Eventually the oil mist fouled out the spark plugs and caused that engine to lose power. Due to the excessive weight of the overloaded 0-2A and the inferior performance on the front engine, the pilot had to ditch the airplane. He was unhurt and his colleagues observed him sitting on the wing as the airplane floated for a few minutes. Then the C-130 dropped a life raft and survival provisions and alerted nearby ships of the emergency. When they confirmed that the pilot had entered the large raft and that help was on the way, they proceeded to the group's destination. The next morning a Japanese freighter rescued the pilot and steamed very slowly toward Yokohama before we could interrogate the pilot.

In the meantime, the Air Force absolutely panicked. They grounded all ferry flights until Cessna could duplicate the failure in a bailed 0-2A. Until we questioned the pilot by telephone, we had no clue as to what happened. Upon hearing the story of the oil transfers, we finally were able to add equipment to flood the rear engine's oil sump. To our astonishment, it took an amazing amount of additional oil to hamper engine operation. We then assumed that that particular engine was consuming practically no oil, and that the successive replenishments were gradually overflowing the sump. Another assumption was a partially-restricted oil breather line that prevented ejection of excess oil. Despite the absence of a definitive finding, the Air Force reluctantly reactivated the ferry flights. Not a single reoccurrence happened during the remaining ferry-flight operations.

Although the normal gross weight of the 0-2A was 4,300 pounds, the loading of external wingmounted stores (which relieved wing bending moments) permitted a maximum gross weight of 4,850 pounds. At that loading the g-loads permitted in maneuvering flight were + 3.8 and - 1. 5 g's. Without the wing-mounted armaments they were +3.4 and -0.7 g's, respectively.

Another mission for the 0-2 was a propaganda airplane that could drop leaflets and broadcast loudspeaker messages to the Vietnamese civilians and enemy soldiers. In 1966 the USAF had asked Cessna to modify 31 Skymasters that had already been distributed. These airplanes, all with 50 hours or less flight time, were brought back from dealers and original owners for conversion to the 0-213 configuration. The proximity of the rear propeller to the leaflet dispenser caused some consternation, but a chute was devised to deploy the leaflets in fairly good order. A monstrous loudspeaker was mounted in the baggage door opening, and the door was removed. Rear seats were retained in this version (called the 0-213) to accommodate broadcasters and occasional passengers for transportation flights in that theater. Numerous reports were received of engines being shot-out and the airplanes being safely flown back to the base on the remaining engine. However, other pilots preferred the simplicity and slower observation speed of the single-engine L-19. Both models are now declared surplus, and it is interesting that the 0-2A has found popularity as a forest fire patrol airplane. Here again, that second engine is a nice asset. Production quantities of the 0-2A / 0-213 airplanes were 479/31 units in the 1967-70 time period. In recent years these surplus airplanes are being restored in military markings as the "least-expensive warbird" for avid collectors. Conversion to a civil license (N-number) requires replacement or modification to some hardware items such as propellers, fuel tanks, fire warning detectors, and sliding side window (if installed). In addition, a host of placards and airplane papers must be exchanged. These changes are described in Cessna drawings listed in the following excerpts from the C-337 Type Certification Data Sheet A6CE:

Serial Nos. Eligible:

Model M337B; 337-M0001 and up, (USAF 0-2A)

This aircraft is a U.S. Air Force modification of the Model 337 Series per Cessna Dwg. 1500004 through S/N 337-MO192 and per Cessna Dwg. 1500040 S/N 337-MO193 and up. Before a civil airworthiness certificate may be issued, the aircraft must be modified per the current revision of Cessna Dwg. 10337-035, obtainable through the Executive Engineer, Cessna Aircraft Co., 5800 East Pawnee, Wichita, Kansas 67201.

Model 337A, (USAF 0-2B)