321:–were delivered six months behind schedule in April 1945. With the end of the European war in May 1945, the order for 100 F-11s was reduced to just three, a static test model and the two prototypes, and the USAAF de-prioritized the project. The engines were delivered seven months behind schedule in September 1945. By this time, Perrell had been successful in reforming the program, but there was no longer any impetus to deliver 98 production aircraft, and Hughes returned from self-imposed exile and began to interfere despite his earlier promises not to do so. Relations between the two men deteriorated and Hughes had Perrell fired in December.
313:, to manage the program, promising him full and unconditional control. Perrell found Hughes Aircraft rife with inefficiency and suffering from a "complete lack of experience in the design and construction of airplanes in general." His efforts to reorganize were hindered by resistance from senior Hughes Aircraft engineers, who were accustomed to a freewheeling work atmosphere, and from Hughes Tool executives who feared that Perrell would usurp their authority over the aircraft company. 21 engineers, including chief engineer Ed West, resigned in a May 1944 dispute over their offices being moved from
674:, which Brewster backed. The committee revealed that John Meyer had spent $ 169,661 (equivalent to $ 2,987,339 in 2023) entertaining Elliott Roosevelt and other USAAF officers overseeing reconnaissance aircraft procurement. On 4 August 1947, Meyer and Roosevelt testified before the committee and denied any wrongdoing or improper influence. Howard Hughes subsequently testified before the committee and is generally thought to have successfully deflected criticism of his company's alleged mismanagement of the F-11 and H-4 contracts.
516:
prolong the flight. Hydraulic fluid for the right-hand propeller had to be refilled repeatedly after preflight engine tests, but since all systems seemed to be working properly and no leak was observed, Hughes decided to proceed. On takeoff, Hughes retracted the landing gear, violating USAAF protocol. Cockpit lights indicated that the gear did not retract properly, apparently distracting Hughes, who repeatedly lowered and raised the gear and requested that another aircraft be flown alongside to observe its operation.
278:, recommending the Hughes proposal. Arnold ordered 100 F-11s for delivery beginning in 1944, overriding the strenuous objections of AMC, which held that Hughes Aircraft lacked the industrial capacity and track record to deliver on its founder's promises, and recommended that Arnold should instead approve the reconnaissance version of the XP-58. Arnold later regretted the decision, saying that he made it "much against my better judgment and the advice of my staff" after consultations with the
683:
483:
504:, was conditionally accepted by the USAAF on 5 April 1946 although its electrical and hydraulic systems were incomplete. On 24 April, the aircraft was briefly flown at an altitude of 20 ft (6.1 m) over the runway, but the company decided to wait for replacement propellers before initiating formal test flights. During its official maiden flight on 7 July 1946 from the Hughes Aircraft
302:, assembly plant, and the USAAF made some small design concessions; however, Hughes failed to secure full reimbursement and ultimately agreed to most of the design changes, notably including the elimination of Duramold. The protracted negotiations consumed the better part of ten months, and the final contract was awarded on 1 August 1944. Hughes was awarded $ 1.6 million in reimbursement.
529:
the right and begin descending steeply. Hughes was about 2 mi (3.2 km) from the factory airfield at an altitude of about 5,000 ft (1,500 m) at the time, but he decided to fly away and troubleshoot the problem rather returning to land, later saying he believed that some unseen part of the right-hand wing or landing gear had broken open and was causing severe
266:, the president's son and a USAAF reconnaissance commander, would visit Hughes Aircraft in August 1943 in the process of surveying reconnaissance aircraft proposals. When Roosevelt and his team arrived on August 11, Hughes' public relations agent John Meyer showed them the D-2 prototype, took them on a tour of several Hollywood film studios, and introduced Roosevelt to actress
270:, whom Roosevelt would later marry. Meyer encouraged Roosevelt and his entourage to stay in a private home at his expense, and when Roosevelt demurred, Meyer paid their hotel bill. After Roosevelt left, Meyer invited him to parties he was hosting in New York City and took him to Manhattan nightclubs, where Meyer paid. On August 20, Roosevelt submitted a report to General
38:
607:
engine, turbocharger, or electrical problems. The XF-11 nose compartment was cramped, hindering access to equipment; a USAAF report noted that servicing the nose cameras in flight was "virtually impossible" due to the lack of working space. In contrast, the XF-12 camera equipment was readily accessible in its spacious rear fuselage, which also housed an onboard
626:, Texas, and was authorized to be scrapped on 26 July 1949, but was used as a ground maintenance trainer by the 3750th Technical Training Wing until November 1949 when it was dropped from the USAF inventory and scrapped on site. The XF-11 program cost the federal government $ 14,155,235, and Hughes absorbed at least a quarter of this amount in
290:, and various other major design changes that undermined his contention that the F-11 was directly derived from the D-2. The USAAF strongly objected, arguing that the D-2 project was initiated without USAAF input, and that Hughes had continuously withheld information about the aircraft. In another complication, the
894:
Republic obtained a waiver from the contra-rotating propeller requirement on the grounds that both types were undergoing serious developmental problems likely to delay deliveries, and preliminary testing demonstrated less of a performance advantage than forecast. Historian Mike Machat notes that some
556:
USAAF investigators concluded that, "It appeared that loss of hydraulic fluid caused failure of the pitch change mechanism of right rear propeller. 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.
528:
An hour and fifteen minutes into the flight, after onboard 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 and causing the aircraft to yaw hard to
515:
Hughes did not follow the agreed testing protocol, which called for a 45-minute flight with the landing gear extended. He ordered the loading of 1,200 US gal (4,500 L) of fuel rather than 600 US gal (2,300 L) as prescribed by the USAAF, hinting at a surreptitious plan to
396:
seating, with the pilot sitting forward and a navigator/photographer sitting behind and to the right; the navigator/photographer could crawl into the nose to service the cameras in flight. A dedicated photographic systems technician could also sit in the lower nose compartment to service the cameras.
606:
were ineffective at low altitudes. When the USAAF evaluated it against the
Republic XF-12, testing revealed the XF-11 was harder to fly and maintain, and it was projected to be twice as expensive to build. Numerous XF-11 onboard systems were unreliable, and several test flights were canceled due to
229:
in June 1942 to discuss the project. The outcome of the visit was inconclusive. However, around this time, USAAF leaders were debating the need for a dedicated, purpose-designed reconnaissance aircraft with greater capabilities than existing converted fighters and bombers. The need was particularly
401:
K-17 camera in the transparent nose cone together with two additional cameras aimed outwards through windows. Two additional downward-facing
Fairchild K-22 cameras were fitted in the left tail boom behind small retractable doors. Unlike the competing Republic XF-12, the XF-11 had no provisions for
524:
next to the XF-11 as Hughes again lowered and raised the gear. The pair were unable to communicate directly with Hughes due to confusion about radio frequencies, but they had observed nothing amiss, so they returned to the airfield. Hughes continued flying the XF-11 in broad circles above Culver
487:
485:
489:
488:
210:
construction due to a perceived lack of durability under fire. Hughes was determined to win a military contract but soon realized that the USAAF was highly unlikely to accept the D-2, so he began petitioning USAAF leaders to issue a contract to redesign it for
242:
to the long-range reconnaissance role. In
January 1943, the USAAF launched a program to procure a dedicated reconnaissance aircraft with superior range, speed, and altitude capabilities. Preliminary specifications were issued in April of that year.
486:
422:, Hughes engineers were unable to design a satisfactory system before the test program; as a compromise, the USAAF allowed ice protection to be omitted from the prototypes, and accordingly agreed that test flights would take place only under
285:
A preliminary $ 43 million contract issued on 11 October 1943 was contested by Hughes, who sought $ 3.6 to $ 3.9 million in compensation for the development of the D-2, and objected to AMC's requirements for all-metal construction,
461:, contra-rotating Hamilton Standard propellers; these proved troublesome in testing, having a tendency to suddenly and inexplicably reverse pitch. The second prototype was equipped with conventional four-bladed, variable-pitch
587:, was fitted with conventional single four-bladed propellers, and was flown by Hughes on 5 April 1947. Initially, the USAAF had insisted that Hughes not be allowed to fly the aircraft, but after a personal appeal to Generals
166:, and was destroyed, critically injuring him. The second prototype first flew in 1947 but was used only briefly for testing before being scrapped in 1949. The program was controversial from the beginning, leading the
162:, rendering the aircraft surplus to USAAF requirements; the production contract was canceled and only two prototypes were completed. During the first XF-11 flight in 1946, piloted by Hughes, the aircraft crashed in
414:
for nighttime missions. Fitting trimetrogon cameras to the production F-11 was considered; however, due to the lack of provisions for flash bombs, the USAAF intended to restrict the F-11 to daytime missions only.
618:(USAF) was created as a separate service in September 1947, and the XF-11 was redesignated as the XR-11 in July 1948 (the XF-12 was similarly redesignated as the XR-12). The surviving XR-11 prototype arrived at
537:, and made several power adjustments to both engines, ultimately leaving the right-hand engine at full power and reducing power to the left-hand engine. The aircraft continued to descend and Hughes considered
686:
The second XF-11 displaying hardpoints for drop tanks under the wings, and camera windows in the nose cone and right tail boom; additional cameras were housed in the left tail boom behind retractable doors.
484:
309:
projects, and had become withdrawn. Warned that the USAAF was considering canceling the F-11 due to a lack of progress, Hughes hired
Charles Perrell, former vice president of production at
2569:
666:
sought to discredit the rival
Roosevelt family and Hughes; in addition to securing the controversial XF-11 and H-4 contracts, Hughes had also backed recent legislation that favored
2554:
441:-31 28-cylinder radial engines rated at 3,000 horsepower (2,200 kW) of takeoff power at sea level and 2,500 horsepower (1,900 kW) at 33,000 feet (10,000 m).
2240:
305:
The program was plagued by managerial and logistical delays. By early 1944, Hughes was suffering from mental strain from the demands of managing both the F-11 and
2304:
298:
headquarters in
Houston, where labor costs were lower than in southern California. The WPB eventually relented and allowed Hughes Aircraft to use its existing
2226:
2204:
895:
sources erroneously attribute the XF-12 propeller waiver to the XF-11 crash, but the USAAF granted the waiver in July 1945, about a year before the crash.
662:—investigated the F-11 and H-4 programs, leading to the highly publicized Hughes-Roosevelt hearings in August 1947. Maine senator and committee chairman
2574:
2115:
194:, but was much larger and heavier. Hughes Aircraft Company founder Howard Hughes had first promoted the D-2 as a "pursuit type airplane", (i.e. a
875:
602:
This test flight was uneventful, and the aircraft proved stable and controllable at high speed. It lacked low-speed stability, however, as the
454:
2589:
2152:
2487:
234:
because the loss of air bases in China placed many strategic targets in Japan beyond the range of almost all existing Allied aircraft; the
595:, he was allowed to do so against posting of $ 5 million in security. The USAAF demanded that the aircraft be trucked from Culver City to
1950:
2219:
796:
450 mph (720 km/h, 390 kn) at 33,000 ft (10,000 m); 295 mph (256 kn; 475 km/h) at sea level
186:: a fast, long-range, high-altitude photographic reconnaissance aircraft. A highly modified version of the earlier private-venture
2517:
1529:
1511:
1493:
1475:
768:
622:, Florida, in December 1948 from Wright Field, Ohio, to undergo operational suitability testing. The airframe was transferred to
458:
2584:
1880:
1861:
1823:
1785:
2234:
1842:
427:
385:, and design drawings also indicated provisions for mounting 600-US-gallon (2,300 L; 500 imp gal) auxiliary
2212:
549:, but about 300 yards (270 m) short of the course, the aircraft suddenly lost altitude and clipped three houses in
2110:
2079:
1804:
1745:
2451:
1546:
USAAF Materiel
Command to Gen. Spaatz, 16 August 1946, at F-11 project file at Air Force Historical Research Agency
520:—who had replaced Charles Perrell as Hughes Aircraft general manager—and company test pilot Gene Blandford flew an
389:. However, there is no evidence that auxiliary fuel tanks were ever fitted to the prototypes during flight tests.
2074:
398:
215:, and spent several million dollars hiring additional staff and opening a new engineering office for the effort.
847:
634:
2382:
1943:
561:'s understanding that the crash was attributed to pilot error," yet Hughes successfully brought suit against
155:
104:
2309:
778:
633:
An R-12 production order was issued, but the
Republic program was also ultimately canceled in favor of the
2564:
2559:
2461:
2329:
2294:
2289:
505:
263:
212:
2502:
2471:
2360:
729:
671:
442:
565:
for the malfunctioning contra-rotating blades in the right propeller. The crash was dramatized in the
2492:
2324:
438:
248:
235:
163:
445:
were originally a contract design requirement for both the XF-11 and XF-12, and Hughes
Aircraft and
2549:
2405:
2387:
1936:
546:
2284:
2279:
2236:
1959:
857:
623:
615:
571:
534:
299:
191:
151:
143:
553:. The third house and the aircraft were destroyed by impact and fire; Hughes was nearly killed.
2579:
2524:
2512:
2466:
2355:
2334:
2319:
2167:
2162:
863:
852:
381:
were mounted under the wings for 700-US-gallon (2,600 L; 580 imp gal) auxiliary
287:
183:
2497:
2410:
2299:
2136:
2048:
2043:
820:
59.3 lb/sq ft (290 kg/m) (5,000 mi (4,300 nmi; 8,000 km) range)
498:
419:
370:
330:
219:
53:
1918:
1365:
238:
would be able reach these areas, but some USAAF leaders objected to diverting this valuable
158:(USAAF). Although 100 F-11s were ordered in 1943, the program was delayed beyond the end of
2507:
667:
342:
291:
275:
203:
167:
8:
2456:
2269:
2084:
1987:
1928:
663:
423:
354:
310:
306:
295:
198:), but it lacked both the maneuverability of a fighter and the load-carrying capacity of
171:
2274:
2069:
2064:
2033:
1963:
226:
222:
1876:
1857:
1838:
1819:
1800:
1781:
1764:
1741:
761:
58,315 lb (26,451 kg) (5,000 mi (4,300 nmi; 8,000 km) range)
755:
47,500 lb (21,546 kg) (4,000 mi (3,500 nmi; 6,400 km) range)
562:
512:
personally, the aircraft crashed and was destroyed, and Hughes was severely injured.
450:
446:
431:
256:
22:
533:. Hughes lowered and raised the landing gear again, made various adjustments to the
1977:
659:
646:
530:
466:
314:
239:
195:
1923:
1919:
Check-Six.com - The Crash of the XF-11 – Numerous details and photos of the crash
271:
202:, and could not accommodate required military equipment; additionally, the USAAF
66:
1854:
Building
Victory: Aircraft Manufacturing in the Los Angeles Area in World War II
599:
for the flight, fearing the repercussions of another crash in a populated area.
2188:
2183:
2038:
596:
542:
462:
358:
1873:
Hughes XF-11. Concept Aircraft: Prototypes, X-Planes and Experimental Aircraft
392:
The aircraft was designed to be flown by a crew of two in laterally staggered
2543:
1768:
771:
28-cyl. air-cooled radial piston engines, 3,000 hp (2,200 kW) each
550:
517:
509:
147:
77:
2428:
2264:
2012:
1899:
Barton, Charles (August 1982). "Howard Hughes and the 10,000 ft. Split-S".
1835:
World's Fastest Four-Engine Piston-Powered Aircraft: Republic XR-12 Rainbow
566:
558:
377:
near the wingtips at low speeds. To provide added fuel capacity and range,
366:
267:
159:
1243:
1241:
457:. The first XF-11 prototype was equipped with a pair of dual four-bladed,
218:
Hughes campaigned the USAAF in Washington, enlisting his father's friend,
182:
The F-11 was intended to meet the same USAAF operational objective as the
2017:
652:
619:
592:
538:
403:
362:
279:
231:
2193:
2131:
2100:
1982:
1238:
835:
627:
521:
411:
407:
318:
187:
126:
682:
588:
382:
378:
338:
334:
2157:
1816:
Enfant Terrible: The Times and Schemes of General Elliott Roosevelt
656:
Special Senate Committee Investigating the National Defense Program
608:
386:
374:
350:
317:, to the Culver City plant. The prototype's wings–subcontracted to
207:
1518:. (Spokane, Washington). Associated Press. 9 July 1946. p. 1.
1500:. (Spokane, Washington). Associated Press. 8 July 1946. p. 1.
418:
Although the USAAF intended for the aircraft to be fitted with an
1688:
1456:
1205:
1193:
1103:
1067:
1043:
738:
603:
346:
1666:
1664:
1410:
1408:
1406:
1404:
1391:
1389:
1183:
1181:
1151:
1149:
1147:
1145:
2105:
1476:"Howard Hughes, millionaire airplane designer, fights for life"
982:
980:
952:
950:
393:
244:
199:
1168:
1166:
1164:
541:, but realized he was too low to do so safely. He initiated a
1700:
1676:
1661:
1549:
1401:
1386:
1253:
1178:
1142:
967:
965:
252:
1799:. Vol. II. Annapolis, Maryland: Naval Institute Press.
1446:
1444:
1055:
1019:
977:
947:
37:
1431:
1429:
1427:
1425:
1423:
1228:
1226:
1224:
1222:
1220:
1161:
1115:
357:
than the P-38 or the D-2. The aircraft was of conventional
1958:
962:
925:
923:
921:
477:
2570:
Cancelled military aircraft projects of the United States
1649:
1441:
259:
proposals would become the XF-11 and XF-12 respectively.
1712:
1625:
1566:
1564:
1420:
1332:
1289:
1217:
1132:
1130:
1007:
21:"XF11" redirects here. For the near-Earth asteroid, see
1576:
1374:
1322:
1320:
1318:
1316:
1265:
1091:
1079:
1031:
918:
294:(WPB) wanted Hughes to build a new assembly plant near
1754:
Empire: The Life, Legend, and Madness of Howard Hughes
997:
995:
935:
1637:
1600:
1561:
1536:. (California). United Press. 9 July 1946. p. 1.
1482:. (California). United Press. 8 July 1946. p. 1.
1127:
2555:
1940s United States military reconnaissance aircraft
1588:
1344:
1313:
1301:
1277:
1924:
UNLV Library Archive – Hughes' account of the crash
992:
842:
Aircraft of comparable role, configuration, and era
449:were given a choice between competing designs from
904:Quoting Eaker's Nov. 1947 testimony to the Senate.
365:skin. The wings were equipped with single-slotted
45:The second Hughes XF-11 during a 1947 test flight
2541:
1736:Bartlett, Donald L.; Steele, James B. (2004) .
1775:
1735:
1706:
1694:
1682:
1670:
1555:
1462:
1414:
1395:
1259:
1247:
1211:
1199:
1187:
1155:
1109:
1073:
1049:
1025:
986:
956:
876:List of military aircraft of the United States
814:33,000 ft (10,000 m) in 17.4 minutes
2220:
1944:
1837:. North Branch, Minnesota: Specialty Press.
465:propellers identical to those fitted to the
247:proposed a heavily modified B-29, while the
1618:Fort Walton, Florida, "New Ship At Eglin",
2227:
2213:
1951:
1937:
1870:
1794:
1631:
1450:
1435:
1232:
1172:
1121:
1061:
1037:
1013:
971:
929:
1763:. London: Sampson Low, Marston & Co.
1622:, 30 December 1948, Vol. 3, No. 48, p. 1.
1512:"Howard Hughes given "50-50" life chance"
677:
402:developing films in flight, for mounting
369:; roll control was provided by mid-chord
2575:Aircraft with contra-rotating propellers
1780:. Greenwich: Fawcett Publications, Inc.
1758:
1718:
1361:
1359:
769:Pratt & Whitney R-4360-31 Wasp Major
681:
481:
1530:"Hughes puts life in peril by activity"
1522:
640:
478:First prototype and Beverly Hills crash
251:proposed a version of its experimental
16:Prototype 1940s reconnaissance aircraft
2542:
1898:
1851:
1832:
1813:
1655:
1643:
1606:
1594:
1582:
1570:
1504:
1486:
1468:
1380:
1350:
1338:
1326:
1307:
1295:
1283:
1271:
1136:
1097:
1085:
1001:
941:
472:
2208:
1932:
1856:. Cypress, California: D. T. Parker.
1818:. Tucson, Arizona: Able Baker Press.
1797:McDonnell Douglas Aircraft since 1920
1356:
670:, which Hughes then controlled, over
611:for developing film during missions.
262:Howard Hughes found out that Colonel
2590:Twin piston-engined tractor aircraft
1776:Dietrich, Noah; Thomas, Bob (1972).
1761:Jane's all the World's Aircraft 1947
693:Jane's all the World's Aircraft 1947
428:instrument meteorological conditions
1738:Howard Hughes: His Life and Madness
719:101 ft 5 in (30.9 m)
707:2, pilot and navigator/photographer
578:
437:The XF-11 was powered by a pair of
13:
1892:
713:65 ft 3 in (19.9 m)
142:in 1948) was a prototype military
14:
2601:
2397:Strategic reconnaissance sequence
2239:designations, Army/Air Force and
1912:
725:983 sq ft (91.3 m)
255:fighter. The Hughes Aircraft and
170:to investigate the XF-11 and the
808:1,000 ft/min (5.1 m/s)
36:
1759:Bridgman, Leonard, ed. (1947).
1728:
1612:
1540:
1494:"Hughes injured in plane crash"
898:
888:
749:37,100 lb (16,828 kg)
2374:Reconnaissance/strike sequence
1778:Howard, The Amazing Mr. Hughes
1740:. New York City: W.W. Norton.
802:42,000 ft (13,000 m)
406:cameras (used for determining
397:The nose compartment housed a
177:
1:
206:(AMC) objected to its wooden
156:United States Army Air Forces
105:United States Army Air Forces
2585:Aircraft first flown in 1946
2249:Army/Air Force main sequence
1795:Francillon, René J. (1990).
911:
779:Hamilton Standard Hydromatic
7:
1752:First published in 1979 as
824:
508:at Culver City, piloted by
213:photographic reconnaissance
10:
2606:
1707:Bartlett & Steele 2004
1695:Bartlett & Steele 2004
1683:Bartlett & Steele 2004
1671:Bartlett & Steele 2004
1556:Bartlett & Steele 2004
1463:Bartlett & Steele 2004
1415:Bartlett & Steele 2004
1396:Bartlett & Steele 2004
1371:. Retrieved: 16 June 2010.
1260:Bartlett & Steele 2004
1248:Dietrich & Thomas 1972
1212:Bartlett & Steele 2004
1200:Bartlett & Steele 2004
1188:Bartlett & Steele 2004
1156:Bartlett & Steele 2004
1110:Bartlett & Steele 2004
1074:Bartlett & Steele 2004
1050:Bartlett & Steele 2004
1026:Bartlett & Steele 2004
987:Bartlett & Steele 2004
957:Bartlett & Steele 2004
848:Boeing RB-50 Superfortress
781:contra-rotating propellers
672:Pan American World Airways
644:
545:on the golf course of the
443:Contra-rotating propellers
439:Pratt & Whitney R-4360
174:flying boat in 1946–1947.
20:
2480:
2444:
2437:
2420:Tri-Service main sequence
2419:
2396:
2373:
2343:
2257:
2248:
2176:
2145:
2124:
2094:Communications satellites
2093:
2057:
2026:
2005:
1970:
1250:, pp. 187, 193, 197.
324:
249:Lockheed Aircraft Company
236:Boeing B-29 Superfortress
225:, who met with President
164:Beverly Hills, California
44:
35:
30:
2006:Experimental helicopters
1871:Winchester, Jim (2005).
1852:Parker, Dana T. (2013).
881:
658:—popularly known as the
547:Los Angeles Country Club
2438:Reconnaissance subtypes
2237:reconnaissance aircraft
2235:United States military
858:Lockheed P-38 Lightning
698:General characteristics
624:Sheppard Air Force Base
616:United States Air Force
535:flight control surfaces
329:The XF-11 emerged as a
300:Culver City, California
288:self-sealing fuel tanks
192:Lockheed P-38 Lightning
152:Hughes Aircraft Company
144:reconnaissance aircraft
2146:Avionics /Fire control
1875:. Kent: Grange Books.
1814:Hansen, Chris (2012).
864:Republic XF-12 Rainbow
853:Northrop F-15 Reporter
687:
678:Specifications (XF-11)
583:The second prototype,
494:
373:at high speeds and by
184:Republic XF-12 Rainbow
146:designed and flown by
1833:Machat, Mike (2011).
1366:"Crash of the XF-11."
685:
497:The first prototype,
492:
420:ice protection system
331:tricycle landing gear
220:Secretary of Commerce
54:Aerial reconnaissance
2344:Prefix R-, 1947–1962
2258:Prefix F-, 1930–1947
2058:Military helicopters
1534:Oxnard Press-Courier
1480:Oxnard Press-Courier
668:Trans World Airlines
651:From 1946-1947, the
641:Senate investigation
410:), nor for dropping
292:War Production Board
276:U.S. Army Air Forces
204:Air Materiel Command
168:United States Senate
1971:Fixed-wing aircraft
1697:, pp. 149–150.
1658:, pp. 530–536.
1465:, pp. 139–140.
1214:, pp. 135–136.
1202:, pp. 130–131.
1112:, pp. 125–126.
1052:, pp. 107–109.
830:Related development
759:Max takeoff weight:
664:Ralph Owen Brewster
635:RB-50 Superfortress
473:Operational history
424:visual flight rules
311:Consolidated Vultee
307:Hughes H-4 Hercules
296:Hughes Tool Company
190:, it resembled the
172:Hughes H-4 Hercules
2565:High-wing aircraft
2560:Twin-boom aircraft
2445:Converted fighters
1964:Hughes Helicopters
1341:, pp. 19, 73.
1076:, p. 109–112.
1064:, pp. 55, 58.
688:
569:biographical film
495:
361:construction with
349:and a much larger
272:Henry "Hap" Arnold
227:Franklin Roosevelt
223:Jesse Holman Jones
101:Primary user
2537:
2536:
2533:
2532:
2481:Converted bombers
2369:
2368:
2202:
2201:
2027:Civil helicopters
1882:978-1-84013-809-2
1863:978-0-9897906-0-4
1825:978-0-61566-892-5
1787:978-0-340-16493-8
1585:, pp. 86–88.
1298:, p. 72, 78.
1274:, pp. 72–73.
1175:, pp. 74–75.
1124:, pp. 73–74.
1100:, pp. 16–17.
1088:, pp. 13–14.
974:, pp. 76–77.
944:, pp. 49–51.
812:Time to altitude:
563:Hamilton Standard
490:
451:Hamilton Standard
447:Republic Aircraft
432:atmospheric icing
264:Elliott Roosevelt
257:Republic Aviation
132:
131:
23:(35396) 1997 XF11
2597:
2442:
2441:
2255:
2254:
2241:1962 Tri-Service
2229:
2222:
2215:
2206:
2205:
1953:
1946:
1939:
1930:
1929:
1908:
1886:
1867:
1848:
1844:978-158007-163-5
1829:
1810:
1791:
1772:
1751:
1722:
1716:
1710:
1704:
1698:
1692:
1686:
1680:
1674:
1668:
1659:
1653:
1647:
1641:
1635:
1629:
1623:
1616:
1610:
1604:
1598:
1592:
1586:
1580:
1574:
1568:
1559:
1553:
1547:
1544:
1538:
1537:
1526:
1520:
1519:
1516:Spokesman-Review
1508:
1502:
1501:
1498:Spokesman-Review
1490:
1484:
1483:
1472:
1466:
1460:
1454:
1448:
1439:
1433:
1418:
1412:
1399:
1393:
1384:
1383:, p. 83–84.
1378:
1372:
1363:
1354:
1348:
1342:
1336:
1330:
1324:
1311:
1305:
1299:
1293:
1287:
1281:
1275:
1269:
1263:
1257:
1251:
1245:
1236:
1230:
1215:
1209:
1203:
1197:
1191:
1185:
1176:
1170:
1159:
1153:
1140:
1134:
1125:
1119:
1113:
1107:
1101:
1095:
1089:
1083:
1077:
1071:
1065:
1059:
1053:
1047:
1041:
1035:
1029:
1023:
1017:
1011:
1005:
999:
990:
984:
975:
969:
960:
954:
945:
939:
933:
927:
905:
902:
896:
892:
800:Service ceiling:
789:
743:NACA 66(215)-216
700:
660:Truman Committee
647:Truman Committee
579:Second prototype
531:aerodynamic drag
506:factory airfield
491:
467:P-61 Black Widow
463:Curtiss Electric
434:is more likely.
426:, thus avoiding
315:Brea, California
240:strategic bomber
196:fighter aircraft
123:
113:
57:Type of aircraft
40:
28:
27:
2605:
2604:
2600:
2599:
2598:
2596:
2595:
2594:
2550:Hughes aircraft
2540:
2539:
2538:
2529:
2476:
2433:
2421:
2415:
2398:
2392:
2375:
2365:
2339:
2250:
2244:
2233:
2203:
2198:
2172:
2141:
2120:
2089:
2053:
2022:
2001:
1983:D-2/XP-73/XA-37
1966:
1960:Hughes Aircraft
1957:
1915:
1895:
1893:Further reading
1890:
1883:
1864:
1845:
1826:
1807:
1788:
1748:
1731:
1726:
1725:
1721:, p. 172c.
1717:
1713:
1705:
1701:
1693:
1689:
1681:
1677:
1669:
1662:
1654:
1650:
1642:
1638:
1632:Francillon 1990
1630:
1626:
1620:Playground News
1617:
1613:
1605:
1601:
1593:
1589:
1581:
1577:
1569:
1562:
1554:
1550:
1545:
1541:
1528:
1527:
1523:
1510:
1509:
1505:
1492:
1491:
1487:
1474:
1473:
1469:
1461:
1457:
1451:Winchester 2005
1449:
1442:
1436:Francillon 1990
1434:
1421:
1413:
1402:
1394:
1387:
1379:
1375:
1364:
1357:
1349:
1345:
1337:
1333:
1325:
1314:
1306:
1302:
1294:
1290:
1282:
1278:
1270:
1266:
1258:
1254:
1246:
1239:
1233:Francillon 1990
1231:
1218:
1210:
1206:
1198:
1194:
1186:
1179:
1173:Francillon 1990
1171:
1162:
1154:
1143:
1135:
1128:
1122:Francillon 1990
1120:
1116:
1108:
1104:
1096:
1092:
1084:
1080:
1072:
1068:
1062:Francillon 1990
1060:
1056:
1048:
1044:
1038:Francillon 1990
1036:
1032:
1024:
1020:
1014:Winchester 2005
1012:
1008:
1000:
993:
985:
978:
972:Francillon 1990
970:
963:
955:
948:
940:
936:
930:Francillon 1990
928:
919:
914:
909:
908:
903:
899:
893:
889:
884:
827:
785:
696:
680:
649:
643:
581:
482:
480:
475:
333:, twin-engine,
327:
274:, chief of the
232:Pacific theater
180:
121:
111:
67:Hughes Aircraft
58:
26:
17:
12:
11:
5:
2603:
2593:
2592:
2587:
2582:
2577:
2572:
2567:
2562:
2557:
2552:
2535:
2534:
2531:
2530:
2528:
2527:
2522:
2521:
2520:
2515:
2505:
2500:
2495:
2490:
2484:
2482:
2478:
2477:
2475:
2474:
2469:
2464:
2459:
2454:
2448:
2446:
2439:
2435:
2434:
2432:
2431:
2425:
2423:
2422:(1962–present)
2417:
2416:
2414:
2413:
2408:
2402:
2400:
2399:(1964–present)
2394:
2393:
2391:
2390:
2385:
2379:
2377:
2371:
2370:
2367:
2366:
2364:
2363:
2358:
2353:
2347:
2345:
2341:
2340:
2338:
2337:
2332:
2327:
2322:
2317:
2312:
2307:
2302:
2297:
2292:
2287:
2282:
2277:
2272:
2267:
2261:
2259:
2252:
2246:
2245:
2232:
2231:
2224:
2217:
2209:
2200:
2199:
2197:
2196:
2191:
2186:
2180:
2178:
2174:
2173:
2171:
2170:
2165:
2160:
2155:
2149:
2147:
2143:
2142:
2140:
2139:
2134:
2128:
2126:
2122:
2121:
2119:
2118:
2113:
2108:
2103:
2097:
2095:
2091:
2090:
2088:
2087:
2082:
2077:
2072:
2067:
2061:
2059:
2055:
2054:
2052:
2051:
2046:
2041:
2036:
2030:
2028:
2024:
2023:
2021:
2020:
2015:
2009:
2007:
2003:
2002:
2000:
1999:
1994:
1988:H-4 Hercules (
1985:
1980:
1974:
1972:
1968:
1967:
1956:
1955:
1948:
1941:
1933:
1927:
1926:
1921:
1914:
1913:External links
1911:
1910:
1909:
1894:
1891:
1889:
1888:
1881:
1868:
1862:
1849:
1843:
1830:
1824:
1811:
1805:
1792:
1786:
1773:
1756:
1746:
1732:
1730:
1727:
1724:
1723:
1711:
1709:, p. 153.
1699:
1687:
1685:, p. 147.
1675:
1673:, p. 146.
1660:
1648:
1646:, p. 112.
1636:
1624:
1611:
1609:, p. 105.
1599:
1587:
1575:
1573:, p. 562.
1560:
1558:, p. 144.
1548:
1539:
1521:
1503:
1485:
1467:
1455:
1453:, p. 223.
1440:
1419:
1417:, p. 139.
1400:
1398:, p. 138.
1385:
1373:
1355:
1353:, pp. 19.
1343:
1331:
1312:
1300:
1288:
1276:
1264:
1262:, p. 136.
1252:
1237:
1216:
1204:
1192:
1190:, p. 130.
1177:
1160:
1158:, p. 127.
1141:
1139:, p. 541.
1126:
1114:
1102:
1090:
1078:
1066:
1054:
1042:
1030:
1028:, p. 107.
1018:
1016:, p. 222.
1006:
991:
989:, p. 158.
976:
961:
959:, p. 140.
946:
934:
916:
915:
913:
910:
907:
906:
897:
886:
885:
883:
880:
879:
878:
867:
866:
861:
855:
850:
839:
838:
826:
823:
822:
821:
815:
809:
806:Rate of climb:
803:
797:
794:Maximum speed:
783:
782:
772:
762:
756:
750:
744:
735:
726:
720:
714:
708:
679:
676:
645:Main article:
642:
639:
630:from the D-2.
597:Muroc Dry Lake
580:
577:
543:forced landing
479:
476:
474:
471:
459:variable-pitch
359:aluminum alloy
326:
323:
179:
176:
138:(redesignated
130:
129:
124:
122:Developed from
118:
117:
114:
108:
107:
102:
98:
97:
94:
90:
89:
86:
82:
81:
76:Stanley Bell,
74:
70:
69:
64:
60:
59:
56:
51:
47:
46:
42:
41:
33:
32:
15:
9:
6:
4:
3:
2:
2602:
2591:
2588:
2586:
2583:
2581:
2580:Howard Hughes
2578:
2576:
2573:
2571:
2568:
2566:
2563:
2561:
2558:
2556:
2553:
2551:
2548:
2547:
2545:
2526:
2523:
2519:
2516:
2514:
2511:
2510:
2509:
2506:
2504:
2501:
2499:
2496:
2494:
2491:
2489:
2486:
2485:
2483:
2479:
2473:
2470:
2468:
2465:
2463:
2460:
2458:
2455:
2453:
2450:
2449:
2447:
2443:
2440:
2436:
2430:
2427:
2426:
2424:
2418:
2412:
2409:
2407:
2404:
2403:
2401:
2395:
2389:
2386:
2384:
2381:
2380:
2378:
2372:
2362:
2359:
2357:
2354:
2352:
2349:
2348:
2346:
2342:
2336:
2333:
2331:
2328:
2326:
2323:
2321:
2318:
2316:
2313:
2311:
2308:
2306:
2303:
2301:
2298:
2296:
2293:
2291:
2288:
2286:
2283:
2281:
2278:
2276:
2273:
2271:
2268:
2266:
2263:
2262:
2260:
2256:
2253:
2247:
2242:
2238:
2230:
2225:
2223:
2218:
2216:
2211:
2210:
2207:
2195:
2192:
2190:
2187:
2185:
2182:
2181:
2179:
2175:
2169:
2166:
2164:
2161:
2159:
2156:
2154:
2151:
2150:
2148:
2144:
2138:
2137:Pioneer Venus
2135:
2133:
2130:
2129:
2127:
2123:
2117:
2114:
2112:
2109:
2107:
2104:
2102:
2099:
2098:
2096:
2092:
2086:
2083:
2081:
2078:
2076:
2073:
2071:
2068:
2066:
2063:
2062:
2060:
2056:
2050:
2047:
2045:
2042:
2040:
2037:
2035:
2032:
2031:
2029:
2025:
2019:
2016:
2014:
2011:
2010:
2008:
2004:
1998:
1995:
1993:
1991:
1986:
1984:
1981:
1979:
1976:
1975:
1973:
1969:
1965:
1961:
1954:
1949:
1947:
1942:
1940:
1935:
1934:
1931:
1925:
1922:
1920:
1917:
1916:
1906:
1902:
1897:
1896:
1884:
1878:
1874:
1869:
1865:
1859:
1855:
1850:
1846:
1840:
1836:
1831:
1827:
1821:
1817:
1812:
1808:
1806:1-55750-550-0
1802:
1798:
1793:
1789:
1783:
1779:
1774:
1770:
1766:
1762:
1757:
1755:
1749:
1747:0-393-32602-0
1743:
1739:
1734:
1733:
1720:
1719:Bridgman 1947
1715:
1708:
1703:
1696:
1691:
1684:
1679:
1672:
1667:
1665:
1657:
1652:
1645:
1640:
1634:, p. 77.
1633:
1628:
1621:
1615:
1608:
1603:
1597:, p. 51.
1596:
1591:
1584:
1579:
1572:
1567:
1565:
1557:
1552:
1543:
1535:
1531:
1525:
1517:
1513:
1507:
1499:
1495:
1489:
1481:
1477:
1471:
1464:
1459:
1452:
1447:
1445:
1438:, p. 76.
1437:
1432:
1430:
1428:
1426:
1424:
1416:
1411:
1409:
1407:
1405:
1397:
1392:
1390:
1382:
1377:
1370:
1369:check-six.com
1367:
1362:
1360:
1352:
1347:
1340:
1335:
1329:, p. 73.
1328:
1323:
1321:
1319:
1317:
1310:, p. 78.
1309:
1304:
1297:
1292:
1286:, p. 72.
1285:
1280:
1273:
1268:
1261:
1256:
1249:
1244:
1242:
1235:, p. 75.
1234:
1229:
1227:
1225:
1223:
1221:
1213:
1208:
1201:
1196:
1189:
1184:
1182:
1174:
1169:
1167:
1165:
1157:
1152:
1150:
1148:
1146:
1138:
1133:
1131:
1123:
1118:
1111:
1106:
1099:
1094:
1087:
1082:
1075:
1070:
1063:
1058:
1051:
1046:
1040:, p. 52.
1039:
1034:
1027:
1022:
1015:
1010:
1004:, p. 89.
1003:
998:
996:
988:
983:
981:
973:
968:
966:
958:
953:
951:
943:
938:
932:, p. 74.
931:
926:
924:
922:
917:
901:
891:
887:
877:
874:
873:
872:
871:
870:Related lists
865:
862:
859:
856:
854:
851:
849:
846:
845:
844:
843:
837:
834:
833:
832:
831:
819:
818:Wing loading:
816:
813:
810:
807:
804:
801:
798:
795:
792:
791:
790:
788:
780:
776:
773:
770:
766:
763:
760:
757:
754:
753:Gross weight:
751:
748:
747:Empty weight:
745:
742:
740:
736:
733:
731:
727:
724:
721:
718:
715:
712:
709:
706:
703:
702:
701:
699:
694:
692:
684:
675:
673:
669:
665:
661:
657:
654:
648:
638:
636:
631:
629:
625:
621:
617:
612:
610:
605:
600:
598:
594:
590:
586:
576:
574:
573:
568:
564:
560:
554:
552:
551:Beverly Hills
548:
544:
540:
536:
532:
526:
523:
519:
518:Glenn Odekirk
513:
511:
510:Howard Hughes
507:
503:
500:
493:1946 newsreel
470:
468:
464:
460:
456:
452:
448:
444:
440:
435:
433:
429:
425:
421:
416:
413:
409:
405:
400:
395:
390:
388:
384:
380:
376:
372:
368:
364:
363:flush riveted
360:
356:
352:
348:
345:central crew
344:
340:
336:
332:
322:
320:
316:
312:
308:
303:
301:
297:
293:
289:
283:
281:
277:
273:
269:
265:
260:
258:
254:
250:
246:
241:
237:
233:
230:acute in the
228:
224:
221:
216:
214:
209:
205:
201:
197:
193:
189:
185:
175:
173:
169:
165:
161:
157:
153:
150:and built by
149:
148:Howard Hughes
145:
141:
137:
128:
125:
120:
119:
115:
110:
109:
106:
103:
100:
99:
95:
92:
91:
87:
85:First flight
84:
83:
79:
78:Howard Hughes
75:
72:
71:
68:
65:
63:Manufacturer
62:
61:
55:
52:
49:
48:
43:
39:
34:
29:
24:
19:
2350:
2314:
1996:
1990:Spruce Goose
1989:
1904:
1901:Air Classics
1900:
1872:
1853:
1834:
1815:
1796:
1777:
1760:
1753:
1737:
1729:Bibliography
1714:
1702:
1690:
1678:
1651:
1639:
1627:
1619:
1614:
1602:
1590:
1578:
1551:
1542:
1533:
1524:
1515:
1506:
1497:
1488:
1479:
1470:
1458:
1376:
1368:
1346:
1334:
1303:
1291:
1279:
1267:
1255:
1207:
1195:
1117:
1105:
1093:
1081:
1069:
1057:
1045:
1033:
1021:
1009:
937:
900:
890:
869:
868:
841:
840:
829:
828:
817:
811:
805:
799:
793:
786:
784:
774:
764:
758:
752:
746:
737:
730:Aspect ratio
728:
722:
716:
710:
704:
697:
695:
690:
689:
655:
650:
632:
613:
601:
584:
582:
570:
559:Wright Field
555:
527:
514:
501:
496:
455:Aeroproducts
436:
417:
391:
367:Fowler flaps
355:aspect ratio
328:
304:
284:
268:Faye Emerson
261:
217:
181:
160:World War II
139:
136:Hughes XF-11
135:
133:
112:Number built
88:7 July 1946
18:
2376:(1960–1962)
2251:(1930–1962)
2153:Hughes MA-1
1656:Hansen 2012
1644:Machat 2011
1607:Machat 2011
1595:Machat 2011
1583:Machat 2011
1571:Hansen 2012
1381:Machat 2011
1351:Machat 2011
1339:Machat 2011
1327:Machat 2011
1308:Machat 2011
1296:Machat 2011
1284:Machat 2011
1272:Machat 2011
1137:Hansen 2012
1098:Machat 2011
1086:Machat 2011
1002:Machat 2011
942:Parker 2013
787:Performance
775:Propellers:
765:Powerplant:
653:U.S. Senate
620:Eglin Field
593:Carl Spaatz
572:The Aviator
539:bailing out
499:tail number
412:flash bombs
404:trimetrogon
353:and higher
343:pressurized
280:White House
178:Development
2544:Categories
2132:Surveyor 1
2125:Spacecraft
2101:Intelsat I
836:Hughes D-2
723:Wing area:
628:sunk costs
522:A-20 Havoc
408:topography
383:drop tanks
379:hardpoints
337:all-metal
319:Fleetwings
188:Hughes D-2
127:Hughes D-2
80:, Ed West
1769:878735425
912:Footnotes
777:8-bladed
717:Wingspan:
691:Data from
589:Ira Eaker
399:Fairchild
387:tip tanks
339:monoplane
335:twin-boom
96:Canceled
73:Designer
2177:Missiles
2080:Defender
825:See also
609:darkroom
604:ailerons
585:44-70156
502:44-70155
375:ailerons
371:spoilers
351:wingspan
208:Duramold
154:for the
2243:systems
2189:AIM-120
739:Airfoil
711:Length:
557:It was
525:City.
347:nacelle
341:with a
93:Status
2518:RB-57F
2513:RB-57D
2472:RF-104
2467:RF-101
2194:BGM-71
2184:AIM-54
2168:APG-65
2163:APG-63
2106:Syncom
1879:
1860:
1841:
1822:
1803:
1784:
1767:
1744:
430:where
394:tandem
325:Design
245:Boeing
200:bomber
31:XF-11
2525:RB-66
2508:RB-57
2503:RB-52
2498:RB-47
2493:RB-29
2488:RB-17
2462:RF-80
2411:SR-72
2406:SR-71
2388:RS-71
2383:RS-70
2158:AWG-9
2085:AH-64
2065:TH-55
2013:XH-17
1997:XF-11
882:Notes
860:(F-5)
734:10.46
705:Crew:
253:XP-58
140:XR-11
50:Role
2457:RF-8
2452:RF-4
2361:R-16
2356:R-12
2351:R-11
2335:F-15
2330:F-14
2325:F-13
2320:F-12
2315:F-11
2310:F-10
2116:GOES
2111:TDRS
2075:MH-6
2070:OH-6
2049:530F
2018:XV-9
1962:and
1907:(8).
1877:ISBN
1858:ISBN
1839:ISBN
1820:ISBN
1801:ISBN
1782:ISBN
1765:OCLC
1742:ISBN
767:2 ×
614:The
591:and
567:2004
453:and
134:The
2429:R-1
2305:F-9
2300:F-8
2295:F-7
2290:F-6
2285:F-5
2280:F-4
2275:F-3
2270:F-2
2265:F-1
2044:500
2039:300
2034:269
1978:H-1
2546::
1905:18
1903:.
1663:^
1563:^
1532:.
1514:.
1496:.
1478:.
1443:^
1422:^
1403:^
1388:^
1358:^
1315:^
1240:^
1219:^
1180:^
1163:^
1144:^
1129:^
994:^
979:^
964:^
949:^
920:^
637:.
575:.
469:.
282:.
116:2
2228:e
2221:t
2214:v
1992:)
1952:e
1945:t
1938:v
1887:.
1885:.
1866:.
1847:.
1828:.
1809:.
1790:.
1771:.
1750:.
741::
732::
25:.
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
