Vintage Aircraft, Unique Challenges
Commander Paul Ingram, the final commanding officer of VRC-40, noted the independent nature of Greyhound deployments.
“I don’t think there’s anywhere else in the conventional military where so much is on such a junior group,” Ingram said.
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Ingram emphasized the absence of complex automated flight computers on the C-2. The aircraft used traditional mechanical cables connected to hydraulic actuators.
“You’re operating independently overseas.
You have to understand the Law of the Seas and the rules for international flying because there’s nobody there,” Ingram said.
“You’re by yourself out there.”
The physical effort required to fly the heavy mechanical control systems earned the platform its vintage reputation.
“It’s a bit of a bear to fly, but there’s no computers between you and the air,” Ingram said.
Ingram characterized the flying experience as “pounding the air into submission.”
He recalled flying long routes across the Middle East, describing his favorite moment as “coming back from the ship, flying west from the North Arabian Sea into a sunset that just goes on forever.”
Former C-2 pilot James Wallace, who served from 1979 to 1982, recalled the protocol and passenger briefings required.
He described passengers as “always apprehensive.”
The C-2A Greyhound offered a 10,000-pound payload capacity compared to the Osprey's 6,000-pound capacity.
However, the CMV-22B was chosen to transport the Pratt & Whitney F135 engine power module for the F-35C Lightning II.
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The Osprey also provides vertical takeoff, air refueling, and direct delivery to non-carrier vessels.
