Grumman Greyhound

The Grumman C-2 Greyhound is a twin engine, high wing cargo aircraft, designed to carry supplies, mail, and passengers to and from aircraft carriers of the United States Navy.

Its primary mission is carrier onboard delivery (COD).

The aircraft provides critical logistics support to carrier strike groups.

The aircraft is mainly used to transport high-priority cargo such as jet engines and special stores, mail, and passengers between carriers and shore bases.

Prototype C-2s first flew in 1964, and production followed the next year.

The initial Greyhound aircraft were overhauled in 1973.

In 1984, more C-2As were ordered under designation Reprocured C-2A or C-2A(R).

In 2010, all C-2A(R) aircraft received updated propellers (from four to eight blades) and navigational updates (glass cockpit).

Starting in 2020, the U.S. Navy will start to replace the remaining 27 C-2As with 38 CMV-22Bs, expecting to fully replace the C-2 fleet by 2024.

The C-2 Greyhound, a derivative of the E-2 Hawkeye, shares wings and engines with the E-2, but has a widened fuselage with a rear loading ramp.

The first of two prototypes flew in 1964.

After successful testing, Grumman began production of the aircraft in 1965.

The C-2 replaced the piston-engine Grumman C-1 Trader in the carrier onboard delivery (COD) role.

The original C-2A aircraft were overhauled to extend their operational life in 1973.

Powered by two Allison T56 turboprop engines, the C-2A can deliver up to 10,000 pounds (4,500 kg) of cargo or up to 28 passengers and is normally configured for a cargo/passenger mix.

It can also carry litter patients in medical-evacuation missions.

A cage system or transport stand restrains cargo during carrier launch and landing accelerations to prevent weight redistribution, which might adversely affect in-flight stability.

The large aft cargo ramp and door and a powered winch allow straight-in rear cargo loading and unloading for fast turnaround.

The Greyhound’s ability to airdrop supplies and personnel, fold its wings, and generate power for engine starting and other uses provide an operational versatility found in no other cargo aircraft.

Some parts commonalities with the E-2 Hawkeye and the Grumman A-6 Intruder ease logistics support.

A single vertical stabilizer large enough for adequate directional control would have made the aircraft too tall to fit on an aircraft carrier hangar deck.

The four-stabilizer configuration has the advantage of placing the outboard rudder surfaces directly in line with the propeller wash, providing effective yaw control down to low airspeeds, such as during take-off and landing.

The inner-left stabilizer lacks a rudder, and has been called the “executive tail”, as it has nothing to do compared to the other three.

A single C-2 (2797) was equipped with an air-to-air refuelling probe, but this was not installed in other aircraft.

In 1984, the Navy ordered 39 new C-2A aircraft to replace older airframes.

Dubbed the Reprocured C-2A or C-2A(R) due to the similarity to the original, the new aircraft has airframe improvements and better avionics.

The older C-2As were phased out in 1987, and the last of the new models was delivered in 1990.

The 36 C-2A(R)s underwent a critical service life extension program (SLEP).

The C-2A(R)’s lifespan was 10,000 hours, or 15,000 carrier landings; plans require the C-2A to perform its mission supporting battle group operational readiness through 2015.

The lower landing limit was approaching for most airframes, and the SLEP will increase their projected life to 15,000 hours or 36,000 landings.

Once complete, the SLEP will allow the 36 aircraft to operate until 2027.

The SLEP includes structural improvements to the centre wing, an eight-bladed NP2000 propeller, navigational upgrades including the addition of GPS and the dual CAINS II navigation system, the addition of crash-survivable flight-incident recorders, and a ground proximity warning system.

The first upgraded C-2A(R) left NAVAIR Depot North Island on 12 September 2005, after sitting on the ground for three and a half years while the SLEP was developed and installed.

All aircraft were to receive the SLEP by 2015.

Variants

YC-2A Prototype

Two converted from E-2A Hawkeyes with redesigned fuselage

C-2A

Production variant.

C-2A(R)

“Re-procured” C-2A with improved systems based on the E-2C variant.

Specifications

Crew

2 flight crew and 2 loadmasters

Capacity

26 passengers / 12 stretcher patients / 10,000 lb (4,536 kg) payload

Length

56 ft 10 in (17.32 m)

Wingspan

80 ft 7 in (24.56 m)

Height

15 ft 10.5 in (4.839 m)

Wing area

700 sq ft (65 m2)

Airfoil

Root

NACA 63A216.

Tip

NACA 63A414

Empty weight

33,746 lb (15,307 kg)

Gross weight

49,394 lb (22,405 kg)

Max take-off weight

60,000 lb (27,216 kg)

Powerplant

2 × Allison T56-A-425 turboprop engines,

4,600 shp (3,400 kW) each

Propellers

8-bladed UTC Aerospace Systems NP2000

Performance

Maximum speed

343 kn (395 mph, 635 km/h) at 12,000 ft (3,658 m)

Cruise speed

251 kn (289 mph, 465 km/h) at 28,700 ft (8,748 m)

Stall speed

82 kn (94 mph, 152 km/h)

Range

1,300 nmi (1,500 mi, 2,400 km) with 10,000 lb (4,500 kg) load,

Or

1,500 nmi (2,800 km; 1,700 mi) with light load

Ferry range

2,000 nmi (2,300 mi, 3,700 km) with internal fuel package

Service ceiling

33,500 ft (10,200 m)

Rate of climb

3,700 ft/min (19 m/s) (at sea level)

Wing loading

77.6 lb/sq ft (379 kg/m2).