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Grumman EA-6B Prowler

Last revised May 4, 2002

The EA-6B was a more advanced electronic warfare version of the A-6. Despite the fact that it used
the same wing and fuselage configuration as the A-6 Intruder, it was in fact virtually a completely
different aircraft. Consequently, it was given a new name--Prowler.

Despite its designation, the EA-6B was not a conversion of the A-6B, which was a defense
suppression attack aircraft. Instead, the EA-6B Prowler was a four-seat electronic warfare aircraft
designed to jam and deceive enemy radar and communications facilities. In later versions, it had the
ability to fire HARM missiles against radar sites.

Grumman was working on a more advanced version of its EA-6A aircraft when the Navy issued the
company a contract for the development of an advanced electronic warfare aircraft in 1964. The
EA-6B was to be built up around the AN/ALQ-99 Tactical Jamming System (TJS) that was then
under development by the Airborne Instruments Laboratory division of Cutler Hammer. The
AN/ALQ-99 system consisted of a series of receivers mounted behind radomes situated inside a
large canoe-shaped fairing on top of the vertical stabilizer that could monitor for threats in four
specific frequency bands. Additional receivers were installed in blisters lower down on the fin. The
data from these receivers was fed into a central mission computer to determine the signal
characteristics and to identify their source. The information was then displayed on cockpit displays,
and the crew could determine how to jam the emitters. The jammers were carried in individual pods
underneath the wings and the fuselage centerline.

The crew was increased to four--a pilot and three electronics countermeasures officers. The pilot sat
in front on the left. The TJS operator sat in the right forward seat and doubled as the navigator and
as communication operator. The right rear seat position also operated the TJS, while the left rear
cockpit position was responsible for operating the communications jamming using the AN/ALQ-92.
The communications jammer operator sat in the right rear seat, and the left rear seat was occupied
by another TJS operator. In order to accommodated the extra two seats, the basic Intruder fuselage
was lengthened by 4 feet 6 inches. The four crew members sit on Martin-Baker GRUEA-7 ejection
seats. Entrance to the plane was via a series of steps which hinged down from the intake wall.

An AN/APQ-129 search radar antenna was installed in the extreme nose and an AN/APN-153
Doppler navigation radar was provided. The AN/ALQ-100 defensive ECM set could also be
carried. 

The wings and the undercarriage were strengthened to accommodate the extra weight. The wingtip
dive brakes of the earlier Intruder were retained, as was the midair refuelling probe. The wing root
leading edge was swept at a greater angle and was equipped with stall warning strips. Additional
fuel capacity was also provided.

The first three EA-6Bs were created by modifying three A-6As (BuNos 149481, 149479, and
148615). 149481 was the flying demonstrator (designated Model 128J by the company) and was
first flown on May 25, 1968. 149479 was used for flight testing of the electronic equipment, and
148615 was used as a non-flying test article. Trials were carried out in 1970, and the aircraft carried
out a series of carrier qualification tests aboard the USS Midway.

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The first production EA-6B (BuNo 158029) flew for the first time in November of 1970.
Production of new-build EA-6B aircraft began in January of 1971. Starting with the 22nd EA-6B
(BuNo 158544), the 9300 lb.s.t. J52-P-8As were replaced by 11,200 lb.s.t. J52P-408 turbojets. P-
408 engines were later retrofitted into all but the first five EA-6Bs.

The first EA-6Bs were delivered to VAQ-132 in July of 1971. The squadron flew ECM support for
aircraft carriers in the Gulf of Tonkin and the unit entered combat for the first time in July 1972
with VAQ-131 aboard the USS Enterprise. Two Prowler squadrons were active during the Vietnam
conflict, and they carried out 720 combat sorties over North Vietnam. No Prowlers were lost in
combat during this time.

Starting with the 29th Prowler, 25 EA-6Bs were delivered in the EXCAP configuration. The
EXCAP (Expanded Capability) Prowlers were fitted with the AN/ALQ-99A set, which doubled the
frequency coverage. Rather than four, a maximum of 8 frequency bands could now be covered. In
service, these sets were upgraded to ALQ-99B and ALQ-99C configurations to improve the
reliability. The computer memory was increased in the AN/AYA-6 computer, and a AN/ASH-30
Tactical Electronic Reconnaissance Processing and Evaluation System (TERPES) was added,
which provided the aircraft with an electronic intelligence capability. In addition, a digital recording
system was provided which made it possible to do post-flight threat analysis. An Exciter Jammer
Control Unit was added to provide the TJS with as many as five different jamming modes. The first
EXCAP EA-6B was delivered in January 1973. In mid-1982, most of the EXCAP Prowlers were
upgraded to ICAP II standards.

The ICAP (Improved Capability) configuration was introduced with the 54th production Prowler.
Experience had shown that crew coordination between the two TJS operators was difficult and
severely overtaxed the crew member in the right front seat, who was also responsible for navigation
and communication. In the ICAP configuration, there was a redistribution of the work among the
three electronics countermeasures operators so that the tasks were more equally shared among them.
The communication jamming function was relocated to the navigator's position, which was up front
beside the pilot. The radar and other jamming functions were relocated to the two rear crew
positions. The electronics response time was improved by digitally tuning the surveillance
receivers. The AN/APS-130 search radar replaced the AN/APQ-129 set. New chaff dispensing pods
were carried. An AN/ALQ-126A self-protection countermeasures set replaced the AN/ALQ-100.
The AN/ALQ-126A had a set of receiver antennae located in the sawtooth at the leading edge of the
refuelling probe and in a "beer can" extension at the rear of the fin cap equipment pod. The
AN/ALQ-100 had been little used because it interfered with the TJS and was in addition rather
unreliable. However, the AN/ALQ-126 system did very little to end the problem, so it was little
utilized as well, the crew relying primarily on chaff and flares as defensive countermeasures. The
new cockpit featured a digital display group, and the AN/APS-130 replaced the AN/APQ-129
search radar. New radios were added, and the AN/ALQ-92 communications jamming system was
replaced by an interim AN/ALQ-191. The AN/ALQ-92 was seldom installed in the EA-6B and the
operator sitting in the right front seat generally served primarily as a navigator. Even the AN/ALQ-
191 system was not installed in every EA-6B. 45 production aircraft were delivered in the ICAP
format, the first one flying in July of 1975. Deliveries began in July of 1976. In addition, 21 earlier
production aircraft were upgraded to ICAP format.

The ICAP II was a further improvement to the Prowler. The last pre-production Prowler (BuNo
156482) served as the developmental aircraft for the ICAP II and flew for the first time on June 24,
1980. The ICAP II produced some major improvements to the external pods. The TJS was upgraded
to the AN/ALQ-99D configuration to cover a wider frequency range. The AN/ASQ-113 jamming
system replaced the AN/ASQ-191. In earlier Prowlers, the jamming pods each generated signals

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within one frequency band and were not capable of being reconfigured in flight, but in ICAP II the
pods could generate signals in any one of seven frequency bands, and each pod could jam in two
different frequency bands simultaneously. The more advanced AN/AYK-14 computer replaced the
earlier AYA-6. The AN/ASN-130 Carrier Inertial Navigation System (CAINS) was installed. There
were improved displays for the crew members. Threat information was pre-programmed and
automatically entered into an on-board computer. Also added was the ability for two Prowlers to
link together via a TACAN datalink to work together in a coordinated electronic warfare mission.
The ability to carry and launch the HARM antiradiation missile was incorporated with the 111th
production article, and was retrofitted to earlier aircraft. The weapon's control panel was located at
the right front navigator's position. Deliveries of the ICAP II Prowler began with the 99th
production machine in January of 1984. All surviving ICAP I and ICAP Mod 1 aircraft were
brought up to ICAP II standards.

Beginning with P-134 (BuNo 163049), ICAP II planes were completed to "Block 86" standards, the
86 indicative of the fiscal year in which they were ordered. Earlier ICAP IIs were retroactively
known as Block 82s. Changes included dual AN/ARC-182 UHF/VHF radios. "Block 86" planes
can be identified by the presence of three new antennae on the dorsal spine of the fuselage and
under the nose. Between 1983 and 1991, Grumman modified 15 EXCAP and 57 ICAP I Prowlers to
ICAP II standards.

Prowler production came to an end with the delivery of the 170th example, BuNo 164403. It was
delivered on July 29, 1991.  All of the subsequent changes to the Prowler were by upgrades to
existing aircraft.

The next series of Prowler upgrades were to be known as ADVCAP (Advanced Capability). The
ADVCAP would have introduced new jammer transmission and detection capabilities, along with
an expansion of the AN/ALE-39 chaff dispenser set. The ADVCAP also would have incorporated
the AN/ALQ-165 Airborne Self-Protection Jammer (ASPJ) an AN/ALQ-149 communications
jamming system, and AN/ALR-67 radar warning receiver. ADVCAP Prowlers also would have
Global Positioning System for navigation. Two additional wing stations would be added. A disk-
based recorder/onboard program loader unit was to replace the former tape-based system. The
weight of the additional equipment required the replacement of the engines with the more powerful
12,000 lb.s.t. J52-P-409. Also included in the AVCAP program were a series of airframe
modifications known as the Vehicle Enhancement Program (VEP). Under the VEP, strakes were to
be added along the junction of the wing's leading edge with the cockpit and new flaps and slats
were to be provided. In addition, speed brakes were to be modified and extension was to be made to
the vertical stabilizer. These structural modifications were made to P-20 (BuNo 158542). Aircraft
(BuNo 156482) flew for the first time with the receiver processing group installed on October 29,
1990. However, funding for the ADVCAP program was not included in the FY95 Navy budget and
the program was subsequently cancelled.

Despite the cancellation of the ADVCAP program, the Navy still needed upgrades for its Prowler
fleet. The next phase was known as "Block 89A", and included an upgrade of 69 Block 82 and 56
Block 89 aircraft. This standard gives the aircraft a common avionics package that included an
AN/AYK-14 computer, AN/ARC-210 radios, GPS, a new instrument landing system, and
commercially-available EFIS. Part of the upgrade would involve improve high band and low-band
jamming pods, scheduled to reach IOC in 2003. Upgraded universal exciters along with the
AN/ASQ-113 communications jammer were also to be included. The first of four upgraded Block
89A EA-6Bs flew at Northrop Grumman's St. Augustine, Florida facility on June 8, 1997.  It is
intended that the entire EA-6B fleet will be upgraded to Block 89A standards before the ICAP III
modifications are made.

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The ICAP III program will bring the EA-6B fleet additional updated equipment to include new
electronic support measures capable of more rapidly and more precisely determining the
characteristics of hostile radar emissions. A new Litton LR-700 system will be developed that will
be capable of precisely pinpointing the location of enemy radar sites and will allow the Prowler
crews to make more effective use of their HARM missiles. A GPS-imbedded inertial reference
system will allow crews to employ jamming assets against the most dangerous threats. The program
will also integrate the Lockheed Martin/Sanders AN/ASQ-113 into the AN/ALW-99 TJS via the
multifunction information distribution system. A new controls and display suite that includes the
multimission advanced tactical terminal will be installed in the rear cockpit, which will provide a
reactive jamming capability against frequency-agile radars and will provide rapid geolocation of
hostile emitters for attack by HARM missiles. Two Block 89A EA-6Bs will be modified as test
aircraft.

Specification of Grumman EA-6B Prowler

Engines: Two Pratt & Whitney J52-P-408 non-afterburning turbojets, 11,200 lb.s.t. each.
Performance: Maximum speed 658 mph at sea level. Cruising speed 482 mph. Stalling speed 133
mph. Service ceiling 41,400 feet. Initial climb rate 8600 feet/min. Normal range 1628 miles.
Maximum ferry range 2021 miles. Weights: 32,160 pounds empty, 48,300 pounds loaded, 65,000
pounds maximum. Dimensions: Wingspan 53 feet 0 inches, length 59 feet 9.8 inches, height 16 feet
3 inches, wing area 529 square feet. Armament: No cannon armament. A maximum weapons load
of 15,000 pounds could be carried on four underwing hardpoints and one centerline hardpoint.

Serial Numbers of Grumman EA-6B Prowler

156478/156482 Grumman EA-6B Prowler
c/n P-1/5.
156604/156607 Grumman EA-6B Prowler
contract cancelled
157977/157979 Grumman EA-6B Prowler
cancelled contract
158029/158040 Grumman EA-6B-30-GR Prowler
c/n MP-6/17.
158540/158547 Grumman EA-6B-35-GR Prowler
c/n MP-18/25
158649/158651 Grumman EA-6B-40-GR Prowler
c/n MP-26/28.
158799/158817 Grumman EA-6B-45-GR Prowler
c/n MP-29/47
159582/159587 Grumman EA-6B EXCAP Prowler
c/n MP-48/53
159907/159912 Grumman EA-6B ICAP I Prowler
c/n MP-54/59
160432/160437 Grumman EA-6B ICAP I Prowler
c/n MP-60/65
160609 Grumman EA-6B ICAP I Prowler
c/n MP-66
160704/160709 Grumman EA-6B ICAP I Prowler
c/n MP-67/72
160786/160791 Grumman EA-6B ICAP I Prowler
c/n MP-73/78
161115/161120 Grumman EA-6B ICAP I Prowler
c/n MP-79/84
161242/161247 Grumman EA-6B ICAP I Prowler
c/n MP-85/90
161347/161352 Grumman EA-6B ICAP I Prowler
c/n MP-91/96

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161774/161775 Grumman EA-6B ICAP I Prowler
c/n MP-97/98
161776/161779 Grumman EA-6B ICAP II Prowler
c/n MP-99/102
161880/161885 Grumman EA-6B ICAP II Prowler
c/n MP-103/108
161886/161897 Grumman A-6E Intruder
contract cancelled.
162223/162246 Grumman EA-6B ICAP II Block 82 Prowler
162223/162230 c/n MP-109/116
162231/162246 cancelled.
162934/162941 Grumman EA-6B ICAP II Block 82 Prowler
c/n P-117/122
162940 and 162941 cancelled
163030/163035 Grumman EA-6B ICAP II Block 82 Prowler
c/n MP-123/128.
163044/163048 Grumman EA-6B ICAP II Block 82 Prowler
c/n MP-129/133
163049 Grumman EA-6B ICAP II Block 86 Prowler
c/n P-134
163395/163406 Grumman EA-6B ICAP II Block 86 Prowler
c/n MP-135/146
163520/163531 Grumman EA-6B ICAP II Block 86 Prowler
c/n MP-147/158
163884/163892 Grumman EA-6B ICAP II Block 86 Prowler
c/n MP-159/167.
164182/164193 Grumman EA-6B
contract cancelled
164401/164402 Grumman EA-6B ICAP II Block 86 Prowler
c/n MP-168/169.
164403 Grumman EA-6B ICAP II Block 89 Prowler
c/n MP-170

Sources:

1. Grumman Aircraft Since 1920, Rene J. Francillon, Naval Institute Press, 1989

2. American Combat Planes, 3rd Edition, Ray Wagner, Doubleday, 1982.

3. United States Navy Aircraft Since 1911, Gordon Swanborough and Peter M.
Bowers, Naval Institute Press, 1990.
4. Grumman A-6 Intruder and Ea-6 Prowler, Robert F. Dorr, World AirPower
Journal, Vol. 12, 1993.
5. Grumman A-6 Intruder, Robert F. Dorr, Osprey Air Combat, 1987.
6. Staying in the Game--Electronic Warfare Upgrades Keep the Prowler Jamming,
Tom Kaminski, Combat Aircraft Vol 2 No 6, Jan 2000, p. 448
7. E-mail fro Richard Hockett, with correction on 158812/158817 NOT being
cancelled. He worked on 158815.

President Ronald Reagan's administration was determined to assert the principle of free passage in
international waters. In August of 1981, Khadafi had declared a "line of death" across the Gulf of
Sidra, over which the US fleet would be forbidden to pass. Since the Gulf of Sidra was recognized
almost universally as being international waters, President Reagan decided to challenge these
territorial claims by sending a carrier task force into the Gulf of Sidra.

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This effort was given the name Operation Prairie Fire. Three carrier task forces of the Sixth Fleet
with 225 aircraft assembled off the Libyan coast for maneuvers in March 1986.  On March 24,
1986, an incident took place in which six SA-5s were launched from the new missile base at Surt
against patrolling American F-14 aircraft. None was hit, however, because the SA-5, with a range
of 240 kilometers, could threaten high-altitude reconnaissance aircraft over the Gulf of Sidra but
was relatively ineffective against high-performance jet fighters.  A probing mission by a pair of
MiG-25s followed shortly thereafter. Later that day, more missiles were fired at US fighters.  In
retaliation, a series of strikes were planned, and A-6Es from VA-34 and VA-86 attacked and
crippled a Libyan corvette with Harpoon missiles (marking the first use of this missile in combat).
The ship was later finished off by bombs.  That same day, the missile site that had fired on the F-
14s was put out of action by carrier-based A-6 Intruders firing High-Speed Anti-Radiation Missiles
(HARMs), that homed in on the Libyans' radar guidance signals. A second Libyan vessel was sunk
by Harpoons launched by the Intruders of VA-85 on March 25. In addition, torpedo boats and
shore-based missile installations were hit. During these attacks, EA-6Bs from VAQ-135 flew cover
and scrambled Libyan electronic defenses.

On April 5, a bomb exploded in a Berlin nightclub frequented by United States service personnel.
The explosion killed 2 people, one an American serviceman, and injured 204 others. Messages
intercepted by United States intelligence agencies, including one from the Libyan mission in East
Berlin, furnished what the United States government described as evidence of Libyan involvement
in the bombing, which was probably carried out by the Abu Nidal organization. In retaliation,
another series of strikes against Libya were carried out on April 14-15, 1986 under the name El
Dorado Canyon. 

At the beginning of El Dorado Canyon, eighteen F-111 bombers, supported by four EF-111A
electronic countermeasures aircraft, left England, refueling several times enroute, and struck the
Tripoli airport, a frogman training center at the naval academy, and the nearby al Aziziyah barracks,
where Qadhafi often resided. At the same time, A-6, A-7, and F/A-18 aircraft from the USS
America and USS Coral Sea hit the Al Jumahiriya barracks and the airport at Bengazi. These Navy
squadrons included A-6Es from VA-55 and VA-34, supported by Prowlers from VAQ-135 and
VMAQ-2.

As a result of the El Dorado Canyon strikes, several transport aircraft and some Soviet-built MiG-
23 fighters and helicopters were destroyed on the ground at the two airfields.  Some Western
embassies were hit, and a number of Libyan civilians, including Qadhafi's adopted infant daughter,
were killed. Observers speculated that the attack was intended to kill the Libyan leader himself,
although this was officially denied by US sources.  The air strikes were certainly intended to
encourage the Libyan military to overthrow Qadhafi. However, this did not happen because the air
strikes were opposed by virtually all segments of the population, who rallied behind their leader.
Nevertheless, the raid does seem to have had an effect in curbing Libyan sponsorship of terrorism,
which seems to have diminished considerably in recent years.

The Tanker War

The A-6 was to see action again in the so-called "tanker war" in the Persian Gulf.
One of the earliest focuses of Iran's interest in exporting its Islamic revolution was the Persian Gulf
area. The revolutionary leaders in Iran viewed the Arab countries of the Gulf, along with Iraq, as
having tyrannical regimes subservient to one or the other of the superpowers. Throughout the first
half of 1980, Radio Iran's increasingly strident verbal attacks on the ruling Baath (Arab Socialist
Resurrection) Party of Iraq irritated that government, which feared the impact of Iranian rhetoric
upon its own Shias, who constituted a majority of the population. There is also evidence the Iraqis

6
hoped to bring about the overthrow of the Khomeini regime and to establish a more moderate
government in Iran.
The friction between Iran and Iraq led to a series of border incidents, beginning in April 1980.  On
September 22, President Saddam Hussein of Iraq suddenly launched an invasion of Iran. The assault
began with an Iraqi air attack on six Iranian air bases and four Iranian army bases. It was followed
by an Iraqi land attack at four points along a 700-kilometer front. Baghdad believed that the post-
revolutionary turmoil in Iran would permit a relatively quick victory and would lead to a new
regime in Tehran more willing to accommodate the interests of Iran's Arab neighbors. This hope
proved to be a false one for Iraq.
As the war dragged on, both the USA and the USSR began to get increasingly worried about the
security of the region. Soviet deputy foreign minister Vladimir Petrovsky made a Middle East tour
expressing his country's concern over the effects of the Iran-Iraq War. In May 1987, United States
assistant secretary of state Richard Murphy also toured the Gulf emphasizing to friendly Arab states
the United States commitment in the region, a commitment which had become suspect as a result of
the disclosure of Washington's secret transfer of arms to the Iranians, officially as an incentive for
them to assist in freeing American hostages held in Lebanon. In another diplomatic effort, both
superpowers supported the UN Security Council resolutions seeking an end to the war.
The war appeared to be entering a new phase in which the superpowers were becoming more
involved. For instance, the Soviet Union, which had ended military supplies to both Iran and Iraq in
1980, resumed large-scale arms shipments to Iraq in 1982 after Iran had banned the Tudeh (Iranian
Communist Party) and tried and executed most of its leaders. Subsequently, despite its professed
neutrality, the Soviet Union became the major supplier of sophisticated arms to Iraq. In 1985 the
United States began clandestine direct and indirect negotiations with Iranian officials that resulted
in several arms shipments to Iran.
The fortunes of war gradually had turned against Iraq, and Iranian forces began to press into Iraq. In
February 1986, Iranian units captured the port of Al Faw, which had oil facilities and was one of
Iraq's major oil-exporting ports before the war. In late 1986/early 1987, the Iraqi port of Basra
appeared in jeopardy of falling to Iranian forces. The superpowers became more directly involved
because they feared that the fall of Basra might lead to a pro-Iranian Islamic republic in largely
Shia-populated southern Iraq.
Throughout the Iran-Iraq war there had been attacks on oil tankers traversing the Persian Gulf. The
tanker war had two phases. The relatively obscure first phase began in 1981, and the well-
publicized second phase began in 1984. As early as May 1981, Baghdad had unilaterally declared a
war zone and had officially warned all ships heading to or returning from Iranian ports in the
northern zone of the Gulf to stay away or, if they entered, to proceed at their own risk. The main
targets in this phase were the ports of Bandar-e Khomeini and Bandar-e Mashur; very few ships
were hit outside this zone. Despite the proximity of these ports to Iraq, the Iraqi navy did not play
an important role in the operations. Instead, Baghdad used Super Frelon helicopters equipped with
Exocet missiles or Mirage F-1s and MiG-23s to hit its targets.
In March 1984, the tanker war entered its second phase when an Iraqi Super Etendard fired an
Exocet missile at a Greek tanker south of Khark Island. Until the March assault, Iran had not
intentionally attacked civilian ships in the Gulf. The new wave of Iraqi assaults, however, led Iran
to reciprocate. In April 1984, Tehran launched its first attack against civilian commercial shipping
by shelling an Indian freighter. Most observers considered that Iraqi attacks, however, outnumbered
Iranian assaults by three to one.
Iran's retaliatory attacks were largely ineffective because a limited number of aircraft equipped with
long-range antiship missiles and ships with long-range surface-to-surface missiles were deployed.
Moreover, despite repeated Iranian threats to close the Strait of Hormuz, Iran itself depended on the
sea-lanes for vital oil exports. Nonetheless, by late 1987 Iran's mine-laying activities and attacks on
ships had drawn a large fleet of Western naval vessels to the Gulf to ensure that the sea-lanes were
kept open.

7
During the first four months of 1987, Iran attacked twenty ships and Iraq assaulted fifteen. Kuwaiti
ships were favorite targets because Iran strongly objected to Kuwait's close relationship with the
Baghdad regime. Kuwait turned to the superpowers, partly to protect its oil exports but largely to
seek an end to the war through superpower intervention. Moscow leased three tankers to Kuwait,
and by June the United States had reflagged half of Kuwait's fleet of twenty-two tankers.
Finally, direct attacks on the superpowers' ships drew them into the conflict. On May 6, for the first
time, a Soviet freighter was attacked in the southern Gulf region, hit by rockets from Iranian
gunboats. Ten days later, a Soviet tanker was damaged by a mine allegedly placed by Iranians near
the Kuwait coast. More shocking to the United States was the May 17, 1987 accidental Iraqi air
attack on the U.S.S Stark in which thirty-seven sailors died. The attack highlighted the danger to
international shipping in the Gulf.
During the tanker "reflagging" operations of 1988, when Western nations were protecting Kuwaiti
shipping from attacks by Iran, VA-95 sank an Iranian Saam-class frigate and damaged another one
while operating in the Arabian Gulf aboard the USS Enterprise on April 18, 1988.
The Iran-Iraq war finally ended in 1988, with both sides totally drained. Before the war, somewhere
between 500,000 and a million people were dead, between 1 and 2 million people were injured, and
there were two to three million refugees. Although little-covered in the Western media, the war was
a human tragedy on a massive scale.
Desert Storm
Perhaps the finest hour of the A-6 was Desert Storm.
On August 2, 1990, Iraqi forces invaded Kuwait. Operation Desert Shield was launched to protect
Saudi Arabia against Iraq, and a demand was made that Saddam Hussein withdraw his troops from
Kuwait. 600,000 Coalition troops were sent to Saudi Arabia, and six carrier battle groups were sent
to the Persian Gulf equipped with seven Intruders plus detachments of EA-6Bs from most of the
Prowler units. Repeated warnings to Iraq that they must withdraw their forces from Kuwait were
ignored, and Operation Desert Storm began on January 17, 1991.
On January 18, two A-6Es were lost to intense ground fire during low-level attacks against SAM
sites. The A-6E carried out the first combat use of the AGM-84E SLAM. Attacks were also made
against Iraqi landing craft, tankers, patrol boats, and minesweepers. Another A-6E was lost on
February 2 to ground fire. During the land offensive which began on February 25, A-6Es from VA-
155 attacked Iraqi troops fleeing from Kuwait City along the so-called "Highway of Death". During
Desert Storm, three A-6Es were lost to hostile action, one was damaged beyond economical repair,
and one was lost in an operational accident aboard USS America.
Almost immediately after the end of Desert Storm, the A-6E began to leave Navy service. The first
squadron to go was VA-55, which disestablished in February of 1991. Gradually, the A-6E's role
was taken over by the F/A-18 Hornet and by the F-14 Tomcat, modified for the ground attack role.
During the mid-1990s, more and more Intruders were progressively withdrawn from service and
were consigned to storage at the Davis Monthan AFB in Arizona. Some of the Navy VA Intruder
squadrons were issued with F/A-18s and redesignated VFA, but most were disestablished. The last
A-6E Intruder catapult launch took place on December 19, 1996 from the deck of the USS
Enterprise. The A-6E carried the heaviest offensive load of of any carrier-based aircraft during its
25 years of service, and neither the load nor the combat range were matched by its successor, the
F/A-18C.
In contrast to the A-6E, the EA-6B Prowler remains in active service with the Navy, and will
remain so for at least another few years. The Prowler currently serves with 16 Navy squadrons,
which includes ten deployable squadrons assigned to carrier air wings on both coasts.

The Navy was planning to downsize its Prowler fleet from 127 to 80 aircraft in FY95, when the
decision was made by the USAF to retire the EF-111A. After the Air Force retired the last of its EF-
111As in June of 1998, this left the EA-6B as the only tactical jamming aircraft available to US
forces. In order to support USAF needs for electronic warfare aircraft, the Navy activated four

8
additional Prowler squadrons at NAS Whidbey Island in Washington. These four squadrons are
jointly manned by both Navy and Air Force crews. They are land-based and not carrier qualified,
and are assigned responsibility for providing electronic warfare support for the USAF. EA-6Bs
attached to USAF expeditionary wings flew support of Operations Northern Watch and Southern
Watch, and saw service over the former Yugoslavia during Operation Allied Force.

US NAVY EA-6B PROWLER SQUADRONS

 VAQ-33 "Firebirds", NAS Key West, Florida

Established May 31, 1949 and designated VAQ-33 February 1, 1968. Received EA-6As
from Marine squadron VMAQ-2 in 1979. Disestablished October 1993.

 VAQ-35 "Greywolves", NAS Whidbey Island, Washington

Established June 1, 1991 at NAS Whidbey Island, Washington from personnel and
equipment of VAQ-142. Operates EA-6B

 VAQ-128 "Fighting Phoenix", NAS Whidbey Island, Washington

Established October 1997 with EA-6B. Previously VA-128, which served as West Coast
fleet readiness squadron for A-6E.

 VAQ-129 "New Vikings", NAS Whidbey Island, Washington

Fleet Replacement Squadron for EA-6B. Founded as VAH-10 May 1, 1970 with A-3.
Redesignated VAQ-129 September 1, 1970. Received first EA-6B January 1971.

 VAQ-130 "Zappers", NAS Whidbey Island, Washington

Established at NAS Whidbey Island, Washington September 1, 1959 as VW-13.

Redesignated VAQ-130 October 1, 1968 to become first opererator of EA-6B. Converted to
Block 86 ICAP II in 1986. Participated in Desert Storm

 VAQ-131 "Lancers", NAS Whidbey Island, Washington

Established September 3, 1950 and redesignated VAQ-131 November 1, 1968. Converted

from EKA-3B to EA-6B November 1971. Participated in Desert Storm.

 VAQ-132 "Scorpions", NAS Whidbey Island, Washington

Established November 1, 1955 at NAS Whidbey Island, Washington and redesignated

VAQ-132 November 1, 1968. Transitioned from EKA-3B to EA-6B January 15, 1971. Flew
ECM support in Vietnam. Converted to ICAP I EA-6B in 1979. Active during Desert Storm.

 VAQ-133 "Wizards", NAS Whidbey Island, Washington

Established March 4, 109679 at NAS Alameda, California and transition from KA-3B/EKA-
3B to EA-6B. First to receive the EXCCAP EA-6B beginning in January 1973. Transitioned
to ICAP I in 1985. Later got the Block 86 EA-6B. Support of Operation Prove Comfort over
Iraq. Disestablished June 1, 1992. Re-established March 1996.

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 VAQ-134 "Garudas", NAS Whidbey Island, Washington

Established June 17, 1969 at NAS Whidbey Island, Washington with EA-6B. Deactivated
but re-established September 1995.

 VAQ-135 "Black Ravens" NAS Whidbey Island, Washington

Established May 15, 1969 at NAS Whidbey Island. Transitioned from EKA-3B to EA-6B
September 1973. Converted to EA-6B ICAP II November 1976. Flew support during
Operation Prairie Fire. Flew electronic support in Persian Gulf in mid-1991. Converted to
ICAP II Block 86 EA-6B shortly thereafter.

 VAQ-136 "Gauntlets", NAF Atsugi, Japan

Established April 6, 1973, received EA-6B October 1977. Moved from NAS Whidbey
Island to Atsugi Japan in January 1982.

 VAQ-137 "Rooks", NAS Whidbey Island, Washington

Established December 14, 1973 at NAS Whidbey Island, Washington. Participated in

Operation Prairie Fire and Desert Storm. Disestablished October 1994. Re-established
October 3, 1996.

 VAQ-138 "Yellowjackets", NAS Whidbey Island, Washington

Established February 27 1976 at NAS Whidbey Island, Washington with EXCAP EA-6B.
Transitioned in 1967 tio ICAP II EA-6B and by Operation Desert Storm was operationg
Block 86A ICAP II.

 VAQ-139 "Cougars", NAS Whidbey Island, Washington

Established July 1, 1983 at NAS Whidbey Island, Washington with EA-6B.

 VAQ-140 "Patriots", NAS Whidbey Island, Washington

Established October 1, 1985 at NAS Whidbey Island, Washington with EA-6B.

 VAQ-141 "Shadowhawks", NAS Whidbey Island, Washington

Established July 1, 1987 at NAS Whidbey Island, Washington with EA-6B

 VAQ-142 "Grim Watchdogs later Grey Wolves", NAS Whidbey Island, Washington

Established June 1, 1988 at NAS Whidbey Island, Washington. Disestablished March 31,
1991, assets to VAQ-35. Re-established April 1997 as joint USAF/USN unit.

 VAQ-209 "Star Warriors", NAS Norfolk, Virginia, later to NAF Washington, DC.

Established October 1, 1977 at NAS Norfolk, Virginia with EA-6As from Marine Corps
squadron VMAQ-2. Re-equipped with EA-6B September 1990. Moved to NAF Washington
(Andrews AFB). Now the East Coast Reserve ECM squadron.

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  VAQ-309 "Axemen", NAS Whidbey Island, Washington

Established February 1, 1979 as Naval Air Reserve squadron at NAS Whidbey Island,
Washington. Received EA-6As from Marine Corps squadron VMAQ-2 in 1979, transitioned
to EA-6B December 1990.

 VX-5 "Vampires"

Detachment at Albuquerque, New Mexico to carry out evaluation of Intruder.

Sources:

1. Grumman Aircraft Since 1920, Rene J. Francillon, Naval Institute Press, 1989

2. American Combat Planes, 3rd Edition, Ray Wagner, Doubleday, 1982.

3. United States Navy Aircraft Since 1911, Gordon Swanborough and Peter M. Bowers, Naval
Institute Press, 1990.
4. Grumman A-6 Intruder and EA-6 Prowler, Robert F. Dorr, World AirPower Journal, Vol.
12, 1993.
5. Grumman A-6 Intruder, Robert F. Dorr, Osprey Air Combat, 1987.
6. Air Intel, Combat Aircraft, May 1997, p. 7
7. Intruder Chronicle, Rene Francillon, Combat Aircraft Vol 1, No 2. July 1997.
8. Farewell Intruder--The Last of the Heavy Punchers, Tom Kaminski, Air Fan International,
Mar 1997, p 6.
9. Staying in the Game--Electronic Warfare Upgrades Keep the Prowler Jamming, Tom
Kaminski, Combat Aircraft Vol 2 No 6, Jan 2000, p. 448
10. FAS Military Analysis Network--Operation Urgent Fury--http://www.fas.org/man/dod-
101/ops/urgent_fury.htm
11. Library of Congress Country Study--Libya
12. Library of Congress Country Study--Lebanon

 VMAQ-1 "Screaming Banshees", MCAS Cherry Point, North Carolina

Established July 1, 1992 from Detachment X of VMAQ-2. Operates ICAP II EA-6B.

 VMAQ-2 "Playboys", later "Panthers", MCAS Cherry Point, North Carolina

Operated EA-6A until receiving the first EA-6B February 17, 1977. Carrier-based
detachments during Operation Prairie Fire and El Dorado Canyon. Participated in Desert
Shield/Desert Storm. Maintained 3 Prowler detachments (X, Y, and Z). Split in on July 1,
1992 to form VMAQs -1, -2, and -3. Part

 VMAQ-3 "Moondogs", MCAS Cherry Point, North Carolina

Established July 1, 1992 from detachment Z of VMAQ when the later squadron was divided
into three VMAQs. Flies ICAP II EA-6B.

 VMAQ-4 "Seahawks", NAS Whidbey Island, Washington later to MCAS Cherry Point,
North Carolina

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Narine Air Reserve squadron with EA-6A. In June 1991, called to active duty temporarily
and replaced EA-6A with EA-6B Prowlers, deploying to MCAS Iwakuni, Japan. Returned
to Whidbey Island November 1991. Inactivated September 30, 1992 as a reserve squadron
and reactivated October 2, 1992 as an active duty squadron and moved to MCAS Cherry
Point, North Carolina.

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