Worked line service in the late '60s at a Kansas airport. Had a guy try to take off on one engine (front) with 4 adults and 2 kids on board. I was going after a tug to pull it to the hanger and charge the battery when he got "lucky" and propped the engine. The take-off did not go well and they ended up in an old drive-in theater near the SE corner of the airport. 2 men in front had broken bones, cuts and bruises. 2 women in the middle had bumps and bruises and kids were unhurt. I got to talk to the FAA investigator over that one.
Uncle Rob, e-mail, 07.06.2014 03:09
Jeff, Try Trade-a-Plane.com to find one. The Riley conversions are rocket ships. There is a dealer in Spartanburg, S.C. who specializes in them. A good bird will run in the neighborhood of 200K.
jeff allbritten, e-mail, 12.04.2014 01:45
i'minterested in buying a cessna 337 skymaster do you have a listing of up todate cost for these
Gary Garren, e-mail, 08.10.2013 19:54
I flew the O-2 out of CamRanh Bay, Nha Trang, Dalat,and Tuy Hoi - 21st TASS - May 69 to Apr 70. Lost the front eng. once - could not maintain altitude - made a sloooww decent to nearby friendly field, thank goodness. I thought it was a good plane for the job, but I do agree with those that say the O-1 had some better qualities for the mission.
Old Grunt, e-mail, 17.07.2013 02:27
Crewed these little budys at Shaw AFB seen an 02 launch a rocket threw a Shell gas sign while parked at the hot ramp That got the base buzzing glad it was not my bird.
irakli gurchiani, e-mail, 23.01.2013 21:05
I want to buy used Cessna 6 seater multi engine -prod after 2000 y -can you suply
jd "Bear" Floring, e-mail, 17.01.2013 05:34
Flew the 0-2a out of TSN 72-3. Good platform for what we did could stay up for 5 hrs. when thrifty. Never had a problem with the airframe.
John Joss, e-mail, 14.01.2013 20:31
Flying FAC out of Nellis AFB and Bicycle Lake in the Fort Irwin range, as co-pilot and observer (aviation writer) I found this to be a fascinating aircraft. My #1 said "With all our radios it's over max gross before you add pilots and fuel," perhaps a slight exaggeration. We did a five-hour FAC mission for Red Flag and used up a lot of grease pencils writing comm data above our heads (including some vicious comm jamming). Doing some over-the-top maneuvers was also interesting, when my #1 suggested that I look back and see how the tail booms responded. Not a pretty sight. The Nellis O-2 group lost an aircraft and two crew during this deployment when they flew up a gently rising slope, the slope not immediately obvioius from the cockpit, and apparently could not turn round without contacting the ground. Density altitude also contributed, probably.
Dan Breyfogle, e-mail, 25.04.2012 02:46
I should have menitoned, this was 1969/70 as these aircraft were being sent over to Viet Nam.
Dan Breyfogle, e-mail, 25.04.2012 02:44
My C-130H Rescue Squadron at Hamilton AFB, San Rafael, CA ferried these from the west coast half way to Hawaii when a C-130H from Hawaii took over. These things were a flying fuel tank on that flight. There was room for the pilot to set and nothing more, the rest was fuel tanks. It was quite a site to see 15 to 20 or more of these take off, head west over the Pacific and then our C-130H follow and orbit them.
Scott Boyd, e-mail, 23.01.2012 06:18
While there is a lot you can do with the configuration, the Adam's 500 as an example, bigger engines would be a plus if enough exist.
I flew a turbo version and the pressurized version, flew like a 210, no noisier then a 310. The turbo was never a problem, the P was a hanger Queen. I flew P210's that were the same way and when they worked they flew very nicely.
Bigger engines would be nice if I owned one, and had the money.
harry cohen, e-mail, 22.01.2012 04:43
does the inline thrust have any draw backs? such as engine dronesounds or bad climb rate take off or land problems? payload prob. what is av. fuel consumptions ,ins. cost as twin,etc.I have only about 75 hours twin beech travel air. is it hard to transition? other good and bad charictoristics.?
harry cohen, e-mail, 22.01.2012 04:34
pos looking to purchase p337 w/ boots ,would like to know actual performance specs, fuel usage,act speed full,tanks and load distance,does luggage carrier on bot. affect performance? ave.price are later models equipped w/ lycomings? does it really seat 6 want to go phila fr tulsa,and business
James D. Lyne, e-mail, 18.12.2011 21:39
If I were to do a modern 'redo' of the Riley "SkyRocket" concept, I would do so with a newer iteration of the original TSIO-360s to cut on both cost and weight (over the "big-engine", TSIO-520-NB powered version). The Seneca V uses a version of the -360 engine which produces similar horsepower at a significantly lower RPM and with a much lower fuel burn (through use of a Bendix fuel injection system). Add electronic ignition and eliminate the need for pressurized magnetoes. The biggest drawbacks to the original airplane were: a painfully-short TBO which the engines never made it to and the constant fiddling with throttle and mixtures required at altitude to keep the engines making power. I think that the ultimate fix would be a FADEC version of the engine to ease pilot workload, reduce fuel burn and, hopefully improve reliability over the TSIO-360-CB. I would also look to a shorter blade, composite prop to reduce noise, vibration and weight with modern Woodward electronic governers. The newer, version of the Garret/AirResearch turbochargers with better temperature resistance, equipped with absolute pressure controllers, like the P-210. All of the toublesome OEM airframe/engine guages would land on the junkpile, in favor of the TSO'd electronic JPI replacements. Modern GPS-based avionics, Horton STOL and the Riley air conditioning system re-engineering to use R-134 would really make this a decent, maintainable, single-pilot, twin-engine airplane.
jack zelinka, e-mail, 30.10.2011 06:06
was a crew chief on o 2B s at da nang may 68 may 69 leaflets and loud speaker missions good aircraft i thought got to fly a lot too
Grumpy grizzly, e-mail, 22.10.2011 19:26
I was an enlisted intell ops spec who did a TDY tour in 68 at Hue/PhuBai. Did some flying with 20 TASS Trail FAC's (1st ARVN). I extended my tour and and flew combat in the "Deuce". Got some stick time, pilot said if he was shot up someone needed to get it back on the ground. Never did landings, just did bearing checks to get us back to DaNang. After Nam offered a duty assignment @ Fairchild AFB for Survival school as an instructor.
Dean Moxness, e-mail, 11.10.2011 15:20
Flew the O-2A at Bien Hoa, as a night FAC for all of III Corp, call sign Sleepytime. I loved that airplane.
RBG, e-mail, 09.10.2011 00:14
I owned one. I also had worked at Cessna as a single engine sales manager during the 336/337's early era. I owned a 337 after I left Cessna. I had a cargo pod added on. The plane flew without a hitch. Beautiful flying bird. I later owned a Beechcraft twin, but the 337 remains my favorite.
Dan Very, e-mail, 26.05.2011 20:29
i was with the RECON C 130's at Camh Rahn Bay. We were told that the -01's & -02's could fly a circle so tight that they could drop a basket to pick up a downed pilot from the ground. Any truth to that?
Floyd, e-mail, 22.04.2011 06:24
Great aircraft. Worked on them at Tan Son Nhut in 1972. 21st TASS
Scott Boyd, e-mail, 19.03.2011 18:28
A guy in Denver bought one of the first P-337's when they came out. Every time he went somewhere the plane broke. I remember picking it up in Dallas, after he left it there and flying it back to Denver, by the time we got back it went right to the shop.
E.G. HICKAM, e-mail, 19.03.2011 00:15
Air America flew mostly o-i bird, but one 0-2 and the additional rockets were welcome.but O-1 defineately better for our work there with Thais. T-28's our back seaters liked the O-2
Amalp, e-mail, 12.02.2011 03:48
In response to Malcolm Quick's request for a lapel/tie tac pin of a 337/0-2, contact Amalp at amalp777@hotmail.com. I'll get you internet locations for said pins.
exctyengr, e-mail, 24.01.2011 19:13
Own and fly a P337H, my second one. Owned and flew N28UM a normally aspirated 337 for 14 years. Great airplane, honest, reasonably fast, comfortable, easy to fly with no bad traits, Downside - a bitch to work on (I'm an A&P/IA). Also quite noisy inside and out. Good headsets mandatory. I have found that none of the overheating myths are true even in the Arizona desert. Keep em flying!
John Cummings, e-mail, 17.01.2011 20:12
I was at Utapow Air Base in 1975. Saw a big field of these while walking to the EM club.
malcolm quick, e-mail, 13.12.2010 23:20
Flew O-2 as night FAC Bihn Thue 68-69. Flew every night. Had 10 birds that were hand-me-downs from NKP. Cesna rep gave each of us a tie tack pin of a 337/O-2. I have lost mine. Does anyone have a clue where I might get a replacement?
Harry Brodock, e-mail, 22.11.2010 23:51
Flew the O-2, transitioning from the O-1 in 1970. Was part of the original team set up to get the O-2s to VietNam. Basic T/O gross wt was 4400 lbs, with 400 lbs of rockets jettisonable on takeoff. They flew 5-ship formations (civilian pilots) out of March AFB, CA, with a takeoff Gross wt of 7000 lbs (mostly fuel). Took about 10,000 foot takeoff roll. This was because ot would take too long to cuccoon them, put them on ships, and de-cuccoon them in Nam. If they lost an engine after 6 hours, they could still make it single-engine. The first leg was from March to Hickam AFB, Hawaii (24 hours at 100 knots). Then from Hickam to Johnston, Johnston to Wake, Wake to Guam, Guam to Clark (Phillipines), and on to Bien Hoa, VietNam. 365 each O-2s in 5 ship formations, with c-130 motherships overseeing them. All without a loss. Have over 200 mission in the bird, and only took 3 ground-fire hits. Good thing for self-sealing tanks.
Guillo Ambrogini, e-mail, 17.11.2010 17:26
During my earliest operations in Patagonia Argentina, from grave airfields I had big problems with stones, my new airscrews (specially nose airscrew) became a saw! To avoid this I used for to take off the following operation way: Flaps in first position. Brakes on. Mixture according to airfield level. Airscrews high RPM (pitch). Front engine idle . Rear engine full throttle. Command all back. Brake off. In few feet the nose is up. Full throttle to front engine. In some hundreds feet up flying normally. And never more stones touch my airscrews!
Guillo Ambrogini, e-mail, 16.11.2010 19:56
I had a C-337B during few years until it was crashed by negligent pilot. My operations were in Patagonia, south of Argentina, next to Andes range. It’s a region with mountains, lakes and glaciers. My landing field had 2,000 ft, gravel and often with cross wind (20-25MPH). The average flights had 2-3 hours but several times reach 5-6 hours and the flight level was 15,000 ft. Often, for long duration flights I flew with the nose engine cut and the aircraft behavior was excellent, without vicious, its maneuverability was normal and quieter than with both engines. Because in Patagonia there aren’t not much airfields a normal practices was take off and landings on roads, dry streams or field. The landing gear is extraordinarily strong and resistant. The C-337 has an incredible maneuverability, the commands are light and the response time is instantaneous. I love this airplane!!!
Chuck Galbach, e-mail, 30.10.2010 15:13
I flew the O-2 (and O-1) at Danang, 67-68, as a FAC and 20th TASS test pilot. I didn't care for it for FAC'ing, though with 2 engines, it was likely safer than the O-1. It was much faster than an O-1 if you had to get somewhere in a hurry and had much better range. Generally reliable. A few single engine returns from test hops, plus one complete electrical failure (aluminum battery buss cable burned out) with uneventful landing at Danang. We replaced all the cables with copper and had no more trouble with that. Noisy airplane - couldn't hear ground fire, resulting in usually no evasive action and a few holes in airplane (never was hit in an O-1 though, even though I had more FAC missions in it). Good airplane for going somewhere - a little less good for FAC missions (small rudders, yoke instead of stick, thus less maneuverable, shallow angle of climb though good rate of climb, couldn't go into little dirt strips, etc) - though I did like all those extra rockets. Usually fun to fly in spite of my dislikes.
Bob Leonard, e-mail, 27.10.2010 09:20
I flew the C-337 in the Caribbean area and found it to be a straight forward honest aircraft. If you loose an engine, pick the front one because it flew SE on the rear engine much better. I found it to be noisy inside, between those two engines. All in all, an interesting aircraft design.
Ken Orton, e-mail, 20.10.2010 02:17
Flew many missions out of NKP in this aircraft with a right seater with a starlight scope. Never had to abandon the four hour mission but the word was that if you lost the rear engine on T/O you were toast. Day missions were dicey as it wasn't real maneuverable but would well exceed the top speed in a dive without problems.
yaron, e-mail, 10.05.2010 06:52
James D. Lyne,
Hello can you send me an e-mail, interested in talking to you. about redoing few 337's .
thank you yaron
i have been flying 337 for the last 20 years
Chuck Banks, e-mail, 29.03.2010 21:41
I find several web sites that have similar performance numbers for the O-2. Those must be for the 235HP, Turocharged, Presurized 337. In 600 hours of flying the O-2, I only found one that could cruise faster than 128 knots. That one was painted with slick paint and could do 132. Also, cruise = max. Carrying rocket pods slowed them to 125 or less. Ceiling was 10,000 feet, since it was unpresurized with no oxygen. With max fuel, you could fly for 5 hours, which made the range a little over 600NM with no reserve. Max gross was 4,800 lbs, but 400 of that had to be hanging on the wing hardpoints. Also, a third seat could be installed in a couple of minutes. Great plane for the FAC role! Also, I met my wife by taking her for a ride in one when she was a ROTC cadet.
Scott Boyd, e-mail, 24.02.2010 00:27
I remember Riley, from the time we needed a fuel pump for the Turbine Eagle. There were fuel pumps all over the place at least 4-6, Riley owned sole rights and charged accordingly.
Nice aircraft if you could afford to fix the tail frequently.
Too bad the 425 didn't have the -135 engines
James D. Lyne, e-mail, 20.02.2010 19:54
I worked as Production Manager and later as Chief of Flight Test for Riley International and it's subsequent iteration, Riley SuperSkyrocket from the late '80s until 2002. We modified the pressurized P-337-G and H, primarily with the addition of intercoolers, pressurized magnetos, STOL kits, electric doorseals, airconditioning and modern avionics, a poofy interior and paint jobs. Mine stalled at 42 KIAS, would get in and out of 1500' easily and cruised at 210KTAS at 20,000' on 25 GPH. A great performing airplane that I, as an A&P, would not work on myself. Cost too much, due to lost Snap On tools, thrown out of frustration. Our later effort installed TSIO-520-NB engines off of a C-414, a great two-place airplane that climbed at 3,500 FPM, 1500 on one. Cruised at about 245 KTAS on 36 GPH, but you could pull it back to the same fuel burn and speed of the "little motor" Skyrocket. Of course, why would you pay $595,000 (in 1991) just to do that? I used to demonstrate single-engine takeoffs (the other idling) in the "Skymonster" and it performed about like a P-210. 5000' AGL on downwind, abeam out of CRQ was a real crowd pleaser too. AS Jack Riley used to say: "When you've got that much horsepower (620 HP at 4700 lbs GW) it's hard not to be just a little bit of a smartass". It was, indeed.
Joseph Acampora, e-mail, 17.02.2010 19:59
We obtained the O2's from Nam when they were replaced with the OV-10 Broncos. Sent to Osan,AB in Korea during 1970, I was taught how to fly one by my FAC officer after completing the pre-flights with him too many times to mention. We used the Snoopy,Linus,Charlie Brown call sign designations. Had a ball controlling ROK Air Force F-86 Super Sabres in OD paint with sidewinders. Also worked countless USAF F-4s from Japan. Would like to contact anyone who was in my squadron. (603rd Direct Air Support)
Michael Richter, e-mail, 02.02.2010 22:57
Hey guys, does anyone can tell me which aircraft do you think is a good replacement for the O2A Skymaster?? I need at least three names, hopefully similar characteristics. Thanks!!!
Walter W. Want, e-mail, 08.01.2010 22:28
If you want the real thing, go to the FAC Museum at Mechem Field, Fort Worth, TX or check out: WWW.FACNET@yahoo.com or the OV-10 Bronco Assn at the same location.
Kip Taylor, e-mail, 01.01.2010 21:48
I flew the O-2 as a Forward Air controller in Vietnam, South, North and Laos in 167-68. About 1800 missions---lots of it at night. Great airplane, got me home safe.
evets, e-mail, 26.11.2008 16:24
One of the most underrated aircraft ever, it was immature at it's demise. Due mostly to economic and liability insurance issues, it's wonderful basic design has never been fully exploited in practice. Such as shame.
I would love to see it's development picked by a forward looking, progressive aircraft maker, such as CirrusDesign, and it give a new, more robust life.
Jim Buttleman, e-mail, 02.06.2007 15:37
I love airplanes, especially the Cessnas. I have a Cessna 182, a 310 and a 337, the 337, I'm in the process of converting the 337 to an 0-2 version. Although my planes are RC versions and not full scale, I thought I should mention that. (humor) I've been in search of any O-2 color pictures that I can find for my documentation for my 337. The picture above looks just about what mine will end up looking like. A very neat and unusual plane,one that should be remembered for it's part in the military. J.B.
Brandon Thomas, e-mail, 21.02.2007 23:15
I am a big fan of this aircraft still am. I just wish I could afford this aircraft and restore it to it's full military colors after all it did for this country. My father flew this aircraft in Vietnam and said it was a great aircraft. I just wish I could own a piece of military aircraft history.
Ed, 04.12.2006 02:49
I hear you can buy the O-2 in a crate surplus, still true?
Zachary Sorensen, e-mail, 02.12.2006 21:00
I was wondering if you have access to significantly more details of this aircraft. I am designing a craft very similar to this one for my senior design project, except that mine seats only two persons and has a single pusher engine. I need to know to calculate weights of the boom tails, distance between the booms, location of center of gravity, etc. Any help concerning the dimensions would be greatly appreciated.
