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Description
| Manufacturer: | Temco |
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| Base model: | TT | ||
| Designation: | TT | ||
| Version: | -1 | ||
| Nickname: | Pinto | ||
| Designation System: | U.S. Navy / Marines | ||
| Designation Period: | 1948-1962 | ||
| Basic role: | Trainer | ||
Specifications
| Not Yet Available |
Known serial numbers
Recent comments by our visitors
| Daniel Hammer , MD | Sir, I was told that both the Super Pintos sold to PAF were no longer flying and even dismantled? Is the PAF trying to re-vitalize this aircraft?
My Father was the Chief Engineer on the Super Pinto project in the 70's along with Test Pilot COL Richard Hunt (USAF RET), who flew the aircraft at the 1972 Abbottsford Airshow, and at TRANSPO '72 and the Reno air races. A new book is out from Schiffer Military press written by TT-1/Super Pinto expert Mark Frankel, FANTASTIC book! I first flew Mr. Mike Couches TT-1 in Oakland CA in the late 70's when my Dad and I were putting tip-tanks on for Mike, wow what a lot of fun for a 15 yr old kid! I have not flown a TT-1 since then but sure want to own one there are a few left in the US flying. Great Site! Daniel Hammer GySgt USMC (RET) 05/21/2008 @ 11:45 [ref: 20968] |
| Ent Sipen Manila, OTH | The prototype, known in the Philippine Air Force as, PAF T-610 Cali, has been shelved and is not being developed nor tested. The prototype, serial # 233, would have been a much needed boost for the under-equipped PAF without a fighter jet aircraft,in its inventory. The Cali is, at the very least, a jet trainer, much more sophisticated, than the Aermacchi S-211 the PAF uses now. Coincidentally, there is a very high attrition rate of the S211, of which the PAF has 4 operational aicraft, from the original 18 in its inventory back in the 90\'s. Any help is needed to further develop and hopefully,produce the Super Pinto/ Cali. 01/28/2008 @ 16:51 [ref: 19451] |
| Ray E Davenport Arlington, TX | Am delighted to have come upon tnis Aviation Enthusuasts Corner web page. Very interesting to read inputs from old friends of long ago, yet seems like yesterday. I also worked for B.J. Paschal as instrumentation technician during Temco Buckaroo Modification and from the word "Go"' on the TT-1 program. Installed strain gages and other instrumentation during assembly of the prototype. Was a Flight Test Tech. during all the Flight Test Program includeing Pax River, Md.
During testing a Greenville, Tx. was fortunate in geting a flight with the Temco Shuttle Pilot "Pappy" Meyres and can vouch for the fact that she was a very smooth little aircraft. Am Submitting a picture with some specs. on the Super Pinto with the CJ-610-6, 2950-lbs thrust power plant. This must have been a fantastic flying machine with over three times the power of the origonal and a rate of clime of 10,000-fps and redlined at 450-kt. These pictures were acquired from a friend Clyde Homb who served on the program as a Flight Maint. Crew Chief there at Temco and at Naval training at Pensecola. Understand he has a set of Maintenance Manuals also. Ray Davenport 817-561-6885 12/09/2007 @ 12:05 [ref: 18859] |
| Bob McLeod , NS | Just submitted a picture of a Temco TT-1 Super Pinto that I took at Abbotsford, BC in 1972. I do not had any numbers for this plane and was wondering if anyone can help. 12/15/2006 @ 17:10 [ref: 15011] |
| Bob Reiland Juno Beach, FL | Soon after arrival at Temco (OCT 1955), it was learned that I had been a "stress-man" on empennage structures at North American Avia. (F-86A,C,D,E.F,H) as well as all of the contemporary FJ's and F-100's. I was assigned to stress analysis of the TT-1 tail, speed-brakes and canopy beams of the TT-1. The LH elevator supported the sole trim tab and it was about 40 in. span and about 2.50 in chord. I regret to concede that I had made a slide rule decimal error in calculating torsional stiffness of the spindly thing, but it really didn't even LOOK right! (It even LOOKED like a candidate for a flutter failure!) And, it surely did flutter, ripping off the entire LH Horiz. tail as it departed. -- Nevertheless, I felt somewhat vindicated in the fact that Test Pilot Collis, after he had lost the entire LH Horiz. tail, "calmly" deployed the speed-brakes and made about a 6+ G pullout with ONLY the RH Horiz. Stab. & elev. The re-designed Horiz. Tail incorporated "conventionally" shaped trim tabs on EACH elevator.
Around the Temco Plant for weeks afterward, the word was: "Well, at least that proved that Collis douesn't lose his head over a little piece-of-tail!" Later, while working at Martin-Orlando, I met a former Navy Patuxent Test Pilot, who said their ONLY complaint about the TT-1 was that it was underpowered, but -- even so -- a "delight" to fly. 10/05/2006 @ 18:51 [ref: 14386] |
| Bob Reiland Juno Beach, FL | Soon after arrival at Temco (OCT 1955), it was learned that I had been a "stress-man" on empennage structures at North American Avia. (F-86A,C,D,E.F,H) as well as all of the contemporary FJ's and F-100's. I was assigned to stress analysis of the TT-1 tail, speed-brakes and canopy beams of the TT-1. The LH elevator supported the sole trim tab and it was about 40 in. span and about 2.50 in chord. I regret to concede that I had made a slide rule decimal error in calculating torsional stiffness of the spindly thing, but it really didn't even LOOK right! (It even LOOKED like a candidate for a flutter failure!) And, it surely did flutter, ripping off the entire LH Horiz. tail as it departed. -- Nevertheless, I felt somewhat vindicated in the fact that Test Pilot Collis, after he had lost the entire LH Horiz. tail, "calmly" deployed the speed-brakes and made about a 6+ G pullout with ONLY the RH Horiz. Stab. & elev. The re-designed Horiz. Tail incorporated "conventionally" shaped trim tabs on EACH elevator.
Around the Temco Plant for weeks afterward, the word was: "Well, at least that proved that Collis douesn't lose his head over a little piece-of-tail!" Later, while working at Martin-Orlando, I met a former Navy Patuxent Test Pilot, who said their ONLY complaint about the TT-1 was that it was underpowered, but -- even so -- a "delight" to fly. 10/05/2006 @ 18:51 [ref: 14385] |
| Romvie James Manila, OTH | Mabuhay!
Im very elited of the restoration effort made by Ezell Aviation in Adapting Boeing wet wing technology and tip tanks from a Mitsubishi MU-2 doubled the capacity and allowed a flight ranges of 800 miles. 7,000 feet of wire were ran to update and add a new IFR avionics package.Im very optimistic that we can still incorporate more advance updated hardware in the jet itself. This is new development on the jet I know it hase been 5-6 decades ago when this trainer jet was started to roll out. But im still optimistic that our country (Philippines)can still utilize the prototypes and rights that we have gained in the 70\'s when we buy the design. This will possibly augment the OV-10 Bronco\'s/S-211 that we have right now. Our country\'s Airforce is in Bad shape that will leave us vulnerable for possible missile attack and no air defense at all. With the help of the people who has knowledge(in the technical aspect/maintenance)in the early days when they TT-1/Model 56 project started. I know we can deliver/make a change a country\'s future or for the people who are involve in the development early days of this jet to be proud of their legacy by giving new life or injecting new idea and technology in the aircraft. Even though the early days of this jet has failed to enter a full bloom manufacturing.Few of them are already left mostly in civilian variants. Thank you guys for giving the TT-1/Super Pinto a new sign of life. God Bless 07/10/2006 @ 18:41 [ref: 13702] |
| Ronald Vandergrift Monterey, CA, CA | As a young NAVCAD, I was a member of the first class to be assigned to VJT-1, NAS Saufley Field. There were 14 of us; half were Aviation Officer Candidates (AOC) from both the Marines Corps and the Navy. The other half of class were NAVCADS. Earl Clark, a NAVCAD, was the first student to solo in the TT-1. I flew my first solo flight several days later. Before soloing, we had about 40 instructional flight hours and dozens of "bounces."
After graduating from Primary Flight Training, we were assigned to a Basic Training Group at Forrest Sherman Field, Nas Pensacola where we flew the Lockheed T2V-1 Seastar. This was the first class to fly only jet powered aircraft throught the training command. 03/09/2006 @ 18:55 [ref: 12758] |
| Richard Yu Manila, OTH | Mabuhay!
I'm trying to push our officials to take a second look on the Super Pinto/Cali (Eagle) program that our air force shelved. Presented an idea wherein it will hopefully be modified to accept as much parts and systems from our retired F-5s so we could field some quite soon. And if we could strike a workshare with the Koreans for their T-50 Golden Eagle get some updated tech to improve it further. 02/07/2006 @ 16:51 [ref: 12432] |
| Forrest , TX | I work at an avionics shop in Addison, Texas. One of the planes that I work on is a Super Pinto, SN# 001. This plane was completely overhauled at Azel Aviation in Breckenridge, Texas. It is painted in the dark Navy blue, and has a Panther stripe sceam. Loaded in Garmin, and King avionics, it is the nicest pinto I've seen. They also increased the planes range, by adding MU-2 tip tanks, to the ends of the wings. This plane is owned by a collector, that also owns other rare and exotic planes. I've been told that the plane has won many awards. It is a simple design. I've got many hours working on the avionics, and found it's easier to work on, than say an L-39, or P-51. I'm hopeing to get a ride in this plane soon. 12/03/2005 @ 11:00 [ref: 11868] |
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