The T-37 was developed in response to the launch of the "Trainer Experimental (TX)" program for the United States Air Force (USAF) in early 1952.

After completing initial training in the T-37, students progressed on to other advanced Air Force, Navy, Marine Corps or Allied trainers.

The T-37 can be traced back to the spring of 1952 and the issuing of a request for proposals by the United States Air Force (USAF) for what would become the "Trainer Experimental (TX)" program.

The request called for a lightweight twin-seat basic trainer that would be suitable for introducing USAF cadets to jet aircraft.

More specifically, the aircraft had to be simple to operate, easy to maintain, structurally strong, possess favourable low-speed handling qualities, be relatively safe while performing high altitude maneuvers, adequate fuel capacity for at least two flight hours, a service ceiling of 30,000 feet, a maximum approach speed of 113 knots, a maximum all-up weight of 4,000 lbs, and the ability to land and take off in less than 4,000 feet.

According to aviation author Kev Darling, the selection of Cessna was a surprising result as the company was only experienced with piston-engined aircraft at the time.

The wide track and a steerable nosewheel enabled it to be relatively easy to handle on the ground while the short landing gear avoided the need for access ladders and service stands.

For simplicity of maintenance, the fuselage featured in excess of 100 access panels and doors; an experienced ground crew could change an engine in about half an hour.

[7] To improve handling, subsequent prototypes were equipped with new aerodynamic features, such as lengthy strakes along the nose and an extensively redesigned and enlarged tail.

[9] During 1957, the US Army evaluated three T-37As for battlefield observation and other combat support roles, but eventually procured the Grumman OV-1 Mohawk for this purpose instead.

As the engines were not upgraded, the changes caused a reduction in the aircraft's top speed to 595 km/h (370 mph), though the wingtip tanks increased its maximum range to 1,770 km (1,100 mi).

Production of the T-37 slowed considerably during the early 1960s, although there was an uptake during the latter half of the decade, both to address attrition and an uptick in demand as the Vietnam War intensified.

[17] Being derived from the T-37, the USAF had determined that an prospective COIN model would need to be able to carry a far greater payload, have more endurance, and possess better short-field performance.

[18] Specific alterations made included the adoption of strengthened wings, the use of larger wingtip fuel tanks of 360 litres (95 US gal) capacity, additional avionics suitable for battlefield communications, navigation, and targeting, toughened landing gear that were suitable for rough-field operation, and the fitting of a General Electric-supplied GAU-2B/A 7.62 mm (0.300 in) "Minigun" Gatling-style machine gun capable of a rate of fire of 3,000 rounds/minute and 1,500 rounds of ammunition that was installed in the aircraft's nose along with an accompanying gunsight and gun camera.

[23] The company also proposed a similar four-place military light transport, the Model 405, with a large clamshell canopy, but it was never built.

Cessna proposed various other trainer derivatives for the US Navy and USAF, including a vertical takeoff version based on the TNT configuration and incorporating lift-jet pods in the wings, but none of them reached the prototype stage.

During June 1956, deliveries of the T-37A commenced to the USAF; the service began both Aviation Cadet and commissioned officer pilot training using the type during the following year.

Instructors and students typically considered the T-37A to be a pleasant aircraft to fly, handling relatively well, being agile and responsive, though it was definitely not overpowered.

[19] The USAF expended a considerable amount of time and money on soundproofing buildings at bases where the T-37 was stationed while ear protection were mandatory for all personnel when near an operating aircraft.

Common errors included inadvertently shutting down the engines via throttle mismanagement, use of the aircraft in cold weather conditions, and oil system issues.

The last USAF operator of the T-37B, the 80th Flying Training Wing, flew the sortie from its home station at Sheppard Air Force Base, Texas.