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The article mentions, unreferenced/sourced, the number 2584. I do have a source, Francillon's Lockheed aircraft since 1913, that says 2914, all nicely tied up to versions, types and serial numbers. What is the source for "our" number of 2584, and what would it take to correct it according to Francillon? (I seem to remember some frowning in aviation article discussions here upon Putnam titles, of which this is one... ) Paaln (talk) 15:36, 16 July 2012 (UTC)[reply]
Why bother with such a cr*p of a plane! You are putting in more elbow grease than the plane's designer ever did. RAAF flew these in the New Guinea campaign and did not bother replacing them as they were destroyed. The first RAAF Hudson crash claimed the lives of the Minister for the Army, and some senior officers ... a high speed stall. The plane's real Vmc was likely much higher than Lockheed claimed. Many of them crashed trying to land on one engine. The machine's total unreliability soon sent civilian operators broke, after WW2.220.244.85.207 (talk) 22:32, 19 August 2014 (UTC)[reply]
The Hudson like the Blenheim, Beaufort and Botha of the same period was designed before the widespread availability of fully-feathering propellers, and was instead initially equipped with two-position 'VP' variable-pitch propellers. This meant that in case of an engine failure the remaining engine did not have sufficient power at some weights to overcome the drag of the wind-milling propeller. This was in fact why the fully-feathering propeller was developed, as while most earlier twins could manage with a wind-milling two-bladed propeller, they could not with a three- or four-bladed one.
As regards the 1940 Canberra air disaster the Hudson's/Electra's tapered wing was known to have difficult stall characteristics which is why a fixed leading edge slot was incorporated at the tips, and the accident above was almost certainly caused by flying at too low an approach speed for the weight the aircraft was loaded to. The recommended safe approach speed for landing would be in the relevant Pilot's Notes and would have been worked out by the test pilots at Boscombe Down before the Hudson entered RAF/RAAF service. These Notes would also have included information on the Hudson's stall characteristics.
The only serious bad characteristic of the the Hudson was a tendency to ground loop on landing which sometimes caused the undercarriage to collapse, which could occasionally rupture the wing fuel tanks. After some initial normal 'teething troubles' the RAF had no problems with them and the Hudson was generally well-liked, which is why the RAF asked for an enlarged version which became the Ventura.
I noticed that the Canadian section is divided into Home War Establishment and Article XV squadrons under RAF command. Why is Canada singled out for this and Australia isn't? They would fall under the same criteria.McMuff (talk) 03:36, 4 February 2014 (UTC)[reply]
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Sorry, I haven't had time yet to muddle out how to add tags to things, but citation #5, the old 1933 Pop Mech article, doesn't actually say much of anything, certainly nothing about the sentence it appears to be a citation for. It just says "the RAF has bought a number of these nifty new dual-purpose planes, of the same type Howard Hughes recently broke a record with". It might say something about it being based on a civilian airliner, but that's as far as it goes. Oh, and it says very usefully that "it has a blister for machine guns in the rear and clear panels on the nose for aiming bombs". Finis. Nothing about model designations, or even the company that built it, nor any other particular information. Other than that Hughes used a Super Electra to break records...if it had said something about that, I could see using that as a reference, maybe. Idumea47b (talk) 03:42, 9 September 2018 (UTC)[reply]
