| E-2 Hawkeye | |
|---|---|
 An E-2D Advanced Hawkeye conducts aflight test | |
| General information | |
| Type | Airborne early warning and control |
| National origin | United States |
| Manufacturer | Grumman Northrop Grumman |
| Status | In service |
| Primary users | United States Navy See§ Operators |
| Number built | 313 (total); 88 (E-2D)[1] |
| History | |
| Manufactured | 1960–present |
| Introduction date | January 1964 |
| First flight | 21 October 1960 |
| Developed into | Grumman C-2 Greyhound |
TheNorthrop Grumman E-2 Hawkeye is an American all-weather,carrier-capable, tacticalairborne early warning (AEW) aircraft. This twin-turboprop aircraft was designed and developed during the late 1950s and early 1960s by theGrumman Aircraft Company for theUnited States Navy as a replacement for the earlier, piston-enginedE-1 Tracer, which was rapidly becoming obsolete. The aircraft's performance has been upgraded with the E-2B and E-2C versions, where most of the changes were made to theradar andradio communications due to advances inelectronicintegrated circuits and other electronics. The fourth major version of the Hawkeye is theE-2D, which first flew in 2007. The E-2 was the first aircraft designed specifically for AEW, as opposed to a modification of an existing airframe, such as theBoeing E-3 Sentry. Variants of the Hawkeye have been in continuous production since 1960, giving it the longest production run of any carrier-based aircraft.
The E-2 also received the nickname "Super Fudd"[2] because it replaced the WF (later E-1) "Willy Fudd". In recent decades, the E-2 has been commonly referred to as the "Hummer" because of the distinctive sounds of its turboprop engines, quite unlike that ofturbojet andturbofan jet engines. In addition to U.S. Navy service, smaller numbers of E-2s have been sold to the armed forces ofEgypt,France,Israel,Japan,Mexico,Singapore, andTaiwan.Grumman also used the basic layout of the E-2 to produce theGrumman C-2 Greyhound cargo aircraft.
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Continual improvements in airborne radars through 1956 led to the construction of AEW airplanes by several different countries and several different armed forces. The functions of command and control and sea and air surveillance were also added. The first carrier-based aircraft to perform these missions for the U.S. Navy and its allies was theDouglas AD Skyraider, which was replaced in US Navy service by theGrumman E-1 Tracer, which was a modified version of theS-2 Tracker twin-engined,antisubmarine warfare aircraft, where the radar was carried in an aerofoil-shaped radome carried above the aircraft's fuselage.[3]
In 1956, the U.S. Navy developed a requirement for an AEW aircraft where its data could be integrated into theNaval Tactical Data System aboard the Navy's ships, with a design from Grumman being selected to meet this requirement in March 1957.[4] Its design, initially designated W2F-1, but later redesignated the E-2A Hawkeye, was the first carrier plane that had been designed from its wheels up as an AEW and command-and-control airplane. The design engineers at Grumman faced immense challenges, including the requirement that the aircraft be able to operate from the older modifiedEssex-class aircraft carriers. These vessels were built during World War II and were smaller than modern carriers, being later modified to allow them to operate jet aircraft. Consequently, various height, weight, and length restrictions had to be factored into the E-2A design, resulting in some handling characteristics that were less than ideal. However, the E-2A never operated from the modifiedEssex-class carriers.
The first prototype, acting as an aerodynamic testbed only, flew on 21 October 1960. The first fully equipped aircraft followed it on 19 April 1961, and entered service with the US Navy as the E-2A in January 1964.[5] By 1965, the project had accumulated so many development issues that it was cancelled after 59 aircraft had already been built. In particular, difficulties were being experienced due to inadequate cooling in the closely packed avionics compartment. Early computers and complex avionics systems generated considerable heat and could fail without proper ventilation. These issues continued long after the aircraft entered service. At one point, reliability was so bad that the entire fleet of aircraft was grounded.[citation needed]
After Navy officials had been forced to explain to Congress why four production contracts had been signed before avionics testing had been completed, action was taken; Grumman and the US Navy scrambled to improve the design. The unreliable rotary drum computer was replaced by aLitton L-304 digital computer[6][7] and various avionics systems were replaced – the upgraded aircraft were designated E-2Bs. In total, 49 of the 59 E-2As were upgraded to E-2B standards. These aircraft replaced the E-1B Tracers in the various US Navy AEW squadrons.[citation needed]
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Although the upgraded E-2B was a vast improvement on the unreliable E-2A, it was an interim measure. The US Navy knew the design had much greater capability and had yet to achieve the performance and reliability parameters set out in the original 1957 design. In April 1968, a reliability improvement program was initiated. In addition, now that the capabilities of the aircraft were starting to be realized, more were desired; 28 new E-2Cs were ordered to augment the 49 E-2Bs that would be upgraded. Improvements in the new and upgraded aircraft were concentrated in the radar and computer performance.[citation needed]
Two E-2A test machines were modified as E-2C prototypes, the first flying on 20 January 1971. Trials proved satisfactory, and the E-2C was ordered into production. The first production aircraft performed its initial flight on 23 September 1972. The original E-2C, known as Group 0, consisted of 55 aircraft; the first aircraft became operational in 1973 and began serving on carriers in the 1980s and 1990s, until they were replaced in first-line service by Group II aircraft. The US Navy Reserve used some aircraft for tracking drug smugglers. The type was commonly used in conjunction withGrumman F-14 Tomcat fighters, monitoring airspace and then vectoring Tomcats over theLink-4A datalink to destroy potential threats with long-rangeAIM-54C Phoenix missiles.[citation needed]
The next production run, between 1988 and 1991, had 18 aircraft built to the Group I standard, which replaced the E-2's older APS-125 radar and T56-A-425 turboprops with their successors, the APS-139 radar system and T56-A-427 turboprops. The first Group I aircraft entered service in August 1981. Upgrading the Group 0 aircraft to Group I specifications was considered, but the cost was comparable to a new production aircraft, so upgrades were not conducted. Group I aircraft were only flown by the Atlantic Fleet squadrons. This version was followed within a few years by the Group II, which had the improved APS-145 radar. Fifty Group II aircraft were delivered, 12 being upgraded Group I aircraft. This new version entered service in June 1992 and served with the Pacific and Atlantic Fleet squadrons.[citation needed]
By 1997, the US Navy intended that all front-line squadrons would be equipped, for a total of 75 Group II aircraft. Grumman merged with Northrop in 1994 and plans began on the Group II Plus, also known as the Group II/NAV upgrade. This kept the same computer and radar as the Group II while upgrading the pilot avionics, such as replacing the mechanical inertial navigation system (INS) with a more reliable and accurate laser Ring Gyroscope-driven INS, installing dual multifunction control display units (vs. one in the Group II) and integrating GPS into the weapons system. A variant of the Group II with upgrades to the mission computer andcombat information center (CIC) workstations is referred to as the MCU/ACIS; these were produced in small numbers due to production of the Hawkeye 2000 soon after its introduction. All Group II aircraft had their 1960s-vintage computer processors replaced by a mission computer with the same functionality via modern computer technology, referred to as the GrIIM RePr (Group II Mission Computer Replacement Program, pronounced "grim reaper").[8]
Another upgrade to the Group II was the Hawkeye 2000, which featured the same APS-145 radar, but incorporated an upgraded mission computer and CIC workstations (Advanced Control Indicator Set or ACIS and carries the U.S. Navy's new CEC (cooperative engagement capability)data-link system. It is also fitted with larger-capacity, vapor-cycle, avionics cooling system. Starting in 2007, a hardware and software upgrade package began to be added to existing Hawkeye 2000 aircraft. This upgrade allowed faster processing, double-current trackfile capacity, and access to satellite information networks. Hawkeye 2000 cockpits being upgraded included solid-state glass displays and a GPS-approach capability.[9] The remaining Hawkeye Group II NAV Upgrade aircraft received GPS approach capability, but did not get the solid-state glass displays.[citation needed]
In 2004, the E-2C's propeller system was changed; a new eight-bladed propeller system named NP2000 was developed by theHamilton-Sundstrand company to replace the old four-bladed design. Improvements included reduced vibrations and better maintainability as a result of the ability to remove prop blades individually instead of having to remove the entire prop and hub assembly.[10] The propeller blades are of carbon fiber construction with steel leading-edge inserts and deicing boots at the root of the blade.[11]
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The E-2 was once considered for replacement by the "Common Support Aircraft", but this concept was abandoned. The latest E-2 version is the E-2D Advanced Hawkeye, which features an entirely new avionics suite, including the newAN/APY-9 radar, radio suite, mission computer, integrated satellite communications, flight management system, improved T56-A-427A engines, aglass cockpit, andaerial refueling.[12][13] The APY-9 radar features anactive electronically scanned array (AESA),[14] which adds electronic scanning to the mechanical rotation of the radar in its radome. The E-2D includes provisions for the copilot to act as a "tactical 4th operator" (T4O), able to reconfigure the main cockpit display to showradar,IFF, andLink 16 (JTIDS) or CEC and to access all acquired data. The E-2D's first flight occurred on 3 August 2007.[15] On 8 May 2009, an E-2D used itsCooperative Engagement Capability system to engage an overland cruise missile with aStandard Missile SM-6 fired from another platform in an integratedfire-control system test.[citation needed] These two systems will form the basis of the Naval Integrated Fire Control – Counter Air (NIFC-CA) when fielded in 2015; the USN is investigating adding other systems to the NIFC-CA network in the future.[16]
TheAPY-9 radar has been suspected of being capable of detecting fighter-sized stealth aircraft, which are typically optimized against high frequencies such asKa,Ku,X,C, and parts of theS-bands. Small aircraft lack the size or weight allowances for all-spectrum, low-observable features, leaving a vulnerability to detection by theUHF-band APY-9 radar, potentially detectingfifth-generation fighters including the RussianSukhoi Su-57 and the ChineseChengdu J-20 andShenyang J-31. Historically, UHF radars had resolution and detection issues that made them ineffective for accurate targeting and fire control; Northrop Grumman and Lockheed claim that the APY-9 has solved these shortcomings by using advanced electronic scanning and high digital computing power via space/time adaptive processing. According to the Navy's NIFC-CA concept, the E-2D could guide fleet weapons, such asAIM-120 AMRAAM and SM-6 missiles, onto targets beyond a launch platform's detection range or capabilities.[17]
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Deliveries of initial-production E-2Ds began in 2010.[18] On 4 February 2010, the first production E-2D Advanced, dubbed "Delta One", conducted the D model's first carrier landing aboard USSHarry S. Truman as a part of carrier suitability testing.[19] On 27 September 2011, an E-2D was successfully launched by the prototypeElectromagnetic Aircraft Launch System (EMALS) atNaval Air Engineering Station Lakehurst.[20][21] On 12 February 2013, the Office of the Secretary of Defense approved the E-2D to enter full-rate production. The Navy planned for an initial operational capability by 2015.[22] In June 2013, the 10th E-2D was delivered to the Navy, with an additional 10 aircraft in various stages of manufacturing and predelivery flight testing. On 18 July 2013, Northrop Grumman was awarded a $113.7 million contract for five full-rate production Lot 2 E-2D Advanced Hawkeye aircraft.[23] On 13 August 2013, Northrop Grumman was awarded a $617 million contract for five E-2Ds until full-rate production Lot 1.[24] On 30 June 2014, Northrop Grumman was awarded a $3.6 billion contract to supply 25 more E-2D, for a total contracted number of 50 aircraft; 13 E-2D models had been delivered by that time.[25]
In December 2016, an E-2D flew for the first time with an aerial refueling capability. This feature allows the aircraft to double its time on station to five hours and increase total mission time from four to seven hours. The refueling modification began with the 46th plane (out of 75 planned) for delivery in late 2020, costing an additional $2 million per aircraft. The Navy plans to retrofit the feature on all previous Hawkeyes for $6 million per plane.[26][needs update]
The E-2 is a high-wing airplane, with oneAllison T56 turboprop engine (5250 shp rating) on each wing[27] and retractabletricycle landing gear. As with allCATOBAR carrier-borne airplanes, the E-2 is equipped with atail hook for recovery (landing) and the nose gear can attach to a shuttle of the aircraft carrier'scatapults for launch (takeoff). A distinguishing feature of the Hawkeye is its 24-foot (7.3 m) diameter rotatingradar dome (rotodome) that is mounted above its fuselage and wings. This carries the E-2's primaryantennas for its long-rangeradar andIFF systems. No other carrier-borne aircraft possesses one of these. Land-based aircraft with rotodomes include theBoeingE-3 Sentry, a largerAWACS airplane operated by theU.S. Air Force andNATO air forces in large numbers. The similarly placed stationary radome of the E-2's piston-engined predecessor, theE-1 Tracer, also mandated the E-2's adoption of a modern version of the Grumman Sto-Wingfolding wing system,[28][29] preventing the folded wing panels from making contact with the E-2's rotodome.[30]
The aircraft is operated by a crew of five, with the pilot and co-pilot on the flight deck and the combat information center officer, air control officer, and radar operator stations located in the rear fuselage directly beneath the rotodome.[citation needed]
In U.S. service, the E-2 Hawkeye provides all-weatherairborne early warning andcommand and control capabilities for all aircraft-carrier battle groups. In addition, its other purposes include sea and landsurveillance, the control of the aircraft carrier's fighter planes forair defense, the control of strike aircraft on offensive missions, the control of search and rescue missions fornaval aviators and sailors lost at sea, relaying radio communications, air-to-air and ship-to-air. It can also serve in anair traffic control capacity in emergency situations when land-based ATC is unavailable.[citation needed]
The E-2C and E-2D Hawkeyes use advanced electronic sensors combined withdigital computersignal processing, especially its radars, for early warning of enemy aircraft attacks andanti-ship missile attacks, controlling the carrier'scombat air patrol (CAP) fighters, and secondarily for surveillance of the surrounding sea and land for enemywarships andguided-missile launchers and any other electronic surveillance missions as directed.[citation needed]
The E-2A entered U.S. Navy service in January 1964 and in April 1964 withVAW-11 atNAS North Island.[5] The first deployment was aboard the aircraft carrierUSS Kitty Hawk during 1965.[31]
Since entering combat during theVietnam War, the E-2 has served the US Navy around the world, acting as the electronic "eyes of the fleet".
In August 1981, a Hawkeye from VAW-124 "Bear Aces" directed twoF-14 Tomcats fromVF-41 "Black Aces" in an intercept mission in theGulf of Sidra that resulted in thedowning of two Libyan Sukhoi Su-22s. Hawkeyes fromVAW-123 aboard the aircraft carrierUSS America directed a group ofF-14 Tomcat fighters flying the Combat Air Patrol duringOperation El Dorado Canyon, the joint strike of two Carrier Battle Groups in theMediterranean Sea againstLibyan targets during 1986.
More recently, E-2Cs provided the command and control for bothaerial warfare and land-attack missions during thePersian Gulf War. Hawkeyes have supported theU.S. Coast Guard, theU.S. Customs Service, and American federal and statepolice forces during anti-drug operations.
In the mid-1980s, several U.S. Navy E-2Cs were made available to the U.S. Coast Guard and the U.S. Customs Service for counter-narcotics (CN) andmaritime interdiction operations. The Coast Guard produced a small cadre ofnaval flight officers (NFOs), starting with the recruitment and interservice transfer of Navy NFOs with E-2 flight experience and the flight training of other junior Coast Guard officers as NFOs. A fatal aircraft mishap on 24 August 1990 involving a Coast Guard E-2C at the formerNaval Station Roosevelt Roads inPuerto Rico[32] prompted the Coast Guard to discontinue flying E-2Cs and to return its E-2Cs to the Navy. The U.S. Customs Service also returned its E-2Cs to the Navy and concentrated on the use of former U.S. NavyP-3 Orion aircraft in the CN role.[citation needed]
E-2C Hawkeye squadrons played a critical role in air operations duringOperation Desert Storm. In one instance, a Hawkeye crew provided critical air control direction to twoF/A-18 Hornet aircrew, resulting in the shootdown of two IraqiMiG-21s. During OperationsSouthern Watch andDesert Fox, Hawkeye crews continued to provide thousands of hours of air coverage, while providing air-to-air and air-to-ground command and control in a number of combat missions.[citation needed]
The E-2 Hawkeye is a crucial component of all U.S. Navycarrier air wings; each carrier is equipped with four Hawkeyes (five in some situations), allowing for continuous 24-hour-a-day operation of at least one E-2 and for one or two to undergo maintenance in the aircraft carrier'shangar deck at all times. Until 2005, the US Navy Hawkeyes were organized into East and West Coast wings, supporting the respective fleets. However, the East coast wing was disestablished, all aircraft were organized into a single wing based at Point Mugu, California. Six E-2C aircraft were deployed by the U.S. Navy Reserve for drug interdiction and homeland security operations until 9 March 2013, when the sole Reserve squadron, VAW-77 "Nightwolves", was decommissioned and its six aircraft sent to other squadrons.[33][34]
DuringOperation Enduring Freedom andOperation Iraqi Freedom all ten Regular Navy Hawkeye squadrons flew overland sorties. They provided battle management for attack of enemy ground targets, close-air-support coordination, combat search and rescue control, and airspace management, as well as datalink and communication relay for both land and naval forces. During the aftermath ofHurricane Katrina, three Hawkeye squadrons (two regular Navy and one Navy Reserve) were deployed in support of civilian relief efforts includingAir Traffic Control responsibilities spanning three states, and the control ofU.S. Army, U.S. Navy,U.S. Air Force,U.S. Marine Corps, U.S. Coast Guard, andArmy National Guard and Air National Guardhelicopter rescue units.
Hawkeye 2000s first deployed in 2003 aboardUSS Nimitz with VAW-117, the "Wallbangers" (formerly the "Nighthawks") and CVW-11. U.S. Navy E-2C Hawkeyes have been upgraded with eight-bladed propellers as part of the NP2000 program; the first squadron to cruise with the new propellers was VAW-124 "Bear Aces". The Hawkeye 2000 version can track over 2,000 targets simultaneously while also detecting 20,000 targets to a range greater than 400 mi (640 km) and simultaneously guide 40–100 air-to-air intercepts or air-to-surface engagements.[citation needed]
In 2014, several E-2C Hawkeyes from the Bear Aces of VAW-124 were deployed fromUSS George H.W. Bush as flying command posts and air traffic controllers over Iraq duringOperation Inherent Resolve against theIslamic State.[35]
VAW-120, the E-2Cfleet replacement squadron began receiving E-2D Advanced Hawkeyes for training use in July 2010.[36] On 27 March 2014, the first E-2Ds were delivered to theVAW-125.[37] The E-2D achieved Initial Operational Capability (IOC) in October 2014 whenVAW-125 was certified to have five operational aircraft. This began training on the aircraft for its first operational deployment, scheduled for 2015 aboardUSS Theodore Roosevelt.[38][39] The E-2D will play a larger role than that of the E-2C, with five E-2Ds aboard each carrier instead of the current four C-models, requiring the acquisition of 75 total E-2Ds.[35] On 11 March 2015, theTheodore Roosevelt Carrier Strike Group departed Naval Station Norfolk[40] and returned to port on 23 November 2015, concluding the first operational use of the E-2D.[41]
E-2 Hawkeyes have been sold by theU.S. Federal Government underForeign Military Sales (FMS) procedures to the armed forces ofEgypt,France,Israel,Japan,Singapore andTaiwan.[42]
Egypt purchased five E-2C Hawkeyes, that entered service in 1987 and were upgraded to Hawkeye 2000 standard. One additional upgraded E-2C was purchased. The first upgraded aircraft was delivered in March 2003 and deliveries were concluded in late 2008. Egypt requested two additional excess E-2C aircraft in October 2007; deliveries began in 2010.[43] They all operate in 601 AEW Brigade, Cairo-West.
Egypt used the E-2C Hawkeye in a bombing operation in 2015 against ISIL in Libya.[44]
TheFrench Naval Aviation (Aeronavale) operates three E-2C Hawkeyes and has been the only operator of the E-2 Hawkeye from an aircraft carrier besides the U.S. Navy.[45] The French nuclear-powered carrier,Charles de Gaulle, currently carries two E-2C Hawkeyes on her combat patrols offshore. The third French E-2C Hawkeye has been upgraded with eight-bladed propellers as part of the NP2000 program. In April 2007, France requested the purchase of an additional aircraft.
TheFlottille 4F of the French Navy's Aeronavale was stood up on 2 July 2000 and flies its E-2C Hawkeyes from its naval air station at Lann-Bihoue, deploying to theCharles de Gaulle. They took part in operations in Afghanistan and Libya.[46]
In September 2019Florence Parly, FrenchMinister of the Armed Forces, announced that three new E-2D Advanced Hawkeyes would be purchased in 2020 to replace the E-2Cs in service.[47]
In December 2024, France's first E-2D Hawkeye entered production, scheduled for delivery in 2027.[48]
On 6 September 1976, Soviet Air Forces pilotViktor Belenko successfullydefected, landing hisMiG-25 'Foxbat' atHakodate Airport, Japan. During this incident, the Japan Self-Defense Forces' (JASDF) radar lost track of the aircraft when Belenko flew his MiG-25 at a low altitude, prompting the JASDF to consider procurement of airborne early warning aircraft.
Initially, theE-3 Sentry airborne warning and control system aircraft was considered to be the prime candidate for the airborne early warning mission by the JASDF. However, the Japanese Defense Agency realized that the E-3 would not be readily available due to USAF needs and opted to procure E-2 Hawkeye aircraft. TheJapan Air Self-Defense Force bought thirteen E-2C aircraft to improve its early warning capabilities. The E-2C was put into service with the Airborne Early Warning Group (AEWG) atMisawa Air Base in January 1987.
On 21 November 2014, theJapanese Ministry of Defense officially decided to procure the E-2D version of the Hawkeye, instead of theBoeing 737 AEW&C design.[49] In June 2015, the Japanese government requested to buy four E-2Ds through a Foreign Military Sale.[50]
In September 2018 theDefense Security Cooperation Agency (DSCA) notified Congress of the possible sale of up to nine E-2Ds to Japan.[51]
A sale of up to five E-2Ds for JASDF was approved by the U.S. State Department and DSCA notified Congress on 7 March 2023.[52] The sale includes ancillary equipment, spares and training support for an estimated $1.38 billion. The proposed five E-2Ds are in addition to the six E-2Ds Japan already has and the seven more it has on order. However, the Japanese Ministry of Defense did not reveal in its most recent proposed budget any intention to acquire more aircraft.[53]
In 2004, three former Israel Air Force E-2C aircraft were sold to the Mexican Navy to perform maritime and shore surveillance missions. These aircraft were upgraded locally by IAI. The first Mexican E-2C was rolled out in January 2004.[54]
TheRepublic of Singapore Air Force acquired four Grumman E-2C Hawkeye airborne early warning aircraft in 1987, which are assigned to the 111 Squadron "Jaeger" based atTengah Air Base.
In April 2007, it was announced that the four E-2C Hawkeyes were to be replaced with four Gulfstream G550s which would become the primary early warning aircraft of the Singapore Air Force. On 13 April 2012, the newerG550 AEWs officially took over duty from the former.[55][56][57] Singapore has close ties with the Israel military which has also acquired the G550 AEW.
Israel was the first export customer; its four Hawkeyes were delivered during 1981, complete with the folding wings characteristic of carrier-borne aircraft.
The four examples were soon put into active service before and during the1982 Lebanon War during which they won aresounding victory over Syrian air defenses and fighter control. They were central to the Israeli victory in the air battles over the Bekaa Valley during which over 90 Syrian fighters were downed. The Hawkeyes were also the linchpins of the operation in which the IAF destroyed thesurface-to-air missile (SAM) array in the Bekaa, coordinating the various stages of the operation, vectoring planes into bombing runs and directing intercepts. Under constant escort byF-15 Eagles, there were always two Hawkeyes on station off the Lebanese coast, controlling the various assets in the air and detecting any Syrian aircraft upon their takeoff, eliminating any chance of surprise.
TheIsraeli Air Force (IAF) operated four E-2s[45] for its homeland AEW protection through 1994. The IAF was the first user of the E-2 to installair-to-air refueling equipment.
Three of the four Israeli-owned Hawkeyes were sold toMexico[45] in 2002 after they had been upgraded with new systems; the remaining example was sent to be displayed in theIsraeli Air Force Museum. In 2010, Singapore began retiring its E-2Cs as well. Both Israel and Singapore now employ theIsrael Aerospace Industries (IAI)Eitam, aGulfstream G550-based platform with Elta'sEL/W-2085 sensor package (a newer derivative of the airbornePhalcon system) for their national AEW programs.[58]
Taiwan acquired four E-2T aircraft from the US on 22 November 1995. On 15 April 2006 Taiwan commissioned two new E-2K Hawkeyes at an official ceremony at theRepublic of China Air Force (ROCAF) base inPingtung Airport in southern Taiwan.
The four E-2Ts were approved for upgrade to Hawkeye 2000 configuration in a 2008 arms deal.[59][60] The four E-2T aircraft were upgraded to what became known as E-2K standard in two batches, the first batch of two aircraft were sent to the United States in June 2010, arriving home in late 2011; on their return the second batch of two aircraft were sent for upgrade, returning to Taiwan in March 2013.[61]
In August 2009, the U.S. Navy andNorthrop Grumman briefed theIndian Navy on the E-2D Advanced Hawkeye on its potential use to satisfy its current shore-based and future carrier-based Airborne Early Warning and Control (AEW&C) requirements. The Indian Navy has reportedly expressed interest in acquiring up to six Hawkeyes.[62][63]
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Data from US Navy fact file[94] E-2D Storybook (page 25)[95]
General characteristics
Performance
Avionics
Related development
Aircraft of comparable role, configuration, and era
Related lists
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