Lockheed T-33A Shooting Star
In May 1947, in response to an earlier suggestion and an increasing number of P-80 accidents, Lockheed initiated, at its own expense, the design of a two-seat trainer which was designated the Model 580. Three months later, the US Air Force authorised the modification of a P-80C airframe to serve as the prototype for the TP-80C.
To provide room for the instructor aft of the pilot, the fuselage fuel tank was reduced in size and the fuselage itself was lengthened by inserting a 26.6-inch plug forward of the wing and a 12-inch plug aft. To make up for the reduction in fuel in the fuselage tank, wing-tip tanks were added and these eventually became standard. To conserve weight, the built-in armament was reduced to two .50-calibre machine-guns. Some T-33s had wing pylons to carry auxiliary fuel tanks or pods.
The aircraft first flew on 22 March 1948 with orders soon placed by the USAF. The type was renamed T-33A on 5 May 1949.
The first production model had a 4,600 lb thrust Allison J33-A-23 engine which was followed by a series of engines of increased thrust, culminating in a the 5,400 lb thrust Allison -A-35 engine. All T-33 aircraft were produced under USAF contract, including those for the US Navy which were designated TV-2s; in 1962, these were designated T-33Bs. A total of 5,691 Lockheed-built T33s were produced by 1958. Other versions were built, for the Latin American and South East Asian markets, for drone directors, as special test aircraft, drones and photo-reconnaissance aircraft.
The T-33A was the only jet trainer in the USAF inventory from 1948 until the advent of the Cessna T-37A in 1957 and the Northrop T-38A in 1961. It served as an instrument trainer and utility aircraft as well as a test aircraft.
In support of the NATO build-up in the early 1950s, Canada undertook to provide training not only for its own air crews, but also for several thousand Allied personnel. To provide for the jet-training phase of the programme, Canada was given 20 T-33A and 10 more on loan from the USAF inventory, which were later returned to the USAF or transferred to Greece and Turkey when the RCAF standardised on a Canadian-built version of the T-33.
Canada began building its own T-33As in 1951, powered by a 5,100-lb-thrust Rolls-Royce Nene 10 engine and was designated the T-33A Silver Star Mk.3 (company designation CL-30). France, Greece, Portugal, Turkey, and Bolivia were soon using the Canadian-built T-33s. Similarly, Japan began producing its own T-33s in 1954.
The use of this versatile aircraft by foreign air forces was not limited to the Canadian and Japanese versions, as at least 1,058 Lockheed-built aircraft were delivered to friendly and neutral nations as part of the Mutual Defense Aid Program; others were transferred directly from the USAF inventory overseas. The T-33 was also used as a jet combat aircraft during armed rebellions in several countries.
One of the most interesting uses for the T-33 occurred outside the US when Aérospatiale built up the wing of a Canadian version to review the approximate design of a "super-critical" wing for test purposes in 1977-80.
At the beginning of the 1980s, the T-33 was being retired from several air forces, including the USAF. Some were transferred directly to the US civil register. In 1987, almost 40 years after their introduction, a number of T-33s were still in service. Some have natural metal finish and others are painted Air Force gray with the latest Navy gray paint specification.
The Museum's T-33A-5-LO, serial no. 53-5226N, was accepted by the USAF on 16 September 1954, and delivered eight days later at the Lockheed Aircraft Factory B-4, Palmdale, CA. The DC Air National Guard at Andrews AFB received the aircraft on the next day and had custody of the aircraft until its transfer to the Museum in 1987. During its years with the ANG it had a number of routine modifications and engine changes. The Museum's aircraft has never been painted and has a highly polished natural metal finish. All guns have been removed.
Seen in the Udvar-Hazy Center at Chantilly, VA.
Lockheed T-33A Shooting Star
In May 1947, in response to an earlier suggestion and an increasing number of P-80 accidents, Lockheed initiated, at its own expense, the design of a two-seat trainer which was designated the Model 580. Three months later, the US Air Force authorised the modification of a P-80C airframe to serve as the prototype for the TP-80C.
To provide room for the instructor aft of the pilot, the fuselage fuel tank was reduced in size and the fuselage itself was lengthened by inserting a 26.6-inch plug forward of the wing and a 12-inch plug aft. To make up for the reduction in fuel in the fuselage tank, wing-tip tanks were added and these eventually became standard. To conserve weight, the built-in armament was reduced to two .50-calibre machine-guns. Some T-33s had wing pylons to carry auxiliary fuel tanks or pods.
The aircraft first flew on 22 March 1948 with orders soon placed by the USAF. The type was renamed T-33A on 5 May 1949.
The first production model had a 4,600 lb thrust Allison J33-A-23 engine which was followed by a series of engines of increased thrust, culminating in a the 5,400 lb thrust Allison -A-35 engine. All T-33 aircraft were produced under USAF contract, including those for the US Navy which were designated TV-2s; in 1962, these were designated T-33Bs. A total of 5,691 Lockheed-built T33s were produced by 1958. Other versions were built, for the Latin American and South East Asian markets, for drone directors, as special test aircraft, drones and photo-reconnaissance aircraft.
The T-33A was the only jet trainer in the USAF inventory from 1948 until the advent of the Cessna T-37A in 1957 and the Northrop T-38A in 1961. It served as an instrument trainer and utility aircraft as well as a test aircraft.
In support of the NATO build-up in the early 1950s, Canada undertook to provide training not only for its own air crews, but also for several thousand Allied personnel. To provide for the jet-training phase of the programme, Canada was given 20 T-33A and 10 more on loan from the USAF inventory, which were later returned to the USAF or transferred to Greece and Turkey when the RCAF standardised on a Canadian-built version of the T-33.
Canada began building its own T-33As in 1951, powered by a 5,100-lb-thrust Rolls-Royce Nene 10 engine and was designated the T-33A Silver Star Mk.3 (company designation CL-30). France, Greece, Portugal, Turkey, and Bolivia were soon using the Canadian-built T-33s. Similarly, Japan began producing its own T-33s in 1954.
The use of this versatile aircraft by foreign air forces was not limited to the Canadian and Japanese versions, as at least 1,058 Lockheed-built aircraft were delivered to friendly and neutral nations as part of the Mutual Defense Aid Program; others were transferred directly from the USAF inventory overseas. The T-33 was also used as a jet combat aircraft during armed rebellions in several countries.
One of the most interesting uses for the T-33 occurred outside the US when Aérospatiale built up the wing of a Canadian version to review the approximate design of a "super-critical" wing for test purposes in 1977-80.
At the beginning of the 1980s, the T-33 was being retired from several air forces, including the USAF. Some were transferred directly to the US civil register. In 1987, almost 40 years after their introduction, a number of T-33s were still in service. Some have natural metal finish and others are painted Air Force gray with the latest Navy gray paint specification.
The Museum's T-33A-5-LO, serial no. 53-5226N, was accepted by the USAF on 16 September 1954, and delivered eight days later at the Lockheed Aircraft Factory B-4, Palmdale, CA. The DC Air National Guard at Andrews AFB received the aircraft on the next day and had custody of the aircraft until its transfer to the Museum in 1987. During its years with the ANG it had a number of routine modifications and engine changes. The Museum's aircraft has never been painted and has a highly polished natural metal finish. All guns have been removed.
Seen in the Udvar-Hazy Center at Chantilly, VA.