During his work on his movie Hell's Angels, Howard Hughes employed Glenn Odekirk to maintain the fleet of over 100 aircraft used in the production. The two men shared a common interest in aviation and hatched a plan to build a record-beating aircraft. The aircraft was given many names, but is commonly known as the H-1. It was the first aircraft model produced by the Hughes Aircraft company.

Design studies began in 1934 with an exacting, large scale model (over two feet in length) that was tested in the California Institute of Technology wind tunnel, revealing a speed potential of 365 mph.^[4]

Streamlining was a paramount design criterion resulting in "one of the cleanest and most elegant aircraft designs ever built."^[5] Many groundbreaking technologies were developed during the construction process, including individually machined flush rivets that left the aluminium skin of the aircraft completely smooth. The H-1 also had retractable landing gear to further increase the speed of the aircraft, including a fully retractable hydraulically actuated tail skid.^[5] It was fitted with a Pratt & Whitney R-1535 twin-row 14-cylinder radial engine of 1,535 in³ (25.2 L), which although originally rated at 700 hp (522 kW), was tuned to put out over 1,000 horsepower (750 kW).^[

Due to two different roles being envisioned for the racing aircraft, a set of short-span wings for air racing and speed records and a set of "long" wings for cross-country racing were prepared.

Operational history

The H-1 first flew in 1935 and promptly broke the world landplane speed record with Hughes at the controls, clocking 352.39 mph (567.12 km/h) averaged over four timed passes. Hughes apparently ran the aircraft out of fuel and managed to crash-land without serious damage to either himself or the H-1. As soon as Hughes exited the H-1 when he crashed it in a beet field south of Santa Ana, Calif., his only comment was: "We can fix her; she'll go faster." At the time, the world seaplane speed record was 440 mph (709 km/h), set by a Macchi M.C.72 in October 1934.

Hughes later implemented minor changes to the H-1 Racer to make it more suitable for a transcontinental speed record attempt. The most significant change was the fitting of a new, longer set of wings that gave the aircraft a lower wing loading. On January 19, 1937, a year and a half after his previous landplane speed record in the H-1, Hughes set a new transcontinental speed record by flying non-stop from Los Angeles to New York City in 7 hours, 28 minutes and 25 seconds. He smashed his own previous record of 9 hours, 27 minutes by two hours. His average speed over the flight was 322 mph (518 km/h).

Considering the contemporary service aircraft were biplanes, Hughes fully expected the United States Army Air Corps (USAAC) to embrace his aircraft's new design and make the H-1 the basis for a new generation of U.S. fighter aircraft. His efforts to "sell" the design were unsuccessful. In postwar testimony before the Senate, Hughes indicated that resistance to the innovative design was the basis for the USAAC rejection of the H-1: "I tried to sell that airplane to the Army but they turned it down because at that time the Army did not think a cantilever monoplane was proper for a pursuit ship..."

Aviation historians have posited that the H-1 Racer may have inspired later radial engine fighters such as the Republic P-47 Thunderbolt and the Focke-Wulf Fw 190.^[8] After the war, Hughes further claimed that "it was quite apparent to everyone that the Japanese Zero fighter had been copied from the Hughes H-1 Racer." He noted both the wing shape, the tail design and the general similarity of the Zero and his racer. Jiro Horikoshi, designer of the Mitsubishi Zero strongly denied the allegation of the Hughes H-1 influencing the design of the Japanese fighter aircraft.

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