![]() ![]() About half of the A-6As (240 in all) were later upgraded to A-6E format. 19 A-6As were converted to A-6Bs, 12 were converted to A-6Cs, 90 became KA-6D tankers, and 13 were converted to EA-6As. Most A-6As were fitted with a non-retractable refuelling probe, mounted immediately in front of the cockpit.Ī total of 488 A-6As (including the prototypes) were built before production switched over to the A-6E version in December of 1970. On September 18, 1962, the A2F-1 was redesignated A-6A. Initial deliveries to the training squadron VA-42 at NAS Oceana in Virginia began in February of 1963. While the problems with the DIANE system were being worked on, carrier trials began aboard the USS Enterprise in December of 1962. Initial assignment to the fleet was delayed by almost a year while the problems with the DIANE system were identified and fixed. As expected for such a complex system, the DIANE system had lots of teething troubles and was initially quite unreliable. The fourth aircraft (BuNo 147867) was the first airplane to be fitted with the full set of avionics. It carried no radar, and was equipped with only enough electronic equipment to allow for safe flight. The first example (BuNo 147864), powered by a pair of YJ52-P-6 engines, was rolled out at Bethpage on April 14, 1960. Since the aircraft was strictly subsonic, complex variable-geometry intakes were not required, and the intakes were simple D-shaped inlets with a small, fixed splitter plate to separate out the fuselage boundary layer air. Since supersonic performance was not called for, the aircraft was powered by a pair of non-afterburning Pratt & Whitney J52 turbojets mounted on the lower corners of the central part of the fuselage, fed by large intakes mounted on the lower sides of the forward fuselage. An ability to take off and land in short distances was required, as was a top speed of at least 500 knots and a mission radius of at least 300 nautical miles. The request was accompanied by Type Specification 149, which asked for a two-seat aircraft capable of performing in all-weather conditions. Thanks again Tommy for another interesting post.The Grumman A2F (A-6) Intruder was the result of a February 1957 Navy request for proposals for a replacement for the Douglas AD Skyraider in both the Navy and the Marine Corps. I can't find any details about when this took place and whether early aircraft received the upgrade. One more observation.at some point during A-6A production raised plates (belly armor?) started to appear on the engine access panels. I can't tell the difference from looking at photos, however. The same source also mentions the adoption of the "heavier nose wheel" (of the EA-6B) beginning with 154170. Earlier aircraft were re-fitted at overhaul. ![]() 252, by Kurt Miska, indicates the change from black to white began with BuNo 155628 - the 359th A-6A. Regarding the nose radomes, Aircraft Profile no. And almost certainly, by the late 1970's, any of these airframes (save the tankers and the electronic warfare conversions) still in fleet service had been upgraded to Echo status. Grumman's paint shop practices didn't help either, as the aircraft type block was stenciled in tiny one inch yellow font on the rear fuselage, difficult or impossible to discern from period photographs!īut one thing is for sure: if the tail number is 158xxx or higher, it's a new build A-6E.ġ57xxx and earlier began life as Alpha models. These upgraded airframes retained their original tail numbers however, making positive identification tricky, at least during the mid seventies, as you allude to. 240 A-6As were rebuilt to Echo standards (and re-designated as A-6Es) from 1972 to 1977. ![]() The last Alpha model produced was 157029. Thanks for taking this on Tommy - a rather daunting task given the subtle complexities, overlaps, and exceptions to the rules!Īs you point out, BuNo 158041 was the first new build A-6E. ![]()
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