Flew the 6000 pound dog-whistle at Webb on 1968. Went on to Nam in 1970 as a FAC. The VNAF saved my butt several times over a 'country-to-the-west'. Memorable about the bird was when they kept blowing tires on takeoff. It seems that when you held the brakes and powered up the J-85s, the tires would rotate on the hubs and go flat. They ended up drilling holes in the hubs adn screwing the tires to the hubs. Kept them inflated.

I flew 341 missions in Vietnam with the 604th and 8th SOS in 69-70. I was the active duty AF Advisor to the 917th Tac Ftr Group (AF Reserve) from 76 to 79. The A-37 was the easiest and best fighter I ever flew and the FACs loved us because we could stay on target and deliver low and slow and accurately. We carried as big a load as the F-100 (which I flew right out of pilot training). The side by side seating was great for us IPs.

I was the Egress Shop Chief with the 110thTASGp ANG Battle Creek, MI for 10 years on the A-37B. The dragonfly ended up with a rocket assisted Ejection Seat in the mid eighties. In some cases it was a bitch to work on but at least you didn't need a ladder! It was fast and fun to ride in.

Nice little 1st jet trainer. Spins were a real trip. Went through Reese class 70-07. The 6,000 pound dog whistle. Later while living on base at Williams AFB we dreaded the night flights because while taxiing it totally drowned out the TV.

As a former IP in the T-37 for a number of years and having over 500 combat missions in the A-37 in 'Nam, I thought both aircraft were great for their missions.
In 'Nam, I feel almost all, if not all, the FACs and the troops on the ground loved us as with the great little bird we could get down to where the action was, accurately hit the targets (especially when troops in contact and we helped save many lives), and we could stay around for a couple of hours, often flying on just one engine to save fuel. Think the only other bird in the 'Nam war that was better for close air support as the A-1 which we replaced as there wasn't that many of them left.
If you were associated with the A-37 in any way, why not check out the website to learn about the A-37 'Dragonfly' Association which is open to 'Anyone who flew, worked on, worked with, or just has a high admiration for the great little fighter.'

This was the first jet I was crew cheif on, at Webb Air Force Base Texas. Which they closed and part of it is a prison. It is a great plane to work on and to taxi. I love this little jet. We never had one not return from training.

Flew the 37's in 1965-66 as a student pilot at Webb AFB, Texas and after flying the F-4's I returned as a T-37 Instructor from 1967-1970 at Vance AFB, OK. I believe the most outstanding characteristic of the Tweet was that it was very "forgiving". It's artificial stall indiction system and duel engines made it about as safe a trainer as could be built. It was a great plane to prepare pilots for the T-38 and subsequent aircraft. I guess they were phased out because of the number of landings on the individual frames and the cost compared to the props. Loved that Tweeter Robert J. Petersen Webb-Class 66F

I flew The T37 at Bainbridge in 1960. Boy they arn't kidding about the spin. What a great trainer.

The T-37 was the first airplane that I ever solo'd. This was at Reese AFB, Lubbock, TX in early 1962 (class 63-D)I thought it was "hot stuff". Well, it was hot...and noisy. I had no other reference until I got into the T-Bird (T-33). Then we encountered the T-38 Talon and discovered what "hot" was. Still, I have a fondness for the screaming Tweety Bird.

I flew the T-37 at Bainbridge AB, GA in the fall of 1960, Class 62-B, the last civilian contract training class. In late 1968 through 1969 I flew the A-37 as an instructor at England AFB, LA. From the T-37 to the A-37 was a real kick in the pants. Had a great time amazing towers who knew what a T-37 was, but had no idea the performance of the A-37, particularly with just internal fuel.

I flew the T-37 as an IP at Laughlin AFB. I thought it was a great airplane if you never wanted to go very far in it. Cross-cockpit instrument flight was sporty.

Like countless thousands of USAF pilots, I got my jet start in "Tweets" (and came back 15 years later to the same squadron as DO). Now all but gone and replaced by the T-6A, this noisy, hot, uncomfortable, ineffient, little jet will hold a warm spot in many pilots' hearts - we just can't hear anything.....

Es correcta la apreciasión referente a la cantidad de estaciones bajo el ala, el A-37B tiene cuatro bajo cada ala. En la FAU se hicieron modificaciones que permitian llevar seis tanques de combustible bajo las alas, en lugar de cuatro aumentando su autonomia. Hermoso avión, vole más de 2500 hs. en él.

Benhoa is correct about the eight hard points, and it looks like all the other comments apply to the T-37, not the A-37. I flew the Dragonfly in Vietnam, and also as an instructor at the USAF Test Pilot School. At TPS, spin training was a staple for the bird, but you had to do it with the tip tanks empty. In the spin it was pretty similar to the T-37, especially the recovery procedure, when you banged the stick forward hard. Not mentioned anywhere are the hydraulic inlet screens. These were retractable to avoid FOD on the ground and debris from the rockets fired in the air. I loved the bird.

HAD 100 HURS IN T-37 AT BARTOW AIR BASE CLASS 60-D. MY INSRUCTOR BOB KAISER FLEW THE AIRCRAFT AT RANDOLPH WITH PROJECT PALM. TESTING THE SPINS. LOVED TO GET US IN AN INVERTED SPIN. HE WAS A GREAT INSTUCTOR.

My grandfather was a machinist at Cessna and lost 2 fingers and a thumb while producing this aircraft.

This bird was something else when recovering from a spin. The forward stick move had to be done swiftly. Otherwise the little bird wound up like a cheap watch.

I was a flight chief at Craig AFB, Alabama and Laughlin AFB, TX 1976 - 1980. We had T-37s and trained mostly mid eastern foreign pilots. (Iranians)
I wasn,t crazy about the little bird but we had a good oganization and some fine folks so it was a good experience.

The drawing showing six under wing pylons is incorrect, all A-37s had eight hard points. The A-37A was fitted with cockpit flak-curtains in late '67 or very early '68, and had the mini-gun.