Cessna A-37 Dragonfly

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The Cessna A-37 Dragonfly, or Super Tweet, is a jet-powered, light attack aircraft that was designed and produced by the American aircraft manufacturer Cessna.

It was developed during the Vietnam War in response to military interest in new counter-insurgency (COIN) aircraft to replace aging types such as the Douglas A-1 Skyraider. A formal United States Air Force (USAF) evaluation of the T-37 Tweet basic trainer for the COIN mission was conducted in late 1962, after which it was concluded that it could be modified to effectively perform the role. The attack-oriented A-37 was directly derived from the T-37, roughly doubling in both all-up weight and engine thrust to permit considerable quantities of munitions to be carried along with extended flight endurance and additional mission avionics. The prototype YAT-37D performed its maiden flight during October 1964.

While test results were positive, a production contract was not immediately forthcoming until an uptick in combat intensity and aircraft losses became apparent. An initial batch of 25 A-37As was deployed to Vietnam under the "Combat Dragon" evaluation program in August 1967, flying from Bien Hoa Air Base on various missions, including close air support, helicopter escort, FAC, and night interdiction. The type proved itself to be effective in the theater, leading to the USAF issuing a contract to Cessna for an improved Super Tweet, designated the A-37B, in early 1967. It was largely operated over South Vietnam, as well as in neighboring Laos and Cambodia, typically flying close air support missions in coordination with US ground forces. The A-37 proved to be relatively low-maintenance, accurate, and suffered relatively few combat losses.

Following the end of the conflict, the USAF's A-37Bs were transferred from the Tactical Air Command (TAC) to TAC-gained units in the Air National Guard and Air Force Reserve. The type was assigned to the FAC (Forward Air Control) role and given the designation OA-37B. The type were eventually phased out in the 1980s and 1990s, having been replaced in the FAC mission by the more formidable Fairchild Republic A-10 Thunderbolt II in American service. Various international operators, many of which being South American countries, also operated the A-37; it saw active use during the Salvadoran Civil War. Over 200 aircraft were also supplied to the Republic of Vietnam Air Force (RVNAF), and numerous A-37Bs were captured by North Vietnamese forces near the conflict's end.

Design and development

During the early 1960s, American military involvement in Vietnam was growing, leading to strong interest from military officials in counter-insurgency (COIN) aircraft. Existing platforms such as the Douglas A-1 Skyraider were less than fully satisfactory, in part because younger pilots, having been trained and used to flying jet aircraft, had difficulties adapting to the A-1's increasingly uncommon features for a frontline combat aircraft, such as a radial engine and a 'taildragger' landing gear arrangement. At the time, the Cessna T-37 Tweet was in widespread use by the military as a basic trainer aircraft. In late 1962, the United States Air Force's (USAF) Special Air Warfare Center at Eglin Air Force Base's Hurlburt Field in Florida evaluated two T-37Cs for the mission.

The USAF determined the T-37 to be a promising COIN aircraft and expressed its interest in a prospective improved version that would be able to carry a much larger payload along with greater endurance and better short-field performance. These requirements meant the aircraft would have to be considerably heavier and thus necessitate the use of more powerful engines. As to account for the drastic increase in airframe weight along with the need to a significant payload as well, Cessna opted to double the aircraft's engine power by replacing its twin Continental J-69 engines with General Electric J85-J2/5 turbojet engines, each capable of generating up to of thrust.

During October 1964, the first YAT-37D performed its maiden flight, followed one year later by the second prototype. The second prototype was equipped with four stores pylons under each wing as opposed to three, the first prototype was subsequently upgraded to this configuration as well. Test results were good, however, the USAF's interest in counter-insurgency (COIN) aircraft had decreased over time. The program went into limbo for a time, with the second prototype "put out to pasture" at the National Museum of the United States Air Force at Wright-Patterson Air Force Base in Ohio.

The conflict in Southeast Asia continued to escalate during the mid 1960s. Losses of Douglas A-1 Skyraider close-support aircraft in USAF, United States Navy, and Republic of Vietnam Air Force service proved to be greater than anticipated, which led to a revival in the USAF's interest in COIN aircraft. The YAT-37D seemed like a promising candidate for the role, yet the USAF felt that the only means of being certain was to evaluate the aircraft in real world combat. At the time, this was a relatively unorthodox approach to military aircraft procurement. The most noticeable problem was that the aircraft lacked range and endurance. Other concerns were heavy control response during attack runs (the flight controls were not power-boosted) and the vulnerability of the aircraft's non-redundant flight control system. Some pilots also criticised the machine gun as ineffective and negatively impacting the pilot's view.

thumb|left|An OA-37 Dragonfly aircraft over [[Edwards AFB, California|alt=]]

The USAF signed a contract with Cessna in early 1967 for an improved Super Tweet, designated the "A-37B". The initial order was for 57 aircraft, but this was quickly increased to 127; the unit cost of these aircraft were roughly one quarter of the McDonnell Douglas F-4 Phantom II all-weather fighter aircraft. The A-37Bs were primarily intended to be supplied to the Republic of Vietnam Air Force (RVNAF) as replacements for their A-1 Skyraiders. The A-37B prototype was rolled out in September 1967, with deliveries to the South Vietnamese beginning in 1968.

The A-37Bs were all newly built airframes that were considerably stronger than those of the A-37A, capable of pulling six g instead of five, and were built to have a longer fatigue life of 4,000 hours. Field experience would demonstrate that 7,000 hours between overhauls could be tolerated. The A-37B weighed almost twice as much as the T-37C; a remarkable fraction of the loaded weight, , could be external stores. In practice, the A-37B usually operated with at least two and sometimes four underwing fuel tanks to improve combat endurance. The A-37B added a refueling probe to the nose, leading to pipes wrapped around the lower lip of the canopy, for probe-and-drogue aerial refueling. This was an unusual fit for USAF aircraft, which traditionally are configured for boom refueling. Other improvements included updated avionics, a redesigned instrument panel to make the aircraft easier to fly from either seat, an automatic engine inlet de-icing system, and revised landing gear. Like its predecessors, the A-37B was not pressurized.

In order to accommodate the increased weight, the A-37B was powered by General Electric J85-GE-17A engines, providing thrust each. These engines were canted slightly outward and downward to improve single-engine handling. Air commando pilots in Vietnam operating the A-37A had found single-engine cruise an effective means of improving their flight endurance. Modifications were made to control surfaces to improve handling. To improve aircraft and crew survivability, the A-37B was fitted with redundant elevator control runs that were placed as far apart as possible. The ejection seats were armored, the cockpit was lined with nylon flak curtains, and foam-filled self-sealing fuel tanks were installed. To extend endurance, pilots were authorized to fly the A-37 on only one active engine, an uncommon practice outside of emergency situations at that time.

thumb|A-37B [[Minigun in nose compartment]]

The GPU-2/A and AMD cannon pods were tested with favorable results on the A-37B, but reports indicate that such pods were either seldom or never used in operation.

The A-37 proved to excel at the close air support mission. It was able to engage targets at speeds roughly 100 miles per hour slower than swept-wing fighters and by doing so improve its bombing accuracy; pilots were reportedly able to achieve an average accuracy of . While the aircraft's slow speed was feared to make it more vulnerable to hostile ground fire, the A-37's relatively small size, atypical speeds, and relatively low altitudes combined to make it somewhat hard to effectively hit with gunfire.

The A-37 did not typically attract attention from the media, unlike many other USAF combat aircraft used in the theatre; one reason for this was that the type was never flown into North Vietnam, where hostile air defenses were proved to be challenging, claiming to have downed almost 200 F-4s and 300 F-105s by the conflict's end. Instead, A-37s operated in the south, as well as in neighboring Laos and Cambodia, where it was typically used to support US ground forces. As a consequence of the North Vietnamese capture of Da Nang Air Base at the end of March 1975, their forces captured large amounts of stores and equipment, including 33 intact A-37s. On 28 April 1975, several of these captured A-37s were used by the North Vietnamese to attack Tan Son Nhut Air Base, still held by the South Vietnamese. Despite sporadic artillery and rocket fire, Binh Thuy Air Base remained operational throughout 29 April and on the morning of 30 April 1975 Binh Thuy-based A-37s carried out the last known air strike of the war destroying two T-54 tanks of the North Vietnamese 10th Division as they attempted to attack Tan Son Nhut Air Base.

Post-Vietnam era

Approximately 187 A-37Bs are believed to have been in RVNAF service by the Fall of Saigon in April 1975. Ninety-two of these were recovered by the US, while the other 95 aircraft would be operated by the Vietnam People's Air Force in missions over Cambodia and during the China conflict in 1979. These "renegade" aircraft were phased out of service in the late 1970s or early 1980s, likely due to the lack of spare parts. Some of these captured A-37s were shipped to Vietnam's then-Communist allies such as Czechoslovakia, Poland, the Soviet Union and East Germany. Others were sold to private foreign owners; six A-37B became the property of American warbird fans while four A-37Bs became privately owned by individuals in Australia and New Zealand.

Following the conflict's end, the USAF opted to transfer their A-37Bs from the USAF Tactical Air Command (TAC) to TAC-gained units in the Air National Guard and Air Force Reserve. During the early 1980s, these aircraft were assigned to the FAC (Forward Air Control) role and given the designation OA-37B. The OA-37Bs were eventually phased out in the 1980s and 1990s and replaced in the FAC mission by the much more formidable Fairchild Republic A-10 Thunderbolt II in USAF, Air National Guard, and USAF Reserve service.

OA-37s from the 24th Composite Wing's (later 24th Wing's) 24th Tactical Air Support Squadron (24 TASS) also saw service during Operation Just Cause, the United States invasion of Panama in December 1989.

Salvadoran Civil War

thumb|right|An FAS A-37 Dragonfly in flight over [[Mexico]]

A-37Bs were used extensively by the Salvadoran Air Force during the Salvadoran Civil War, supplied by the United States in 1983 as a replacement for the Salvadoran Air Force's Dassault Ouragans, several of which had been destroyed on the ground by the FMLN. A-37Bs were used to bomb rebel bases, columns, towns, provided close air support, and flew interdiction missions. A total of 21 A-37Bs and 9 OA-37Bs were supplied during the war, one of which was lost on November 18, 1989 when fire from a Dragunov sniper rifle killed the co-pilot, causing the pilot to eject, and another that was shot down by an SA-7 missile on November 23, 1990.

Nine A-37s remained in operational condition by the end of the war.

Other Latin American countries

The A-37B was also exported to Latin America, mostly during the 1970s. It was well suited to their needs because of its simplicity, low cost, and effectiveness for insurgent warfare. Most of the A-37Bs exported south had the refueling probe shortened to act as a single-point ground refueling probe, or deleted completely.

During the late 1970s, amid rising tensions between Argentina and Chile over conflicting territorial claims, commonly referred to be as the Beagle conflict, the Chilean Air Force retrofitted their T-37s into an armed configuration near identical to that of the A-37. In anticipation of a need for additional combat aircraft, the service subsequently procured A-37s from the United States as well.

The Guatemalan Air Force flew the A-37 in extensive counter-insurgency operations throughout the 1970s-1990s, losing one aircraft in action in 1985. The type has also been widely used for counter-narcotics operations.

During the mid-1970s, 36 A-37Bs were procured for the Peruvian Air Force. On 10 February 1995, a Peruvian A-37 was shot down by an Ecuadorian Air Force IAI Kfir over a border dispute. On 20 April 2001, a Peruvian A-37B shot down a civilian Cessna A185E floatplane with a minigun under surveillance by CIA controllers who advised against engaging—-according to the story version created by the CIA to cover their violation of Presidential conditions on their conduct. The Peruvian controller had the final authority in this situation, and he believed that the flight was carrying drugs out of the country, and so ordered the A-37 pilot to open fire. (See author Tim Weiner’s explanation in his book The Mission). As a result a US missionary and her daughter were killed. The Cessna A185E crash landed in a river where locals in their boats helped the passengers.

Variants

thumb|Cessna A-37A weapon load display.

;YAT-37D

:Two former T-37C trainer prototypes converted for counter-insurgency operations with two J-85-GE engines and six underwing pylons as prototypes for the A-37 series, redesignated YA-37A.

;YA-37A

:Two YAT-37D prototypes redesignated.

;A-37A

:(Cessna Model 318D) T-37B rebuilt with two J-85-GE-5 engines, a 7.62&nbsp;mm Minigun in nose and eight underwing stores pylons, 39 conversions.

;A-37B

:(Cessna Model 318E) Production version with two J-85-GE-17A engines, provision for inflight refuelling, increased fuel capacity and strengthened airframe, 577 built.

;OA-37B

:The OA-37B Dragonfly was an armed observation aircraft developed during the Vietnam War.

;B.J.6

:() Thai designation for the A-37B.

Operators

Current

thumb|A Honduran Air Force A-37 Dragonfly aircraft during a combined U.S./[[Military of Honduras|Honduran training operation in 1983.]]

thumb|Uruguayan Air Force Cessna OA-37B Dragonfly

thumb|right|A-37 on display at the military Museum, Bogota

;

• Salvadoran Air Force - 13 in service as of December 2022.

;

• Honduran Air Force 9 operational as of December 2022.

Former

;

• Chilean Air Force received 44 aircraft – Retired by the end of 2009, the last two planes in flight were flown back to Santiago-El Bosque AFB on May 27, 2010.

;

• Dominican Air Force

;

• Colombian Air Force received 16 aircraft, 14 of them were in service as of December 2022. Despite the modernizations the aircraft were retired by the end of 2023. Replaced by the T-6C Texan II.

;

• Ecuadorian Air Force received 28 aircraft. Replaced by the Embraer EMB 314 Super Tucano.

;

• South Korean Air Force – First introduced in October 1976, the A-37 was replaced by the T-50 Golden Eagle. It also served with the ROKAF Black Eagles aerobatic team, until retired after the Seoul Air Show in 2007.

;

thumb|A-37B (21133) on display at the [[Royal Thai Air Force Museum]]

• Royal Thai Air Force - 16 received in the 1970s, with two more received in the 1980s.

;

• United States Air Force. Retired from service in 1992.

:see List of United States Air Force squadrons operating the A-37 Dragonfly

;

• Uruguayan Air Force retired in 2026

;

• Republic of Vietnam Air Force - 254 received.

;

• Vietnam Air Force - 95 captured

Aircraft on display

thumb|right|A-37, AF Ser. No. 70-1285, in Ho Chi Minh City at the [[War Remnants Museum; this is a former VNAF aircraft with spurious USAF markings reapplied]]

Australia

;Airworthy

;;A-37B Dragonfly

• 68-10779 - Temora Aviation Museum, civil registered as VH-XVA. Ownership was transferred to the Royal Australian Air Force in July 2019 and it is operated by the Air Force Heritage Squadron (Temora Historic Flight).
• 68-10805 - Temora Aviation Museum, civil registered as VH-DLO.

Colombia

;Display

;;A-37B Dragonfly

• FAC-2171 (ex-USAF 71-0370) - Museo Militar Colombia in Bogotá, Colombia

New Zealand

;Display

;;A-37B Dragonfly

• Classic Flyers Museum in Mount Maunganui; one of the two has been restored to flying condition

Poland

;Display

;;A-37B Dragonfly

• Polish Aviation Museum in Kraków donated by Vietnam People's Air Force in 1978 with 2 F-5 (1 F-5A and 1 F-5E) for aeronautical re-engineering projects.

Thailand

;Display

;;A-37B Dragonfly

• Royal Thai Air Force Museum in Don Mueang, Bangkok.
• 71-0825 - Takhli Royal Thai Air Force Base in Nakhon Sawan, mounted on pedestal at entrance. Former VNAF aircraft, captured during Fall of Saigon after pilot flew to seek refuge in Thailand.

United States

;Display

thumb|Cessna A-37A display at the [[Museum of Aviation (Warner Robins)|Museum of Aviation]]

;;YA-37A Dragonfly

• 62-5951 - National Museum of the United States Air Force at Wright-Patterson Air Force Base in Dayton, Ohio. This aircraft, one of two YAT-37Ds, was retired to the museum in December 1964. In August 1966 it was recalled to active service for final testing of the A-37 design. The aircraft was retired to the museum for a second time in July 1970 as the YA-37A.

;;A-37A Dragonfly

• 67-14525 - Museum of Aviation, Robins AFB, Warner Robins, Georgia.

;;A-37B Dragonfly

• 67-14790 - Lackland Static Airplane Display at Lackland Air Force Base in San Antonio, Texas
• 69-6439 - Stonehenge Air Museum, Fortine, Montana.
• 71-0790 - March Field Air Museum, Riverside, California.

;;OA-37B Dragonfly

• 70-1293 - Memorial Air Park at Hurlburt Field in Florida.
• 73-1114 - Yolo Fliers Club at Watts-Woodland Airport.

;;NA-37B

• 73-1090 - Air Force Flight Test Museum at Edwards AFB.

Vietnam

;Display

;;A-37B Dragonfly

• 67-14529 - Vietnam People's Air Force Museum, Hanoi
• 70-1285 - War Remnants Museum
• 70-3724 – Museum of Ho Chi Minh City

Uruguay

;Display

;;A-37B Dragonfly

• 69-6429 - Colonel Jaime Meregalli Aeronautical Museum, Canelones.

Specifications (A-37B Dragonfly)

right|350px|3-view line drawing of the Cessna A-37 Dragonfly

See also

References

Citations

Bibliography

• Darling, Kev. "Tweet and the Dragonfly the Story of the Cessna A-37 and T-37." Big Bird Aviation, 2005. .
• Dorr, Robert F. and Bishop, Chris. Vietnam Air War Debrief. London: Aerospace Publishing, 1996. .
• Cotter, Jarrod. Temora's Dragonflies: The Dragonfly Warbirds of Temora. Air Enthusiast 111, May/June 2004, pp.&nbsp;2–5.
• Ford, Daniel. From 'Tweet" to Predator: Portfolio on the T-37 and the Dragonfly . Air Enthusiast, No. 111, May/June 2004, pp.&nbsp;6–11.
• Hoyle, Craig. "World Air Forces Directory". Flight International, Vol. 190, No. 5566, 6–12 December 2016, pp.&nbsp;22–53. .
• Joiner, Stephen. "Legends of Vietnam: Super Tweet". Air & Space, Volume 24, Issue 6, December 2009/January 2010, pp.&nbsp;42–49.
• Lavalle, A. J. C. (ed.) USAF Southeast Asia Monograph Series Volume III: The Vietnamese Air Force 1951–75. Washington D.C.: Office of Air Force History, 1985. .
• Mesko, Jim. "The Rise...and Fall of the Vietnamese Air Force". Air Enthusiast, Sixteen, August–November 1981. pp.&nbsp;1–12, 78–80. .
• Michell, Simon. Jane's Civil and Military Aircraft Upgrades 1994–95. Coulsdon, UK: Jane's Information Group, 1994. .
• Overall, Mario E. Combat Dragons: Guatemala's Cessna A-37s. Air Enthusiast, No. 111, May/June 2004, pp.&nbsp;12–23. .
• Pocock, Chris. "Thailand Hones its Air Forces". Air International, Vol. 31, No. 3, September 1986. pp.&nbsp;113–121, 168. .

External links

• Legends of Vietnam: Super Tweet