Redline F1 Racer Vs

When it comes to Formula One versus, you can be as rude as you like about the other side. Many people are - and you know what they sayF1 is dull.

Redline: F1 Racer (Aguri Suzuki F-1 Super Driving), Racing, 1992. Amusements Co., Ltd. Damageable vehicles: No Tracks or places: view them.

Nobody overtakes, and the same bloke wins every week. It’s hideously expensive.

The cars are ugly. And the rules?

And yet, each year, the cars and drivers are shipped, trucked or flown to 19-ish countries, where up to 300,000 people watch them race from moored yachts or muddy fields. The whole business makes about $1.5 billion per year. And around the world, nearly half a billion people watch at least 15 minutes of racing at some point during the season.NASCAR sucks. They only turn left. The fans are fat. The drivers are fatter.

The cars are made from pig iron and scrap. And yet each race is beamed to 150 countries, attracting about $3 billion in annual sponsorship from McDonald’s and Budweiser and other brands that keep the audience plump. About 75 million American adults - that’s one in three - consider themselves fans, and about 3.5 million pack the bleachers of the nation’s speedways every year. But look past the hard-earned stereotypes, and you’ll find a reason to like both.

Yes, cars are made in whitewashed labs by mad professors. And NASCARs are knocked up in medieval foundries by men with mallets. But if an F1 car is a lunar module, a NASCAR is the rocket beneath it. Both deserve our respect.They grew up at the same time but in very different ways. One began with moonshiners running loops around dirt tracks; the other with wealthy playboys armed with sports cars and twisting street circuits. Even today, their respective feeder series follow a similar plan: dirt racing for oval racers, costly karting for single-seaters. It’s cheap versus elite.

Hot dogs versus hors d’oeuvres. Yes, there are exceptions to the rule, but when’s the last time you saw a blue-collar kid in a McLaren? (OK, Lewis wasn’t exactly from wealthy stock, but he was hardly from the wrong side of the tracks either).In NASCAR, if it ain’t rubbin’, it ain’t racin’. Drivers bully through a vast swarm, and if you start at the back, you might still finish first. Try doing that in F1, and you’ll be picking carbon splinters from your face. In NASCAR, telemetry is banned, and where F1 has laptops, NASCAR has hammers and spanners.

An F1 driver can tune his car on the go. Once up and running in a stock car, the only thing you can adjust is your attitude.

But if you think that sounds easy, you try setting up a car for a 200mph lap of a steeply banked oval. During a race, a NASCAR’s chassis is literally bent by the centrifugal force of orbit.Formula One designers fight a constant war on the atmosphere, with pointy bits and rude noses to slice the air.

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This leaves behind messy turbulence, which makes life harder for the cars behind - unless they get seriously close and risk a rear-ender. A bluff NASCAR leaves behind a cleaner pocket, which the following driver uses to gain a few miles per hour (the car in front also speeds up a bit as the vacuum pushes him along). But while you tailgate the car in front, the bloke behind is doing the same to you. It’s why they swap positions so often. In 2011, F1 saw about 80 genuine overtaking manoeuvres in the whole season.

That year, NASCAR saw 88 lead swaps in one race. When an F1 driver brakes at the end of a straight, his body is tormented by a force of 5g. Brake discs are made by firing carbon atoms at a cobweb of rayon, and they cost a small fortune. Over in NASCAR, they make do with slabs of cast iron, but then again, they don’t use the brakes much. Instead, a driver must keep his speed up, tempering the throttle and picking a perfect elliptical line for hundreds of laps per race.

So while his diet might be a touch carby, you can’t knock his stamina. Especially as he must pump a clutch every now and then, unlike an F1 driver who has an easier job with paddles.Very few people have felt these differences for themselves, and only one man has competed properly in both NASCAR and Formula One. He is Juan Pablo Montoya. “With NASCAR races being so long,” he tells us, “it’s important to be patient and understand how the track changes - but really, they’re opposite poles,” he says. “I remember the feeling of getting into an F1 car after the winter break and braking for the first time, and the grip it was amazing. In NASCAR, the cars are very heavy and unpredictable, but it makes the racing great”Traditionally, a NASCAR shared much with its road-going counterpart. And while these days they can hardly be described as ‘stock’, the shells do bear a slight resemblance to their buyable counterparts, and teams must choose from one of three basic chassis: Chevy, Ford or Toyota.

The idea is the same as always: win on Sunday, sell on Monday. It’s a similar deal in F1, though with cars sharing so little with what’s on your driveway, Monday’s shopping list is more likely to include a pack of fizzy pop than a new hatchback.But enough of the economics. Because when you sit down in front of the telly on a Sunday afternoon, all you really want is a good show. NASCAR nails that one with the smoke and noise and fist fights.

But - like any great performance - those boys make it look easy. Next to this, F1 looks a little more modest and, whichever way you cut it, more anorakish. But what you don’t see on TV is the sheer effort and brainpower that goes into the creation of every tiny part. It’s a lesson in particle physics to NASCAR’s Big Bang.NASCAR is America at its best. Formula One is science at its most acceptable.

The choice is yours, race fans. Share this page:.

The Hughes H-1 is a racing aircraft built by Hughes Aircraft in 1935. It set a world airspeed record and a transcontinental speed record across the United States. The H-1 Racer was the last aircraft built by a private individual to set the world speed record; most aircraft to hold the honor since have been military designs.

Design and development[edit]

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 scale model (over two feet in length) that was tested in the California Institute of Technology wind tunnel, revealing a speed potential of 365 miles per hour (587 km/h).^[4]

Technical details[edit]

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 cubic inches (25.15 l), which although originally rated at 700 horsepower (522 kW), was tuned to put out over 1,000 horsepower (750 kW).^[5]

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[edit]

Hughes piloted the first flight on 13 September 1935 at Martin Field near Santa Ana, California, and promptly broke the world landplane speed record clocking 352.39 mph (567.12 km/h) averaged over four timed passes. The ship was loaded with a minimal amount of fuel to keep the weight down, and Hughes was not supposed to make the 3rd and 4th passes, exhausting the fuel supply. Hughes managed to crash-land in a beet field south of Santa Ana, California without serious damage to either himself or the H-1.^{[2]:133–134} When his compatriots arrived at the crash site Hughes said 'We can fix her; she'll go faster.' At the time, the world seaplane speed record was 440.7 mph (709.2 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 miles per hour (518 km/h).^[6]

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..'^[7]

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.^{[9][N 1]}Jiro Horikoshi, designer of the Mitsubishi Zero strongly denied the allegation of the Hughes H-1 influencing the design of the Japanese fighter aircraft.^[10]

The Hughes H-1 Racer is featured in the 1940 RKO Radio Pictures movie Men Against the Sky.^[11]

Disposition[edit]

The original H-1 Racer was donated to the Smithsonian in 1975 and is on display at the National Air and Space Museum.^[12]

Replicas[edit]

A non-flying replica was displayed in the National Air Race Museum from 1993 to 1994,^[13] after which it was placed in storage.

Jim Wright of Cottage Grove, Oregon built a full-scale replica of the H-1 that he first flew in 2002. His replica was so close to the original that the FAA granted it serial number 2 of the model. His achievement in recreating the aircraft was heralded in virtually every well-known aviation magazine of the time.^[14]

On August 4, 2003, Wright unveiled his H-1 replica at the 2003 AirVenture at Oshkosh, Wisconsin. On his way home to Oregon, he refueled the aircraft in Gillette, Wyoming. Wright met briefly with local reporters and said that the aircraft had been having propeller 'gear problems.' An hour after taking off, the aircraft crashed just north of the Old Faithful Geyser in Yellowstone National Park, killing Wright. The replica, slated to be used in the film The Aviator, was completely destroyed.^{[15][N 2]} The official accident report detailed the failure of a counterweight on the constant speed propeller.^[17] On December 17, 2003, Cottage Grove State Airport was dedicated as Jim Wright Field.

A static replica H-1 was displayed on a pole alongside Hughes’ “Spruce Goose” at Long Beach when the latter aircraft was displayed in a dome adjacent to the Queen Mary. Other non-flying replicas are displayed at the Thomas T. Beam Engineering Complex at the University of Nevada, Las Vegas^[18] (donated by the Howard Hughes Corporation in 1988) and the Santa Maria Museum of Flight.^[19] As of 2016^[20] another H-1 replica is being built at the San Diego Air & Space Museum.^[21]

Specifications (H-1 Racer, original wings)[edit]

Data from 'Howard Hughes' H-1: The Search for the Fastest Plane in the World'.^[22]

General characteristics

• Crew: 1
• Length: 27 ft 0 in (8.23 m)
• Wingspan: 31 ft 9 in (9.67 m)
• Height: 8 ft (2.4 m)
• Wing area: 138 ft² (12.8 m²)
• Empty weight: 3,565 lb (1,620 kg)
• Loaded weight: 5,492 lb (2,496 kg)
• Powerplant: 1 × Pratt & Whitney R-1535^[23]radial engine, 700 hp (521 kW)

Performance

• Maximum speed: 352 mph (566 km/h)
• Wing loading: 40 lb/ft² (195 kg/m²)
• Power/mass: 0.13 hp/lb (210 W/kg)

Gallery[edit]

• Tail of H-1 Racer

• Rear landing gear

• Right side of H-1 Racer

• Detailed wood and metal work inside

• Propeller of H-1

• Tip of H-1 tail

• Flush metalwork for aerodynamics

• Canopy with flush metalwork

• H-1 nose with exhaust system displayed

• Front dials of H-1 Racer cockpit

• Side controls of H-1 Racer cockpit

• Pratt & Whitney 'Dependable Engines' emblem on H-1 Racer

References[edit]

Notes

1. ^What Hughes actually asserted was that it was plain from examination of the two that the Zero was substantially a copy. An aside from Bill Utley, the Hughes company publicist, noted that one Al Ludwick had given details of pre-war inspection of the H-1 by Japanese generals at a New Jersey hangar. No actual evidence of copying beyond similarity of design is offered otherwise.
2. ^ Witnesses on the ground testify that Mr. Wright turned the aircraft away from park visitors and into a small bluff in an apparent attempt to spare those on the ground.^[16]

Citations

1. ^Cowin 1999, p. 60.
2. ^ ^abDietrich, Noah; Thomas, Bob (1972). Howard, The Amazing Mr. Hughes. Greenwich: Fawcett Publications, Inc. p. 131.
3. ^Dwiggins 1976, p. 64.
4. ^Marrett 2004, p. 19.
5. ^ ^abcMarrett 2004, p. 20.
6. ^Onkst, David H. (2003). 'Howard R. Hughes, Jr.–The Record Setter'. U.S. Centennial of Flight Commission. Retrieved 15 May 2006.
7. ^Dwiggens 1976, p. 78.
8. ^Wraga, William. 'Curtis Wright and the Flying Tigers'. Curtiss-Wright. Archived from the original on 16 May 2006. Retrieved 16 May 2006.
9. ^'Howard Hughes Aviator'.Welcome Home Howard!, University of Nevada-Las Vegas, 2008. Retrieved: March 15, 2009.
10. ^Drake 1976, pp. 12–13.
11. ^'Men Against the Sky (1940).'IMDb, 2009. Retrieved: March 15, 2009.
12. ^'The H-1 Racer.'National Air and Space Museum. Retrieved: 13 October 2010.
13. ^'Fancy These Flights?'. Reno Gazette-Journal. August 26, 1993. Retrieved 12 October 2018.
14. ^'Reproduction Howard Hughes H-1 Racer Project'. Wright Machine Tool Co. Inc. 5 May 2004. Archived from the original on 3 July 2006. Retrieved 4 July 2006.
15. ^Baker, Mark (6 August 2003). 'Cottage Grove pilot dies in replica of historic plane'. The Register-Guard. Cottage Grove, Oregon. Retrieved 15 March 2017.
16. ^Homans, Charlie (5 August 2003). 'Fatal airplane crash in Yellowstone'. Gillette News-Record. Retrieved 18 January 2007.
17. ^Accident Report (Report). NTSB. DEN03FA138. Retrieved 23 May 2007.
18. ^[1]The Back Story: The H-1 Racer Airplane Brian Sodoma, 13/01/2011, retrieved 26 October 2017
19. ^[2]HUGHES H-1B RACER (replica) NR258Y Malcolm Nason, 13/03/2017, retrieved 26 October 2017
20. ^[3]San Diego Air and Space Museum Visit blog post by Aero Telemetry, 12/07/2016, retrieved 26 October 2017
21. ^'Hughes Special 1B Racer'. San Diego Air & Space Museum. Archived from the original on 15 March 2017. Retrieved 3 March 2013.
22. ^Dwiggins 1976, pp. 61–62.
23. ^'Pratt & Whitney R-1535 Twin Wasp Junior'. Ken's Aviation. 11 February 2004. Archived from the original on 21 October 2007. Retrieved 14 March 2007.

Bibliography

• Cowin, Hugh W. (1999). The Risk Takers: Racing & Record-Setting Aircraft: A Unique Pictorial Record 1908-1972. Aviation Pioneers. 2. London: Osprey Publishing. p. 60. ISBN1855329042.
• Drake, Hal (September 1976). 'Howard Hughes was a Liar!'. Air Classics. Vol. 12 no. 9. pp. 12–13.
• Dwiggins, Don (March 1976). 'Howard Hughes' H-1: The Search for the Fastest Plane in the World'. Air Classics. Vol. 12 no. 3. pp. 12–13.
• Hirsch, Robert S.; Hirsch, Russ N. (2005). Aircraft of Air Racing's Golden Age, Part II. Buena Park, California: Hirsch Publications. ISBN0976196026.
• Marrett, George J. (December 2004). 'The Racer'. Wings. Vol. 34 no. 12. Republic Press. pp. 19–20. ISSN1067-0637.
• Matt, Paul and Kenn C. Rust. 'Howard Hughes and the Hughes Racer.' Historical Aviation Album XVI. Temple City, California: Historical Aviation Album, 1980. ISBN0-911852-50-6.

External links[edit]