Warbird Information Exchange

An 1830 is only a couple of inches in diameter larger.
Chris...

The R-1830 weighs about 260 lbs more. How would that effect the engine choice? If the original type is a no-show, the next best option looks good.

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"I love the smell of 100LL in the morning."

Would be nice to see this new new replica nicknamed the Hughes/Wright H-1 Racer Replica

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Keep Em' Flying,
Christopher Soltis
Dedicated to the preservation and education of The Sikorsky Memorial Airport

CASC Blog Page: http://ctair-space.blogspot.com/
Warbird Wear: https://www.redbubble.com/people/warbirdwear/shop

Chicks Dig Warbirds.......right?

Are there any other aircraft that used the same little, stubby main gear tires that the H-1 had?

as only a guess, I'd say they were probably tailwheels off of something like a LOCKHEED 14, anyone have pictures of the tires from NASM where you can read the tire size info and maker?

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Don't make me go get my flying monkeys-

From the photos I've seen, it appears that the Vultee V-12's main landing gear closely resembled that of the preceding H-1 Racer.

Came across this from a friend a figured the gang here may be interested! Looks like a group has taken on an H-1 Racer project from ground-up.

http://www.youtube.com/watch?v=s8EC-Nk4 ... ture=share

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Austin Hancock
Pennington P-51 Memorial
www.lp-51.com

This is a scale model, not a full-size replica

http://m.youtube.com/#/watch?v=JQQHH7a4Plg

Could an H-1 Racer be built around a Curtiss Wright R-975?

Well, it could be built around any engine in theory. But unless you use an R-1535 it won't be a true replica Hughes H-1.

Using a single-row R-975 instead of a twin-row R-1535 would make it an extremely odd-looking contraption, as the R-975 is almost a foot shorter than the R-1535

so build the engine mount a foot longer.

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www.spiritof44.com

And nail a few extra cylinders on the back?

Why not stick with the same manufacturer and use a P&W R-985? The cylinders are the same between a 1535 and a 985 (disregarding vintage a model numbers that is, you couldn't bolt a late style R-985-AN1 cylinder on an old 1535).


Aside from the diameter and length differences, either an R-975 or an R-985 is about 400 lbs less than a 1535 dry. You wouldn't just have to make up the difference in engine length, but also probably 6" to keep the CG the same.

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Ryan Pemberton
www.pembertonandsons.com

Its sounds alot easier that it really is. The wing and various components were sub-contracted. $$$. To my understanding, the R-1535 in the replica was the last restorable example known to exist. You would have to have another R1535 made from scratch, spare parts. Or, you may find another pristine example in a guarded junk yard in libya somewhere. Happy hunting. Last, the original H-1 had very limited flight hours, the replica didn't have much more. Its still an unproven design with alot of unknown characteristics. With the known problems Jim was having with the propeller, the replica should never have even been considered close to airworthy.

Oddly enough, I was talking about something like this yesterday with a friend, during a flight. He had shown me a picture of the Harmon Rocket he's nearly finished building -- which is an awesome airplane. Later in the conversation I wondered about a R-985-powered airplane, somewhat along the lines of a Hughes Racer.

I wouldn't want a Hughes Racer of course. I'd want 2 seats and a bit more wing and landing gear. But the idea is that it would be cool to build a low-wing, lightweight, tandem-seat monoplane, using the 985 (since it's a common engine, with parts and rebuilds easily available). Stressed for aerobatics, able to operate off decent grass. Tailwheel, of course, but nice and long-bodied, for grace and to help with ground-handling. Three hours range. Decent-sized cockpits. Retractable gear. As much speed as you can get while still satisfying the above.

I think it would be an extremely cool project.

Dave