FORUMLEDEN met NOSTALGIE......"vreemde" kisten
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Temco Pinto 51 TT-1
In the early 1950s Temco initiated design of a lightweight primary jet trainer which it designated Model 51 Pinto. A cantilever mid-wing monoplane with retractable tricycle landing gear, accommodating the instructor and pupil in tandem in an enclosed cockpit, it was powered by a Continental J69-T-9 turbojet. The prototype, first flown on 26 March 1956, was later tested by the US Navy, which then ordered 14 production aircraft under the designation TT-1. The first jet trainer in service with any of the US air arms, it was operated by the US Navy to study the feasibility of using jet aircraft for primary training. No further production followed, and plans for a Super Pinto attack trainer also failed.
Johannes
In the early 1950s Temco initiated design of a lightweight primary jet trainer which it designated Model 51 Pinto. A cantilever mid-wing monoplane with retractable tricycle landing gear, accommodating the instructor and pupil in tandem in an enclosed cockpit, it was powered by a Continental J69-T-9 turbojet. The prototype, first flown on 26 March 1956, was later tested by the US Navy, which then ordered 14 production aircraft under the designation TT-1. The first jet trainer in service with any of the US air arms, it was operated by the US Navy to study the feasibility of using jet aircraft for primary training. No further production followed, and plans for a Super Pinto attack trainer also failed.
Johannes
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Ariel
PH-SAM
Temco TT-1 Pinto
History:<SMALL> </SMALL>The United States Air Force issued a requirement in 1952 for a jet-powered primary trainer, and Texas Engineering and Manufacturing Company (Temco) responded with a design it labeled the Model 51 "Pinto." Powered by a Continental J69-T-9 turbojet, the Pinto was a tricycle-geared mid-wing cantilever monoplane, with tandem seating for the instructor and student in an enclosed cockpit.
First flown in March of 1956, the prototype was tested by the U. S. Navy, which subsequently ordered 14 of the aircraft under the designation TT-1, to study the feasibility of using jet aircraft for primary training. No additional TT-1 Pinto aircraft were manufactured.
With the single Continental engine, the aircraft's performance capabilities included a maximum airspeed of 345 mph, a service ceiling of 32,200 ft. and a sea-level endurance of 1 hour, 30 minutes.
Also under development in response to the 1952 Air Force requirement was the Cessna T-37, a primary jet trainer powered by two Continental J69-T-9 turbojets, instead of the Pinto's one. That aircraft was accepted by the Air Force, with two prototypes being ordered, the first of which flew in October of 1954.
Thus, in a situation where Temco appears to have entered the competition with too little, too late, the TT-1 Pinto had a very limited life.
Of the original Pintos, at least seven have passed on to civilian hands and at least four have been modified into Super Pintos by the replacement of the original engine with a 2,850-pound thrust J-85/CJ610 engine, and an increase in fuel capacity to 196 US gallons. This extraordinary thrust increase resulted in a cruise speed of 400 mph, a top speed of 550 mph, a rate of climb of 10,000 feet per minute, and a minimum (lightweight) takeoff roll of only 500 feet, making it one of the world's ultimate aerial sports-cars. [History by Kevin Murphy, with additional information provided by Thomas Myers, Air Victory Museum]
Nicknames:<SMALL> Tinker Toy</SMALL>
Specifications:
<SMALL> Engine: One 930-pound thrust Continental J69-T-9 turbojet</SMALL>
<SMALL> Max Takeoff Weight: 4,325 lbs.</SMALL>
<SMALL> Wing Span: 30ft. 0in.</SMALL>
<SMALL> Length: 30ft. 9.25in.</SMALL>
<SMALL> Height: 10ft. 10.75in.</SMALL>
<SMALL> Performance:</SMALL>
<SMALL> Maximum Speed: 345 mph</SMALL>
<SMALL> Ceiling: 32,200 ft.</SMALL>
<SMALL> Range: 450 miles</SMALL>
<SMALL> Armament: None</SMALL>
Number Built:<SMALL> 14</SMALL>
<SMALL></SMALL>
<SMALL></SMALL>
<SMALL></SMALL>
<SMALL>Johannes</SMALL>
History:<SMALL> </SMALL>The United States Air Force issued a requirement in 1952 for a jet-powered primary trainer, and Texas Engineering and Manufacturing Company (Temco) responded with a design it labeled the Model 51 "Pinto." Powered by a Continental J69-T-9 turbojet, the Pinto was a tricycle-geared mid-wing cantilever monoplane, with tandem seating for the instructor and student in an enclosed cockpit.
First flown in March of 1956, the prototype was tested by the U. S. Navy, which subsequently ordered 14 of the aircraft under the designation TT-1, to study the feasibility of using jet aircraft for primary training. No additional TT-1 Pinto aircraft were manufactured.
With the single Continental engine, the aircraft's performance capabilities included a maximum airspeed of 345 mph, a service ceiling of 32,200 ft. and a sea-level endurance of 1 hour, 30 minutes.
Also under development in response to the 1952 Air Force requirement was the Cessna T-37, a primary jet trainer powered by two Continental J69-T-9 turbojets, instead of the Pinto's one. That aircraft was accepted by the Air Force, with two prototypes being ordered, the first of which flew in October of 1954.
Thus, in a situation where Temco appears to have entered the competition with too little, too late, the TT-1 Pinto had a very limited life.
Of the original Pintos, at least seven have passed on to civilian hands and at least four have been modified into Super Pintos by the replacement of the original engine with a 2,850-pound thrust J-85/CJ610 engine, and an increase in fuel capacity to 196 US gallons. This extraordinary thrust increase resulted in a cruise speed of 400 mph, a top speed of 550 mph, a rate of climb of 10,000 feet per minute, and a minimum (lightweight) takeoff roll of only 500 feet, making it one of the world's ultimate aerial sports-cars. [History by Kevin Murphy, with additional information provided by Thomas Myers, Air Victory Museum]
Nicknames:<SMALL> Tinker Toy</SMALL>
Specifications:
<SMALL> Engine: One 930-pound thrust Continental J69-T-9 turbojet</SMALL>
<SMALL> Max Takeoff Weight: 4,325 lbs.</SMALL>
<SMALL> Wing Span: 30ft. 0in.</SMALL>
<SMALL> Length: 30ft. 9.25in.</SMALL>
<SMALL> Height: 10ft. 10.75in.</SMALL>
<SMALL> Performance:</SMALL>
<SMALL> Maximum Speed: 345 mph</SMALL>
<SMALL> Ceiling: 32,200 ft.</SMALL>
<SMALL> Range: 450 miles</SMALL>
<SMALL> Armament: None</SMALL>
Number Built:<SMALL> 14</SMALL>
<SMALL></SMALL>
<SMALL></SMALL>
<SMALL></SMALL>
<SMALL>Johannes</SMALL>
Ariel
PH-SAM
Nieuwe opgave
De eerste vlucht van dit toestel was ruim voor WW2.
Vliegeigenschappen waren goed en de prestatie voldeed aan de verwachtingen.
Het werd gebruikt als passagier vliegtuig en soms als transportvliegtuig.
Door problemen met de aanvoer van reserveonderdelen voor de motoren werd overwogen om andere motoren in te bouwen. Dit bleek te ingrijpend te zijn en werd het project stilgelegd.
Wat met het toestel verder is gebeurt blijft onbekend.
Johannes
De eerste vlucht van dit toestel was ruim voor WW2.
Vliegeigenschappen waren goed en de prestatie voldeed aan de verwachtingen.
Het werd gebruikt als passagier vliegtuig en soms als transportvliegtuig.
Door problemen met de aanvoer van reserveonderdelen voor de motoren werd overwogen om andere motoren in te bouwen. Dit bleek te ingrijpend te zijn en werd het project stilgelegd.
Wat met het toestel verder is gebeurt blijft onbekend.
Johannes
Ariel
PH-SAM
pcies wat Caudron achtig
Heeft niets mee te maken.
Het toestel in de opgave was wel de inspiratiebron voor de F27 ?
:wink:
Johannes
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Hopfner HV.12/34
Silhouette challenge - Page 873 - PPRuNe Forums
Crude translation of an excerpt:
The Treaty of Saint-Germain, which regulated, inter alia, the 1920 territorial division of the former Austria-Hungary, forbad strictly aircraft from Austria. Only at the end of 1924 the ban was relaxed, allowing small aircraft and small motorized flying machines to be built to a limited extent again. One of the first who began again with the aircraft, was the engineer Theodor Hopfner, a former military pilot, designed and built in 1925 with two people at the Vienna-Aspern airfield in a shed a light passenger aircraft. With the machine HV2/24,which was designated the official registration A-19, he offered from Aspern scenic flights over Vienna. End of 1934 mandated Anton von Habsburg, Prince of Lorraine, Theodor Hopfner to develop him a light twin-engine passenger aircraft for 5 passengers.
The first flight took place in August 1935 in Aspern, and the aircraft was registered as A-150. The flight characteristics were rated as good and met the expectations. In 1936, the registration was changed to OE-DEA. Based in Aspern, the HV.12/34 flew irregularly as a private travel airplane, but also as a light transport aircraft. After the annexation of Austria by Germany in 1938 the machine was still there and received the new German registration D-OEEA. Later it came part of the aircraft division of Hirtenberger Cartridge Factory AG in Hirtenberg. When war broke out it was planned be used as liaison aircraft for the Luftwaffe, but since there were problems with the supply of spare parts to the British engines (de Havilland Gypsy) and a conversion to German engines appeared to be takinging too much effort, the HV.12/34 was taken out of use. The further fate is unknown.
Silhouette challenge - Page 873 - PPRuNe Forums
Crude translation of an excerpt:
The Treaty of Saint-Germain, which regulated, inter alia, the 1920 territorial division of the former Austria-Hungary, forbad strictly aircraft from Austria. Only at the end of 1924 the ban was relaxed, allowing small aircraft and small motorized flying machines to be built to a limited extent again. One of the first who began again with the aircraft, was the engineer Theodor Hopfner, a former military pilot, designed and built in 1925 with two people at the Vienna-Aspern airfield in a shed a light passenger aircraft. With the machine HV2/24,which was designated the official registration A-19, he offered from Aspern scenic flights over Vienna. End of 1934 mandated Anton von Habsburg, Prince of Lorraine, Theodor Hopfner to develop him a light twin-engine passenger aircraft for 5 passengers.
The first flight took place in August 1935 in Aspern, and the aircraft was registered as A-150. The flight characteristics were rated as good and met the expectations. In 1936, the registration was changed to OE-DEA. Based in Aspern, the HV.12/34 flew irregularly as a private travel airplane, but also as a light transport aircraft. After the annexation of Austria by Germany in 1938 the machine was still there and received the new German registration D-OEEA. Later it came part of the aircraft division of Hirtenberger Cartridge Factory AG in Hirtenberg. When war broke out it was planned be used as liaison aircraft for the Luftwaffe, but since there were problems with the supply of spare parts to the British engines (de Havilland Gypsy) and a conversion to German engines appeared to be takinging too much effort, the HV.12/34 was taken out of use. The further fate is unknown.
hellemal goed.
Dat is de Bellanca DNS. Dit is de enige link die ik op het internet kon vinden:
1937 National Air Races By Bill
1937 National Air Races By Bill
het is een bellanca 28-92 gebouwd in 1937.
en werd tweede in de BENDIX TROPHY RACES van 1939
dit vliegtuig legde een afstand van 2,042 miles af in 8 uur en 21 minuten en 8 seconden. met een gemiddelde snelheid van 244,49 mph.
gevlogen door Arthur Bussy
max z, de volgende is voor jou.
en werd tweede in de BENDIX TROPHY RACES van 1939
dit vliegtuig legde een afstand van 2,042 miles af in 8 uur en 21 minuten en 8 seconden. met een gemiddelde snelheid van 244,49 mph.
gevlogen door Arthur Bussy
max z, de volgende is voor jou.
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