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Designed and manufactured by the Cessna Aircraft Company, the aircraft is an all-metal, twin engine, strut-braced, high wing monoplane. Distinguishable features are two engines placed in tandem on the fuselage center-line, a twin-boom-supported empennage, and a retractable tricycle landing gear. Two horizontally-opposed, six cylinder, 210 hp fuel-injected engines turning constant speed, full feathering-propellers power the aircraft. The front propeller is a conventional tractor type; the rear propeller is a pusher. The military version of the aircraft seats two, and was used for forward combat air control.
The push-pull center-line thrust idea was demonstrated during Second World War by the German Dornier Do 335 fighter. However, Cessna was the first to use the design for a production light aircraft. The intention was to build a light weight, low cost, easy-to-fly twin-engine civil aircraft. The tandem engine arrangement eliminated the need for a twin-engine pilot rating, yet provided twin-engine safety and capability. This configuration achieved reduced drag compared to the two engine wing-mounted arrangement, partially because of the clean wing and the elimination of asymmetrical thrust in the event of an engine failure.
The O-2A was acquired by NASM because it demonstrated the ability of typical civil aircraft to perform military missions. This aircraft was selected by the USAF for use in Vietnam for the Forward Air Controller (FAC) mission in the most remote and hazardous areas of the combat zone where twin-engine reliability was desired. For this role, it was fitted with four under-wing pylons for rockets, flares, or other light armament such as the 7.62 mm Minigun pack.
The U.S. Air Force’s need for an observation airplane with twin-engine characteristics developed from requirements to operate over the rugged terrain found in the northern part of South Vietnam. The Cessna O-1 Bird Dog had been operating there for many years, and while it was a reliable aircraft, engine failures in this mountainous area meant almost certain doom for the crew in this single-engine aircraft. As an interim measure, pending the design and production of a military model meeting all the required capabilities (which became the North American OV-10), the Department of Defense looked for a suitable light plane already in production.
In response to the needs expressed by the Department of Defense, the Cessna Aircraft Company immediately proposed its 1965 Model 337 Super Skymaster. The aircraft could perform well on one engine, which was an obvious advantage over a normal twin-engine configuration. This would prove to be a valuable characteristic for the military pilot who might have his attention directed to activities on the ground. Experienced pilots suggested some changes, such as, the need for the pilot to see the ground on both sides of the aircraft.
The side-by-side seating arrangement limited the pilot’s visibility of the ground on the right side which could result in missing targets of opportunity. To correct this deficiency, it was suggested that the fuselage be made narrower, with tandem seating similar to that of the 0-1.
When a redesign of the fuselage would result in an 18 month delay, transparent fuselage and door panels were added to the civilian production model as an alternative solution to the ground visibility problem. To comply with military operational needs, other changes were made, including heavier skin for the wings, provisions for attaching rocket tubes, and appropriate military cockpit instrumentation. As the military version of the Model 337 Super Skymaster moved toward production, a gun sight was installed for sighting rockets, and a smoke generator was fixed to the rear engine (but never serviced or used in Vietnam) to show the aircraft’s position to its teamed fighter aircraft while the rockets were being fired to mark the location of enemy ground forces to be attacked by the fighters. The rear two seats of the four-place cabin were removed for placement of three voice radio systems that were needed for multiple communication needs. Following these and other minor changes, the aircraft was officially designated the O-2A. In 1967, 223 aircraft were delivered to the U.S. Air Force. In 1969, another 154 were added, followed by later deliveries.
To meet the need for an airplane to be used for psychological warfare in Vietnam, the Air Force again selected the Cessna Super 337 Skymaster. Cessna recalled to its factory many of these models that were being used in its marketing operations as demonstrators. These were modified to carry leaflet dispensers and a loud speaker system for broadcasts to the enemy forces below. The Sone speaker system was installed in the luggage door with a battery powered tape recorder providing the broadcast message. A slot with a chute was installed in the floor for dropping propaganda leaflets. Thirty aircraft modified in this fashion for "psywar" missions were delivered and designated as the O-2B.
The O-2A proved to be a rugged aircraft when it came to surviving battle damage -- a feature that was not considered in the model designed for civilian use. As their missions were necessarily at low level, they were vulnerable to ground fire during three to four hour sorties. Skin damage from small arms fire was a common occurrence, and the resulting holes could range from neat and clean .30 caliber bullets to large and jagged ones when caused by a large caliber anti-aircraft shells. While a few O-2s were shot down, many returned with severe damage, requiring complete replacement of major components. In some cases, portions of wings and tails were shot away; in one instance the left tail boom was completely severed, but the pilot was able to return to a friendly airfield.
The O-2, an airplane designed for civil air operations and modified to meet military combat needs, was a tribute to American civil aeronautical engineering.
Aircraft O-2A, serial number 67-21396, was delivered to the U.S. Air Force on September 30, 1967, and assigned to the 20th Tactical Air Support Squadron (TASS) at Da Nang Air Base, Vietnam. The squadron was responsible for providing and supporting Tactical Air Control Parties and impeding to the maximum extent possible, the infiltration of the enemy and their supplies from North Vietnam.
This aircraft was used primarily for Forward Air Control where its mission was to fly close to the ground at slow speed to mark the location of enemy ground forces with smoke rockets so that they could be attacked by fighter-bombers under the guidance of the FAC. It flew hundreds of such missions and suffered damage from enemy ground fire on at east four occasions. On one occasion the left wing was punctured by a bullet and in another incident an engine cylinder was hit. On April 16, 1972, shells inflicted damage to the right aileron, right wing, right tip, and the fuel overflow line in the right wing. In each instance the aircraft was repaired and returned to combat. The aircraft took part in many of the 16 campaigns credited to the 20th TASS until August 1972.
After having flown 4,851 hours, the aircraft was shipped to the U.S. by sea during October 1972. From November 1975 until September 1982, it was used at Sheppard Air Force Base, Wichita Falls, Texas, as a reciprocating engine ground trainer for maintenance technicians courses. On March 3, 1983, it was disassembled for shipment to NASM and was received by the museum on March 16, 1983.
Painted on the right and left sides of the front engine cowling in Japanese kanji is an inscription Bu-un Choku" meaning, "May the heavens watch over you, and be successful in combat," a traditional wish expressed to departing young warriors. This marking was applied by one of the pilots who frequently flew this aircraft in Vietnam in the 20th TASS as a show of gratitude for the wishes extended to him by his Japanese friends on his departure from Japan after seven years of service there prior to assignment to Vietnam. Another noted person also flew this aircraft while in the 20th TASS. A Captain at the time, Hansford T. Johnson became a four-star General, Commander and Chief, U.S. Transportation Command, and Military Air Lift Command.
