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Description
| Manufacturer: | Grumman | |
| Base model: | E-2 | |
| Designation: | E-2 | |
| Version: | A | |
| Nickname: | Hawkeye | |
| Designation System: | U.S. Tri-Service | |
| Designation Period: | 1962-Present | |
| Basic role: | Electronics | |
| See Also: | ||
Specifications
| Not Yet Available |
Known serial numbers
Recent comments by our visitors
| Donald L. Safer Union City, CA | I joined VAW-11 in early 1964 about a week or two after the first E-2As arrived. I worked as a com/nav electronics technician though I had been trained in radar, not radio. Go figure. I served with Detachment Charlie aboard the Kitty Hawk 65-66. It was the first E-2A deployment. I have writen much about my time in the Navy including my time with VAW-11 on my web site, donsafer.com. 11/29/2008 @ 14:34 [ref: 23163] |
| Sérgio Ricardo Aracaju, OTH | Hello everyone! I am an aviation researcher from Brazil with some articles published (you can see one of them here:http://www.laahs.com/artman/publish/article_220.shtml)and currently I am working on a book about all AEW/AWACS platforms ever built. This way, I would like to obtain from those who had closed contact with Grumman E-2A any information about its electronic suite. Not performance data, designations would be enough. I will be very pleased to give full credits for any colaboration which should be sent to the following email address: sergioricardosc277@hotmail.com THANKS IN ADVANCE! 04/24/2008 @ 09:17 [ref: 20694] |
| Richard John Clark Sr. Lake City, MN | I was with Vaw-12 from aug 1965 through sept 1969. I was with the squadron when we transitioned from the E-1B to the E-2A. I was an avation machinest mate 2nd class when I left the squadron in 1968 to go the NAS Napels, Italy for 2 years.. I was attached to the mech. shop for about 6 months when I transfered to the line. I spent most of my time with the E-1B. Althouigh I did go to school on the E-2A in, San Deigo, CA. in 1966, and spent several cruses aboard the USS America with the E-2A. I was aboard the, USS Essex,in 1968 when we made a 4 month deployment, 2 months in the med and 2 months in the north atlantic, when we had a Russian Badger crash within sight of the USS Essex. Does anyone remember ADR-2 Ramond Rash? Or ADR-1 Husser? How about Chef Dubay? Or LTCDR Dumbrowski. If anyone from VAW 12 wants to contact me, my E-mail address is ht2ndch@rconnect.com
Sincerly, Richard J. Clark Sr. ADR-2 12/06/2007 @ 04:37 [ref: 18812] |
| Richard John Clark Sr. Lake City, MN | I was with Vaw-12 from aug 1965 through sept 1969. I was with the squadron when we transitioned from the E-1B to the E-2A. I was an avation machinest mate 2nd class when I left the squadron in 1968 to go the NAS Napels, Italy for 2 years.. I was attached to the mech. shop for about 6 months when I transfered to the line. I spent most of my time with the E-1B. Althouigh I did go to school on the E-2A in, San Deigo, CA. in 1966, and spent several cruses aboard the USS America with the E-2A. I was aboard the, USS Essex,in 1968 when we made a 4 month deployment, 2 months in the med and 2 months in the north atlantic, when we had a Russian Badger crash within sight of the USS Essex. Does anyone remember ADR-2 Ramond Rash? Or ADR-1 Husser? How about Chef Dubay? Or LTCDR Dumbrowski. If anyone from VAW 12 wants to contact me, my E-mail address is ht2ndch@rconnect.com
Sincerly, Richard J. Clark Sr. ADR-2 12/06/2007 @ 04:37 [ref: 18811] |
| Don Payton Cheyenne, WY | The radome retracts, roughly, 3 feet. This was to allow the birds to operate from the older carriers and fit into their Hangar bays. Forrestal class and newer carriers didn't have this problem. The hydraulics allowed the doors to fold down and drop the dome. After a certain Radar Mod in the mid '80's the retractable dome feature was removed. However each squadron was issued a kit which had those various cylinders. When dome had to be retracted for maintenance, then the components were installed and the dome was dropped manually with a hand operated pump. 08/31/2007 @ 14:00 [ref: 17802] |
| Chuck Quintero Baltimore, MD | I saw a reference that the radome on the E-2 actually drops a couple of feet. Is that true? Where does it go, into the radome?
05/23/2007 @ 08:36 [ref: 16572] |
| Bill Schieber Cape May, NJ | I was with VAW-124 NAS Norfolk 1973-1975. Then transfered to RVAW-120 1976-1979. Loved working the aircraft, kind of felt bad when I went down for a visit to see one on jacks at Gate 4. The USS America was also sunk but I did get a chance to see it again in Philly. Still in the aviation field after all these years. I guess it gets in your blood. I had a good surprise to meet with Don Kilgore who was our tech rep and he was still working at the base, a great troubleshooter.
regards, Bill Schieber 04/04/2006 @ 22:12 [ref: 13039] |
| Robert Dean Corn Mauldin, SC | Was ATR3 with VAW 112 aboard the USS Enterprise in 1969. Was aboard when the flight deck fire occurred during Carrier Quals.
Served with VAW 115 aboard the USS Midway in 1971 on the first cruise after the angle deck upgrade. We lost a bird and a crew on the last recovery before leaving the Gulf for home. 07/26/2005 @ 18:20 [ref: 10849] |
| Allan Allridge Manassas, VA | I was an AE-2 assigned to RVAW-120 @ NAS Norfolk, VA. from 05/67 to 01/69. VAW-12 at that time was transitioning from E-1Bs and E-2As when I arrived in May of 67 from AE-A School. The E-2A was easy airplane to work on and very dependable. I enjoyed working on the E2s electrical systems. I worked for AE1 Durham out of the VAW-12 Electric Shop when I first got checked out on E2 Aircraft. After a short time I was E2 engine run qualified and the RVAW-120 Electric Shop night shift troubleshooter. I was 19 years old at the time and it was a great time in my life. I never went to sea with the E2 because shortly after being assigned to VAW-12 they formed the rag squadron RVAW-12 and I was reassigned to the rag. I did a couple of pilot quals off of the old USS Lexington. I took a couple cat shots off the ship on the E2 and enjoy the hell out of it.
Currently I work for a Government agency that oversees Government contractor's. Next week I am going to conduct an audit at a Northrop Grumman manufacturing facility in St. Augustine's FL that are making E2s. They are now making E2C. I get a chance to see the grandson of the E2-A. 02/08/2005 @ 15:58 [ref: 9397] |
| Charles A. Rogers Williamsurg, VA | I was a Yeoman with VAW-123 (Norfolk, Va.) 1967-71, working in the squadron Operations Dept. I was fortunate to get several launches and landings aboard USS Forrestal and USS Saratoga in the E-2A. In october 1969, VAW-123 lost an E-2a during a night recovery on Forrestal in the Mediterranean. She went in nose first, flipped over on her back and the dome broke off. The dome was recovered, but the airframe sank within 2 minutes. The bodies of LCDR Paul Martin Wright, LCDR James Leo Delaney, & LTJG Howard Booth Rutledge were never recovered. LTJG Frank Frederick and AT1 David Carpenter were rescued within minutes of going into the water with only very minor injuries. Note: AT1 Dave Carpenter was in an E-2a with VAW-123, on the CAT at high power and waiting to be launched from Forrestals deck on July 29, 1967 (WESTPAC Cruise) when the Big fire broke out at 10:52 a.m. Forrestal lost 134 men, many injured, and lost many aircraft during that fire. VAW-123 never lost an aircraft during the fire and did not have any personnel to be injured.
VAw-123 was the first squadron to receive the E-2B in the early 1970's and the first squadron to received the E-2C in the early 1980's. VAW-123 has flown thousands of flight hours and had thousands of launches and recoveries since the October 1969 accident and has not had a loss of aircraft or personnel. VAW-123, her crew and Her E-2C's returned from the Middle East in July 2004 aboard The Enterprise. 08/06/2004 @ 00:52 [ref: 7990] |
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