Cessna O-2 Skymaster by Testors/Hawk

1/48 scale
Kit No. 514
Cost: $25.00
Decals: Two versions – U.S. Air Force O-2A in overall Aircraft Grey, Bien Hoa Airbase, South Vietnam, 1969; and a U.S. Navy O-2A of VFA-125 “Rough Raiders” in overall Ford Engine Light Blue, NAS Fallon, Fallon, Nevada, 1989
Comments: Re-issue of 1966 Hawk kit; engraved panel lines on fuselage and for control surfaces; raised panel lines on remainder of airframe; raised rivet detail overall; fair cockpit detail; under wing ordnance includes 7.62mm SUU-11/A gun pods and two pairs of Zuni rockets; choice of airscrews; nose weight required

History

In December 1966 the U.S. Air Force signed a contract with Cessna to build a military version of the Cessna Model 337 Super Skymaster, a (for the time) radical civilian aircraft which first flew in August 1962. The Air Force wanted to supplement the O-1 Bird Dog forward air controller (FAC) aircraft then operating in Southeast Asia. Distinguished by twin tail booms and tandem-mounted engines, the new plane was designated the Cessna O-2 and featured the same tractor-pusher propeller arrangement as its civilian counterpart.  Having twin engines enabled the O-2 to absorb more ground fire and still return safely, endearing it to its crews. The O-2 first flew in January 1967, and deliveries to Air Force units began in March, with examples going to U.S. Army units later that year. Production ended in June 1970 after Cessna had built 532 O-2s for the Air Force.

Cessna produced two series — the O-2A and the O-2B. The O-2A carried wing pylons for rockets, flares and other light ordnance. In the FAC role, the O-2A identified and marked enemy targets with smoke rockets, coordinated air strikes and reported target damage. The O-2B operated as a psychological warfare aircraft equipped with loudspeakers and leaflet dispensers. It carried no ordnance.

Design and development
As with the civilian version, the Skymaster was a low-cost twin-engine piston-powered aircraft, with one engine in the nose of the aircraft and a second engine in the rear of the fuselage. The push-pull configuration meant a simpler single-engine operating procedure due to centerline thrust compared to the common low-wing mounting of most twin engine light planes, and also allowed for a high wing, providing clear observation below and behind the aircraft.

Modifications made for the military configuration included installation of single seating fore and aft (i.e. two tandem seats for the pilot and observer, vs. 6 seats available in the civilian version); and installation of the following: view panels in the doors (for improved ground observation); flame-retardant foam in the wing-mounted fuel tanks (slight increase in empty vehicle weight and a corresponding 3% reduction in available fuel capacity); and military communication and navigation equipment replacing civilian equipment and antennas. The interior upholstery and propeller spinners were deleted, and the overall gross weight increased from 4,400 lbs. to 5,400 lbs., with component strengthening as required to support the increase.

Operational History
During the Vietnam War, the O-2A was introduced as a replacement for the O-1 Bird Dog, in the forward air control (FAC) aircraft and served in that role with the 20th Tactical Air Support Squadron. The O-2B was equipped with loudspeakers and a leaflet dispenser for use in the psychological operations (PSYOPS) role. Performance (especially at cruising altitudes) was degraded due to the added antennas and significant weight increase from the new equipment installations, but was considered sufficient for the anticipated low-level operations. Several USAF O-2 aircraft were later transferred to and operated by the former VNAF (South Vietnamese Air Force).

While it was intended that the Skymaster be replaced in the FAC mission by the OV-10 Bronco, the O-2A continued to be used for night missions after the OV-10’s introduction, due to the OV-10’s high level of cockpit illumination, rendering night reconnaissance impractical. The O-2 was phased out completely after additional night upgrades to the OV-10.

Following the Vietnam War, the O-2 continued to operate with both U.S. Air Force and Air National Guard units well into the late 1980’s. Six former USAF O-2A airframes were transferred to the U.S. Navy in 1983 for use as “range controllers” with Attack Squadron 122 (VA-122), the Pacific Fleet Replacement Squadron for the A-7 Corsair II at Naval Air Station Lemoore, California. These same aircraft were later transferred to Strike Fighter Squadron 125 (VFA-125), the F/A-18 Hornet FRS at NAS Lemoore, in 1986 for use in the same range control role. The six Navy O-2As remained in this role until September 1990, when they were replaced by T-34C Turbo Mentor aircraft transferred from the Naval Air Training Command.

El Salvador
During the Salvadoran Civil War the Salvadoran Air Force received a total of 23 O-2As and 2 O-2Bs from the United States, the first arriving in 1981. The O-2s were employed to observe the movements of FMLN formations and direct air strikes against them, playing a major role in forcing the rebel movement to abandon large-scale operations. Near the end of the war in 1990, the rebel’s acquisition of SA-7 missiles resulted in the loss of two O-2As, while another was destroyed by mortar fire, and two more were lost in crashes.

Specifications
Type: Fixed wing, light forward observation, spotting, and search and rescue aircraft
Armament: Rockets (Zuni, Hydra 70, or FFARs), flares, 7.62mm mini-gun pods, or other light ordnance hung on four wing pylons
Engines: Two 210-hp Continental 10-360s
Maximum speed: 199 mph
Cruising speed: 144 mph
Range: 1,060 miles
Ceiling: 19,300 ft.
Span: 38 ft.
Length: 29 ft. 2 in.
Height: 9 ft. 5 in.
Weight: 4,900 lbs. loaded

The Kit

Testors’ Cessna O-2A in injection molded in light gray plastic and consists of 65 parts, 10 of them clear plastic for the extensive glazing around the cabin. The cockpit features four nicely detailed seats, a flight deck/floor, and an instrument panel that lacks any detail – fortunately a decal is provided. The one concession to modelers with AMS are the control wheels, which are quite detailed. A note about the cockpit assembly: it directs modelers to cement all four seats provided to the cockpit floor, but the military used this plane as a forward air controller, so the cabin would at most have contained two seats, possibly only one.

Step 2 reminds modelers of the need for a nose weight, and there is a choice of a standard airscrew (U.S. Air Force) or the more aerodynamic conical spinner (U.S. Navy) as you cement the fuselage halves together. A point worth noting is that all cabin windows as well as the windscreen are to be cemented to the fuselage from the outside, which may provide modelers a bit more flexibility in painting.

On the actual O-2A, there were two windows of unusual shape on the lower right side of the cabin, giving the pilot an improved view of activity on the ground without having to do a lot of manuevering. The lower side of the kit’s starboard fuselage is solid, with no hint of a window nor even an outline from which to cut one. In a nod (or perhaps a challenge) to advanced modelers, decals are provided representing these windows…however, clear plastic parts are also provided matching the unusual shapes of the windows.

Just when you begin wondering why Testors would provide decals AND clear parts for the windows, but no openings in which to cement the latter, a flash of insight may strike you — as it did me — to actually read the directions. The point of all this is to apply the decals, let them dry, then use them to cut the outline of the windows into the fuselage, and then cement in the clear plastic parts — truly a task for the intrepid. It would be interesting to know whether Hawk’s first 1960’s issue of this military version of the O-2A (for a civilian version of the Cessna Skymaster preceded it) threw this same gauntlet down to modelers, or simply provided them with the odd-shaped windows and matching openings in the starboard side of the fuselage. The 1966 kit box simply list “extra windows” as a feature.

Next come the wing and tail boom assemblies, and they appear to pose no headaches — although the booms may need puttying and sanding where they meet the trailing edge of the wing. At the next stage of construction it will be necessary to decide whether to build the kit with the landing gear up or down – not an advertised feature of the kit, but one that is pretty evident, if you are willing to take the trouble to mount the kit on a stand once complete.

Next come the under wing stores. The gun pods are simply two hollow tubes with no attempt at internal detail — aftermarket SUU-11 pods may be desired instead, and True Details makes a resin set providing engraved and raised detail on the exterior surface of the pods, as well as six visible gun barrels within. The tandem Zuni rockets offer a touch of realism, particularly because there are only two of them for each wing, most likely due to weight considerations. The O-2A, like the OV-10 Bronco, another Vietnam-era FAC aircraft, was slightly underpowered despite having two engines. It was only capable of a top speed of just over 200 mph. O-2’s could carry the more common 4- or 6-shot Zuni rocket pods, but at a cost of reduced performance, especially if it was also hauling gun pods. The realities of combat for a FAC pilot were the same as for fighter pilots — “speed is life.”

Decals
The kit markings are by Scalemaster and they have a nice glossy sheen and are above average except for one thing: the national markings are slightly out of register, as are the yellow “Rescue” arrows. I recommend an aftermarket set to replace them.

References

• National Museum of the U.S. Air Force ~ www.nationalmuseum.af.mil
• www.revolvy.com