I knew about the crash but had no idea that the prop hub leak was a known issue with a strict flight time limit. Movies have portrayed it as just an unlucky test flight, but turns out he was shockingly reckless that day and paid the price.
Shockingly reckless was most of his life. What a risk taker. Many things paid off however he did have great losses. His profits were second to his ambition.
Put it down on someone's roof I believe and said when you are up there and it goes wrong you just want to get it down safely whatever. Not the man to steer clear of people on the ground ignoring his own safety I suspect. I think we need to remember the risk to others whilst ignoring the rules and advice did not factor in to his life much if at all.
@@timf2279 The "Musk" of his generation. Working for ANY Hughes company in the fifties and sixties was like a myth: very high morale across the board. I was inside "Hughes Research" in Malibu several times to pick up arsenite crystals to power satellites, the size of a postage stamp. Took them to the Jet Propulsion Lab in Pasadena.
@@timf2279 Hughes Tool, a private company, generated 100 million in revenue (net) and HH owned ALL of it. It funded a lot of his other revenues. Nice to have a "cash cow" with lots of milk.
I created the CGI version of this and the Hercules (Spruce Goose) in the Scorsese film The Aviator. I studied a lot of the photos and we modeled everything down to the 3D nuts and bolts, which was difficult at the time. Almost all of the software was custom coded back then. Scorsese had the Smithsonian send us archival film footage which we screened in the screening rooms at Columbia Pictures. The Smithsonian sent the wrong footage at first - a bunch of footage of monkeys began playing :) We were like..huh??
I remember seeing that film when it came out, and that entire scene with Hughes wrecking his XF-11 in the 'burbs was (and still is) one of the most butt-clenching scenes in cinema history. Bravo, my friend.
@@ci7alex1 Thanks. When we completed the Hells Angeles flying sequence, he said to us, "This was the sequence in the whole movie I was the most worried about, and it turned out to be the part I love the most!"
My old-and-now deceased friend, Richard E. Saunders, was an engineer for Hughes on the F-11 project. What an amazing aircraft. Imagine this aircraft with big turboprops. Glad you focused attention on this aircraft. Well done with all the important details.
Mr. Hughes wasn't a member of "Old Money".He was 'brash'. So, the stuffy established guard disliked & ostracized him; just like they did with President Trump.
The plane in this video is the XF-11 Not to be Confused with the F-11, Don't kid, yourself May your friend RIP, , It's Not his Fault but that F-11, was is a POS, Created during Vietnam, & was a Cash Cow for Many Folks in the Military Industry Complex Everyone including Presidents made money off that hunk a shit I, Worked Test Missions with it for 5 yrs, & for instance We would have 6 Sortes in a Month, & other "Might" make Two ?? It was that way for 5 Long yrs, & that was in a Test and Evaluation, Mission Meaning Leave the Base & Drop a Test Bomb or Missle, & it Stayed Broke.. it was a Classic Case of too many Chiefs and to Many Indians, if it would have been 100% Designed and built by Hugh's Aircraft, it Would have been Fine But it was Subcontracted Out to Way to many Company's & it Turned Out to be a Turd..But !!!! When it Worked it, Was Bad Ass, When it, Worked.. again Sorry, Bout Your, Friend .
Some Hughes airplane trivia; A while back I watched a "myth busters" type program where a guy had an altimeter that his fireman father had said he "picked up" from the Hollywood XF-11 crash site. The show producers found out that the Spruce Goose and the XF-11 were built side by side. The current SG owners (Evergreen Aviation & Space Museum) allowed them to compare altimeters and found they were the same make and model altimeter with sequential serial numbers. The Spruce Goose also used 4630 engines, with 448 spark plugs total in 8 engines.
At the time aluminum was a strategic metal. Experimental aircraft were not considered worth saving. In the late 1940s, the air force had many thousands of WWII aircraft in storage. In 1949 you could purchase a P-51D for $500 Dollars, and with an oil change and a check ride you could fly it home. What was interesting is the vast majority of combat pilots never set foot in a plane again. It wasn’t called PTSD at the time but these pilots suffered from it.
Vic Kirby, from Hannibal Mo. bought a BT-13, Vultee Vibrator in Texas after the war for $250.00. He fixed it up and sold it in 1971 from his FBO in Hannibal Mo. for 35 times what he had originally paid for it. 🤠🤗🤑
Despite the fact that I've been collecting US military firearms since I got out of the Army in 1986 I've never owned nor have I wanted to own an M16/AR15. When you've been in the military and you get out there's some things you never want to see again for the rest of your life, it doesn't necessarily have to do with bad memories, some things you're just sick and tired of. After dragging around an M16 everywhere I went for 3 years with it constantly getting caught in camo netting and everything else I was trying to do the day I got out I swore I never wanted to see another one of those things again as long as I lived, the M1 steel pot helmet came in a very close second.
True, Paul Mantz the Hollywood stunt pilot purchase a fleet of 475 surplus bombers and fighters including P-51's for 55 000$. First he sold the fuel inside them for a profit and after all airplanes except 12 for scrap metal.
For most of us the 'warbirds' are ultra-cool airplanes, but for the men who flew them in combat they were killing machines that were just as likely to kill their pilots as to kill the enemy. It's understandable that so many WWII pilots never flew again.
Years ago I read a book titled ‘I Caught Flies For Howard Hughes’ - written by a guy hired to watch / guard one of Hughe’s planes. Howard eventually hired the fellow to do bizarre jobs, hence the title of the book. It’s an interesting daily chronicle of the period just before Hughes became a reclusive compulsive.
If anyone is interested, cement and aluminum have the same density. Not that you could make cement thin enough to use on an aircraft, but wood does save weight. When I was designing a light weight hatch cover, I thought of aluminum, but discovered it wouldn't have the rigidity of wood, while being about twice the weight, and I didn't have the equipment to put a compound curve in the aluminum. I replaced a 13 lb fiberglass hatch cover with a 3.5 lb wooden one. No one noticed it wasn't the factory one.
"a light weight hatch cover" Was this hatch in an airplane? The only airplanes I work on are radio controlled but wood is a great material for building radio controlled aircraft. The plywood sold for model aircraft is surprisingly strong and light. I love the stuff. "Not that you could make cement thin enough" When I was at university in the '80s, the civil engineering students would build a canoe out of cement every year and race the canoe against other other cement canoes built by other universities. It was pretty crazy how thin the students were able to construct the cement walls of the canoe. Of course the canoe would have been a lot easier to build and the canoe would have performed better if built from wood.
@@ddegn : I race sailboats, and they go thru weight reduction, as much as the class rules allow. I even got 5 lbs out of an 8 up outboard motor, that looked stock. I worked at a university, I'm aware of the cement canoe / cement toboggan races.
An old Hughes tool company building still stands in my hometown Shreveport Louisiana. Back in the 50s Hughes flew in one night and a night watchman was supposed to let him in the building. The watchman didn't show, so Hughes went to sleep on the front porch. The next morning he was arrested as a vagrant. It took several hours to convince police who he was, as he carried no ID.
Actually, listening and looking at this thing believe that it is more like the P-61 than the P-38. Huge engines, full span (or nearly so in the XF), slats for roll control....if I was Jack Northrop I would be asking for dates on those drawings!
@fooman2108, the primary flight controls on the wing of this plane might have appeared to be very similar to the XB-35 and the YB-49, but they were quite different... This plane did have an empenage... Not so for for ANY of the flying wings... Yaw on this plane was controlled by the empenage, and so was pitch... Not so on the flying wings-no empenage at all...
P61 is still my favorite twin boom design. Simultaneously ahead of its time, but too late to the war, but despite its low numbers was used well by its crews.
@@garrington120 considering its limited use, but excellent combat record, the affection the people who flew it had for it, its versatility outside it's intended use, and it's fought characteristics i think you have to be an absolute moron to classify it as a disaster.
Odds are the provision for extra fuel was to feed Hughes’ desire to set an around the world speed record. The D-2 began as a project to do just that, but when war broke out Hughes went looking for a market for it.
Cool bro, i also watched the movie (it so easy, why learn history, sacrifice time and effort to study topic... pointless. just watch the freaking movie! every cinematic film makers take the highest care to make the history as authentic as possible and the most importantly they NEVER, i repeat NEVER set their own interpretation!) Thats right bro! yeah!
Or the airforce was interested in long duration photographic missions over Japan? You need quite a lot of fuel to do the triangle and fly along say a coast line on the west of Japan.
I share your love of the P-38. How could you not love an aircraft that went from napkins to flying in a year with cutting-edge technologies?! The Lightning was awesome as shown by the top 3 World War II pilots' accomplishments.
@@imtheonevanhalen1557 ....Just don't forget to close the side window? Don't blame your own carelessness on something else, or you die. Would you blame the car window if you rolled it down and got soaked in rain?
@@imtheonevanhalen1557 Crashing, no. Pitch control degradation, yes. Pilots didn't take off with window{s) down as part of their training. Yes, great plane.
@@graememceachren1118 Near where I live, there is a motorcycle shop that has a 4360 out front mounted on a trailer. They fire it up occasionally. Always draws a crowd.
Imagine flying this beast. With such a large air foil service, light design, and monstrous power, it probably took off like a rocket, and took flight almost immediately.
Hughes loved flying but his real desire was to see how fast his aircraft could fly. During his hay day designing and flying really fast modified aircraft was at its peak. Flight beyond barn storming became very popular with the public across the world. It was a sport with a purpose in that the vast amount of records we take for granted today were unheard of and thought unattainable until various wealthy dare devil mavericks put their minds and fortunes into air racing of all types. Today the sport is a shadow of its former self. Kept alive mainly by very wealthy individuals and corporate sponsorship. Howard Hughes, were he alive today, would have been in the thick of the sport if not flying a plane of his own he would have lavishly sponsored a number of one of a kind race planes.
@@timmayer8723 well it's too late in time for it : 2 to 3 years B4 this p38's had crash from going too fast in dive what Hugues failed to understand is that he made it way too big so it could hold all that power and fuel that would be needed > 2500hp got the p51 2800 hp got the p47 over 500mph
@@danpatterson8009 Love him or hate him, Howard Hughes was an innovator and got things done, but as you said, his ego was his greatest drawback, and wouldn't let him back down from any decision, good or bad.
Love your presentation that makes it fun! ... but you haven't forgot the technical and historical details that provide context. Excellent overall balance between information and entertainment. Subscribed!
I had been told that the right prop went into reverse and Hughes was applying full power to get some thrust when he was really making the problem worse. It concluded that had the engine been cut the plane could have been flown safely on the other engine alone. BTW I worked for Hughes in the 1980's and got a thrill out of the photos of the Culver City plant and runway. It's all gone now except for the big hanger which is used for a film stage.
I have a book about Hughes, I wasn't aware of the leaking prop seal. I read an article that the props being experimental, were assembled incorrectly. If Hughes would have lessened the thottle of the port engine killed the fuel to the starboard engine, feather it, shut it down ,throttle up the port, retrim. He would have made it back to Culver City. Not a good idea to deviate from the safer protocol. To bad that the final prototype was scrapped.
Like his other builds, Hughes was ahead of technology, but experienced many delays to incorporate new technologies. The needle-like fuselage is similar to the U2, perhaps some of his 1940’s designs carried over into the jet age.
Excellent video - I knew Hughes built and flew the XF11, almost dying in the crash, but I never knew he rebuilt it and flew it again. He was a one of a kind visionary, and never did things by halves - which may have led to the initial crash, but also led him to being the leader he was in many fields.
Thats inaccurate sir. You can only get so much power at normal atmospheric pressure, late war avgas allowed engines to take advantage of turbos/superchargers. That's why Germany used mw50 to take advantage of the power bump from superchargers.
@@RidinDirtyRollinBurnouts MW-50 is for cooling and anti-detonation, so they can run the engine on Sondernotleistung (Special emergency power) longer, a lot longer. Most pre-MW-50 DB605s can run that for 1 minute before a check must happen. With MW-50 you can run a DB605 for ten minutes on that followed by 10 minutes of resting and then 10 minutes again. Or another 10 minute one after that. In Aircraft engines you mostly use Turbochargers or Superchargers to mitigate the power loss by altitude. In fact most of the really high altitude variants like the Ta-152H or the P-51D-30 had lower performance at low altitude due to their Superchargers or Turbochargers optimized for high altitude. Greg from Greg's Airplanes and Automobiles has made some excellent videos on the topic, with a Series on the P-38. As for a late War P-38 not being able to really mix it up with the Spit and 109 or the 190, try the P-38J out in IL-2 you will be gobsmacked at how maneuverable that beast is. And with a good pilot you can go toe to toe with the Bf109 and the 190. If you know how to use the Fowler Flaps, the rudder and the revs on the engine, you can make this fat lady dance like you wouldn't believe. Yeah the nosepointing ability in a scissors once you use Rudders and more power on the outside engine on the turn is insane. I used the P-38J-15 to win a scissors against a FW-190 A-5 (which is much lighter for pretty much same power as the A-8. Power to weight both it and the A-6 are the best 190s. The A-6 has all MG-151/20s though.)
an uncle of mine was in the AAF and flew the "Forked Tail Devil"(the Lockheed P38 fighter that looks quite like the XF-11!) as they called it back then...
Nicely done. We especially like your efforts to research the topic so thoroughly, you ran into "dead-ends". That tells us you will leave no page of relevant history unexamined. We are already subscribed, but thumbed up this one, too.
Howard Hughes was a great American! At the completion of Hell's Angels, Hughes had the largest private aircraft fleet in the world, and the single largest film archive of experienced combat fighters dogfighting.
Took a scroll through your channel I'm a little surprised not to see something on the North American F-82 Twin Mustang. I bet you'll love that plane =D
Props to an apex prop! Personally my favorite prop is the Dornier Do 335, another heavy twin but with a *(cough)* slightly different engine configuration...
I worked with the Nephew of Howard Heughs' and learned a lot about machining engine surfaces and transmissions growing up in Bellevue WA. I had never seen so much huge types of equipment in my life, all purchased by himself as he never received a dime from Howard!... GC Heughs Was highly intelligent and I respected him in every way, his thoughts about machining really opened my eyes in life!... My father was a tool and die maker, but Gary was a genius definitely! I'm so thankful to have learned in life!!!
Just stumbled across this channel. Great video! I always wondered about this plane from the movie. It's a beautiful aircraft. The XF-11 was one of the planes Congress questioned Hughes about, claiming misuse of funding. The other was the Spruce Goose. I enjoyed your historically correct accounting of this aircraft. Thanks.
"After the accident Hughes would suffer major injuries including severe burns, 11 broken ribs, a punctured lung, and a displaced heart." Wow. You'd think he'd get hurt in the accident. What did the neighborhood residents beat the crap out of him afterwards?
yes same with Einstein he sent in his idea to peer review and was ignored for six months finally someone said he might have something there it happened to me there still ignoring me .
Reminds me of Elon Musk. A slightly crazy genius. Personality flaws ... yes .... but he will leave the world a better place. Better than most of us will do ....
@@williampotter2098 A better place? He's set us on a path toward the world of Nineteen Eighty-Four, but with far more terrifying technological capabilities.
Howard Hughes was incredibly wealthy, so he was considered "eccentric". Anyone else equally eccentric, but without the wealth, would be a resident of the "funny farm". Incidentally, I note that North American Aviation designed and built the first P-51 for the British RAF in just 102 days. Hughes constantly obsessed over his XF-11 while years went by.
I didn't know that the P-51 was built for the RAF in just 102 days. It should be noted that while Hughes was tinkering with this design both Britain and Germany were developing jet engined planes and of course the Germans had already discovered that swept wings were critical for high speed flight; I was stuck that for a high speed plane, it had straight wings.
@@axelBr1 Well... swept wings aren't strictly needed... but they sure help a lot. Also it's been determined that having too aggressive a sweep angle means the plane becomes uncontrollable completely. It's a trick of angles of the flow of turbulence. If the plane's wake hits the wings at the wrong angle the bow shock effect makes the air hit the wings in a way that doesn't produce lift due to the turbulence. While this massive beast had other issues... it didn't have THAT issue.
@@axelBr1 Well, the maximum design speed for the XF-11 was just 450 mph, a speed attainable by the later models of the Mustang which, of course, has a straight wing. The first operational jet fighter, the German Me-262, had a top speed of 560 mph, cruised at 465 mph and had wings swept back at an angle of 18.5 degrees. But there is no indication that the swept wing was engineered for aerodynamic reasons. In fact, the swept wing was meant to adjust the center of lift since the pod-mounted jet engines were heavier than expected. It is only when jets approach the speed of sound that swept wings impart an advantage. Mach 1 at sea level and 20 degrees C is 767 mph. The F-86 and MiG-15 have the same wing sweep - 35 degrees.
@@marhawkman303 I checked on the design of contemporary planes, (Gloster Meteor, the in design Canberra bomber / recon, etc.) and all had straight wings despite flying faster. But I think that was design by ignorance rather than intent.
@@jamesrussell7760 Thanks. I was just struck by the only thing remarkable about the plane, that took so long to develop for that period in time, was how unremarkable it was, and seemed to be out of date even on the drawing board. That the wings were straight was an obvious thing to pick on, (for a plane that had be tinkered on for 4 years or so, and Hughes obviously couldn't let go of), despite, as you pointed out, being a suitable design choice.
A good story but things at this time were moving very fast and this concept was well out of date by 1945, and by 1949 the British had the English Electric Canberra jet bomber and photo Reconnaissance aircraft which could fly so high no jet interceptor could catch it. In fact it was so good the Americans bought it.
Given the actual timeline, even if they had been ordered, no production models would have found their way to any forward air bases until well after 1950...the jet age. Unique aircraft, only available after it was basically obsolete.
Just found your channel! Always interested in Hughes stories! Great narration and research! The XF-11 had some sweet lines but just couldn’t compete in terms of practicality!
Given how long it took to get one in the air, this became, a real case of reinventing the wheel. Spitfires were roaming above Europe at greater heights then are quoted for this aircraft in 1940/41, also the US were using the Mosquitos long before this first flew, and I would have thought, with the first Flight of the Whittle Gloster jet the whole premise on which this aircraft was based disappeared. I always admired Hugh's and his Spruce Goose but sadly it would seem he was more obsessive loon than great thinker. That wing looks like it could have had a future though, an interesting video which I think shows more power is not always the way to better performance. In the UK Westland went down the same dead end with the Whirlwind and then the Welkin, the first a heavy fighter which like the Me 110 was out classed by the Spitfire and the Me 109, then the Welkin which was meant to be very high-altitude fighter photo reconnaissance but which turned out to be un needed as the Mosquito already fulfilled those roles very well. As a post script it is worth know that the designer of the Whirlwind and Welking a gentleman called Mr W E W Petter moved to English Electric and produced the Canberra which first flew on the 13 May 1949, the Canberra replaced the Mosquito and like the Mosquito it was also unarmed and simply flew higher and faster than its opponents up around 50,000 feet.
The USAAF sent out specifications for a fast photo recon aircraft to different manufacturers who then drew up a design that met the specs for the USAAF engineers to review. They liked Hughes the most so gave him the contract to make a prototype for testing. Hughes was developing the resins for laminating thin sheets of wood veneer together and forming those into shapes for use in transport aircraft since aluminum was in short supply. General Hap Arnold didn't like the idea of having aircraft made out of wood since it burns. He did like the idea of a real fast photo recon aircraft that would be able to take a long route taking pictures of several locations during the trip so gave the XF-11 his blessing. The delays were due to strategic materials being in short supply. The War Department made sure those went to companies that had contracts to complete first with anything left over to companies working on experimental projects.
The Avero Arrow was a real slap in the face to innovation. It would have been the air superiority interceptor for many years had it not been for strong-arm politics from the U S aviation companies.
@@billwilson3609Wilson I saw that, but North American didn't have those problems with the RAF request for them to build P40 for us, they said no we will build you something better, and then created the P51 in around 100 odd days, which as everybody knows became the best long range fighter escort fighter of the war once the Merlin was fitted. Our Air ministry had exactly the same concerns (old fuddy duddies wanting to fight the first war again sort of thing) "an unarmed wooden bomber, Balderdash"! De Haviland just went ahead at their own expense and flew a prototype in under a year that aircraft was the Mosquitos which went on to prove itself unmatched by all but the German jets and it destroyed many of them. Our Mr Whittle had the same issue with the Air ministry at the start of the 1930's, "what good is a1000 pounds of thrust compared to 1000 HP" they demanded as they chucked him out, but as he had little money it took him until 1940 before a working jet engine was developed. Howard Huges was a very rich genius and I believe the resins he created could have improved the Mosquito as it could not resist the temps and humidity to serve in the Far east theater. Sadly, Mr Huges was not mentally a well man, as is the case with many of the very rich, but I still love the Spruce Goose.
@@jkevinf5091 I agree totally, I read once that out on an air-test it got so fast so quickly it had penetrated US air space and set off all the early warning gear before the slowed it down enough to turn it a get back out.
@@pingpong5000 North American was able to do that by being an aircraft manufacturer that was controlled by GM and the Department of War Production being headed by GM's president Knudsen. Hughes Aircraft was created in 1932 as a branch of Hughes Tool Company (they made most of the rotary drilling bits used around the World) yet only had 4 employees when the war started, around 80,000 when it ended and only 800 by 1947. Hughes Aircraft became a subcontractor producing various parts for other aircraft manufacturers while working on the XF-11 and the Spruce Goose. Howard Hughes was genius that surrounded himself with equally smart people. He did have some health concerns which led to his founding of the Howard Hughes Medical Institute in 1953 with him donating Hughes Aircraft to the institute to ensure it had plenty of funding. By then HA now had 17,000 employees (3,300 had Ph.D's) and $600,000,000 in government contracts. I only remember him becoming obsess with germs and bacteria later in life so stayed holed up in a sanitary apartment with a handpicked staff that took care of all his needs until he passed away at the age of 70.
You should review the Republic XF-12. Similar intended role. Though its story lacks an intriguing central character like Howard Hughes, the project also was not crucially derailed by unchecked personal hubris. The XF-12 was perhaps the zenith of high-speed piston engined aircraft technology. Nevertheless, the USAAF/USAF had a surplus of B-29s that were cheaper, reasonably fast, and would not require new production facilities, service assets, or crew training.
Wait a minute, too large to mix it up with Me109 or Fw190? Bong and MacGuire did alright with Zeros and Oscars. Hold back of P-38 in Europe was cockpit heating. Altitudes were usually higher and colder in Europe.
The Hughes XF-11 arrived far too late to achieve anything and was heartily disliked by the brass and anybody concerned with aviation and has much to do with Hughes abrasive attitude. Curiously he was despairing to fly this prototype as soon as possible because of the mounting pressure from the Congress so he needed the funds for both the XF-11 and the Hughes H-4 Hercules. Fact is that he threw away all the regulations in the bin and did everything to ask for trouble. Furthermore he was already forewarned about the leaking Hamilton Standard Hydromatic contra-rotating propellers system. Apparently instead of concentrating on feathering the propellers he kept on lowering and rising the wheels (he was convinced that one leg was being down) by emptying the hydraulic system, flying away from Hughes Airport. Despite his accident he sue Hamilton Standard company but I don't remember what really happened. Fact is that his accident was highly controversial especially under Trueman's Committee. For me Hughes already had problems with his head before the accident because of his erratic behaviour but it is just my opinion. You did a good job 👍 👍👍👍 and looking forward to your new videos....
also bonus fact: the luftwaffe had already shown that jets could be used for all roles in military aviation wich ment that the xf-11 would have been overtaken by a jet not far after a potential adoption.
I remember my mom pointing to the lightning as it flew over lake Dubay before CWA was CWA . I was fascinated by it and would always watch going to see it again. Only saw it twice as a kid , circa 1966 .
Military aircraft designers were probably obsessed with range in the postwar era because no one assumed the US was going to indefinitely maintain a thousand military bases all over the planet.
Dude. This was a freakin incredible video. The pictures were so damn awesome too. Make more videos like this for your channel, seems like the way to go!
WOW I am impressed by all the super rare photos you have collected here - I have been looking for info like this since... ....since the War {my father flew test flights in}.
I've always been a fan of Hughes-based stories; he's the Area 51-like legend-maker of his time - including politically and, given his H'wood ties, socially. Some of his news making and aircraft were in part responsible for my joining the Air Force. Later in life, I was fortunate enough to be involved in trying to help promote the Spruce Goose display at the Evergreen Aviation and Space Museum, it almost seeming like a religious evangelism effort. I deeply appreciate the many details you have uncovered, here, and was particularly fascinated with the engine work, as that was my career field in the Air Force. I had even been offered a job as Jet Engine designer for Pratt and Whitney, so that detail sat well with me. Sigh. Often regretted leaving the Force, and not accepting that offer, when I did. But one thing I did do, perhaps unknowingly influenced by H.H., was to cross train through all aircraft maintenance fields. After seeing this, I now realize that potential connection.
Probably wouldn't have made much difference. Contra rotating propellers have two main advantages, a slight increase in efficiency and eliminating torque. As the power of the engines gets greater, it also allows for a greater blade area, which can result in power being delivered more efficiently. I doubt that the Allison engines power output was sufficient to justify their use. That said, the Lightning actually did have contra rotating propellers, as the right and left prop's turned in opposite directions😎
The P-38 simply needed improved propellors to replace the inefficient Curtiss Electric propellors. What it needed was Hamilton Standard High Activity paddle props. Lockheed built a prototype, the P-38K. It had a top speed of 450MPH, and a 5,000 fpm rate of climb in April 1943. The War Production Board declined to allow Lockheed to build them.
@@garethonthetube Top speed is not the only requirement. Rate of acceleration, rate of climb, energy retention, range, and sustained turn rate are of equal or even greater importance. Hamilton Standard High Activity paddle props would have been a massive improvement for the P-38, even if the top speed never exceeded 460 MPH.
I worked at the Hughes plant in Culver City, along with some older engineers who had worked on the XF-11. The Duramold process using resin, heat and pressure was fore runner of today's carbon fiber composites. Only difference was Duramold used organic carbon (plywood).
Outstanding video! Thank you! This aircraft had a good chance of making it, if it could be built as a twin tandem seater. And slightly later, what if it could be powered by turbo-props? I can't say whether or not this twin-boom configuration could compete with the U-2, but then again, I just adore the twin-boom aircraft design altogether.
The P-61 Black Widow was around at the time; 700 built.....hard to see how the XF-11 would fit in to a prolonged war....by the way; what could the XF-11 actually do in air combat?
Only two were built. The first had the counter rotating props, the second had standard props. The first prototype, piloted by Hughes, crashed on 7 July 1946 while on its maiden flight. Hughes did not follow the agreed testing program and communications protocol, and remained airborne almost twice as long as planned. An hour into the flight (after on-board recording cameras had run out of film), a leak caused the right-hand propeller controls to lose their effectiveness and the rear propeller subsequently reversed its pitch, disrupting that engine's thrust, which caused the aircraft to yaw hard to the right. Mr. Hughes maintained full power of right engine and reduced that of left engine instead of trying to fly with right propeller windmilling without power. Hughes was blamed for the crash. Hughes also piloted the second prototype which flew without incident, in 1947. The Air Force assessed that the plane lacked suitable control at slow speeds and was too hard to maintain so did not proceed with an order.
The problem Howard Hughes was confronted with is that " Preferred " Aviation companies ( Boeing , Douglas , etc ) were claiming most All available Aluminum resources for plane construction..
I have always been fascinated by coaxial contra-rotating propellers and their potential to manage the adverse effects of torque. Please consider producing a video on this topic.
One of the technologies being used to increase the maximum speed of helicopters is that of coaxial, counter-rotating rotors. It delays the effects of retreating-blade stall.
The model made for the movie was huge. I read about it and the makers went on about how great it flew. The plane flying off Catalina for the movie was just amazing it looked like the real plane. I bet it would have been a great investment for the air force.
Hughes was entirely the author of his own misfortune in the crash of the first prototype. The motor and set-up should have been tested separately on something like a B-17. and he should have flown the planned tests, not made up his own spur-of-the-moment jolly. New aircraft, especially if there's more than one novelty invplved. means the tests should anticipate problems and have contingency plans.
They were.........................in the next decade, many aerospace companies/engine builders tried to accomplish this but had the exact same issue....IIRR, it wasn't until the 70's that the issue was solved.
One thing to remember about the P38. It wasn't designed for dog fighting, it was designed for long range escort with the ability to "mix it up" if need be. Correction, not escort but interception of enemy bombers. Later on, it did really well in the ground support role.
The 2860's were NOTORIOUSLY unreliable when they were first designed because of the nightmare of overheating. It took Chrysler (P&W couldn't fix it, so they called in REAL engineers) quite a while to get it to run without overheating. The B-29's ALWAYS had to fly with the engine cooling flaps OPEN to keep them from overheating - and it actually slowed the plane by 10-20 knots. Adding the turbos would have just exacerbated an already well-known overheating problem on Hughes' planes. Impressive numbers, but as an aircraft mechanic myself - those engines would have been a NIGHTMARE!
@@normmcrae1140 Interesting tidbit about Chrysler engineers helping with cooling. Some magnesium parts, maybe valves, tended to catch fire with catastrophic results. The Marines were tasked with capturing Iwo Jima which would be used as an emergency airfield for B29s bombing Japan.
@10:30 Hughes did not pull himself from the wreckage! He was rescued by Marine Sgt William Durkin. Hughes was in FAR too bad a shape to pull him out-- he just barely survived.
Those pilots that really learned the P-38 could out turn a P-51. This was by advanced engine management. You slow one engine and reved up the other engine and turn into the slowed engine. Also, they would use the “clover leaf “ maneuver.
USAAF Maj. Richard Bong developed the engine-steering finesse on his way becoming highest-scoring WWII ace, all kills having been made in 38s. Would have been sweet to see his Forktailed Devil flame a few Nazis though, he could outfly anything in the sky.
@@givenfirstnamefamilyfirstn3935 Utterly false. The cloverleaf was developed by a P-38 pilot named John Lowell. He used it effectively against the Luftwaffe. And the P-38 can do it in either direction. Differential throttling was used by several (likely hundreds of) P-38 pilots, and documented by P-38 pilot Erv Ethell.
@@AlanRoehrich9651 WW2 era training was poor, many multi-engine pilots had inadequate knowledge of aerodynamic principles and operated on blind hunches. Lindberg in the Pacific corrected many inappropriate practices entrenched through ignorance and bad training.
Good presentation, thanks. But, please try to find film transferred to video (now digitized) and video clips that have not been BBCed (Blown-up, Blurred, Cropped) that young editors easily do via “click to fill” when they have 4:3 Aspect ratio material and they want to fill the 16:9 frame. When that is done they are taking standard definition material and degrading the resolution to substandard definition, usually resulting in a blurry mush when viewed on a television (compared to a small computer screen). They are also altering the carefully composed framing by the historic cinematographers and videographers. Cropping also results in overly large/blurred images that are missing picture information at the bottom.
Thank you for the great video. Too bad more of Hughes Aircraft didn't make it to production for the war effort. It would have made an awesome radar night fighter.
Great video. What a bondoggle plane. The concept was brilliant. The laminated wood construction was stupendously advanced. But by 1943 in America,you say wood,you think furniture ....no longer .....aircraft. Those amazing engines looked like a something out of a Heavy Metal cartoon. And while they were attractive,Airforce mechanics have to be able to maintain these things at a quick pace. Furthermore,Howard Hughes violating the terms of the first flight is not smart at all as it was exactly the restricted test terms reasons why Hughes crashed the initial plane. This effectively told the military that Hughes would not listen to what they told him to do and effectivly cancelled the project in their minds. From that point forward,the timeline for Hughes plane was fatal, as jet technology was firmly beginning to supercede all prop planes. Also,from the start, the size of this plane always worked against it. Air force planners must have thought,I can have two B29's for the price of this thing,why should we buy it. Howard was deluding himself as he paid the military to effectively put on a air display for no reason. And the saddest fact of all,for me,is that I think it was this plane crash above all trama Howard went through in his life .that caused his demise as a human being later in life. I don't think Howard Hughes ever fully recovered from the injuries he suffered in the crash of this plane. So the plane nobody wanted,that made no sense by the time it was fully finished,helped to torment Howard Hughes for the rest of his life. Howards unwillingness to allow others to fly the plane and to realize it was a lost cause when the money and time said so serves as a stark lesson to all of us. But that was Howard Hughes... stubborn as hell to the end of his life. God rest his soul.
They found broken off needles in his arms legs and buttocks that the quack doctor left in but was too drunk to tell Howard. Also metal staples and screws that weren't medically approved. Moving around must have hurt. I feel sorry for Howard and anger to the hospital staff and that godamned drunk doctor.
She really was such a gorgeous aircraft. Visually flawless and despite it crashing ( i haven't heard the results of the investigation ) I still absurdly wish it had continued and that some examples would still exist at airshpws.
I’ve heard that a couple of the guys (Howard included) that designed the XF-11 worked on the YF-12 and then the SR-71…I think ole Howard was proud of them even if it wasn’t his company and would have loved to fly them…he was just a barn stormer at heart
I knew about the crash but had no idea that the prop hub leak was a known issue with a strict flight time limit.
Movies have portrayed it as just an unlucky test flight, but turns out he was shockingly reckless that day and paid the price.
Shockingly reckless was most of his life. What a risk taker. Many things paid off however he did have great losses. His profits were second to his ambition.
Put it down on someone's roof I believe and said when you are up there and it goes wrong you just want to get it down safely whatever. Not the man to steer clear of people on the ground ignoring his own safety I suspect. I think we need to remember the risk to others whilst ignoring the rules and advice did not factor in to his life much if at all.
@@timf2279 The "Musk" of his generation. Working for ANY Hughes company in the fifties and sixties was like a myth: very high morale across the board. I was inside "Hughes Research" in Malibu several times to pick up arsenite crystals to power satellites, the size of a postage stamp. Took them to the Jet Propulsion Lab in Pasadena.
@@timf2279 Hughes Tool, a private company, generated 100 million in revenue (net) and HH owned ALL of it. It funded a lot of his other revenues. Nice to have a "cash cow" with lots of milk.
@@Dwightstjohn-fo8ki Nice to have a father build an empire and leave it to you.
I created the CGI version of this and the Hercules (Spruce Goose) in the Scorsese film The Aviator. I studied a lot of the photos and we modeled everything down to the 3D nuts and bolts, which was difficult at the time. Almost all of the software was custom coded back then. Scorsese had the Smithsonian send us archival film footage which we screened in the screening rooms at Columbia Pictures. The Smithsonian sent the wrong footage at first - a bunch of footage of monkeys began playing :) We were like..huh??
Wow, you have done an incredible job! The plane flying scenes are my favorite in the movie.
I remember seeing that film when it came out, and that entire scene with Hughes wrecking his XF-11 in the 'burbs was (and still is) one of the most butt-clenching scenes in cinema history. Bravo, my friend.
That's
quite an impressive story, cool.
@@ci7alex1 Thanks. When we completed the Hells Angeles flying sequence, he said to us, "This was the sequence in the whole movie I was the most worried about, and it turned out to be the part I love the most!"
@@HANKTHEDANKEST - "Butt-clenching"? Is that in any way related to "Pucker-suctioned? :o)
My old-and-now deceased friend, Richard E. Saunders, was an engineer for Hughes on the F-11 project. What an amazing aircraft. Imagine this aircraft with big turboprops. Glad you focused attention on this aircraft. Well done with all the important details.
Mr. Hughes wasn't a member of "Old Money".He was 'brash'. So, the stuffy established guard disliked & ostracized him; just like they did with President Trump.
The plane in this video is the XF-11 Not to be Confused with the F-11, Don't kid, yourself May your friend RIP, , It's Not his Fault but that F-11, was is a POS, Created during Vietnam, & was a Cash Cow for Many Folks in the Military Industry Complex Everyone including Presidents made money off that hunk a shit I, Worked Test Missions with it for 5 yrs, & for instance We would have 6 Sortes in a Month, & other "Might" make Two ?? It was that way for 5 Long yrs, & that was in a Test and Evaluation, Mission Meaning Leave the Base & Drop a Test Bomb or Missle, & it Stayed Broke.. it was a Classic Case of too many Chiefs and to Many Indians, if it would have been 100% Designed and built by Hugh's Aircraft, it Would have been Fine But it was Subcontracted Out to Way to many Company's & it Turned Out to be a Turd..But !!!! When it Worked it, Was Bad Ass, When it, Worked.. again Sorry, Bout Your, Friend .
Not turboprops. Pratt and Whitney R3460 28 cylinder radials.
@@JeRice100can you read? He said imagine this aircraft with turboprops jackass, learn how to read
I would have been afraid of those props to start with.
Some Hughes airplane trivia;
A while back I watched a "myth busters" type program where a guy had an altimeter that his fireman father had said he "picked up" from the Hollywood XF-11 crash site.
The show producers found out that the Spruce Goose and the XF-11 were built side by side. The current SG owners (Evergreen Aviation & Space Museum) allowed them to compare altimeters and found they were the same make and model altimeter with sequential serial numbers.
The Spruce Goose also used 4630 engines, with 448 spark plugs total in 8 engines.
At the time aluminum was a strategic metal. Experimental aircraft were not considered worth saving. In the late 1940s, the air force had many thousands of WWII aircraft in storage. In 1949 you could purchase a P-51D for $500 Dollars, and with an oil change and a check ride you could fly it home. What was interesting is the vast majority of combat pilots never set foot in a plane again. It wasn’t called PTSD at the time but these pilots suffered from it.
Son, you need a lot of books and interviews to get so much in just a paragraph. Bravo. and again. BRAVO.
Vic Kirby, from Hannibal Mo. bought a BT-13, Vultee Vibrator in Texas after the war for $250.00. He fixed it up and sold it in 1971 from his FBO in Hannibal Mo. for 35 times what he had originally paid for it. 🤠🤗🤑
Despite the fact that I've been collecting US military firearms since I got out of the Army in 1986 I've never owned nor have I wanted to own an M16/AR15.
When you've been in the military and you get out there's some things you never want to see again for the rest of your life, it doesn't necessarily have to do with bad memories, some things you're just sick and tired of.
After dragging around an M16 everywhere I went for 3 years with it constantly getting caught in camo netting and everything else I was trying to do the day I got out I swore I never wanted to see another one of those things again as long as I lived, the M1 steel pot helmet came in a very close second.
True, Paul Mantz the Hollywood stunt pilot purchase a fleet of 475 surplus bombers and fighters including P-51's for 55 000$. First he sold the fuel inside them for a profit and after all airplanes except 12 for scrap metal.
For most of us the 'warbirds' are ultra-cool airplanes, but for the men who flew them in combat they were killing machines that were just as likely to kill their pilots as to kill the enemy. It's understandable that so many WWII pilots never flew again.
Years ago I read a book titled ‘I Caught Flies For Howard Hughes’ - written by a guy hired to watch / guard one of Hughe’s planes. Howard eventually hired the fellow to do bizarre jobs, hence the title of the book.
It’s an interesting daily chronicle of the period just before Hughes became a reclusive compulsive.
If anyone is interested, cement and aluminum have the same density. Not that you could make cement thin enough to use on an aircraft, but wood does save weight. When I was designing a light weight hatch cover, I thought of aluminum, but discovered it wouldn't have the rigidity of wood, while being about twice the weight, and I didn't have the equipment to put a compound curve in the aluminum. I replaced a 13 lb fiberglass hatch cover with a 3.5 lb wooden one. No one noticed it wasn't the factory one.
"a light weight hatch cover"
Was this hatch in an airplane?
The only airplanes I work on are radio controlled but wood is a great material for building radio controlled aircraft. The plywood sold for model aircraft is surprisingly strong and light. I love the stuff.
"Not that you could make cement thin enough"
When I was at university in the '80s, the civil engineering students would build a canoe out of cement every year and race the canoe against other other cement canoes built by other universities. It was pretty crazy how thin the students were able to construct the cement walls of the canoe. Of course the canoe would have been a lot easier to build and the canoe would have performed better if built from wood.
@@ddegn : I race sailboats, and they go thru weight reduction, as much as the class rules allow.
I even got 5 lbs out of an 8 up outboard motor, that looked stock.
I worked at a university, I'm aware of the cement canoe / cement toboggan races.
There are entire dome roofs made of very high properties cement, that are only about 0.8 inches thick and span dozens of feet.
@@Triple_J.1 : the hatch I made was approx 24 x 40 inches, mainly 1/8 " plywood with reinforcing cedar ribs.
Interestingly, while Hughes was recovering in the hospital he and his engineering staff designed an improved hospital bed.
He is, indeed, the father of the modern hospital bed. Some nurses actually know this I found out.
An old Hughes tool company building still stands in my hometown Shreveport Louisiana. Back in the 50s Hughes flew in one night and a night watchman was supposed to let him in the building. The watchman didn't show, so Hughes went to sleep on the front porch. The next morning he was arrested as a vagrant. It took several hours to convince police who he was, as he carried no ID.
Hughes Aerospace invented the first satellite TV broadcast. Telstar 1, in 1960, I believe.
@@wesmcgee1648 lol, sound believable, reguiment to be a cop shoot a gun and handcuff someone and lie
How much is one? Bingo!
Actually, listening and looking at this thing believe that it is more like the P-61 than the P-38. Huge engines, full span (or nearly so in the XF), slats for roll control....if I was Jack Northrop I would be asking for dates on those drawings!
@fooman2108, the primary flight controls on the wing of this plane might have appeared to be very similar to the XB-35 and the YB-49, but they were quite different... This plane did have an empenage... Not so for for ANY of the flying wings... Yaw on this plane was controlled by the empenage, and so was pitch... Not so on the flying wings-no empenage at all...
@@michaelmartinez1345 check out the P-61 "Black Widow" night fighter. Full width flaps and spoilers for roll control.
@@ScottKenny1978 Oh yeah!!! I forgot about that plane!!! Good call !!!
@@michaelmartinez1345 Someone who takes a second look. Not common on RUclips. deserves credit when seen.
My first thought that it did look like a P38, good pickup
P61 is still my favorite twin boom design. Simultaneously ahead of its time, but too late to the war, but despite its low numbers was used well by its crews.
P 61 was a disaster !!!
@@garrington120 considering its limited use, but excellent combat record, the affection the people who flew it had for it, its versatility outside it's intended use, and it's fought characteristics i think you have to be an absolute moron to classify it as a disaster.
It is my favorite too. At one time. I had a model of it.
@@garrington120 you're a Limey, so EVERYTHING Americans design or create is a fucking disaster to you. SMH!
@@garrington120 Your opinion; worth what we paid for it.
Basically every aspect and detail concerning the x-f11 is incredible. Given the chance, this beast would have been iconic.
look up iconic in the dictionary.....
Never.not.alone, how many "iconic" photo recon planes can you name?
@@easttexan2933 U-2, SR-71.
@@Starjumper2821 the SR-71 for sure !!
@@easttexan2933 de Havilland Mosquito and English Electric Canberra (B57)
Odds are the provision for extra fuel was to feed Hughes’ desire to set an around the world speed record. The D-2 began as a project to do just that, but when war broke out Hughes went looking for a market for it.
Cool bro, i also watched the movie (it so easy, why learn history, sacrifice time and effort to study topic... pointless. just watch the freaking movie! every cinematic film makers take the highest care to make the history as authentic as possible and the most importantly they NEVER, i repeat NEVER set their own interpretation!) Thats right bro! yeah!
Or the airforce was interested in long duration photographic missions over Japan? You need quite a lot of fuel to do the triangle and fly along say a coast line on the west of Japan.
@@jedenszesc what movie?
@@RubenKelevra I suppose. More insight could probably be gained by looking at the specs of its competitor, the Republic XF-12
@@bobuncle8704 "The Aviator"
I share your love of the P-38. How could you not love an aircraft that went from napkins to flying in a year with cutting-edge technologies?! The Lightning was awesome as shown by the top 3 World War II pilots' accomplishments.
Had a nasty habit of crashing if the side window was rolled down during take-off.....ummm, great plane?
@@imtheonevanhalen1557 ....Just don't forget to close the side window? Don't blame your own carelessness on something else, or you die. Would you blame the car window if you rolled it down and got soaked in rain?
And by "the top 3 World War II pilots" you mean the top two U.S. pilots in World War II?
@@gluffoful Sorry, fat fingers. Top 2, Bong and McGuire.
@@imtheonevanhalen1557 Crashing, no. Pitch control degradation, yes. Pilots didn't take off with window{s) down as part of their training. Yes, great plane.
I have always been fascinated by 4360 powered aircraft, and this might have been the coolest of all of them. Great video!
8720 CID! All in one place! Sell my clothes, I’m going to Heaven!
That P&W engine has to be the coolest 😎thing I’ve EVER seen!! My husband wouldn’t even look😒
@@graememceachren1118 Near where I live, there is a motorcycle shop that has a 4360 out front mounted on a trailer. They fire it up occasionally. Always draws a crowd.
Super Corsair too.
Imagine flying this beast. With such a large air foil service, light design, and monstrous power, it probably took off like a rocket, and took flight almost immediately.
Hughes loved flying but his real desire was to see how fast his aircraft could fly. During his hay day designing and flying really fast modified aircraft was at its peak. Flight beyond barn storming became very popular with the public across the world.
It was a sport with a purpose in that the vast amount of records we take for granted today were unheard of and thought unattainable until various wealthy dare devil mavericks put their minds and fortunes into air racing of all types.
Today the sport is a shadow of its former self. Kept alive mainly by very wealthy individuals and corporate sponsorship. Howard Hughes, were he alive today, would have been in the thick of the sport if not flying a plane of his own he would have lavishly sponsored a number of one of a kind race planes.
some planes are like winged drag-racers- the beech 18 and rockwell AC690 come to mind...
Hughes: 'When this baby hits 488 miles per hour, you're going to see some serious sh*t.'
@@timmayer8723 well it's too late in time for it : 2 to 3 years B4 this p38's had crash from going too fast in dive what Hugues failed to understand is that he made it way too big so it could hold all that power and fuel that would be needed > 2500hp got the p51 2800 hp got the p47 over 500mph
@@indiegun 1:02
Howard was real man and went above and beyond the call. It’s a real shame that the remaining aircraft was scrapped.
Hughes was a self centered arrogant clown who flew stupidly beyond his ability.
A man of remarkable achievement but his ego did not allow him to back away from poor decisions.
@@danpatterson8009 Love him or hate him, Howard Hughes was an innovator and got things done, but as you said, his ego was his greatest drawback, and wouldn't let him back down from any decision, good or bad.
@@danpatterson8009
Yes because that is what brave men of there word do, stand by what they say they are going to do.
Draft dodger
"Plan the flight, fly the plan." -Every test pilot except Howard Hughes
The first test pilot school in the US was established in 1944. By that time Hughes was already a record-breaking aviator.
Love your presentation that makes it fun! ... but you haven't forgot the technical and historical details that provide context. Excellent overall balance between information and entertainment. Subscribed!
The XF-11 was a beautiful plane. "The Aviator" film made it look downright stunning.
I had been told that the right prop went into reverse and Hughes was applying full power to get some thrust when he was really making the problem worse. It concluded that had the engine been cut the plane could have been flown safely on the other engine alone. BTW I worked for Hughes in the 1980's and got a thrill out of the photos of the Culver City plant and runway. It's all gone now except for the big hanger which is used for a film stage.
Who told you?
@@20alphabet sone guy called howard
Yes, that was in a book I read about Howard Hughes. It was a design fault, the prop should have never gone in reverse with a loss of oil pressure.
I have a book about Hughes, I wasn't aware of the leaking prop seal. I read an article that the props being experimental, were assembled incorrectly.
If Hughes would have lessened the thottle of the port engine killed the fuel to the starboard engine, feather it, shut it down ,throttle up the port, retrim.
He would have made it back to Culver City. Not a good idea to deviate from the safer protocol. To bad that the final prototype was scrapped.
@@thresher4
Lol, look at you, giving HH flying advice. 😆
I do like the twin design as well. Timing is everything(well…almost). If he’d finished it a year earlier, things might have turned out different.
Like his other builds, Hughes was ahead of technology, but experienced many delays to incorporate new technologies. The needle-like fuselage is similar to the U2, perhaps some of his 1940’s designs carried over into the jet age.
The 2 giant engines, service ceiling and range made it the SR71 of its day.
Excellent video - I knew Hughes built and flew the XF11, almost dying in the crash, but I never knew he rebuilt it and flew it again. He was a one of a kind visionary, and never did things by halves - which may have led to the initial crash, but also led him to being the leader he was in many fields.
he must have felt like God walking away from his third major plane-crash....
The turbos were required because of the operational altitude. They had little to nothing to do with boosting normal power.
Thats inaccurate sir. You can only get so much power at normal atmospheric pressure, late war avgas allowed engines to take advantage of turbos/superchargers. That's why Germany used mw50 to take advantage of the power bump from superchargers.
@@RidinDirtyRollinBurnouts Read up on the P-38.
@@RidinDirtyRollinBurnouts It's turbo normalizing for altitude/pressure.
@@RidinDirtyRollinBurnouts MW-50 is for cooling and anti-detonation, so they can run the engine on Sondernotleistung (Special emergency power) longer, a lot longer. Most pre-MW-50 DB605s can run that for 1 minute before a check must happen. With MW-50 you can run a DB605 for ten minutes on that followed by 10 minutes of resting and then 10 minutes again. Or another 10 minute one after that.
In Aircraft engines you mostly use Turbochargers or Superchargers to mitigate the power loss by altitude. In fact most of the really high altitude variants like the Ta-152H or the P-51D-30 had lower performance at low altitude due to their Superchargers or Turbochargers optimized for high altitude.
Greg from Greg's Airplanes and Automobiles has made some excellent videos on the topic, with a Series on the P-38.
As for a late War P-38 not being able to really mix it up with the Spit and 109 or the 190, try the P-38J out in IL-2 you will be gobsmacked at how maneuverable that beast is. And with a good pilot you can go toe to toe with the Bf109 and the 190. If you know how to use the Fowler Flaps, the rudder and the revs on the engine, you can make this fat lady dance like you wouldn't believe.
Yeah the nosepointing ability in a scissors once you use Rudders and more power on the outside engine on the turn is insane. I used the P-38J-15 to win a scissors against a FW-190 A-5 (which is much lighter for pretty much same power as the A-8. Power to weight both it and the A-6 are the best 190s. The A-6 has all MG-151/20s though.)
Yep. The air thins out at altitude, and you need to compress it into the engine for max power.
It's a shame the prototype was never kept for a museum piece. Of course back then no one thought about that. Great vid by the way.
an uncle of mine was in the AAF and flew the "Forked Tail Devil"(the Lockheed P38 fighter that looks quite like the XF-11!) as they called it back then...
Nicely done. We especially like your efforts to research the topic so thoroughly, you ran into "dead-ends". That tells us you will leave no page of relevant history unexamined. We are already subscribed, but thumbed up this one, too.
Your style is so welcoming. Thanks for yet another amazing video!
This was an excellent video, filled with tons of facts and information about Hugh’s! Thank you for your hard work!
This is awesome. Videos like this are quickly turning me into an aviation enthusiast! Thank you for sharing your passion!
Howard Hughes was a great American! At the completion of Hell's Angels, Hughes had the largest private aircraft fleet in the world, and the single largest film archive of experienced combat fighters dogfighting.
Took a scroll through your channel I'm a little surprised not to see something on the North American F-82 Twin Mustang. I bet you'll love that plane =D
Heard that there is only (1) flying left,such a shame.
Props to an apex prop! Personally my favorite prop is the Dornier Do 335, another heavy twin but with a *(cough)* slightly different engine configuration...
If you haven’t seen it already the one at the Udvar-Hazy museum is absolutely stunning in person.
This is your moment bro, the algorithm has chosen. Awesome channel, subbed!
I worked with the Nephew of Howard Heughs' and learned a lot about machining engine surfaces and transmissions growing up in Bellevue WA. I had never seen so much huge types of equipment in my life, all purchased by himself as he never received a dime from Howard!... GC Heughs Was highly intelligent and I respected him in every way, his thoughts about machining really opened my eyes in life!... My father was a tool and die maker, but Gary was a genius definitely! I'm so thankful to have learned in life!!!
I live close to Seattle and I love how much aviation history the PNW has
That's a great story
Just stumbled across this channel. Great video! I always wondered about this plane from the movie. It's a beautiful aircraft. The XF-11 was one of the planes Congress questioned Hughes about, claiming misuse of funding. The other was the Spruce Goose. I enjoyed your historically correct accounting of this aircraft. Thanks.
I can’t wait for this channel to blow up
Thanks for making and posting this video! I've always been more curious of this than the SPRUCE GOOSE.
Now I understand why Howard eventually lost his grip. But still a incredible caricature.
"After the accident Hughes would suffer major injuries including severe burns, 11 broken ribs, a punctured lung, and a displaced heart." Wow. You'd think he'd get hurt in the accident. What did the neighborhood residents beat the crap out of him afterwards?
Hughes was a genius. He not only thought outside the box, but lived there as well.
That’s so very true Richard 🤔
what's they call eccentric thoughts
yes same with Einstein he sent in his idea to peer review and was ignored for six months finally someone said he might have something there it happened to me there still ignoring me .
Reminds me of Elon Musk. A slightly crazy genius. Personality flaws ... yes .... but he will leave the world a better place. Better than most of us will do ....
@@williampotter2098 A better place? He's set us on a path toward the world of Nineteen Eighty-Four, but with far more terrifying technological capabilities.
Howard Hughes was incredibly wealthy, so he was considered "eccentric". Anyone else equally eccentric, but without the wealth, would be a resident of the "funny farm". Incidentally, I note that North American Aviation designed and built the first P-51 for the British RAF in just 102 days. Hughes constantly obsessed over his XF-11 while years went by.
I didn't know that the P-51 was built for the RAF in just 102 days.
It should be noted that while Hughes was tinkering with this design both Britain and Germany were developing jet engined planes and of course the Germans had already discovered that swept wings were critical for high speed flight; I was stuck that for a high speed plane, it had straight wings.
@@axelBr1 Well... swept wings aren't strictly needed... but they sure help a lot. Also it's been determined that having too aggressive a sweep angle means the plane becomes uncontrollable completely. It's a trick of angles of the flow of turbulence. If the plane's wake hits the wings at the wrong angle the bow shock effect makes the air hit the wings in a way that doesn't produce lift due to the turbulence. While this massive beast had other issues... it didn't have THAT issue.
@@axelBr1 Well, the maximum design speed for the XF-11 was just 450 mph, a speed attainable by the later models of the Mustang which, of course, has a straight wing. The first operational jet fighter, the German Me-262, had a top speed of 560 mph, cruised at 465 mph and had wings swept back at an angle of 18.5 degrees. But there is no indication that the swept wing was engineered for aerodynamic reasons. In fact, the swept wing was meant to adjust the center of lift since the pod-mounted jet engines were heavier than expected. It is only when jets approach the speed of sound that swept wings impart an advantage. Mach 1 at sea level and 20 degrees C is 767 mph. The F-86 and MiG-15 have the same wing sweep - 35 degrees.
@@marhawkman303 I checked on the design of contemporary planes, (Gloster Meteor, the in design Canberra bomber / recon, etc.) and all had straight wings despite flying faster. But I think that was design by ignorance rather than intent.
@@jamesrussell7760 Thanks. I was just struck by the only thing remarkable about the plane, that took so long to develop for that period in time, was how unremarkable it was, and seemed to be out of date even on the drawing board. That the wings were straight was an obvious thing to pick on, (for a plane that had be tinkered on for 4 years or so, and Hughes obviously couldn't let go of), despite, as you pointed out, being a suitable design choice.
That plane did not nearly kill Howard Hughes. Howard Hughes nearly killed Howard Hughes by taking shortcuts.
A good story but things at this time were moving very fast and this concept was well out of date by 1945, and by 1949 the British had the English Electric Canberra jet bomber and photo Reconnaissance aircraft which could fly so high no jet interceptor could catch it.
In fact it was so good the Americans bought it.
Given the actual timeline, even if they had been ordered, no production models would have found their way to any forward air bases until well after 1950...the jet age. Unique aircraft, only available after it was basically obsolete.
Duly noted.
Scrapping such a plane is heartbreaking.
A Mosquito did everything this thing could do !!.
@@colingregson8653 The mosquito had neither the range nor the speed of this aircraft, so that’s not “everything”.
@@Hornet135 The XF-11 also had a higher service ceiling than the Mosquito.
Just found your channel! Always interested in Hughes stories! Great narration and research! The XF-11 had some sweet lines but just couldn’t compete in terms of practicality!
Given how long it took to get one in the air, this became, a real case of reinventing the wheel. Spitfires were roaming above Europe at greater heights then are quoted for this aircraft in 1940/41, also the US were using the Mosquitos long before this first flew, and I would have thought, with the first Flight of the Whittle Gloster jet the whole premise on which this aircraft was based disappeared. I always admired Hugh's and his Spruce Goose but sadly it would seem he was more obsessive loon than great thinker. That wing looks like it could have had a future though, an interesting video which I think shows more power is not always the way to better performance. In the UK Westland went down the same dead end with the Whirlwind and then the Welkin, the first a heavy fighter which like the Me 110 was out classed by the Spitfire and the Me 109, then the Welkin which was meant to be very high-altitude fighter photo reconnaissance but which turned out to be un needed as the Mosquito already fulfilled those roles very well. As a post script it is worth know that the designer of the Whirlwind and Welking a gentleman called Mr W E W Petter moved to English Electric and produced the Canberra which first flew on the 13 May 1949, the Canberra replaced the Mosquito and like the Mosquito it was also unarmed and simply flew higher and faster than its opponents up around 50,000 feet.
The USAAF sent out specifications for a fast photo recon aircraft to different manufacturers who then drew up a design that met the specs for the USAAF engineers to review. They liked Hughes the most so gave him the contract to make a prototype for testing. Hughes was developing the resins for laminating thin sheets of wood veneer together and forming those into shapes for use in transport aircraft since aluminum was in short supply. General Hap Arnold didn't like the idea of having aircraft made out of wood since it burns. He did like the idea of a real fast photo recon aircraft that would be able to take a long route taking pictures of several locations during the trip so gave the XF-11 his blessing.
The delays were due to strategic materials being in short supply. The War Department made sure those went to companies that had contracts to complete first with anything left over to companies working on experimental projects.
The Avero Arrow was a real slap in the face to innovation. It would have been the air superiority interceptor for many years had it not been for strong-arm politics from the U S aviation companies.
@@billwilson3609Wilson I saw that, but North American didn't have those problems with the RAF request for them to build P40 for us, they said no we will build you something better, and then created the P51 in around 100 odd days, which as everybody knows became the best long range fighter escort fighter of the war once the Merlin was fitted. Our Air ministry had exactly the same concerns (old fuddy duddies wanting to fight the first war again sort of thing) "an unarmed wooden bomber, Balderdash"! De Haviland just went ahead at their own expense and flew a prototype in under a year that aircraft was the Mosquitos which went on to prove itself unmatched by all but the German jets and it destroyed many of them. Our Mr Whittle had the same issue with the Air ministry at the start of the 1930's, "what good is a1000 pounds of thrust compared to 1000 HP" they demanded as they chucked him out, but as he had little money it took him until 1940 before a working jet engine was developed. Howard Huges was a very rich genius and I believe the resins he created could have improved the Mosquito as it could not resist the temps and humidity to serve in the Far east theater. Sadly, Mr Huges was not mentally a well man, as is the case with many of the very rich, but I still love the Spruce Goose.
@@jkevinf5091 I agree totally, I read once that out on an air-test it got so fast so quickly it had penetrated US air space and set off all the early warning gear before the slowed it down enough to turn it a get back out.
@@pingpong5000 North American was able to do that by being an aircraft manufacturer that was controlled by GM and the Department of War Production being headed by GM's president Knudsen. Hughes Aircraft was created in 1932 as a branch of Hughes Tool Company (they made most of the rotary drilling bits used around the World) yet only had 4 employees when the war started, around 80,000 when it ended and only 800 by 1947. Hughes Aircraft became a subcontractor producing various parts for other aircraft manufacturers while working on the XF-11 and the Spruce Goose.
Howard Hughes was genius that surrounded himself with equally smart people. He did have some health concerns which led to his founding of the Howard Hughes Medical Institute in 1953 with him donating Hughes Aircraft to the institute to ensure it had plenty of funding. By then HA now had 17,000 employees (3,300 had Ph.D's) and $600,000,000 in government contracts. I only remember him becoming obsess with germs and bacteria later in life so stayed holed up in a sanitary apartment with a handpicked staff that took care of all his needs until he passed away at the age of 70.
Thanks. I enjoyed your presentation. You explained many aspects of the program that I didn't understand before.
You should review the Republic XF-12. Similar intended role. Though its story lacks an intriguing central character like Howard Hughes, the project also was not crucially derailed by unchecked personal hubris. The XF-12 was perhaps the zenith of high-speed piston engined aircraft technology. Nevertheless, the USAAF/USAF had a surplus of B-29s that were cheaper, reasonably fast, and would not require new production facilities, service assets, or crew training.
Wait a minute, too large to mix it up with Me109 or Fw190? Bong and MacGuire did alright with Zeros and Oscars. Hold back of P-38 in Europe was cockpit heating. Altitudes were usually higher and colder in Europe.
The Hughes XF-11 arrived far too late to achieve anything and was heartily disliked by the brass and anybody concerned with aviation and has much to do with Hughes abrasive attitude. Curiously he was despairing to fly this prototype as soon as possible because of the mounting pressure from the Congress so he needed the funds for both the XF-11 and the Hughes H-4 Hercules. Fact is that he threw away all the regulations in the bin and did everything to ask for trouble. Furthermore he was already forewarned about the leaking Hamilton Standard Hydromatic contra-rotating propellers system. Apparently instead of concentrating on feathering the propellers he kept on lowering and rising the wheels (he was convinced that one leg was being down) by emptying the hydraulic system, flying away from Hughes Airport. Despite his accident he sue Hamilton Standard company but I don't remember what really happened. Fact is that his accident was highly controversial especially under Trueman's Committee. For me Hughes already had problems with his head before the accident because of his erratic behaviour but it is just my opinion. You did a good job 👍 👍👍👍 and looking forward to your new videos....
There is only a hairs breadth between genius and insanity .
@@rogerhardy6481 I agree fully with you....
0:04 I really like the P-38, probably due to it being my favorite plane in Air Attack 2 lol
also bonus fact: the luftwaffe had already shown that jets could be used for all roles in military aviation wich ment that the xf-11 would have been overtaken by a jet not far after a potential adoption.
I remember my mom pointing to the lightning as it flew over lake Dubay before CWA was CWA . I was fascinated by it and would always watch going to see it again. Only saw it twice as a kid , circa 1966 .
Military aircraft designers were probably obsessed with range in the postwar era because no one assumed the US was going to indefinitely maintain a thousand military bases all over the planet.
Just found this and immediately subscribed. Well done production and a fascinating topic!
I would have loved to see this as a high speed interceptor in an alternate history
Jets would be better.
@@Caseytify If the Nazis destroyed all their Jet technology when they lost WWII it could have been a reality.
Dude. This was a freakin incredible video. The pictures were so damn awesome too. Make more videos like this for your channel, seems like the way to go!
I've always loved the twin boom designs, especially the P38 and P61
WOW I am impressed by all the super rare photos you have collected here -
I have been looking for info like this since...
....since the War {my father flew test flights in}.
I wonder how accurately they could estimate minimum controllable speed on paper in those days?
It is called math.
Pretty well. It just took familiarity with the math and being good with slide rules.
Following this type of plane, maybe you can do a video about the Rockwell OV-10 Bronco.
I've always been a fan of Hughes-based stories; he's the Area 51-like legend-maker of his time - including politically and, given his H'wood ties, socially. Some of his news making and aircraft were in part responsible for my joining the Air Force. Later in life, I was fortunate enough to be involved in trying to help promote the Spruce Goose display at the Evergreen Aviation and Space Museum, it almost seeming like a religious evangelism effort. I deeply appreciate the many details you have uncovered, here, and was particularly fascinated with the engine work, as that was my career field in the Air Force. I had even been offered a job as Jet Engine designer for Pratt and Whitney, so that detail sat well with me. Sigh. Often regretted leaving the Force, and not accepting that offer, when I did. But one thing I did do, perhaps unknowingly influenced by H.H., was to cross train through all aircraft maintenance fields. After seeing this, I now realize that potential connection.
I was stationed at Sheppard AFB in 1972 for tech training.
I just wonder, what would the Lightening's performance be like if it had a contra propeller system?
Probably wouldn't have made much difference. Contra rotating propellers have two main advantages, a slight increase in efficiency and eliminating torque. As the power of the engines gets greater, it also allows for a greater blade area, which can result in power being delivered more efficiently. I doubt that the Allison engines power output was sufficient to justify their use. That said, the Lightning actually did have contra rotating propellers, as the right and left prop's turned in opposite directions😎
Lightning was speed limited by the wing design.
P38 did have counter rotating propellers. You can look it up.
The P-38 simply needed improved propellors to replace the inefficient Curtiss Electric propellors.
What it needed was Hamilton Standard High Activity paddle props. Lockheed built a prototype, the P-38K. It had a top speed of 450MPH, and a 5,000 fpm rate of climb in April 1943. The War Production Board declined to allow Lockheed to build them.
@@garethonthetube
Top speed is not the only requirement.
Rate of acceleration, rate of climb, energy retention, range, and sustained turn rate are of equal or even greater importance.
Hamilton Standard High Activity paddle props would have been a massive improvement for the P-38, even if the top speed never exceeded 460 MPH.
0:08 | Why would a P-38 have to "mix it up" with a Spitfire during WW2? A BF-109 or Zero, sure, but a Spitfire?
What happened to the residents of the homes he crashed into was anyone hurt or killed? Did he reimburse homeowners for damages he caused?
What were you able to find when you looked it up yourself since this 12 minute video wasn't about the homeowners who I'm sure all had insurance.
Pratt and Whitney is a Canada based aircraft engine manufacturer. PWC's headquarters are in Longueuil, Quebec, just outside Montreal.
There wasn't much choice in making money in WW2: It's Uncle Sam, and pretty much no commercial market.
I worked at the Hughes plant in Culver City, along with some older engineers who had worked on the XF-11. The Duramold process using resin, heat and pressure was fore runner of today's carbon fiber composites. Only difference was Duramold used organic carbon (plywood).
Outstanding video! Thank you!
This aircraft had a good chance of making it, if it could be built as a twin tandem seater. And slightly later, what if it could be powered by turbo-props? I can't say whether or not this twin-boom configuration could compete with the U-2, but then again, I just adore the twin-boom aircraft design altogether.
Plenty of aristocrats have built custom aircraft for personal use, perhaps someone could make a replica using modern technology one day?
Yes exactly, turboprop would work?
The P-61 Black Widow was around at the time; 700 built.....hard to see how the XF-11 would fit in to a prolonged war....by the way; what could the XF-11 actually do in air combat?
Only two were built. The first had the counter rotating props, the second had standard props.
The first prototype, piloted by Hughes, crashed on 7 July 1946 while on its maiden flight. Hughes did not follow the agreed testing program and communications protocol, and remained airborne almost twice as long as planned. An hour into the flight (after on-board recording cameras had run out of film), a leak caused the right-hand propeller controls to lose their effectiveness and the rear propeller subsequently reversed its pitch, disrupting that engine's thrust, which caused the aircraft to yaw hard to the right. Mr. Hughes maintained full power of right engine and reduced that of left engine instead of trying to fly with right propeller windmilling without power. Hughes was blamed for the crash.
Hughes also piloted the second prototype which flew without incident, in 1947. The Air Force assessed that the plane lacked suitable control at slow speeds and was too hard to maintain so did not proceed with an order.
In 1992 there was 2 of those A/C at the Hughes hanger . In Tucson, Az. They were stacked on top of each other like junk automobiles .
The problem Howard Hughes was confronted with is that " Preferred " Aviation companies ( Boeing , Douglas , etc ) were claiming most All available Aluminum resources for plane construction..
I have always been fascinated by coaxial contra-rotating propellers and their potential to manage the adverse effects of torque. Please consider producing a video on this topic.
One of the technologies being used to increase the maximum speed of helicopters is that of coaxial, counter-rotating rotors. It delays the effects of retreating-blade stall.
EGG-lin, not EEG-lin AFB in Florida.
At 11:35, I think the Air Force Base you mean is pronounced EGG-Lynn. Lots of test capabilities there, then and now.
An overpowered, high speed, reconnaissance plane... I guess that makes it an ancestor to the SR-71.
Great video! I also love this plane because (mostly) of its design similarities to the P-38 Lightening- the sexiest plane of WW2- and the most deadly.
The model made for the movie was huge. I read about it and the makers went on about how great it flew. The plane flying off Catalina for the movie was just amazing it looked like the real plane. I bet it would have been a great investment for the air force.
2:09 "Nearly the size of a B-17, albeit, MUCH lighter"...
6:58 "Overall the XF-11 was lighter than a B-17, but only just."...
Hughes was entirely the author of his own misfortune in the crash of the first prototype. The motor and set-up should have been tested separately on something like a B-17. and he should have flown the planned tests, not made up his own spur-of-the-moment jolly.
New aircraft, especially if there's more than one novelty invplved. means the tests should anticipate problems and have contingency plans.
exactly right. Control your variables.
They were.........................in the next decade, many aerospace companies/engine builders tried to accomplish this but had the exact same issue....IIRR, it wasn't until the 70's that the issue was solved.
I'm not sure if I recall correctly but I think there were casualties on the ground when HH crashed that plane into the houses.
This looks like a possible inspiration or predecessor of the outlier spy plane the (U-2), and looks like it can fly at high altitudes.
Yes, I didn't hear the specs for the plane but my guess would be that it could get to 50k feet doing over five hundred miles per hour.
One thing to remember about the P38. It wasn't designed for dog fighting, it was designed for long range escort with the ability to "mix it up" if need be. Correction, not escort but interception of enemy bombers. Later on, it did really well in the ground support role.
HH was very determined. With an outstanding range, and its high-speed, the XF-11 it would have been a game-changer during the early days of WW2.
Best info I've ever come across on this plane. Thanks
The 2860's were NOTORIOUSLY unreliable when they were first designed because of the nightmare of overheating. It took Chrysler (P&W couldn't fix it, so they called in REAL engineers) quite a while to get it to run without overheating. The B-29's ALWAYS had to fly with the engine cooling flaps OPEN to keep them from overheating - and it actually slowed the plane by 10-20 knots. Adding the turbos would have just exacerbated an already well-known overheating problem on Hughes' planes. Impressive numbers, but as an aircraft mechanic myself - those engines would have been a NIGHTMARE!
The XF-11 used P&W R-4360's, B-29's used Curtis Wright R-3350's
@@Henry455 I stand corrected....
Exactly. Turbocharged air without an intercooler will cook your engines at altitude.
@@normmcrae1140 Interesting tidbit about Chrysler engineers helping with cooling. Some magnesium parts, maybe valves, tended to catch fire with catastrophic results. The Marines were tasked with capturing Iwo Jima which would be used as an emergency airfield for B29s bombing Japan.
@10:30 Hughes did not pull himself from the wreckage! He was rescued by Marine Sgt William Durkin. Hughes was in FAR too bad a shape to pull him out-- he just barely survived.
Those pilots that really learned the P-38 could out turn a P-51. This was by advanced engine management. You slow one engine and reved up the other engine and turn into the slowed engine. Also, they would use the “clover leaf “ maneuver.
Also, I've watched hundreds of videos about ww2 fighters and this is the first one that said the p51 was faster than the p38.....
USAAF Maj. Richard Bong developed the engine-steering finesse on his way becoming highest-scoring WWII ace, all kills having been made in 38s. Would have been sweet to see his Forktailed Devil flame a few Nazis though, he could outfly anything in the sky.
Non pilot theories here, that is not how it works in the real world.
@@givenfirstnamefamilyfirstn3935
Utterly false.
The cloverleaf was developed by a P-38 pilot named John Lowell. He used it effectively against the Luftwaffe. And the P-38 can do it in either direction.
Differential throttling was used by several (likely hundreds of) P-38 pilots, and documented by P-38 pilot Erv Ethell.
@@AlanRoehrich9651 WW2 era training was poor, many multi-engine pilots had inadequate knowledge of aerodynamic principles and operated on blind hunches. Lindberg in the Pacific corrected many inappropriate practices entrenched through ignorance and bad training.
Good presentation, thanks. But, please try to find film transferred to video (now digitized) and video clips that have not been BBCed (Blown-up, Blurred, Cropped) that young editors easily do via “click to fill” when they have 4:3 Aspect ratio material and they want to fill the 16:9 frame. When that is done they are taking standard definition material and degrading the resolution to substandard definition, usually resulting in a blurry mush when viewed on a television (compared to a small computer screen). They are also altering the carefully composed framing by the historic cinematographers and videographers. Cropping also results in overly large/blurred images that are missing picture information at the bottom.
Thank you for the great video. Too bad more of Hughes Aircraft didn't make it to production for the war effort. It would have made an awesome radar night fighter.
Why?
@@supremegreaser2399 Fast, high altitude, pressurized, room for radar and cannons, long range.
@@timf2279 Why the XF-11 in particular instead of something else?
A favorite subject. Thanks for another fabulous vid.
My favorite was never given a chance but the Dornier 335 steel arrow was awesome.
Great video.
What a bondoggle plane.
The concept was brilliant.
The laminated wood construction was stupendously advanced.
But by 1943 in America,you say wood,you think furniture ....no longer .....aircraft.
Those amazing engines looked like a something out of a Heavy Metal cartoon.
And while they were attractive,Airforce mechanics have to be able to maintain these things at a quick pace.
Furthermore,Howard Hughes violating the terms of the first flight is not smart at all as it was exactly the restricted test terms reasons why Hughes crashed the initial plane.
This effectively told the military that Hughes would not listen to what they told him to do and effectivly cancelled the project in their minds.
From that point forward,the timeline for Hughes plane was fatal, as jet technology was firmly beginning to supercede all prop planes.
Also,from the start, the size of this plane always worked against it.
Air force planners must have thought,I can have two B29's for the price of this thing,why should we buy it.
Howard was deluding himself as he paid the military to effectively put on a air display for no reason.
And the saddest fact of all,for me,is that I think it was this plane crash above all trama Howard went through in his life .that caused his demise as a human being later in life.
I don't think Howard Hughes ever fully recovered from the injuries he suffered in the crash of this plane.
So the plane nobody wanted,that made no sense by the time it was fully finished,helped to torment Howard Hughes for the rest of his life.
Howards unwillingness to allow others to fly the plane and to realize it was a lost cause when the money and time said so serves as a stark lesson to all of us.
But that was Howard Hughes... stubborn as hell to the end of his life.
God rest his soul.
They found broken off needles in his arms legs and buttocks that the quack doctor left in but was too drunk to tell Howard. Also metal staples and screws that weren't medically approved.
Moving around must have hurt. I feel sorry for Howard and anger to the hospital staff and that godamned drunk doctor.
Amazing how you xenophobic yanks are so scared to mention the De Havilland Mosquito !! by far and away the best twin engined Fighter/bomber of WW 2
@@garrington120 lol..the Mosquitos history speaks for itself it needs no selfish arrogant Yank to support what a great plane it was.
She really was such a gorgeous aircraft. Visually flawless and despite it crashing ( i haven't heard the results of the investigation ) I still absurdly wish it had continued and that some examples would still exist at airshpws.
I’ve heard that a couple of the guys (Howard included) that designed the XF-11 worked on the YF-12 and then the SR-71…I think ole Howard was proud of them even if it wasn’t his company and would have loved to fly them…he was just a barn stormer at heart