Derived from the E-2 Hawkeye, the C-2A was prized for its ability to operate reliably from the deck of an aircraft carrier.

A C-2A Greyhound from Fleet Logistics Support Squadron 40 (VRC-40), the “Rawhides,” made its final in-service flight last week, landing at Naval Air Station (NAS) Pensacola’s Sherman Field in Florida—closing the book on the C-2A’s service for the US Navy.

The aircraft was given a much-deserved hero’s sendoff, participating in a formation flight with the Navy’s Blue Angels demonstration team, before being greeted by nearly 6,000 onlookers at the National Naval Aviation Museum (NNAM). That particular Greyhound, which took off from Naval Station Norfolk, Virginia, won’t fly again. Instead, it will have a place of honor in the museum’s collection; it is expected to go on public display in 2027, highlighting the role the aircraft has played over the past six decades.

The C-2A Was the US Navy’s Specialty Cargo Aircraft for Decades

The C-2A Greyhound has been a reliable and yet largely unsung workhorse for the United States Navy since its introduction in 1966. The twin-engine, high-wing cargo aircraft almost certainly may seem a bit of an anachronism landing on the deck of a modern supercarrier, operating alongside the F/A-18 Super Hornet and F-35C Lightning II fighter aircraft.

Yet the Greyhound had remained the primary transport for high-priority cargo, mail, and passengers from short bases to the carriers, as no aircraft could do it quite as well. In addition to its 10,000-pound cargo capacity, which allowed it to haul complete jet engines, it could transport up to 28 passengers straight from land bases to a supercarrier’s flight deck. It was even designed with an in-flight open-ramp option that allowed for the parachuting of supplies or personnel mid-flight.

“When a C-2 appears on the horizon, it brings with it far more than just cargo,” NNAM Deputy Director Hill Goodspeed said in a Navy media release.

“Every single mission carries a deep, personal meaning for someone aboard the carrier. For a nervous new Sailor, that trap represents the excitement of arriving for their first fleet assignment. For a seasoned master chief, it is the final catapult shot before a hard-earned retirement,” Goodspeed said. “It is the joyous flight ferrying a Sailor home to a waiting family, or the delivery of a simple, handwritten letter from a loved one that restores morale during a grueling deployment. In its most urgent capacity, the Greyhound serves as a flying ambulance, executing a life-saving medical evacuation that ensures an injured service member lives to see tomorrow. No other aircraft in the history of Naval Aviation carries so many personal memories for as many people as the C-2.”

The C-2A Greyhound’s Specifications

• Manufacturer: Grumman (now Northrop Grumman)
• Year Introduced: 1966
• Number Built: 56 (~15 still in service)
• Length: 56 ft 10 in (17.3 m)
• Wingspan: 80 ft 7 in (24.5 m)
• Weight (MTOW): 57,500 to 60,000 lbs (depending on carrier vs. field operations)
• Engine(s): Two Allison T56-A-425 turboprop engines (4,600 shp each)
• Top Speed: ~343 knots (395 mph, 635 km/h)
• Range: 1,000 nautical miles (~1,150 mi, 1,852 km)
• Service Ceiling: 30,000 ft (9,144 m)
• Loadout: Can carry 10,000 lb (4,535 kg) cargo, up to 26 passengers or 12 litter patients
• Crew: 4 (2 flight crew, 2 loadmasters)

As Other Navy Planes Have Come and Gone, the C-2A Has Stayed

The C-2A Greyhound is a derivative of the Grumman E-2 Hawkeye, developed specifically for COD missions. The aircraft took its maiden flight in November 1960, and achieved initial operational capability (IOC) in 1966. According to the US Navy, the Greyhound fleet made more than 250,000 carrier landings, where it transported millions of personnel and ferried more than 100 million pounds of cargo.

When the Greyhound first entered service, the United States was engaged in the Vietnam War, and the US Navy’s primary carrier-based fighters were the F-8 Crusader and F-4 Phantom II. The C-2A has remained throughout the entirety of the F-14 Tomcat era.

However, the Greyhound is showing its age and has been fully replaced by the more advanced CMV-22B Osprey tiltrotor aircraft for Carrier Onboard Delivery (COD) missions. Supporters of the Osprey claim it offers greater operational flexibility, noting its vertical takeoff and landing capability and modern logistics support. Moreover, the old C-2As, which first entered service in 1966, have endured six decades in a harsh saltwater environment, making the ongoing maintenance and manual flight operations increasingly intensive for the sea service.

“The retirement of the Greyhound also ends an era of enlisted aircrew flying in aircraft equipped with tailhooks,” said Goodspeed. “The service of these Sailors dates to before World War II when enlisted men began flying as gunners in carrier-based bombing and torpedo aircraft.”

About the Author: Peter Suciu

Peter Suciu has contributed to dozens of newspapers, magazines and websites over a 30-year career in journalism. He regularly writes about military hardware, firearms history, cybersecurity, politics, and international affairs. Peter is also a contributing writer for Forbes and Clearance Jobs. He is based in Michigan. You can follow him on Twitter: @PeterSuciu. You can email the author: Editor@nationalinterest.org.

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