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Description
| Notes: ALL-WEATHER, LOW-ALTITUDE, CARRIER-BASED attack aircraft for land and sea interdiction and close air support (2 CREW) . | |||
| Manufacturer: | Grumman |
| |
| Base model: | A-6 | ||
| Designation: | A-6 | ||
| Version: | A | ||
| Nickname: | Intruder | ||
| Equivalent to: | A2F-1 A2F1A2F-1 | ||
| Designation System: | U.S. Tri-Service | ||
| Designation Period: | 1962-Present | ||
| Basic role: | Attack | ||
| Crew: | Pilot & Bombardier-Navigator | ||
| See Also: | |||
Specifications
| Length: | 54' 9" | 16.6 m | |
| Height: | 16' 2" | 4.9 m | |
| Wingspan: | 53' 0" | 16.1 m | |
| Wingarea: | 529.0 sq ft | 49.1 sq m | |
| Empty Weight: | 25,298 lb | 11,473 kg | |
| Max Weight: | 53,699 lb | 24,353 kg | |
Propulsion
| No. of Engines: | 2 | ||
| Powerplant: | Pratt & Whitney J52-P-8A | ||
| Thrust (each): | 9,300 lb | 4,217 kg | |
Performance
| Range: | 1,350 miles | 2,173 km | |
| Cruise Speed: | 481 mph | 774 km/h | 418 kt |
| Max Speed: | 646 mph | 1,040 km/h | 562 kt |
| Climb: | 6,950 ft/min | 2,118 m/min | |
| Ceiling: | 40,250 ft | 12,268 m | |
Known serial numbers
Examples of this type may be found at
| Museum | City | State |
| Western Aerospace Museum | Oakland | California |
A-6A on display
Western Aerospace Museum |
Recent comments by our visitors
| Wayne Hakes Kansas City, MO | I was sent to NAS Whidbey Island in 1967. Assigned to VA-128. Trained as a Plane captain and ground support. Transfered to VA-196 in 1968 rode brakes on the A6A and A6B.
Made two West Pac Cruises to Tonkin Gulf on the USS Constellation CV-64 and the USS Ranger CV-61. VA-196 carried more ordnance off these two ships than any A7. I am still proud to say that I was a plane captain on the A6 Intruder. Great aircraft.... Parted ways Aug, 1970. 06/19/2008 @ 06:01 [ref: 21553] |
| Mike Umphrey London, ON | I was stationed with VA-35 (Black Panthers) 1969 - 1972
NAS Oceana, Virginia Beach, Va. Aviation Electrican (E3) on the A6A, A6B & A6C, The A6C version had a Huge Turrent in the center section for the low lever light and inferred camera's, I see it was later reduced to the size of a basket ball just under the Radome. We were the first squadron to deploy to Viet Nam (Tonkin Gulf) with the mixed A6's and it was quite the cruise. 05/20/2008 @ 11:26 [ref: 20960] |
| Dave , NY | xenical buy viagra online clomid propecia levitra ------------------ buy xenical buy levitra celexa 05/17/2008 @ 23:37 [ref: 20918] |
| Adam Hodge Marietta, GA | (Not sure exactly what A-6 Variation Section to put this one in)
Hey Guys, I'm a big Intruder fan (Didn't get to see it fly much as was only seven when VA-75, The Last Intruder Sqn, Flew into the history books) and I'm trying to start up a collection of original VA and VMA Patches (Squadron,Shoulder,Decomm, Anything) and was wondering if anyone had anything they could offer? I have very,very little as far as Intruder Squadron Patches go and anything anyone could help me with, I'd appreciate it tons (Will even shoot a little $$ over if need be). I'm trying to do it as a keepsake along with Sluff squadrons. If anyone can assist me, Please email me at HODGETCA@aol.com Thanks So Much in Advance and Fly Navy Always! 02/03/2008 @ 03:11 [ref: 19534] |
| Hugh Bursey Apache Jct., AZ | Worked for Grumman for 12yrs started in 63. Plant 7 Flight Test. Flew as a GIB (F14), BN (A6A). EA6A (ECMO), EA6B (ECMO), A6A Standard ARM (BN) & many support AC About 4000hrs flt time.
01/26/2008 @ 20:04 [ref: 19433] |
| Larry C. Smith Lufkin, TX | I was stationed at Oceana, Virginia Beach, VA in VA-42 from 1967 throught the end of 1969. I was a AQB and worked on the radars and computer systems in teh A6a. I made rate quickly and became a crew leader. I went to C school there and became a pretty good tech on them. For the last 1.5 years or sdo I was an instructor for people new to the squadron. We taught them simple things like how to open the radom and where things were at, how to hool up power inthe hangar, etc. It was a great life! 01/09/2008 @ 16:27 [ref: 19202] |
| Robert E. Cleaver Bloomsburg, PA | I was stationed at NAS Whidbey Island VA-128 until the return of VA-115 (1971). Went on WestPac cruise on USS Midway (1972). I was an AE2 flight deck troubleshooter ( best job ever) and enjoyed working on the A-6s. WOW where did the time go between then and now 08/21/2007 @ 10:16 [ref: 17703] |
| Steve Carnilla birmingham, AL | I enjoyed reading everyone's comments about the A-6. Like Dan Dominey, I too was a comm/nav/ecm tech that was attached to VMAT-202. I got there in '72. Sorry I missed you, Dan. I loved the comment about hydraulic leaks. We had a MTBM on the radar altimeters of about 2 flight hours. Everytime I pulled the box there was hydraulic fluid all over it. (I ended up attached to a Navy P-3 squadron doing bench repair on the altimeter and it had a MTBM of 200 hours- same box. Talk about twiddling your thumbs)
Anyway, it was always a pleasure to work on and be around. Two years ago I ended up at the Navy base in Pensacola and went to the museum. They had an A-6 cockpit to sit in. I put my bride in the B/Ns seat and asked her if she didn't think this was great. She thinks I'm nuts. 08/03/2007 @ 09:21 [ref: 17434] |
| Dan \"Whimpy\"Kirkendall AO1 Fairdale, KY | I was a Aviation Ordnanceman in Intruder Squadrons from 1965-1979.
I was in the 1st Combat Squadron to deploy to Vietnam where the A6 flew while others sat. We lost alot of crews and planes that 1st cruise and our CO. J.Denton was caputed and spent almost 7yrs in the Hanoia Hilton. The A6 IS BY FAR THE BEST ALL WEATHER BOMBER THE USA EVER HAD. Last I heard it's the onlyplane the USA has never sold to a foreign Country. A01 Dan Whimpy Kirkendall USN Ret. VA-75;128; 115; 145 07/23/2007 @ 08:13 [ref: 17245] |
| bob reuter lake grove,, NY | I went to work for Grumman on July 11, 1962 15 days after graduating H.S. I was made a hydraulic tect. and was assigned to plant #7, which was Flight Development. This was right at the beginning of the A2F program. Yes I said the A2F. Sometime after it was changed to the A6A because the Navy though the "F" would make people think it was a Fighter, which it was not. A2F#1 was just starting the spin program where the Test pilot( Grumman's Chief Test pilot Ralph Darnell) would intentionally put the plain into a stall causing it to spin out of control so he could write the flight manual on how to recover from a spin. said plain was equipped with a drough shout(the only one to be fitted with one)to be used if he was unable to recover from the spin. My first day one the job I witnessed a high speed taxi deployment of it. That was the only time it was necessary as. A2F #s 1,2,&3 were fitted with tilting tail pipes for faster take offs. during flight tests it was determined the benefit did not shorten the take off enough to justify the added expense, so they were deleted from the following aircraft. A2F #s 1,2,&3 were also fitted with a center bomb rack that could be lowered hydraulically to facilitate loading ordnance, it to was deleted from further plains as a unnecessary gadget. After approx. 2 years I was asked to go to patuxant? Naval Test Center to maintain the hyd. systems on the aircrafts the navy test pilots were testing in preparation of acceptance into the fleet. after approx. 6 mos. I returned to plant 7. some 3 weeks later I was asked if I would go to Alberque, N.M. to maintain th hyd. systems on to A6As which were flying out of the Airforce's base there as the A6s were using the White Sands Missile range to prove its weapons systems to the navy. That program finished up 4 mo. later. I returned to Plant #7 and continued to work for Grumman until June of 1968 when I changed my care to law enforcement. I would like to communicate with anyone who I worked with during that time or anyone also interested in the intruder. I also worked on the prototype of the EA6B. 07/03/2007 @ 17:08 [ref: 17005] |
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