My first cruise as a nuggetbpilot was in DetD on the Connie. I was a 22 year old Ensign. Lcdr Conboy was OinC...he passed away years ago.
Ross Kells, e-mail, 25.11.2015 19:48
I flew the E-2C with VAW-116 (Sunkings) on the Ranger and Kittyhawk from 82-85. I then went on to fly the Hawkeye for US Customs in the late 80's out of Corpus Christi. They were considered a stop-gap while the round radar was being tested on the P-3AEW. Good times!
Robert Meyer, e-mail, 10.07.2014 22:50
I worked Avionics with the USMC / USMCR from 1984 to 1988, and then as a reservist several years later. Earned a BSEE in 1991, and supported the development of the CNS/ATM upgrade in the following airfrrames. P-3, C-2A, E-2C, to name a few. yes, the GNS-530 was part of this upgrade, however flat panel glass was also part of the solution via Rockwell Collins Displays, and along with a military GPS / INU system. The issue with the GNS-530 GPS RX is it does not have any ani spoofing capabilities and can be easily jammed. Unlike military GPS RX's, which can play through some environments where the GPS signal is being jammed by those seeking to remove the GPS NAV capability from the military customers.
Wendell Olson, e-mail, 31.03.2014 20:32
Great memories! I worked as AMS from mid 73 to Jan 77. RVAW-110. Worked the A-3s,P-,3s,C-118s in Alameda Overhaul afterwards, then with A&P lic, the T-56/D-501s at Alameda National Airmotive teardown/assembly for awhile.
Mark Johnson, e-mail, 24.01.2013 15:51
Loved the E2-C HAWKEYE. Worked on them (ADJ) from 1976-1981 RVAW 120 NAS Norfolk. Great Aircraft . Would love to hear from some of my shipmates that served in the Squadron at that time
Jim McIntyre, e-mail, 23.11.2012 04:28
A great career in both E-1 and E-2; OINC of VAW -11 det Golf aboard the Oriskany and VAW-116 on the Coral Sea--CO of VAW-110 At Noris--Great group of professionals-
Master Chief William O'Donnell, e-mail, 31.05.2012 04:44
I was a NFO with the E-2C for over ten years. ( Enlisted could fly then). I became the primary flight instructor with Grumman when the Coast Guard accured the aircraft. I flew over 200 drug interdition missions with the Coast Guard as the CICO & flight instructor. We pissed off the Cartel and all had a price on our heads. We cost them Billions and enjoyed our job and kicked ass. When I retired from the Navy I never thought I would fly again, but Grumman made me an offer I couldn't refuse, to fly again. It took about 2 seconds to make up my mind and my career was set. I also did "Black" projects with the E-2C in the desert. That was neat...Sorry - no comment... I am retired now from both the Navy & Grumman ( Northrop-Grumman), but I am still an Grummanite...and always will be. God Bless America.
terry hargis, e-mail, 10.04.2012 23:34
came to vaw 11 after A school, was in det delta for the first west pac cruise on the constellation,was still in delta when we chopped into vaw-113 made 2 more west pac`s,still have the 1966 cruise book.LCDR. T.W. CONBOY was the skipper,air wing 15 CO was CDR J.D.WARD
Rich Lundgren, e-mail, 02.12.2011 22:27
Started w/E2Bs @ RVAW-110, NAS North Island in 75 as a Aviation Electronics Tech, then moved to NAS Miramar when the Hawkeyes relocated. Went on to VAW-116 Sunkings 76-79 (USS Nimitz maiden voyage and USS Zippo cruises)then on to AIMD, Hawkeye Avionics, 79-81. Glad to see some avionics mods finally getting installed. Who can ever forget "The Hummer."
russ, e-mail, 12.11.2011 17:05
Man..my business partner flew the E2A off the USS Randolph. He just turned 70 and I want to get him some memory of this plane and possibly ship in the form of a great photo to be framed. Does any one have any ideas as to what a retired Navy Officer would like relative to his plane and ship? thanks so much
Jerry Chancellor, e-mail, 21.05.2011 23:42
Hey Guys, What was the normal cruise fuel consumption again, particularly the Bravo. 2,000#/hr?
Bob Papaleo, e-mail, 03.03.2011 05:08
I was involved at Grumman on this aircraft from its inception as the W2F to its production as the E2C.Through this period I served in many functions.Electronic tech.,RFI/EMC Systems Engineer and Grp.Ldr.,Sub-Contract Mgr., Flight Test Project Engr.,Program Manager. I have about 500 hours flight time in E2 aircraft, including some carrier ops flight time.I had the honor of working with some the finest,talented,dedicated people during my tenure at Grumman. Most especially, with those who worked in final assembly Plants 4/2.
Jay Sprague, e-mail, 26.02.2011 06:36
I've heard good things about this airplane...
Vic Calderon, e-mail, 18.02.2011 05:58
My twilight tour was with VAW-88 @ Miramar as the QA Senior Chief. Great aircraft to maintain. Left four out of four up the day before I retired.
Russ, e-mail, 25.01.2011 21:05
There was also a C2A version of the E2A. It was like a small C130 that could operate from a carrier. I did some flight tests at Grumann in the 70's when I worked for Allison. On one flight, we had no copilot and Irode in his seat.
Dan DeNayer, e-mail, 08.01.2011 18:51
VAW-123 1993-1995 Good times as a AMS on this pig.
Chuck Meyer, e-mail, 04.01.2011 06:21
VAW-11 Det Mike to VAW 112. NAS North Island. Enlisted, CD tech. Not much room for a 6' 1" person to stand up inside. Deployed on CVAN 65, USS Enterprise. Cruse 1 '66-'67; cruse 2, '67-'68. Was on board when North Korea captured the USS Pueblo, January 1968, cold so very cold on the flight deck.
Danny Ruffin, e-mail, 04.11.2010 18:30
Hello to All--I first flew the E-2 in June, 1971, as a newly minted Naval Aviator. Initial training at RVAW-120 in Norfolk and then assigned to VAW-125. I flew with Mark Harrison (noted above) on two extended Med. deployments aboard the USS John F. Kennedy. After a long period of time away from naval aviation I have been the simulator instructor at Point Mugu for E-2C flight crews for the past ten years; the plane has not changed much with respect to the pilots. The 8-blade props have made the plane quieter and have less vibration; recent installation of a Garmin-530 GPS finally allow E-2 pilots to do more than TACAN & PAR approaches; and the electronic flight displays will be the first primary flight instrument improvements since the plane was first introduced. The plane now weighs 55,000 pounds. The E-2D is expected to be around 59,000; same airframe and engines as the E-2C (T56-427) and rated at 5100 HP.
tom johnson, e-mail, 31.10.2010 04:36
I joined the E2A squadron VAW12 in Norfolk on Jan.1966. This squadron was renamed RVAW 120. We supplied the fleet with aircraft and crews. If anybody out there is/or was station there during these years, I would be happy to hear from you. TOM
tom johnson, e-mail, 31.10.2010 04:34
I joined the E2A squadron VAW12 in Norfolk on Jan.1966. This squadron was renamed RVAW 120. We supplied the fleet with aircraft and crews. If anybody out there is/or was station there during these years, I would be happy to hear from you. TOM
Don Safer, e-mail, 17.10.2010 20:11
I reported to VAW-11, North Island NAS, as a newly minted Aviation Radar Technician in February of 1964, two or three weeks after the first E-2A Hawkeye, alias Super Fudd. I was with the first operational deployment of the E-2A, Det Charlie, aboard The USS Kitty Hawk in October of 1965. Details and photos of my time with VAW-11 can be found at my donsafer dot com site.
Daniel Piippo, e-mail, 15.10.2010 15:11
I have been involved with the E-2 since 1979. Started doing Mods. in Norfolk VA, went to Egypt to train Egyptian maintainers in the Eighties, then to Pax. River to support Hawkeye flight testing until my retirement in 2010.
billy newman, e-mail, 06.10.2010 04:55
THE E2 IS A GRAND LADY AND I WAS PROUD TO WORK ON HER. I WORKED ON #A1 IN 1972 TILL I RETIRED IN 2007 I TRAVELED EXTENSIVELY AROUND THE WORLD. I ALSO WORKED WITH SOME OF THE BEST MECHANICS IN THE BUSINESS.THANKS AGAIN HUMMER.
Pete Foster, e-mail, 04.10.2010 03:40
The E2 is still being manufactured in 2010. The E2D prototypes are flying and the production line is gearing up for its new contract of 7 aircraft. The new version has replaced the 4 blade prop with an 8 blade and the cockpit indicators are replaced with 3 computer displays. Needless to say, the avionics packages are completely new also.
stu evans, e-mail, 21.09.2010 21:11
I was among the first cadre of nuggets to fly the E-2. We had a great squadron of highly trained pilots ( VAW-11). The Hawkeye did have some tail crack problems in the mid-60's. Once on the Ranger the entire empennage separated from the aircraft after trapping. Often, the early pilots flew the old bird quite aggresssively which probably did not help the tail assembly. Looks like the E-2 will be the longest prodction carrier aircraft in Naval Aviation history...going on 50 years soon. The old INS was unreliable at times which caused some concern when flying over Yankee station back in the Vietnam days. Luckly we had the DaNang tacan for fix up-dates or Boc Lon Island could be used until it became too hot to fly over. Interesting times....
Swamp, 25.06.2010 06:34
The E-2A and B used Aeroproducts metal props (Aeroproducts division of GM's Allison.) Some old time mechs told me these props were very prone to fling a blade.
From the web: As the turbo-prop era evolved in the late 1950s, the Aeroproducts hollow-bladed propellers featured self-feathering, reverse pitch, synchronizing/synchrophasing, and electric de-icing. These units were used on the Allison T-56 turboshaft powered Lockheed L-188 Electra, Convair 580, Grumman E2A Hawkeye, and Lockheed C-130A aircraft. The last Aeroproducts propeller unit was delivered in 1974, and the final blade was plated in the Indianapolis Plant 5 on January 12, 1977, marking the end of Aeroproducts propeller line.
Mark M. Harrison, e-mail, 26.02.2010 08:14
Jim, the initial prop system on the E-2 and C-2 was the Allison prop. The Ham standard prop didn't hit the fleet until 1975. I know that because I was the C-2 Model Manager from 1974 to 1976. I also flew with Walt Berndt- the Grumman E-2/C-2 test pilot-on the initial testing of the Ham-standard prop. That took place in the Phillipines at VRC-50 in Feb. 1975. If you have any questions, give me a call. 952-474-5623 I have well over 1000 hours of PIC in the C-2, and close to 600 hours in the E-2. I also have 600 hours plus in the A-3 Skywarrior, and the A-4 Skyhawk.
jim bennett, e-mail, 11.08.2008 18:42
initial propeller system = Hamilton Standard model 54460 current propeller system = Hamilton Standard NP2000
