Grumman EA-6A 'Intruder'
|Notes: A-6A configured for tactical ecm mission (2 CREW) .|
|  Base model:||A-6|
|  Equivalent to:|| A2F-1H |
|  Designation System:||U.S. Tri-Service|
|  Designation Period:||1962-Present|
|  Basic role:||Attack|
|  Modified Mission:||Special electronic installation|
|  First Flew:||1963/04/26|
|  See Also:|
|  Length:|| 55' 6'"|| 16.9 m|
|  Height:||15' 6"|| 4.7 m|
|  Wingspan:|| 53' 0"|| 16.1 m|
|  Wingarea:|| 529.0 sq ft|| 49.1 sq m|
|  Empty Weight:|| 27,769 lb|| 12,593 kg|
|  Gross Weight:|| 41,715 lb|| 18,918 kg|
|  Max Weight:|| 54,571 lb|| 24,748 kg|
|  No. of Engines:|| 2|
|  Powerplant:|| Pratt & Whitney J52-P-6|
|  Thrust (each):|| 8,500 lb|| 3,854 kg|
|  Range:|| 2,021 miles|| 3,254 km|
|  Cruise Speed:|| 472 mph|| 760 km/h|| 410 kt|
|  Max Speed:|| 631 mph|| 1,016 km/h|| 549 kt|
|  Climb:|| 6,550 ft/min|| 1,996 m/min|
|  Ceiling:|| 37,800 ft|| 11,521 m|
Operators (Past and Present)
Known serial numbers
|151828 / 151839, 156979 / 156993
Examples of this type may be found at
EA-6A on display
NAS Key West
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Recent comments by our visitors
| Leon Suchorski|
| I arrived on board VMCJ-2 in 1967. I was sent to a school for the ALQ-86, and the ALN-5. The only problems with that, were that the school was at the outfit. The 86 system was replacing the 53 system on the EA6-As. Fully configured, the 86 system had 120 boxes in it all over the aircraft, from the nose, to the tip of the tail. CY-24, was sent to Danang as part of a group of 6 birds. It's luck did not get any better there as they changed it's tail sign to RM00. They eventually had to barge the bird out of country because it had gotten that bad. As such, the ALQ-86 system was never used on any other aircraft besides the EA6-A. We did ALL levels of maintenance on the system. The outfit even had one week of all of the EAs down, while two antenna specialists came in to check it out. It turned out that no one knew how to use the 86 properly. After they showed people how, the system got far better range than they had ever hoped for. The Marines loved the system so well because of our work, that they went on to get the EA6-B, and then even further. |
02/25/2016 @ 02:55 [ref: 69497]
| Harry Haun|
| Electric Intruder |
08/30/2015 @ 17:19 [ref: 69230]
| Craig (Mac) McGlinn|
| According to a J-1 Combat Chronology that I have for April '72, the bird we lost (along with Capt. Leet & Capt. Christenen) was identified as 'Pigment-08'... I assume this would be RM8? I don't recall us ever using the terminology 'pigment', but... Does anyone else recall this?
The posted picture of RM8, as I recall, was taken while J-1 deployed in Danang in April '71 (I can't say for sure-I've slept too much since then...)
I'd enjoy hearing from anyone in the "J squadrons"- I worked both OMA & IMA in the 76 Shop; I also worked on the ALT-6B, ALT-19, & ALE-32 chaff pods.
I was in J-2 from April '70-March '71; the 76 Shop NCOIC was SSgt. L.O. Green (later, SSgt. Vic Oliver was our NCOIC), and our CO was LtCol. Jimmie Green. "Top Robbie" was the Maintenance Chief, if I remember correctly... Bruce Lindsey, Butch Landers, Al Stahl, Johnnie Campbell, & Pete Chervoni were some of the guys in the 76 Shop. Pete Fox was our Raytheon Tech Rep.
Got my WestPac orders in March '71- after Staging Bn, I was with J-1 from April '71- April '72 (in July '71 J-1 was moved from MAG-12 to MAG-15, and most, if not all of us Avionics guys were transferred to H&MS-15, although we always still considered ourselves to be in J-1). Gunny Chuck Wellborn was our NCOIC- a great guy!
Back to the world in April '72 to J-3 in El Toro- requested and got TAD orders back to WestPac in June '72 (Gunny P.B. Jones was NCOIC and he & I "didn't care much for each other"...). Stayed TAD for approx. 6 months and reported back to J-3 in January '73. I was immediately shitcanned to Police Sgt. for the squadron until I searated in June '73 (Gunny Jones was still NCOIC when I got back to CONUS).
12/17/2014 @ 08:21 [ref: 68827]
| Leon Suchorski|
| Tony Rojas is a little confused in his old age, as I was in VMCJ-2 from June 1966, until August 1968. And then went to Danang in 1969 with VMCJ-1. I was factory trained by the tech-reps while we were at Cherry Point. The ALQ-86 was never on the RF-4Bs, as they were photo recon aircraft. The ALQ-86 was only on the EA-6As. I found it funny that in all of the pictures of the EA-6A that MCARA uses, it is CY-24. You see this bird had always been a problem bird, and some called it a jinx. Then it was Trans-Pac'd to Nam, where they rechristened it RM-00. But it didn't take long before it was barged out of there because of problems. Remember that, Tony? |
09/08/2013 @ 10:09 [ref: 68054]
| Ken Martin|
| Photo Trivia
In the photos below, A/C BuNo 156988 is shown two times almost 30 years apart.
First photo is by Craig McGlinn. A/C is RM-8 with VMCJ-1 in Danang.
Second photo is by TP McMannus. A/C is labled as BuNo 156988 with VAQ-33 in 1995.
09/27/2012 @ 10:58 [ref: 67257]
| Ken Martin|
| Gregory, sorry to see that you disliked VNCJ-1 so much. When we left Danang in July 1970 we had a very effective and motovated squadron. As to your question, Capt Christensen was in BUNO 156979 (RM-1 when I left in Dec 70)when it went down. You were in RM-3, 156983 as wingman. RM-3 was the hanger queen while I was there. The first flight I saw it take was when we flew it out of Danang goint to Iwakuni. It had a cracked wing so it must have been through NARF by then.
VMCJ-1, while in RVN, was a very professional and effective squadron. It arrived in country in 1965 with RF-8 and EA-6B a/c and transitioned to RF-4B and EA-6A's. We left in July 70 without an in flight accident. Pretty good record for 5 yrs flying 4 different aircraft.
I knew Chuck in RVN as a LT
09/26/2012 @ 12:53 [ref: 67254]
| GARRY ARNDT|
| To Steve Vaughn Is the C-130 a "Marine" bird ?
9816 is the tail # on Marine C-130 at end of
movie " Heartbreak Ridge " ( Clint Eastwood )
07/17/2012 @ 19:21 [ref: 63463]
| Tony Rojas|
| Worked in ECM shop at VMCJ-2 in 1966 till 1968 then went to DaNang till June of 1969. The electronics on these aircraft was so advanced that I was able to use what I learned from them for a lifetime. I worked with the old pods ALQ-31 on
Willys and ALQ-76 and ALE-43 and other active ECM systems on the EA6-A's and the ALQ-86 on RF4-B. I have been back to Cherry Pt. and saw the birds I worked on are now museum pieces. I take great pride in having worked on these birds and only the Marine Corps could have made them a success.
11/17/2011 @ 04:32 [ref: 50260]
| GREGORY D LINEHAN|
| I was ECMO with Capt Stout in RM 03 the morning we lost Leet and Christensen in the Gulf. We were their wingman. Anybody know the tail no. of the bird they were in? I can't remember that part of that sad day. The lack of training of the air crews was criminal. Squadron kind of run by pilots who could give a shit if the right side worked so long as they got their hookers. Above comments do not apply Stout, Carlton or other junior officers.
OK let's go against the NVA never having seen a Fan Song on an ALQ 86. Never having had ECMO's jamming performance instructed or evaluated. We were combat "qualified" in J2 with iron birds. No working systems. One hop every week or two really builds airmanship. Absolutely no J1 attack fleet support exercises. What a bunch of amatuers. Bishop, if your out there keep on kissin' ass.
03/26/2011 @ 19:06 [ref: 37111]
| Dave Garvey|
| Don't think the actual designation for the EA-6A was Prowler, that was the EA-6B. Only saw a few while on active duty. |
02/03/2011 @ 06:37 [ref: 35923]
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