Post by aerofoto - HJG Admin on Apr 17, 2018 11:01:42 GMT
HUGHES & The CONNIE - 74 Years Ago Today
Much has been said about Howard HUGHES in the past. Some of it true .... some of it blatantly false .... and between both extremes there probably exists an equal lot more that is either purely speculative and/or has become grossly over-exaggerated with the passage of time .... to the extent of myths and misconceptions having been perpetrated and which have endured to this day in respect of both the accomplishments and follies of this pioneering aviation legend.
Among misconceptions concerning HUGHES and his aviation entrepreneurship is the myth that he (himself) designed the LOCKHEED CONSTELLATION.
Whilst HUGHES did in fact propose performance specifications for a commercial aircraft with non-stop US trans-continental range, it was LOCKHEED's own design team .... composed of Jerry BROPHY, Ralph ELLINGER, Jack FRANKLIN, Robert GROSS, Willis HAWKINS, Hal HIBBARD, Clarence/Kelly JOHNSON, and D.W.TOMLINSON .... whom actually worked HUGHES concept into reality .... with HUGHES continuing to be "the secret and influential driving force" behind this project which commenced as the LOCKHEED EXCALIBUR (an up-scaled version of the L-10 ELECTRA) .... and eventually evolved into CONSTELLATION .... and which also ultimately accelerated LOCKHEED from being a small to big time aviation developer.
HUGHES had already set a non-stop US trans-continental distance/time record .... flying between Burbank/California and Newark/New Jersey on September 13th 1935, in his H-1 RACER, and in the, then, record time of 7 hours, 28 minutes, and 27 seconds. His strategic vision behind this particular stunt was obviously that this type of aerial passage should eventually become a practical everyday reality in American civil aviation of the future .... and primarily to the benefit of his own airline .... TWA/TRANSCONTINENTAL & WESTERN AIRLINES .... which he intended becoming "the first" to launch such non-stop commercial trans-continental air services across the USA.
These plans began to materialize from January 1937 and by July 1939 the MODEL 49 (an outgrowth of the original MODEL 44 EXCALIBUR) was well established on the LOCKHEED drawing board .... as a large pressurized, 4-engine, tri-tail commercial air transport with capacity for up to 44 PAX and 6 crew, that was capable of the desired trans-continental range. HUGHES ordered 9 of these aircraft for TWA on July 10th 1939 in a secret contract and prior to the first prototype ever having been flown .... intending to ensure at least a 3 year advantage for TWA over its competitors. This order was, at the time, "the largest" in history of commercial aviation and was financed for the airline by HUGHES personally.
Suddenly the future of US commercial aviation was interrupted/thrown into turmoil with America's entry to WW2 .... from December 7th 1941. The development of most civil aviation projects was abruptly suspended or hastily re-engineered for military application at the insistence of the US government .... and almost all existing civil aircraft were just promptly impressed for military service. To this extent TWA’s STRATOLINER fleet was conscripted into the USAAF as C-75 transports .... leaving the airline to maintain its scheduled services using smaller less longer-ranging DC-3's.
Despite the suspension of civil aviation development LOCKHEED quietly continued production of its prototype CONSTELLATION .... re-designated C-69 transport under the guise of it then being modified for trooping and other military transport/supply operations. Progress was slow given America's military combat aviation development priorities during this period and the aircraft (registered NX25600) did not fly until January 9th 1943 (in fact it flew 5 times during that same day) .... supporting an olive drab military finish .... and was delivered to the USAAF as # 43-10309 on July 28th 1943 following the completion of its flight testing.
The very first "production" C-69 first flew during August 1943. In what became a skillful and typically classic "HUGHES type of maneuver/deal" he had meanwhile cunningly negotiated rights to buy this particular airframe .... also destined for the military and which was intended to have been used for shakedown flights. He then sold the aircraft to the US government "at cost" in exchange for favorable tax breaks.
On April 16th this aircraft .... bearing USAAF serial # 43-10310 .... was flown to Las Vegas, Nevada, handed over to TWA, then ferried back to Burbank, California, in preparation for transfer to the USAAF at Washington DC the following day. HUGHES planned, and took full advantage of this opportunity, by having "TWA - THE TRANSCONTINENTAL LINE" livery applied to the aircraft .... completely unknown to, and unauthorized by, the USAAF commander General Henry "Hap" ARNOLD.
At 03:56 the following morning .... April 17th 1944 (today 74 years ago) .... this aircraft departed Burbank for Washington DC .... under the command of HUGHES and with Jack FRYE (TWA president) acting as F/O .... assisted by R.C LOOMIS and E.T BOLTON (navigators): R.L Proctor and Richard DE CAMPO (F/E's); and Charles L. GLOVER (radio operator) .... and with 12 PAX .... among whom included actress Ava GARDNER whom was HUGHES girlfriend at the time.
It was planned that HUGHES would fly the first half of trip with FRYE acting as F/O and assisted by PROCTER as F/E .... then with FRYE acting as PIC with HUGHES assuming the role as F/O assisted by DE CAMPO as F/E. After departure from Burbank the aircraft climbed to 15,000 FT .... over flying Needles, California, and was navigated toward Washington DC via Kingman, Arizona; Taos, New Mexico; Wichita, Kansas; St.Louis, Missouri; and Cincinnati, Ohio. Turbulence over New Mexico .... followed by light icing conditions over Kansas .... later forced the aircraft up to 18,500 FT prior to a gradual descent towards Washington DC being commenced from Ohio. After circling Alexandra, Virginia, the aircraft landed at Washington DC's National Airport having completed the 2,400 mile flight in a, then, record breaking 6 hours 57 minutes, and 51 seconds .... having maintained an average speed of some 332 MPH throughout the entire trans-continental crossing.
Upon arrival at Washington DC crowds cheered as FRYE reported to an assembled media that the aircraft had handled "like a dream" throughout the entire flight.
Among the entourage of both political and military leaders whom assembled at Washington DC for the aircraft arrival .... and intended transfer to the USAAF .... was none other than General "Hap" ARNOLD .... whom was apparently "furious" at HUGHES exploitation of this opportunity as a civil/commercial PR stunt using a military aircraft .... having not authorized, nor knowing anything about, the civil identity supported by the aircraft until after its arrival, since it was expected to have been delivered in military markings. In this fais de cumpli situation, and before assembled national media, ARNOLD had little alternative other than to graciously pose for the ceremonial handover.
Adding further fuel to ARNOLDS fire of indignation HUGHES then hosted an elaborate reception for some 2,000 guests, in honor of the aircraft, and TWA, as a fitting conclusion to this superbly engineered publicity stunt .... which triumphantly heralded the future of commercial US domestic air travel.
The aircraft remained at Washington DC for a number days during which it again flew carrying selected dignitaries on scenic flights over the region .... serviced by Ida STAGGERS and 8 other TWA hostesses.
The aircraft was later ferried to Dayton, Ohio, for official handover and application of USAAF livery.
On April 26th 1944 Orville WRIGHT was flown aboard this aircraft too .... in what also became his final flight .... and during which he was given the opportunity to handle the aircraft from the F/O side. WRIGHT is recorded as having commented how the wing span of the C-69/CONSTELLATION exceeded the entire distance of his very first powered flight, at Kittyhawk, on December 17th 1903.
This aircraft then remained in service with the USAAF throughout the duration of the wartime period.
Whilst TWA did fly the L-049 CONSTELLATION, and despite this particular aircraft (C/N # 1862) having supported TWA and later PAN AMERICAN WORLD AIRWAYS livery, it never entered service with either airline. After WW2 it was instead transferred to the WAR ASSETS ADMINISTRATION on March 31st 1947 .... then re-acquired by LOCKHEED and briefly used as a development/test airframe .... then sold to Paul J.GROSSO, and on-sold to INTERCONTINENT AIRWAYS (N38936). It was allocated to FLYING TIGER LINE but never taken up by this operator, and then damaged, and written-off by fire, as the result of a gear up landing at Burbank, California, on January 22nd 1953.
On February 3rd, 1946, TWA L-049 CONSTELLATION "Star of California" (N86503) operated a pre-inaugural non-stop Burbank/New York (La Guardia) service with 44X news correspondents in 7 hours, and 27 minutes with Jack Frye acting as F/O.
On February 5th 1946 TWA L-049 CONSTELLATION N86511 “Star of Paris” launched the first ever scheduled and commercial CONSTELLATION service over the airlines New York/La Guardia to Paris/Orly route (operated via Gandar/New Foundland and Shannon/Ireland) .... over some 17 hours total traveling time (14.5 hours flying time) .... followed by PAN AMERICAN WORLD AIRWAYS which operated its first CONSTELLATION services from New York to Bermuda also during February 1946.
Scheduled TWA non-stop US trans-continental west/east services then commenced from February 15th 1946 ..... also inaugurated by L-049 "Star of California" .... this time under the command of Howard HUGHES .... accompanied by Hollywood celebrity PAX Linda DARNELL, Cary GRANT, Veronica LAKE, Myna LOY, Walter PIGEON, Tyrone POWER, and Edward G.ROBINSON .... and which was operated in 8 hours, and 36 minutes.
On February 3rd 1948 favorable meteorological conditions promoted a record breaking "scheduled" west/east TWA CONSTELLATION service between California and New York/La Guardia .... operated 6 hours, and 39 minutes, and which generated significant positive media attention for the airline.
During this period some TWA west/east CONSTELLATION flights were still operated as single-stop trans-continental services. Early CONSTELLATION aircraft could not operate non-stop east/west services against the prevailing westerlies .... consequently all west-bound flights were operated as single-stop trans-continental services.
Service entry of the L-049 CONSTELLATION was marred by a small number of incidents/technical difficulties (cabin supercharger shaft fractures occurred causing hydraulic fluid to spray over engines from broken lines risking engine fires .... AND ..... arcing of through-studs which carried electrical current between the wings and pressurized fuselage .... each resulted in very early introductory problems), and at least one major accident, involving a TWA training flight (NC86513, "Star of Lisbon") near Reading, Pennsylvania, on July 11th 1946, and which resulted in a 6 week grounding of the type from July 1946. Some 95 modifications were applied to these aircraft prior to their being successfully returned to service.
TWA eventually became the worlds largest CONSTELLATION operator (and these aircraft a TWA icon throughout the 1950's) .... with a fleet of some 50 of all models ranging from the initial L-049 CONSTELLATION version to the final L-1649 STARLINER variant.
After controlling TWA for over 30 years, Howard HUGHES was eventually forced to relinquish his voting rights to 78% of the airline’s stock. Control of the airline then passed to a 3-man Trust from December 31st, 1960. This change enabled the airline to rapidly transition into jet equipment .... in the form of the B707-120 and CV-880-22 .... after significant HUGHES induced delays (in regard to planned CV-880 acquisitions) that were beginning to impair the airlines ability to compete successfully with other major new jet-set operators. This also resulted in the gradual disposal of the CONSTELLATION, and other prop liners, from TWA service by 1966.
Much has been said, and written, in the past and in regard to Howard HUGHES psychologically/mental imbalance .... although much of this has probably been exaggerated and/over-dramatized by documentaries, films, and other media manifestations over time. The multi-millionaire aviators increasingly more eccentric behavioural patterns may have developed as a consequence of his reliance upon, and eventual addiction to, pain-killing medications following quite substantial injuries he sustained in the crash of his prototype XF-11 reconnaissance aircraft at Beverly Hills, California, during a test flight on July 7th 1946 .... the 3rd aviation accident HUGHES survived throughout the 1920's, 30's, and 40's. It has also since been reasoned that these incidents .... though the 1946 accident in particular .... might well have resulted in progressive and irreversible neurological damage which, over time, intensified his "perceived" Obsessive Compulsive Disorder .... a condition less understood during that period .... and which also saw HUGHES become more, and more, of a detail-oriented perfectionist. This condition and his uncontrolled and eventual dependence upon illegally/self-prescribed tranquilizing medication/s, as well as self neglect, is also likely to have slowly distorted the once visionary genius, and pioneering aviation legend, into obscurity, incompetence, and almost total reclusion prior to his eventually passing away at Houston, Texas, on April 5th 1976 .... and much of which has become the subject of debate ever since.
Mark C
AKL/NZ
Much has been said about Howard HUGHES in the past. Some of it true .... some of it blatantly false .... and between both extremes there probably exists an equal lot more that is either purely speculative and/or has become grossly over-exaggerated with the passage of time .... to the extent of myths and misconceptions having been perpetrated and which have endured to this day in respect of both the accomplishments and follies of this pioneering aviation legend.
Among misconceptions concerning HUGHES and his aviation entrepreneurship is the myth that he (himself) designed the LOCKHEED CONSTELLATION.
Whilst HUGHES did in fact propose performance specifications for a commercial aircraft with non-stop US trans-continental range, it was LOCKHEED's own design team .... composed of Jerry BROPHY, Ralph ELLINGER, Jack FRANKLIN, Robert GROSS, Willis HAWKINS, Hal HIBBARD, Clarence/Kelly JOHNSON, and D.W.TOMLINSON .... whom actually worked HUGHES concept into reality .... with HUGHES continuing to be "the secret and influential driving force" behind this project which commenced as the LOCKHEED EXCALIBUR (an up-scaled version of the L-10 ELECTRA) .... and eventually evolved into CONSTELLATION .... and which also ultimately accelerated LOCKHEED from being a small to big time aviation developer.
HUGHES had already set a non-stop US trans-continental distance/time record .... flying between Burbank/California and Newark/New Jersey on September 13th 1935, in his H-1 RACER, and in the, then, record time of 7 hours, 28 minutes, and 27 seconds. His strategic vision behind this particular stunt was obviously that this type of aerial passage should eventually become a practical everyday reality in American civil aviation of the future .... and primarily to the benefit of his own airline .... TWA/TRANSCONTINENTAL & WESTERN AIRLINES .... which he intended becoming "the first" to launch such non-stop commercial trans-continental air services across the USA.
These plans began to materialize from January 1937 and by July 1939 the MODEL 49 (an outgrowth of the original MODEL 44 EXCALIBUR) was well established on the LOCKHEED drawing board .... as a large pressurized, 4-engine, tri-tail commercial air transport with capacity for up to 44 PAX and 6 crew, that was capable of the desired trans-continental range. HUGHES ordered 9 of these aircraft for TWA on July 10th 1939 in a secret contract and prior to the first prototype ever having been flown .... intending to ensure at least a 3 year advantage for TWA over its competitors. This order was, at the time, "the largest" in history of commercial aviation and was financed for the airline by HUGHES personally.
Suddenly the future of US commercial aviation was interrupted/thrown into turmoil with America's entry to WW2 .... from December 7th 1941. The development of most civil aviation projects was abruptly suspended or hastily re-engineered for military application at the insistence of the US government .... and almost all existing civil aircraft were just promptly impressed for military service. To this extent TWA’s STRATOLINER fleet was conscripted into the USAAF as C-75 transports .... leaving the airline to maintain its scheduled services using smaller less longer-ranging DC-3's.
Despite the suspension of civil aviation development LOCKHEED quietly continued production of its prototype CONSTELLATION .... re-designated C-69 transport under the guise of it then being modified for trooping and other military transport/supply operations. Progress was slow given America's military combat aviation development priorities during this period and the aircraft (registered NX25600) did not fly until January 9th 1943 (in fact it flew 5 times during that same day) .... supporting an olive drab military finish .... and was delivered to the USAAF as # 43-10309 on July 28th 1943 following the completion of its flight testing.
The very first "production" C-69 first flew during August 1943. In what became a skillful and typically classic "HUGHES type of maneuver/deal" he had meanwhile cunningly negotiated rights to buy this particular airframe .... also destined for the military and which was intended to have been used for shakedown flights. He then sold the aircraft to the US government "at cost" in exchange for favorable tax breaks.
On April 16th this aircraft .... bearing USAAF serial # 43-10310 .... was flown to Las Vegas, Nevada, handed over to TWA, then ferried back to Burbank, California, in preparation for transfer to the USAAF at Washington DC the following day. HUGHES planned, and took full advantage of this opportunity, by having "TWA - THE TRANSCONTINENTAL LINE" livery applied to the aircraft .... completely unknown to, and unauthorized by, the USAAF commander General Henry "Hap" ARNOLD.
At 03:56 the following morning .... April 17th 1944 (today 74 years ago) .... this aircraft departed Burbank for Washington DC .... under the command of HUGHES and with Jack FRYE (TWA president) acting as F/O .... assisted by R.C LOOMIS and E.T BOLTON (navigators): R.L Proctor and Richard DE CAMPO (F/E's); and Charles L. GLOVER (radio operator) .... and with 12 PAX .... among whom included actress Ava GARDNER whom was HUGHES girlfriend at the time.
It was planned that HUGHES would fly the first half of trip with FRYE acting as F/O and assisted by PROCTER as F/E .... then with FRYE acting as PIC with HUGHES assuming the role as F/O assisted by DE CAMPO as F/E. After departure from Burbank the aircraft climbed to 15,000 FT .... over flying Needles, California, and was navigated toward Washington DC via Kingman, Arizona; Taos, New Mexico; Wichita, Kansas; St.Louis, Missouri; and Cincinnati, Ohio. Turbulence over New Mexico .... followed by light icing conditions over Kansas .... later forced the aircraft up to 18,500 FT prior to a gradual descent towards Washington DC being commenced from Ohio. After circling Alexandra, Virginia, the aircraft landed at Washington DC's National Airport having completed the 2,400 mile flight in a, then, record breaking 6 hours 57 minutes, and 51 seconds .... having maintained an average speed of some 332 MPH throughout the entire trans-continental crossing.
Upon arrival at Washington DC crowds cheered as FRYE reported to an assembled media that the aircraft had handled "like a dream" throughout the entire flight.
Among the entourage of both political and military leaders whom assembled at Washington DC for the aircraft arrival .... and intended transfer to the USAAF .... was none other than General "Hap" ARNOLD .... whom was apparently "furious" at HUGHES exploitation of this opportunity as a civil/commercial PR stunt using a military aircraft .... having not authorized, nor knowing anything about, the civil identity supported by the aircraft until after its arrival, since it was expected to have been delivered in military markings. In this fais de cumpli situation, and before assembled national media, ARNOLD had little alternative other than to graciously pose for the ceremonial handover.
Adding further fuel to ARNOLDS fire of indignation HUGHES then hosted an elaborate reception for some 2,000 guests, in honor of the aircraft, and TWA, as a fitting conclusion to this superbly engineered publicity stunt .... which triumphantly heralded the future of commercial US domestic air travel.
The aircraft remained at Washington DC for a number days during which it again flew carrying selected dignitaries on scenic flights over the region .... serviced by Ida STAGGERS and 8 other TWA hostesses.
The aircraft was later ferried to Dayton, Ohio, for official handover and application of USAAF livery.
On April 26th 1944 Orville WRIGHT was flown aboard this aircraft too .... in what also became his final flight .... and during which he was given the opportunity to handle the aircraft from the F/O side. WRIGHT is recorded as having commented how the wing span of the C-69/CONSTELLATION exceeded the entire distance of his very first powered flight, at Kittyhawk, on December 17th 1903.
This aircraft then remained in service with the USAAF throughout the duration of the wartime period.
Whilst TWA did fly the L-049 CONSTELLATION, and despite this particular aircraft (C/N # 1862) having supported TWA and later PAN AMERICAN WORLD AIRWAYS livery, it never entered service with either airline. After WW2 it was instead transferred to the WAR ASSETS ADMINISTRATION on March 31st 1947 .... then re-acquired by LOCKHEED and briefly used as a development/test airframe .... then sold to Paul J.GROSSO, and on-sold to INTERCONTINENT AIRWAYS (N38936). It was allocated to FLYING TIGER LINE but never taken up by this operator, and then damaged, and written-off by fire, as the result of a gear up landing at Burbank, California, on January 22nd 1953.
On February 3rd, 1946, TWA L-049 CONSTELLATION "Star of California" (N86503) operated a pre-inaugural non-stop Burbank/New York (La Guardia) service with 44X news correspondents in 7 hours, and 27 minutes with Jack Frye acting as F/O.
On February 5th 1946 TWA L-049 CONSTELLATION N86511 “Star of Paris” launched the first ever scheduled and commercial CONSTELLATION service over the airlines New York/La Guardia to Paris/Orly route (operated via Gandar/New Foundland and Shannon/Ireland) .... over some 17 hours total traveling time (14.5 hours flying time) .... followed by PAN AMERICAN WORLD AIRWAYS which operated its first CONSTELLATION services from New York to Bermuda also during February 1946.
Scheduled TWA non-stop US trans-continental west/east services then commenced from February 15th 1946 ..... also inaugurated by L-049 "Star of California" .... this time under the command of Howard HUGHES .... accompanied by Hollywood celebrity PAX Linda DARNELL, Cary GRANT, Veronica LAKE, Myna LOY, Walter PIGEON, Tyrone POWER, and Edward G.ROBINSON .... and which was operated in 8 hours, and 36 minutes.
On February 3rd 1948 favorable meteorological conditions promoted a record breaking "scheduled" west/east TWA CONSTELLATION service between California and New York/La Guardia .... operated 6 hours, and 39 minutes, and which generated significant positive media attention for the airline.
During this period some TWA west/east CONSTELLATION flights were still operated as single-stop trans-continental services. Early CONSTELLATION aircraft could not operate non-stop east/west services against the prevailing westerlies .... consequently all west-bound flights were operated as single-stop trans-continental services.
Service entry of the L-049 CONSTELLATION was marred by a small number of incidents/technical difficulties (cabin supercharger shaft fractures occurred causing hydraulic fluid to spray over engines from broken lines risking engine fires .... AND ..... arcing of through-studs which carried electrical current between the wings and pressurized fuselage .... each resulted in very early introductory problems), and at least one major accident, involving a TWA training flight (NC86513, "Star of Lisbon") near Reading, Pennsylvania, on July 11th 1946, and which resulted in a 6 week grounding of the type from July 1946. Some 95 modifications were applied to these aircraft prior to their being successfully returned to service.
TWA eventually became the worlds largest CONSTELLATION operator (and these aircraft a TWA icon throughout the 1950's) .... with a fleet of some 50 of all models ranging from the initial L-049 CONSTELLATION version to the final L-1649 STARLINER variant.
After controlling TWA for over 30 years, Howard HUGHES was eventually forced to relinquish his voting rights to 78% of the airline’s stock. Control of the airline then passed to a 3-man Trust from December 31st, 1960. This change enabled the airline to rapidly transition into jet equipment .... in the form of the B707-120 and CV-880-22 .... after significant HUGHES induced delays (in regard to planned CV-880 acquisitions) that were beginning to impair the airlines ability to compete successfully with other major new jet-set operators. This also resulted in the gradual disposal of the CONSTELLATION, and other prop liners, from TWA service by 1966.
Much has been said, and written, in the past and in regard to Howard HUGHES psychologically/mental imbalance .... although much of this has probably been exaggerated and/over-dramatized by documentaries, films, and other media manifestations over time. The multi-millionaire aviators increasingly more eccentric behavioural patterns may have developed as a consequence of his reliance upon, and eventual addiction to, pain-killing medications following quite substantial injuries he sustained in the crash of his prototype XF-11 reconnaissance aircraft at Beverly Hills, California, during a test flight on July 7th 1946 .... the 3rd aviation accident HUGHES survived throughout the 1920's, 30's, and 40's. It has also since been reasoned that these incidents .... though the 1946 accident in particular .... might well have resulted in progressive and irreversible neurological damage which, over time, intensified his "perceived" Obsessive Compulsive Disorder .... a condition less understood during that period .... and which also saw HUGHES become more, and more, of a detail-oriented perfectionist. This condition and his uncontrolled and eventual dependence upon illegally/self-prescribed tranquilizing medication/s, as well as self neglect, is also likely to have slowly distorted the once visionary genius, and pioneering aviation legend, into obscurity, incompetence, and almost total reclusion prior to his eventually passing away at Houston, Texas, on April 5th 1976 .... and much of which has become the subject of debate ever since.
Mark C
AKL/NZ