Over the past several years, the San Diego Air & Space Museum’s restoration team has undertaken an ambitious project to build a full-scale, non-flyable reproduction of the short-wing version of the famous Hughes H-1 Racer. The original Racer was designed and built in 1935 by Howard Hughes and lead mechanic Glen Odekirk to capture the land-based speed record. On January 20, 1937, Howard Hughes, flying from Burbank, California to Newark, New Jersey, set a new transcontinental speed record of 327.1 mph. The original aircraft was presented to the Smithsonian in 1975.

The Museum’s project to reproduce the H1 is daunting because there are no original design drawings, forcing a reverse-engineering approach from measurements taken of the original, one-of-a-kind H-1 Racer at the National Air and Space Museum.

When the Museum’s skilled restoration team originally set out to reproduce the Hughes H-1 from scratch, the stated goal was simple: Build a non-flying reproduction of the aircraft for exhibit at the Museum, duplicating the original to the maximum extent possible. Where possible, original drawings and specifications would be used. Photographs, publications, and other documentation would also be consulted. Every effort would be made to duplicate original parts visible to the public.

The construction plan for the Museum’s reproduced aircraft was equally as detailed. The fuselage and fixed tail surfaces were to fabricated using sheet aluminum, butt jointed and flush riveted. The control surfaces would be metal framework and fabric covered. The wings: wood spars and ribs, plywood skin, fabric covered, doped and painted. Plywood covered non-operable wood flaps. The landing gear would also be non-operable, fabricated from appropriate metal stock. And the flight controls were to be operable from the cockpit.

The cockpit also would be as close to the original as possible. The instrument panel would be fabricated, with the goal of obtain and installing gauges and instruments as required. The pilot’s control stick, seat, seat cushion, placards and decals would be fabricated. A seat belt would be obtained and installed, but a shoulder harness would not be required.

Every effort would be made to use the same type of engine and propeller used in the original, but they did not need to be airworthy. The propeller would be 10 feet in diameter, using a metal two-bladed Hamilton-Standard controllable pitch. The wheels and tires would duplicate the original as closely as possible. Because the aircraft would not be flight worthy, no electrical or hydraulic systems would be fitted.

The airplane’s finish use modern materials as required. FSN 595 colors would be substituted for earlier, obsolete, or unavailable color standards. All exterior metal surfaces were to be polished natural aluminum. The fabric surfaces will be silver doped except the ailerons to match the wing. The wings will be dark royal blue, and wing license number will be deep yellow. The rudder license number will be black.

Over the past six months, the Museum’s restoration team has made significant progress, including putting a tail cone on the airplane and creating a hinge system for the bottom of the airplane and landing gear. The team also fabricated an engine mount and mounted the engine on the airplane. The engine was later taken off and carefully stored to provide greater access to the plane.

The team also created the outside skin for the landing gear and will attach the skin to the landing gear as soon as they are finished making the bins for the gear. The ailerons have been attached to the plane and aileron control system has been installed inside the fuselage so that the ailerons will function correctly. A temporary wind screen has been fitted on the plane as a mold for the final version, which is currently being fabricated.

The cockpit, one of the most difficult sections of the aircraft to re-produce, is nearly complete. The controls inside the cockpit are finished, including all of the wiring for the control systems. The top half of the landing gear system has also been installed inside the wing.

Recently, the team elevated the airplane further off the ground so they can work on the bottom of the airplane standing up or sitting in a chair rather than laying down under the airplane.

Much work is left to be done, but when the Museum’s restoration team is finished reproducing the Hughes H-1, they will have brought a true aviation icon back to life.