Howard Hughes

Entrepreneur

Howard Hughes was born in Houston, Texas, United States on December 24th, 1905 and is the Entrepreneur. At the age of 70, Howard Hughes biography, profession, age, height, weight, eye color, hair color, build, measurements, education, career, dating/affair, family, news updates, and networth are available.

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Other Names / Nick Names
Howard Robard Hughes, Jr.
Date of Birth
December 24, 1905
Nationality
United States
Place of Birth
Houston, Texas, United States
Death Date
Apr 5, 1976 (age 70)
Zodiac Sign
Capricorn
Networth
$11 Billion
Profession
Aerospace Engineer, Aircraft Pilot, Business Magnate, Businessperson, Designer, Engineer, Entrepreneur, Film Director, Film Producer, Financier, Inventor, Philanthropist, Restaurateur, Screenwriter
Howard Hughes Height, Weight, Eye Color and Hair Color

At 70 years old, Howard Hughes has this physical status:

Height
193cm
Weight
Not Available
Hair Color
Black
Eye Color
Dark brown
Build
Slim
Measurements
Not Available
Howard Hughes Religion, Education, and Hobbies
Religion
Atheist
Hobbies
Not Available
Education
The Thacher School,Ojai, California, United States; California Institute Of Technology, Pasadena, California, United States; Rice University, Houston, Texas, United States (Dropped Out In 1924)
Howard Hughes Spouse(s), Children, Affair, Parents, and Family
Spouse(s)
Ella Botts Rice, ​ ​(m. 1925; div. 1929)​, Jean Peters, ​ ​(m. 1957; div. 1971)​
Children
Not Available
Dating / Affair
Not Available
Parents
Allene Stone Gano ; Howard Robard Hughes, Sr.
Siblings
John Gano (Ancestor), Rupert Hughes (Uncle)
Howard Hughes Career

Hughes enjoyed a highly successful business career beyond engineering, aviation, and filmmaking; many of his career endeavors involved varying entrepreneurial roles.

Ralph Graves persuaded Hughes to finance a short film, Swell Hogan, which Graves had written and would star in. Hughes himself produced it. However, it was a disaster. After hiring a film editor to try to salvage it, he finally ordered that it be destroyed. His next two films, Everybody's Acting (1926) and Two Arabian Knights (1927), achieved financial success; the latter won the first Academy Award for Best Director of a comedy picture.: 45–46  The Racket (1928) and The Front Page (1931) were also nominated for Academy Awards.

Hughes spent $3.5 million to make the flying film Hell's Angels (1930).: 52, 126  Hell's Angels received one Academy Award nomination for Best Cinematography.

He produced another hit, Scarface (1932), a production delayed by censors' concern over its violence.: 128

The Outlaw premiered in 1943, but was not released nationally until 1946. The film featured Jane Russell, who received considerable attention from industry censors, this time owing to her revealing costumes.: 152–160

From the 1940s to the late 1950s, the Hughes Tool Company ventured into the film industry when it obtained partial ownership of the RKO companies, which included RKO Pictures, RKO Studios, a chain of movie theaters known as RKO Theatres and a network of radio stations known as the RKO Radio Network.

In 1948, Hughes gained control of RKO, a struggling major Hollywood studio, by acquiring the 929,000 shares owned by Floyd Odlum's Atlas Corporation, for $8,825,000. Within weeks of acquiring the studio, Hughes dismissed 700 employees. Production dwindled to 9 pictures during the first year of Hughes's control; previously RKO had averaged 30 per year.: 234–237

Production shut down for six months, during which time Hughes ordered investigations of each employee who remained with RKO as far as their political leanings were concerned. Only after ensuring that the stars under contract to RKO had no suspect affiliations would Hughes approve completed pictures to be sent back for re-shooting. This was especially true of the women under contract to RKO at that time. If Hughes felt that his stars did not properly represent the political views of his liking or if a film's anti-communist politics were not sufficiently clear, he pulled the plug. In 1952, an abortive sale to a Chicago-based group connected to the mafia with no experience in the industry disrupted studio operations at RKO even further.

In 1953, Hughes became involved with a high-profile lawsuit as part of the settlement of the United States v. Paramount Pictures, Inc. Antitrust Case. As a result of the hearings, the shaky status of RKO became increasingly apparent. A steady stream of lawsuits from RKO's minority shareholders had grown to become extremely annoying to Hughes. They had accused him of financial misconduct and corporate mismanagement. Since Hughes wanted to focus primarily on his aircraft manufacturing and TWA holdings during the years of the Korean War of 1950 to 1953, Hughes offered to buy out all other stockholders in order to dispense with their distractions.

By the end of 1954, Hughes had gained near-total control of RKO at a cost of nearly $24 million, becoming the first sole owner of a major Hollywood studio since the silent-film era. Six months later Hughes sold the studio to the General Tire and Rubber Company for $25 million. Hughes retained the rights to pictures that he had personally produced, including those made at RKO. He also retained Jane Russell's contract. For Howard Hughes, this was the virtual end of his 25-year involvement in the motion-picture industry. However, his reputation as a financial wizard emerged unscathed. During that time period, RKO became known as the home of classic film noir productions, thanks in part to the limited budgets required to make such films during Hughes's tenure. Hughes reportedly walked away from RKO having made $6.5 million in personal profit. According to Noah Dietrich, Hughes made a $10,000,000 profit from the sale of the theaters and made a profit of $1,000,000 from his 7-year ownership of RKO.: 272–273

According to Noah Dietrich, "Land became a principal asset for the Hughes empire". Hughes acquired 1200 acres in Culver City for Hughes Aircraft, bought 7 sections [4,480 acres] in Tucson for his Falcon missile-plant, and purchased 25,000 acres near Las Vegas.: 103, 254  In 1968, the Hughes Tool Company purchased the North Las Vegas Air Terminal.

Originally known as Summa Corporation, the Howard Hughes Corporation formed in 1972 when the oil-tools business of Hughes Tool Company, then owned by Howard Hughes Jr., floated on the New York Stock Exchange under the "Hughes Tool" name. This forced the remaining businesses of the "original" Hughes Tool to adopt a new corporate name: "Summa". The name "Summa"—Latin for "highest"—was adopted without the approval of Hughes himself, who preferred to keep his own name on the business, and suggested "HRH Properties" (for Hughes Resorts and Hotels, and also his own initials). In 1988 Summa announced plans for Summerlin, a master-planned community named for the paternal grandmother of Howard Hughes, Jean Amelia Summerlin.

Initially staying in the Desert Inn, Hughes refused to vacate his room, and instead decided to purchase the entire hotel. Hughes extended his financial empire to include Las Vegas real estate, hotels, and media outlets, spending an estimated $300 million, and using his considerable powers to acquire many of the well-known hotels, especially the venues connected with organized crime. He quickly became one of the most powerful men in Las Vegas. He was instrumental in changing the image of Las Vegas from its Wild West roots into a more refined cosmopolitan city. In addition to the Desert Inn, Hughes would eventually own the Sands, Frontier, Silver Slipper, Castaways and Landmark and Harold's Club in Reno. Hughes would eventually become the largest employer in Nevada.

Another portion of Hughes's commercial interests involved aviation, airlines, and the aerospace and defense industries. A lifelong aircraft enthusiast and pilot, Hughes survived four airplane accidents: one in a Thomas-Morse Scout while filming Hell's Angels, one while setting the airspeed record in the Hughes Racer, one at Lake Mead in 1943, and the near-fatal crash of the Hughes XF-11 in 1946. At Rogers Airport in Los Angeles, he learned to fly from pioneer aviators, including Moye Stephens and J.B. Alexander. He set many world records and commissioned the construction of custom aircraft for himself while heading Hughes Aircraft at the airport in Glendale, CA. Operating from there, the most technologically important aircraft he commissioned was the Hughes H-1 Racer. On September 13, 1935, Hughes, flying the H-1, set the landplane airspeed record of 352 mph (566 km/h) over his test course near Santa Ana, California (Giuseppe Motta reaching 362 mph in 1929 and George Stainforth reached 407.5 mph in 1931, both in seaplanes). This marked the last time in history that an aircraft built by a private individual set the world airspeed record. A year and a half later, on January 19, 1937, flying the same H-1 Racer fitted with longer wings, Hughes set a new transcontinental airspeed record by flying non-stop from Los Angeles to Newark in seven hours, 28 minutes, and 25 seconds (beating his own previous record of nine hours, 27 minutes). His average ground-speed over the flight was 322 mph (518 km/h).: 69–72, 131–135

The H-1 Racer featured a number of design innovations: it had retractable landing gear (as Boeing Monomail had five years before), and all rivets and joints set flush into the body of the aircraft to reduce drag. The H-1 Racer is thought to have influenced the design of a number of World War II fighters such as the Mitsubishi A6M Zero, Focke-Wulf Fw 190, and F8F Bearcat, although that has never been reliably confirmed. In 1975 the H-1 Racer was donated to the Smithsonian.: 131–135

In 1932 Hughes founded the Hughes Aircraft Company, a division of Hughes Tool Company, in a rented corner of a Lockheed Aircraft Corporation hangar in Burbank, California, to build the H-1 racer.

Shortly after founding the company, Hughes used the alias "Charles Howard" to accept a job as a baggage handler for American Airlines. He was soon promoted to co-pilot. Hughes continued to work for American Airlines until his real identity was discovered.

During and after World War II Hughes turned his company into a major defense contractor. The Hughes Helicopters division started in 1947 when helicopter manufacturer Kellett sold their latest design to Hughes for production. Hughes Aircraft became a major U.S. aerospace- and defense contractor, manufacturing numerous technology-related products that included spacecraft vehicles, military aircraft, radar systems, electro-optical systems, the first working laser, aircraft computer systems, missile systems, ion-propulsion engines (for space travel), commercial satellites, and other electronics systems.

In 1948 Hughes created a new division of Hughes Aircraft: the Hughes Aerospace Group. The Hughes Space and Communications Group and the Hughes Space Systems Division were later spun off in 1948 to form their own divisions and ultimately became the Hughes Space and Communications Company in 1961. In 1953 Howard Hughes gave all his stock in the Hughes Aircraft Company to the newly formed Howard Hughes Medical Institute, thereby turning the aerospace and defense contractor into a tax-exempt charitable organization. The Howard Hughes Medical Institute sold Hughes Aircraft in 1985 to General Motors for $5.2 billion. In 1997 General Motors sold Hughes Aircraft to Raytheon and in 2000, sold Hughes Space & Communications to Boeing. A combination of Boeing, GM, and Raytheon acquired the Hughes Research Laboratories, which focused on advanced developments in microelectronics, information & systems sciences, materials, sensors, and photonics; their work-space spans from basic research to product delivery. It has particularly emphasized capabilities in high-performance integrated circuits, high-power lasers, antennas, networking, and smart materials.

On July 14, 1938, Hughes set another record by completing a flight around the world in just 91 hours (three days, 19 hours, 17 minutes), beating the previous record of 186 hours (7 days, 18 hours, 49 minutes) set in 1933 by Wiley Post in a single-engine Lockheed Vega by almost four days. Hughes returned home ahead of photographs of his flight. Taking off from New York City, Hughes continued to Paris, Moscow, Omsk, Yakutsk, Fairbanks, and Minneapolis, then returning to New York City. For this flight he flew a Lockheed 14 Super Electra (NX18973, a twin-engine transport with a crew of four) fitted with the latest radio and navigational equipment. Harry Connor was the co-pilot, Thomas Thurlow the navigator, Richard Stoddart the engineer, and Ed Lund the mechanic. Hughes wanted the flight to be a triumph of U.S. aviation technology, illustrating that safe, long-distance air travel was possible. Albert Lodwick of Mystic, Iowa, provided organizational skills as the flight operations manager. While Hughes had previously been relatively obscure despite his wealth, better known for dating Katharine Hepburn, New York City now gave him a ticker-tape parade in the Canyon of Heroes.: 136–139  Hughes and his crew were awarded the 1938 Collier Trophy for flying around the world in record time. He was awarded the Harmon Trophy in 1936 and 1938 for the record-breaking global circumnavigation.

In 1938 the William P. Hobby Airport in Houston, Texas—known at the time as Houston Municipal Airport—was renamed after Hughes, but the name was changed back due to public outrage over naming the airport after a living person. Hughes also had a role in the financing of the Boeing 307 Stratoliner for TWA, and the design and financing of the Lockheed L-049 Constellation.

Other aviator awards include: the Bibesco Cup of the Fédération Aéronautique Internationale in 1938, the Octave Chanute Award in 1940, and a special Congressional Gold Medal in 1939 "in recognition of the achievements of Howard Hughes in advancing the science of aviation and thus bringing great credit to his country throughout the world".

President Harry S. Truman sent the Congressional medal to Hughes after the F-11 crash. After his around-the-world flight, Hughes had declined to go to the White House to collect it.: 196

Development of the D-2 began around 1937, but little is known about its early gestation because Hughes' archives on the aircraft have not been made public. Aircraft historian René Francillon speculates that Hughes designed the aircraft for another circumnavigation record attempt, but the outbreak of World War II closed much of the world's airspace and made it difficult to buy aircraft parts without government approval, so he decided to sell the aircraft to the U.S. Army instead. In December 1939, Hughes proposed that the United States Army Air Corps (USAAC) procure it as a "pursuit type airplane". It emerged as a two or three-seat twin-boom aircraft powered by two Pratt & Whitney R-2800-49 engines and constructed mostly of Duramold, a type of molded plywood. The United States Army Air Forces (USAAF, successor to the USAAC) struggled to define a mission for the D-2, which lacked both the maneuverability of a fighter and the payload of a bomber, and was highly skeptical of the extensive use of plywood; however, the project was kept alive by high-level intervention from General Henry H. Arnold. The prototype was brought to Harper's Dry Lake in California in great secrecy in 1943 and first flew on June 20 of that year. The initial test flights revealed serious flight control problems, so the D-2 returned to the hangar for extensive changes to its wings, and Hughes proposed to redesignate it as the D-5. However, in November 1944, the still-incomplete D-2 was destroyed in a hangar fire reportedly caused by a lightning strike.

In the spring of 1943 Hughes spent nearly a month in Las Vegas, test-flying his Sikorsky S-43 amphibious aircraft, practicing touch-and-go landings on Lake Mead in preparation for flying the H-4 Hercules. The weather conditions at the lake during the day were ideal and he enjoyed Las Vegas at night. On May 17, 1943, Hughes flew the Sikorsky from California, carrying two Civil Aeronautics Authority (CAA) aviation inspectors, two of his employees, and actress Ava Gardner. Hughes dropped Gardner off in Las Vegas and proceeded to Lake Mead to conduct qualifying tests in the S-43. The test flight did not go well. The Sikorsky crashed into Lake Mead, killing CAA inspector Ceco Cline and Hughes's employee Richard Felt. Hughes suffered a severe gash on the top of his head when he hit the upper control panel and had to be rescued by one of the others on board. Hughes paid divers $100,000 to raise the aircraft and later spent more than $500,000 restoring it. Hughes sent the plane to Houston, where it remained for many years.: 186

Acting on a recommendation of the president's son, Colonel Elliott Roosevelt, who had become friends with Hughes, in September 1943 General Arnold issued a directive to order 100 of a reconnaissance development of the D-2, known as the F-11 (XF-11 in prototype form). The project was controversial from the beginning, as the USAAF Air Materiel Command deeply doubted that Hughes Aircraft could fulfill a contract this large, but Arnold pushed the project forward. Materiel Command demanded a host of major design changes notably including the elimination of Duramold; Hughes, who sought $3.9 million in reimbursement for sunk costs from the D-2, strenuously objected because this undercut his argument that the XF-11 was a modified D-2 rather than a new design. Protracted negotiations caused months of delays but ultimately yielded few design concessions. The war ended before the first XF-11 prototype was completed and the F-11 production contract was canceled. The XF-11 emerged in 1946 as an all-metal, twin-boom, three-seat reconnaissance aircraft, substantially larger than the D-2 and powered by two Pratt & Whitney R-4360-31 engines, each driving a set of contra-rotating propellers. Only two prototypes were completed; the second one had a conventional single propeller per side.

Hughes was almost killed on July 7, 1946, while performing the first flight of the XF-11 near Hughes Airfield at Culver City, California. Hughes extended the test flight well beyond the 45-minute limit decreed by the USAAF, possibly distracted by landing gear retraction problems. An oil leak caused one of the contra-rotating propellers to reverse pitch, causing the aircraft to yaw sharply and lose altitude rapidly. Hughes attempted to save the aircraft by landing it at the Los Angeles Country Club golf course, but just seconds before reaching the course, the XF-11 started to drop dramatically and crashed in the Beverly Hills neighborhood surrounding the country club.

When the XF-11 finally came to a halt after destroying three houses, the fuel tanks exploded, setting fire to the aircraft and a nearby home at 808 North Whittier Drive owned by Lt Col. Charles E. Meyer. Hughes managed to pull himself out of the flaming wreckage but lay beside the aircraft until rescued by Marine Master Sgt. William L. Durkin, who happened to be in the area visiting friends. Hughes sustained significant injuries in the crash, including a crushed collar bone, multiple cracked ribs, crushed chest with collapsed left lung, shifting his heart to the right side of the chest cavity, and numerous third-degree burns. An oft-told story said that Hughes sent a check to the Marine weekly for the remainder of his life as a sign of gratitude. Noah Dietrich asserted that Hughes did send Durkin $200 a month, but Durkin's daughter denied knowing that he received any money from Hughes.: 197

Despite his physical injuries, Hughes took pride that his mind was still working. As he lay in his hospital bed, he decided that he did not like the bed's design. He called in plant engineers to design a customized bed, equipped with hot and cold running water, built in six sections, and operated by 30 electric motors, with push-button adjustments. Hughes designed the hospital bed specifically to alleviate the pain caused by moving with severe burn injuries. Although he never used the bed that he designed, Hughes's bed served as a prototype for the modern hospital bed. Hughes's doctors considered his recovery almost miraculous.

Many attribute his long-term dependence on opiates to his use of codeine as a painkiller during his convalescence. Yet Dietrich asserts that Hughes recovered the "hard way—no sleeping pills, no opiates of any kind".: 195  The trademark mustache he wore afterward hid a scar on his upper lip resulting from the accident.

The War Production Board (not the military) originally contracted with Henry Kaiser and Hughes to produce the gigantic HK-1 Hercules flying boat for use during World War II to transport troops and equipment across the Atlantic as an alternative to seagoing troop transport ships that were vulnerable to German U-boats. The military services opposed the project, thinking it would siphon resources from higher-priority programs, but Hughes's powerful allies in Washington, D.C. advocated for it. After disputes, Kaiser withdrew from the project and Hughes elected to continue it as the H-4 Hercules. However, the aircraft was not completed until after the end of World War II.

The Hercules was the world's largest flying boat, the largest aircraft made from wood, and, at 319 feet 11 inches (97.51 m), had the longest wingspan of any aircraft (the next-largest wingspan was about 310 ft (94 m)). (The Hercules is no longer the longest nor heaviest aircraft ever built - surpassed by the Antonov An-225 Mriya produced in 1985.)

The Hercules flew only once for one mile (1.6 km), and 70 feet (21 m) above the water, with Hughes at the controls, on November 2, 1947.: 209–210

Critics nicknamed the Hercules the Spruce Goose, but it was actually made largely from birch (not spruce) rather than from aluminum, because the contract required that Hughes build the aircraft of "non-strategic materials". It was built in Hughes's Westchester, California, facility. In 1947, Howard Hughes was summoned to testify before the Senate War Investigating Committee to explain why the H-4 development had been so troubled, and why $22 million had produced only two prototypes of the XF-11. General Elliott Roosevelt and numerous other USAAF officers were also called to testify in hearings that transfixed the nation during August and November 1947. In hotly-disputed testimony over TWA's route awards and malfeasance in the defense-acquisition process, Hughes turned the tables on his main interlocutor, Maine Senator Owen Brewster, and the hearings were widely interpreted as a Hughes victory. After being displayed at the harbor of Long Beach, California, the Hercules was moved to McMinnville, Oregon, where as of 2020 it features at the Evergreen Aviation & Space Museum.: 198–208

On November 4, 2017, the 70th anniversary of the only flight of the H-4 Hercules was celebrated at the Evergreen Aviation & Space Museum with Hughes's paternal cousin Michael Wesley Summerlin and Brian Palmer Evans, son of Hughes radio-technology pioneer Dave Evans, taking their positions in the recreation of a photo that was previously taken of Hughes, Dave Evans and Joe Petrali on board the H-4 Hercules.

In 1939, at the urging of Jack Frye, president of Transcontinental & Western Airlines, the predecessor of Trans World Airlines (TWA), Hughes began to quietly purchase a majority share of TWA stock (78% of stock, to be exact); he took a controlling interest in the airline by 1944. Although he never had an official position with TWA, Hughes handpicked the board of directors, which included Noah Dietrich, and often issued orders directly to airline staff. Hughes Tool Co. purchased the first six Stratoliners Boeing manufactured. Hughes used one personally, and he let TWA operate the other five.: 11, 145–148

Hughes is commonly credited as the driving force behind the Lockheed Constellation airliner, which Hughes and Frye ordered in 1939 as a long-range replacement for TWA's fleet of Boeing 307 Stratoliners. Hughes personally financed TWA's acquisition of 40 Constellations for $18 million, the largest aircraft order in history up to that time. The Constellations were among the highest-performing commercial aircraft of the late 1940s and 1950s and allowed TWA to pioneer nonstop transcontinental service. During World War II Hughes leveraged political connections in Washington to obtain rights for TWA to serve Europe, making it the only U.S. carrier with a combination of domestic and transatlantic routes.

After the announcement of the Boeing 707, Hughes opted to pursue a more advanced jet aircraft for TWA and approached Convair in late 1954. Convair proposed two concepts to Hughes, but Hughes was unable to decide which concept to adopt, and Convair eventually abandoned its initial jet project after the mockups of the 707 and Douglas DC-8 were unveiled. Even after competitors such as United Airlines, American Airlines and Pan American World Airways had placed large orders for the 707, Hughes only placed eight orders for 707s through the Hughes Tool Company and forbade TWA from using the aircraft. After finally beginning to reserve 707 orders in 1956, Hughes embarked on a plan to build his own "superior" jet aircraft for TWA, applied for CAB permission to sell Hughes aircraft to TWA, and began negotiations with the state of Florida to build a manufacturing plant there. However, he abandoned this plan around 1958, and in the interim, negotiated new contracts for 707 and Convair 880 aircraft and engines totaling $400 million.

The financing of TWA's jet orders precipitated the end of Hughes's relationship with Noah Dietrich, and ultimately Hughes's ouster from control of TWA. Hughes did not have enough cash on hand or future cash flow to pay for the orders and did not immediately seek bank financing. Hughes's refusal to heed Dietrich's financing advice led to a major rift between the two by the end of 1956. Hughes believed that Dietrich wished to have Hughes committed as mentally incompetent, although the evidence of this is inconclusive. Dietrich resigned by telephone in May 1957 after repeated requests for stock options, which Hughes refused to grant, and with no further progress on the jet financing. As Hughes's mental state worsened, he ordered various tactics to delay payments to Boeing and Convair; his behavior led TWA's banks to insist that he be removed from management as a condition for further financing.

In 1960, Hughes was ultimately forced out of the management of TWA, although he continued to own 78% of the company. In 1961, TWA filed suit against Hughes Tool Company, claiming that the latter had violated antitrust law by using TWA as a captive market for aircraft trading. The claim was largely dependent upon obtaining testimony from Hughes himself. Hughes went into hiding and refused to testify. A default judgment was issued against Hughes Tool Company for $135 million in 1963 but was overturned by the Supreme Court of the United States in 1973, on the basis that Hughes was immune from prosecution. In 1966, Hughes was forced to sell his TWA shares. The sale of his TWA shares brought Hughes $546,549,771.: 299–300

Hughes acquired control of Boston-based Northeast Airlines in 1962. However, the airline's lucrative route authority between major northeastern cities and Miami was terminated by a CAB decision around the time of the acquisition, and Hughes sold control of the company to a trustee in 1964. Northeast went on to merge with Delta Air Lines in 1972.

In 1970, Hughes acquired San Francisco-based Air West and renamed it Hughes Airwest. Air West had been formed in 1968 by the merger of Bonanza Air Lines, Pacific Air Lines, and West Coast Airlines, all of which operated in the western U.S. By the late 1970s, Hughes Airwest operated an all-jet fleet of Boeing 727-200, Douglas DC-9-10, and McDonnell Douglas DC-9-30 jetliners serving an extensive route network in the western U.S. with flights to Mexico and western Canada as well. By 1980, the airline's route system reached as far east as Houston (Hobby Airport) and Milwaukee with a total of 42 destinations being served. Hughes Airwest was then acquired by and merged into Republic Airlines (1979–1986) in late 1980. Republic was subsequently acquired by and merged into Northwest Airlines which in turn was ultimately merged into Delta Air Lines in 2008.

Hughes had made numerous business partnerships through industrialist and producer David Charnay. Their friendship and many partnerships began with the film The Conqueror, which was first released to the public in 1956. The film caused many controversies due to its critical flop and radioactive location used in St. George, Utah, that eventually led to Hughes buying up nearly every copy of the film he could, only to watch the film at home repeatedly for many nights in a row.

Charnay later bought Four Star, the film and television production company that produced The Conqueror.

Hughes and Charnay's most published dealings were with a contested AirWest leveraged buyout. Charnay led the buyout group that involved Howard Hughes and their partners acquiring Air West. Hughes, Charnay, as well as three others, were indicted. The indictment, made by U.S. Attorney DeVoe Heaton, accused the group of conspiring to drive down the stock price of Air West in order to pressure company directors to sell to Hughes. The charges were dismissed after a judge had determined that the indictment had failed to allege an illegal action on the part of Hughes, Charnay, and all the other accused in the indictment. Thompson, the federal judge that made the decision to dismiss the charges called the indictment one of the worst claims that he had ever seen. The charges were filed again, a second time, by U.S. Attorney DeVoe Heaton's assistant, Dean Vernon. The Federal Judge ruled on November 13, 1974, and elaborated to say that the case suggested a "reprehensible misuse of the power of great wealth", but in his judicial opinion, "no crime had been committed." The aftermath of the Air West deal was later settled with the SEC by paying former stockholders for alleged losses from the sale of their investment in Air West stock. As noted above, Air West was subsequently renamed Hughes Airwest. During a long pause between the years of the dismissed charges against Hughes, Charnay, and their partners, Howard Hughes mysteriously died mid-flight while on the way to Houston from Acapulco. No further attempts were made to file any indictments after Hughes died.

Source

Howard Hughes Awards
  • Harmon Trophy (1936 and 1938)
  • Collier Trophy (1938)
  • Congressional Gold Medal (1939)
  • Octave Chanute Award (1940)
  • National Aviation Hall of Fame (1973)
  • International Air & Space Hall of Fame (1987)
  • Motorsports Hall of Fame of America (2018)

Grim recordings reveal sleazy comments Las Vegas middle school assistant principal made to female student aged 13: 'You got me excited. Damn, you dangerous'

www.dailymail.co.uk, March 27, 2024
Howard Hughes, 61, (left) was caught making inappropriate remarks to the eight grade student of Del Webb Middle School (right). Grim audio details him telling the girl, 13, how she was 'dangerous' for getting him 'excited' and how he wanted to hug and kiss her. He fled to Texas after the audio became public where he is being held in jail awaiting extradition for child sex offences.

A sex symbol in Hollywood has a tragic last word. Gina Lollobrigida had a penchant for younger men, but the majority of her £8 million was stolen at the age of 95 by a woman's exorbitant husband. Now her son shares her harrowing deathbed remembrance

www.dailymail.co.uk, March 6, 2024
Marilyn Monroe looked like Shirley Temple once more,' said the HUMPHREY Bogart, who made everybody from mogul Howard Hughes to tyrant Fidel Castro commotion with zeal and lust. But when Gina 'La Lollobrigida's life came to an end, her reminiscences were not what you'd expect from a Hollywood icon and sex symbol, but rather from a woman who looked back with regret. Although Gina confessed to a youth addiction, we now know that her last one robbed her blind. Andrea Piazzolla, 36, was sentenced to three years in jail for stealing millions from the actress before her death last year. "I did everything wrong," her son Milko says in his first, personal interview about his mother's death.'

Barnaby Joyce video shows former Nationals leader lying on the side of the road in Braddon, Canberra and mumbling profanities into his phone late at night after Parliament

www.dailymail.co.uk, February 9, 2024
Barnaby Joyce, the former prime minister of Australia, was seen on Wednesday sitting on the side of Londsale Street in Braddon, at 11.36 p.m., according to Daily Mail Australia. He was wearing the same blue and white tie he wore during Question Time in Parliament House earlier this day.