destroyed by fire at the Centennial Building, Wellington on 25 September 1946 along with a couple of DH.82 Tiger Moth and Hawker Tomtit airframes.

In 2006 another example (c/n 515 – ex N22416) was imported to New Zealand for restoration, work commencing at Hood Aerodrome at Masterton on the north island.

A total of approximately 100 examples was said to have survived in the United States but less than half of that number have been airworthy.

In 1990 a ‘World Vintage Rally’ was held for aircraft built before 1951, the aircraft entered to fly from White Waltham, west of London, UK to Caboolture in Queensland, Australia.  Amongst the entrants was N66546 (c/n 1776), a DGA-15P, which was noted as being entered for the trip in April 1990.  This aircraft had previously been converted in Seattle, Washington, USA, by Jobmaster Company, to Howard Jobmaster configuration.  This was an approved installation of Edo 4580, 4665, 6235 or 6470 floats, the conversion involving the metalising of the fuselage, the installing of an additional large cargo door on the left side, extending the baggage compartment and increasing seating to six with collapsible seats, permitting conversion for cargo carrying.

This work was an engineering conversion which resulted in an increase in the gross weight, whilst maintaining the aircraft’s good take-off and manoeuvring characteristics, and stable water handling.  With the floats fitted the aircraft had a cruising speed of 241 km/h (150 mph) at 2,134 m (7,000 ft) at 70 per cent power with a Hamilton Standard 22D30 Hydromatic propeller.  It seems this aircraft operated on floats for a period in the United States before being converted to landplane configuration and taken to the United Kingdom to take part in the Rally.

After arriving in Australia at the end of the race it was sold and became VH-DGA in 1991, owned by a group of Melbourne, VIC vintage aircraft enthusiasts.  However, it was badly damaged in an accident when the aircraft lost power on take-off at Avalon, VIC, and crash landed on rough ground, being destoyed by fire on 29 October 1992.  It was reported at the time the wreckage was conveyed to Buronga, NSW for restoration but, due to the fire damage, probably could only be rebuilt for static display, if at all.