The classic trainer derivative of America's first jet-powered pursuit (fighter) aircraft, the slender P-80 Shooting Star, the T-33 (Popularly nicknamed the "T-Bird") also became America's first jet trainer. As the requirements of jet aircraft were quite different to those of traditional piston-engined ones, pilots in the late 1940s were suffering from a high accident rate. The T-33 was a proposed solution, and entered service in the late 1940s, just prior to its Soviet counterpart, the MiG-19 "Midget". Boasting the same clean lines at the revered P-80 design from which it stemmed, the T-Bird has been a favourite mount of pilots in the Americas, Europe and Asia for an impressive 50+ years.
Hours before the dramatic end of the Second World War, the Lockheed P-80 Shooting Star was the first American jet fighter to enter service. After the war ended, Lockheed considered building a jet trainer but opted to not do so, as piston-engined trainers were already popular, cheap to produce, and simple to fly. As it would soon prove, however, piston engined aircraft were slower and far simpler to handle than high-speed jet types. Pilots making the transition from piston-engined fixed-wing aircraft to jets were not familiar with their newer mounts, and the crash rate was high. One Shooting Star crash claimed the life of acclaimed American ace Richard Bong, credited with forty confirmed kills. Lockheed reached an agreement with the United States Air Force (USAF) to acquire and modify a single P-80C aircraft to TP-80C standard, later redesignated the TF-80C. Unlike most prototypes, the TP-80C was not built to any official specification or order, and funding was entirely supplied by Lockheed. Although Lockheed originally intended to create a fighter-trainer, the design was simplified and modified further to produce a gentle, highly-versatile design which would later become the T-33A. Appointed to lead the project was infamous Lockheed designer Clarence "Kelly" Johnson and the Skunk Works team, also responsible for the P-80 Shooting Star fighter.
The new trainer, not intended to be a fighter, had its intakes reduced in size from those of the P-80. Provisions for drop tanks and external wingtip-mounted fuel tanks were added, increasing its range from 1650 km to just over 2050 km. The fuselage was lengthened to accommodate the extended tandem-style cockpit and provide room for an additional pilot/instructor. It was soon designated the T-33A after its maiden flight on the 22nd of March, in the year 1948.
The cockpit of the T-33 T-Bird was covered by an extended rear-hinged 4-piece bubble canopy. Unlike many later jet trainer designs, the canopy was only supported by a single thin metal brace, although it was more than sufficient for the T-Birds optimal cruising speed of 732 KmH. The cockpit was constructed in a tandem style configuration, with the student seated in the front and instructor in back. The canopy gave both crew members an excellent view in all directions, except towards the ground. The extended nose partially blocked the pilot's field of view when running mock-ground-attack sorties but allowed for larger fuel tanks and a greater capacity/range than was plausible on the P-80C. A straight-plane wing gave the type good performance at low altitudes and excellent manoeuvrability, and except for wingtip or drop tanks, was usually "clean" of any ordnance. Dual browning .50 cal (1.27mm) heavy machine guns were mounted in the side intakes, and while they lacked the devastating power of cannons, were more than enough for combat and strafing simulations. The base T-33A was very rarely used on the battlefield, although its aforementioned variants were.
Although the T-33 was upgraded and fitted with new parts many times during its life, it was always known as the T-33A. The only officially recognized variants were the attack, reconnaissance, training (T-33A), and experimental variants. The original T-Birds were equipped with a single Allison J33-A-23 turbojet engine putting out 20.05kN of thrust. Almost all of these were replaced with the more powerful Allison-A-35 engine putting out 24.02kN of thrust.
The US Navy (USN) was the second American customer of the T-33A, and in addition to a number of TV-2 (USN designation of the standard T-33A), the Navy also ordered a large number of navalized T2V-1 SeaStars. The SeaStar was distinguishable from the T-33A by its strengthened undercarriage (and resulting increased weight), arrestor hook, and full carrier compatability. The T-33A would also go on to serve with a variety of foreign air forces and allies of the USA, and several combat variants were purchased by the less-well-off air forces of the world. Naval TV-2s would later be redesignated T-33Bs.
An armed ground-attack variant, the AT-33A, was developed for export to air forces in need of a light, inexpensive ground attack fighter. Bolivia, Ecuador, and Brazil all ordered this version, among other countries. It featured one hardpoint on each wing in addition to the T-33A's machine guns. A variety of ordnance and ground attack munitions up to 907Kg, mainly dumb bombs, could be carried. A reconnaissance variant, the RT-33A, was developed from the AT-33 although a reconnaissance variant of the P-80, the RF-80, was already available. Several cameras were fitted into the elongated nose T-33A for this variant, and it retained the two-seat configuration of its predecessor. Several T-33As were also converted to NT-33A test-beds for a short period of time, but have long been retired. T-33As also became DT-33A drone directors, and in a curious twist of fate, QT-33A target drones themselves later on.
Many countries received export examples of the T-33A. Two of these, Japan and Canada, undertook licensed production and began to produce their own aircraft. Canadian T-33As were redesignated C-133 Silver Stars, and many were exported to other air forces. Although they were essentially basic trainers, they were also used for electronic warfare training. The ultimate derivative of the T-33 T-Bird was the Lockheed F-94 Starfire, a two-seat interceptor that served in the early-mid 1950s. T-33As still remain in service today, approximately 62 years after their first flight.
Written by: Pace51