A-10 Aircraft Practicing Under The Rainclouds
Image by Chic Bee
Heading home from Green Things with a red grapefruit plant on the backseat.
I captured these lovely A-10s from Davis-Monthan AFB in Tucson through the passenger’s windshield. I think we were stopped at a traffic light on Pima in Tucson, Arizona, USA. This is cropped from a moderate angle shot.
These A-10s are constantly in use for training. They are an amazingly effective anti-tank weapon for the Army. The Air Force keeps wanting to kill their budget. I believe we need an Army Air Force with its own budget.
en.wikipedia.org/wiki/Fairchild_Republic_A-10_Thunderbolt_II
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Design
Overview
Side-view drawing of aircraft with cut-throughs showing crucial internal components
A-10 inboard profile drawing
The A-10 has a cantilever low-wing monoplane wing with a wide chord.[32] The aircraft has superior maneuverability at low speeds and altitudes because of its large wing area, high wing aspect ratio, and large ailerons. The wing also allows short takeoffs and landings, permitting operations from primitive forward airfields near front lines. The aircraft can loiter for extended periods and operate under 1,000-foot (300 m) ceilings with 1.5-mile (2.4 km) visibility. It typically flies at a relatively low speed of 300 knots (350 mph; 560 km/h), which makes it a better platform for the ground-attack role than fast fighter-bombers, which often have difficulty targeting small, slow-moving targets.[52]
The leading edge of the wing has a honeycomb structure panel construction, providing strength with minimal weight; similar panels cover the flap shrouds, elevators, rudders, and sections of the fins.[53] The skin panels are integral with the stringers and are fabricated using computer-controlled machining, reducing production time and cost. Combat experience has shown that this type of panel is more resistant to damage. The skin is not load-bearing, so damaged skin sections can be easily replaced in the field, with makeshift materials if necessary.[54] The ailerons are at the far ends of the wings for a greater rolling moment and have two distinguishing features: The ailerons are larger than is typical, almost 50 percent of the wingspan, providing improved control even at slow speeds; the aileron is also split, making it a deceleron.[55][56]
The A-10 is designed to be refueled, rearmed, and serviced with minimal equipment.[57] Its simple design enables maintenance at forward bases with limited facilities.[58][59] An unusual feature is that many of the aircraft’s parts are interchangeable between the left and right sides, including the engines, main landing gear, and vertical stabilizers. The sturdy landing gear, low-pressure tires, and large, straight wings allow operation from short rough strips even with a heavy aircraft ordnance load, allowing the aircraft to operate from damaged airbases, flying from taxiways, or even straight roadway sections.[60]
The front landing gear is offset to the aircraft’s right to allow placement of the 30 mm cannon with its firing barrel along the centerline of the aircraft.[61] During ground taxi, the offset front landing gear causes the A-10 to have dissimilar turning radii. Turning to the right on the ground takes less distance than turning left.[Note 1] The wheels of the main landing gear partially protrude from their nacelles when retracted, making gear-up belly landings easier to control and less damaging. All landing gears retract forward; if hydraulic power is lost, a combination of gravity and aerodynamic drag can lower and lock the gear in place.[56]
Durability
The A-10 is exceptionally tough, being able to survive direct hits from armor-piercing and high-explosive projectiles up to 23 mm. It has double-redundant hydraulic flight systems, and a mechanical system as a backup if hydraulics are lost. Flight without hydraulic power uses the manual reversion control system; pitch and yaw control engages automatically, roll control is pilot-selected. In manual reversion mode, the A-10 is sufficiently controllable under favorable conditions to return to base, though control forces are greater than normal. The aircraft is designed to be able to fly with one engine, half of the tail, one elevator, and half of a wing missing.[62]
The cockpit and parts of the flight-control systems are protected by 1,200 lb (540 kg) of titanium aircraft armor, referred to as a "bathtub".[63][64] The armor has been tested to withstand strikes from 23 mm cannon fire and some strikes from 57 mm rounds.[59][63] It is made up of titanium plates with thicknesses varying from 0.5 to 1.5 inches (13 to 38 mm) determined by a study of likely trajectories and deflection angles. The armor makes up almost six percent of the aircraft’s empty weight. Any interior surface of the tub directly exposed to the pilot is covered by a multi-layer nylon spall shield to protect against shell fragmentation.[65][66] The front windscreen and canopy are resistant to small arms fire.[67]
The A-10’s durability was demonstrated on 7 April 2003 when Captain Kim Campbell, while flying over Baghdad during the 2003 invasion of Iraq, suffered extensive flak damage. Iraqi fire damaged one of her engines and crippled the hydraulic system, requiring the aircraft’s stabilizer and flight controls to be operated via the ‘manual reversion mode.’ Despite this damage, Campbell flew the aircraft for nearly an hour and landed safely.[68][69]
The A-10 was intended to fly from forward air bases and semi-prepared runways with a high risk of foreign object damage to the engines. The unusual location of the General Electric TF34-GE-100 turbofan engines decreases ingestion risk and allows the engines to run while the aircraft is serviced and rearmed by ground crews, reducing turn-around time. The wings are also mounted closer to the ground, simplifying servicing and rearming operations. The heavy engines require strong supports: four bolts connect the engine pylons to the airframe.[70] The engines’ high 6:1 bypass ratio contributes to a relatively small infrared signature, and their position directs exhaust over the tailplanes further shielding it from detection by infrared homing surface-to-air missiles. The engines’ exhaust nozzles are angled nine degrees below horizontal to cancel out the nose-down pitching moment that would otherwise be generated from being mounted above the aircraft’s center of gravity and avoid the need to trim the control surfaces to prevent pitching.[70]
To reduce the likelihood of damage to the A-10’s fuel system, all four fuel tanks are located near the aircraft’s center and are separated from the fuselage; projectiles would need to penetrate the aircraft’s skin before reaching a tank’s outer skin.[65][66] Compromised fuel transfer lines self-seal; if damage exceeds a tank’s self-sealing capabilities, check valves prevent fuel from flowing into a compromised tank. Most fuel system components are inside the tanks so that fuel will not be lost due to component failure. The refueling system is also purged after use.[71] Reticulated polyurethane foam lines both the inner and outer sides of the fuel tanks, retaining debris and restricting fuel spillage in the event of damage. The engines are shielded from the rest of the airframe by firewalls and fire extinguishing equipment. In the event of all four main tanks being lost, two self-sealing sump tanks contain fuel for 230 miles (370 km) of flight.[65][66]
Since the A-10 operates extremely close to enemy positions, where it is an easy target for MANPADS, surface-to-air missiles (SAMs), and enemy fighters, it can carry up to 480 flares and 480 chaff cartridges, which is more than any other fighter, but usually flies with a mix of both.[72]
Weapons
Although the A-10 can carry a considerable amount of munitions, its primary built-in weapon is the 30×173 mm GAU-8/A Avenger autocannon. One of the most powerful aircraft cannons ever flown, it fires large depleted uranium armor-piercing shells. The GAU-8 is a hydraulically driven seven-barrel rotary cannon designed specifically for the anti-tank role with a high rate of fire. The cannon’s original design could be switched by the pilot to 2,100 or 4,200 rounds per minute;[73] this was later changed to a fixed rate of 3,900 rounds per minute.[74] The cannon takes about half a second to reach top speed, so 50 rounds are fired during the first second, 65 or 70 rounds per second thereafter. The gun is accurate enough to place 80 percent of its shots within a 40-foot (12.4 m) diameter circle from 4,000 feet (1,220 m) while in flight.[75] The GAU-8 is optimized for a slant range of 4,000 feet (1,220 m) with the A-10 in a 30-degree dive.[76]
Front view of the A-10’s GAU-8 installation
The fuselage of the aircraft is built around the cannon. The GAU-8/A is mounted slightly to the port side; the barrel in the firing location is on the starboard side at the 9 o’clock position so it is aligned with the aircraft’s centerline. The gun’s 5-foot, 11.5-inch (1.816 m) ammunition drum can hold up to 1,350 rounds of 30 mm ammunition,[61] but generally holds 1,174 rounds.[76] To protect the GAU-8/A rounds from enemy fire, armor plates of differing thicknesses between the aircraft skin and the drum are designed to detonate incoming shells.[61][66]
The AGM-65 Maverick air-to-surface missile is a commonly used munition for the A-10, targeted via electro-optical (TV-guided) or infrared. The Maverick allows target engagement at much greater ranges than the cannon, and thus less risk from anti-aircraft systems. During Desert Storm, in the absence of dedicated forward-looking infrared (FLIR) cameras for night vision, the Maverick’s infrared camera was used for night missions as a "poor man’s FLIR".[77] Other weapons include cluster bombs and Hydra rocket pods.[78] The A-10 is equipped to carry GPS and laser-guided bombs, such as the GBU-39 Small Diameter Bomb, Paveway series bombs, JDAM, WCMD and glide bomb AGM-154 Joint Standoff Weapon.[79] A-10s usually fly with an ALQ-131 ECM pod under one wing and two AIM-9 Sidewinder air-to-air missiles under the other wing for self-defense.[80]
Modernization
The A-10 Precision Engagement Modification Program from 2006 to 2010 updated all A-10 and OA-10 aircraft in the fleet to the A-10C standard with a new flight computer, new glass cockpit displays and controls, two new 5.5-inch (140 mm) color displays with moving map function, and an integrated digital stores management system.[18][43][44][81]
Since then, the A-10 Common Fleet Initiative has led to further improvements: a new wing design, a new data link, the ability to employ smart weapons such as the Joint Direct Attack Munition (JDAM) and Wind Corrected Munitions Dispenser, as well as the newer GBU-39 Small Diameter Bomb, and the ability to carry an integrated targeting pod such as the Northrop Grumman LITENING or the Lockheed Martin Sniper Advanced Targeting Pod (ATP). Also included is the Remotely Operated Video Enhanced Receiver (ROVER) to provide sensor data to personnel on the ground.[43] The A-10C has a Missile Warning System (MWS), which alerts the pilot to whenever there is a missile launch, friendly or non-friendly. The A-10C can also carry an ALQ-184 ECM Pod, which works with the MWS to detect a missile launch, figure out what kind of vehicle is launching the missile or flak (i.e.: SAM, aircraft, flak, MANPAD, etc.), and then jams it with confidential emitting, and selects a countermeasure program that the pilot has pre-set, that when turned on, will automatically dispense flare and chaff at pre-set intervals and amounts.[82]
Colors and markings
Since the A-10 flies low to the ground and at subsonic speed, aircraft camouflage is important to make the aircraft more difficult to see. Many different types of paint schemes have been tried. These have included a "peanut scheme" of sand, yellow, and field drab; black and white colors for winter operations, and a tan, green, and brown mixed pattern.[83] Many A-10s also featured a false canopy painted in dark gray on the underside of the aircraft, just behind the gun. This form of automimicry is an attempt to confuse the enemy as to aircraft attitude and maneuver direction.[84][85] Many A-10s feature nose art, such as shark mouth or warthog head features.
The two most common markings applied to the A-10 have been the European I woodland camouflage scheme and a two-tone gray scheme. The European woodland scheme was designed to minimize visibility from above, as the threat from hostile fighter aircraft was felt to outweigh that from ground-fire. It uses dark green, medium green, and dark gray in order to blend in with the typical European forest terrain and was used from the 1980s to the early 1990s. Following the end of the Cold War, and based on experience during the 1991 Gulf War, the air-to-air threat was no longer seen to be as important as that from ground fire, and a new color scheme known as "Compass Ghost" was chosen to minimize visibility from below. This two-tone gray scheme has darker gray color on top, with the lighter gray on the underside of the aircraft, and started to be applied from the early 1990s.[86]
Operational history
Entering service
The first unit to receive the A-10 Thunderbolt II was the 355th Tactical Training Wing, based at Davis-Monthan Air Force Base, Arizona, in March 1976.[87] The first unit to achieve full combat-readiness was the 354th Tactical Fighter Wing at Myrtle Beach Air Force Base, South Carolina, in October 1977.[1] Deployments of A-10As followed at bases both at home and abroad, including England AFB, Louisiana; Eielson AFB, Alaska; Osan Air Base, South Korea; and RAF Bentwaters/RAF Woodbridge, England. The 81st TFW of RAF Bentwaters/RAF Woodbridge operated rotating detachments of A-10s at four bases in Germany known as Forward Operating Locations (FOLs): Leipheim, Sembach Air Base, Nörvenich Air Base, and RAF Ahlhorn.[88]
A-10s were initially an unwelcome addition to many in the Air Force. Most pilots switching to the A-10 did not want to because fighter pilots traditionally favored speed and appearance.[89] In 1987, many A-10s were shifted to the forward air control (FAC) role and redesignated OA-10.[90] In the FAC role, the OA-10 is typically equipped with up to six pods of 2.75 inch (70 mm) Hydra rockets, usually with smoke or white phosphorus warheads used for target marking. OA-10s are physically unchanged and remain fully combat capable despite the redesignation.[91]
A-10s of the 23rd TFW were deployed to Bridgetown, Barbados during Operation Urgent Fury, the American Invasion of Grenada. They provided air cover for the U.S. Marine Corps landings on the island of Carriacou in late October 1983, but did not fire weapons as Marines met no resistance.[92][93][94]
Gulf War and Balkans
The A-10 was used in combat for the first time during the Gulf War in 1991, destroying more than 900 Iraqi tanks, 2,000 other military vehicles, and 1,200 artillery pieces.[10] A-10s also shot down two Iraqi helicopters with the GAU-8 cannon. The first of these was shot down by Captain Robert Swain over Kuwait on 6 February 1991 for the A-10’s first air-to-air victory.[95][96] Four A-10s were shot down during the war by surface-to-air missiles. Another two battle-damaged A-10s and OA-10As returned to base and were written off. Some sustained additional damage in crash landings.[97][98] The A-10 had a mission-capable rate of 95.7 percent, flew 8,100 sorties, and launched 90 percent of the AGM-65 Maverick missiles fired in the conflict.[99] Shortly after the Gulf War, the Air Force abandoned the idea of replacing the A-10 with a close air support version of the F-16.[100]
U.S. Air Force A-10 aircraft fired approximately 10,000 30 mm rounds in Bosnia and Herzegovina in 1994–95. Following the seizure of some heavy weapons by Bosnian Serbs from a warehouse in Ilidža, a series of sorties were launched to locate and destroy the captured equipment. On 5 August 1994, two A-10s located and strafed an anti-tank vehicle. Afterward, the Serbs agreed to return remaining heavy weapons.[101] In August 1995, NATO launched an offensive called Operation Deliberate Force. A-10s flew close air support missions, attacking Bosnian Serb artillery and positions. In late September, A-10s began flying patrols again.[102]
A-10s returned to the Balkan region as part of Operation Allied Force in Kosovo beginning in March 1999.[102] In March 1999, A-10s escorted and supported search and rescue helicopters in finding a downed F-117 pilot.[103] The A-10s were deployed to support search and rescue missions, but over time the Warthogs began to receive more ground attack missions. The A-10’s first successful attack in Operation Allied Force happened on 6 April 1999; A-10s remained in action until combat ended in late June 1999.[104]
Afghanistan, Iraq, Libya, and recent deployments
During the 2001 invasion of Afghanistan, the A-10s did not take part in the initial stages. For the campaign against Taliban and Al Qaeda, A-10 squadrons were deployed to Pakistan and Bagram Air Base, Afghanistan, beginning in March 2002. These A-10s participated in Operation Anaconda. Afterward, A-10s remained in-country, fighting Taliban and Al Qaeda remnants.[105]
Operation Iraqi Freedom began on 20 March 2003. Sixty OA-10/A-10 aircraft took part in early combat there.[106] The United States Air Forces Central Command issued Operation Iraqi Freedom: By the Numbers, a declassified report about the aerial campaign in the conflict on 30 April 2003. During that initial invasion of Iraq, A-10s had a mission capable rate of 85 percent in the war and fired 311,597 rounds of 30 mm ammunition. A single A-10 was shot down near Baghdad International Airport by Iraqi fire late in the campaign. The A-10 also flew 32 missions in which the aircraft dropped propaganda leaflets over Iraq.[107]
In September 2007, the A-10C with the Precision Engagement Upgrade reached initial operating capability.[81] The A-10C first deployed to Iraq in 2007 with the 104th Fighter Squadron of the Maryland Air National Guard.[108] The A-10C’s digital avionics and communications systems have greatly reduced the time to acquire a close air support target and attack it.[109]
A-10s flew 32 percent of combat sorties in Operation Iraqi Freedom and Operation Enduring Freedom. The sorties ranged from 27,800 to 34,500 annually between 2009 and 2012. In the first half of 2013, they flew 11,189 sorties in Afghanistan.[110] From the beginning of 2006 to October 2013, A-10s conducted 19 percent of CAS missions in Iraq and Afghanistan, more than the F-15E Strike Eagle and B-1B Lancer, but less than the 33 percent flown by F-16s.[111]
In March 2011, six A-10s were deployed as part of Operation Odyssey Dawn, the coalition intervention in Libya. They participated in attacks on Libyan ground forces there.[112][113]
The USAF 122nd Fighter Wing revealed it would deploy to the Middle East in October 2014 with 12 of the unit’s 21 A-10 aircraft. Although the deployment had been planned a year in advance in a support role, the timing coincided with the ongoing Operation Inherent Resolve against ISIL militants.[114][115][116] From mid-November, U.S. commanders began sending A-10s to hit IS targets in central and northwestern Iraq on an almost daily basis.[117][118] In about two months time, A-10s flew 11 percent of all USAF sorties since the start of operations in August 2014.[119] On 15 November 2015, two days after the ISIL attacks in Paris, A-10s and AC-130s destroyed a convoy of over 100 ISIL-operated oil tanker trucks in Syria. The attacks were part of an intensification of the U.S.-led intervention against ISIL called Operation Tidal Wave II (named after Operation Tidal Wave during World War II, a failed attempt to raid German oil fields) in an attempt to cut off oil smuggling as a source of funding for the group.[120]
On 19 January 2018, 12 A-10s from the 303d Expeditionary Fighter Squadron were deployed to Kandahar Airfield, Afghanistan, to provide close-air support, marking the first time in more than three years A-10s had been deployed to Afghanistan.[121]
Future
The future of the platform remains the subject of debate. In 2007, the USAF expected the A-10 to remain in service until 2028 and possibly later,[122] when it would likely be replaced by the Lockheed Martin F-35 Lightning II.[38] However, critics have said that replacing the A-10 with the F-35 would be a "giant leap backwards" given the A-10’s performance and the F-35’s high costs.[123] In 2012, the Air Force considered the F-35B STOVL variant as a replacement CAS aircraft, but concluded that the aircraft could not generate sufficient sorties.[124] In August 2013, Congress and the Air Force examined various proposals, including the F-35 and the MQ-9 Reaper unmanned aerial vehicle filling the A-10’s role. Proponents state that the A-10’s armor and cannon are superior to aircraft such as the F-35 for ground attack, that guided munitions other planes rely upon could be jammed, and that ground commanders frequently request A-10 support.[110]
In the USAF’s FY 2015 budget, the service considered retiring the A-10 and other single-mission aircraft, prioritizing multi-mission aircraft; cutting a whole fleet and its infrastructure was seen as the only method for major savings. The U.S. Army had expressed interest in obtaining some A-10s should the Air Force retire them,[125][126] but later stated there was "no chance" of that happening.[127] The U.S. Air Force stated that retirement would save .7 billion from 2015 to 2019. The prevalence of guided munitions allow more aircraft to perform the CAS mission and reduces the requirement for specialized aircraft; since 2001 multirole aircraft and bombers have performed 80 percent of operational CAS missions. The Air Force also said that the A-10 was more vulnerable to advanced anti-aircraft defenses, but the Army replied that the A-10 had proved invaluable because of its versatile weapons loads, psychological impact, and limited logistics needs on ground support systems.[128]
In January 2015, USAF officials told lawmakers that it would take 15 years to fully develop a new attack aircraft to replace the A-10;[129] that year General Herbert J. Carlisle, the head of Air Combat Command, stated that a follow-on weapon system for the A-10 may need to be developed.[130] It planned for F-16s and F-15Es to initially take up CAS sorties, and later by the F-35A once sufficient numbers become operationally available over the next decade.[131] In July 2015, Boeing held initial discussions on the prospects of selling retired or stored A-10s in near-flyaway condition to international customers.[42] However, the Air Force then said that it would not permit the aircraft to be sold.[132]
Plans to develop a replacement aircraft were announced by the US Air Combat Command in August 2015.[133][134] Early the following year, the Air Force began studying future CAS aircraft to succeed the A-10 in low-intensity "permissive conflicts" like counterterrorism and regional stability operations, admitting that the F-35 would be too expensive to operate in day-to-day roles. A wide range of platforms were under consideration, including everything from low-end AT-6 Wolverine and A-29 Super Tucano turboprops and the Textron AirLand Scorpion as more basic off-the-shelf options to more sophisticated clean-sheet attack aircraft or "AT-X" derivatives of the T-X next-generation trainer as entirely new attack platforms.[131][135][136]
In January 2016, the USAF was "indefinitely freezing" plans to retire the A-10 for at least several years. In addition to Congressional opposition, its use in anti-ISIL operations, deployments to Eastern Europe as a response to Russia’s military intervention in Ukraine, and reevaluation of F-35 numbers necessitated its retention.[137][138] In February 2016, the Air Force deferred the final retirement of the aircraft until 2022 after being replaced by F-35s on a squadron-by-squadron basis.[139][140] In October 2016, the Air Force Material Command brought the depot maintenance line back to full capacity in preparation for re-winging the fleet.[141] In June 2017, it was announced that the aircraft "…will now be kept in the air force’s inventory indefinitely."[142][5]
Other uses
On 25 March 2010, an A-10 conducted the first flight of an aircraft with all engines powered by a biofuel blend. The flight, performed at Eglin Air Force Base, used a 1:1 blend of JP-8 and Camelina-based fuel.[143] On 28 June 2012, the A-10 became the first aircraft to fly using a new fuel blend derived from alcohol; known as ATJ (Alcohol-to-Jet), the fuel is cellulosic-based and can be produced using wood, paper, grass, or any cellulose based material, which are fermented into alcohols before being hydro-processed into aviation fuel. ATJ is the third alternative fuel to be evaluated by the Air Force as a replacement for the petroleum-derived JP-8 fuel. Previous types were a synthetic paraffinic kerosene derived from coal and natural gas and a bio-mass fuel derived from plant-oils and animal fats known as Hydroprocessed Renewable Jet.[144]
In 2011, the National Science Foundation granted million to modify an A-10 for weather research for CIRPAS at the U.S. Naval Postgraduate School[145] and in collaboration with scientists from the South Dakota School of Mines & Technology (SDSM&T),[146] replacing SDSM&T’s retired North American T-28 Trojan.[147] The A-10’s armor is expected to allow it to survive the extreme meteorological conditions, such as 200 mph hailstorms, found in inclement high-altitude weather events.[148]
Variants
YA-10A
Pre-production variant. 12 were built.[149]
A-10A
Single-seat close air support, ground-attack production version.
OA-10A
A-10As used for airborne forward air control.
YA-10B Night/Adverse Weather (N/AW)
Two-seat experimental prototype, for work at night and in bad weather. The one YA-10B prototype was converted from an A-10A.[150][151]
A-10C
A-10As updated under the incremental Precision Engagement (PE) program.[43]
A-10PCAS
Proposed unmanned version developed by Raytheon and Aurora Flight Sciences as part of DARPA’s Persistent Close Air Support program.[152] The PCAS program eventually dropped the idea of using an optionally manned A-10.[153]
Civilian A-10
Proposed by the South Dakota School of Mines and Technology to replace its North American T-28 Trojan thunderstorm penetration aircraft. The A-10 would have its military engines, avionics, and oxygen system replaced by civilian versions. The engines and airframe would receive protection from hail, and the GAU-8 Avenger would be replaced with ballast or scientific instruments.[154]
Operators
The A-10 has been flown exclusively by the United States Air Force and its Air Reserve components, the Air Force Reserve Command (AFRC) and the Air National Guard (ANG). As of 2017, 282 A-10C aircraft are reported as operational, divided as follows: 141 USAF, 55 AFRC, 86 ANG.[155]
United States
United States Air Force
Air Force Materiel Command
514th Flight Test Squadron (Hill AFB, Utah) (1993-)
23rd Wing
74th Fighter Squadron (Moody AFB, Georgia) (1980-1992, 1996-)
75th Fighter Squadron (Moody AFB, Georgia) (1980-1991, 1992-)
51st Fighter Wing
25th Fighter Squadron (Osan AFB, South Korea) (1982-1989, 1993-)
53d Wing
422d Test and Evaluation Squadron (Nellis AFB, Nevada) (1977-)
57th Wing
66th Weapons Squadron (Nellis AFB, Nevada) (1977-1981, 2003-)
96th Test Wing
40th Flight Test Squadron (Eglin AFB, Florida) (1982-)
122nd Fighter Wing (Indiana ANG)
163d Fighter Squadron (Fort Wayne ANGS, Indiana) (2010-)
124th Fighter Wing (Idaho ANG)
190th Fighter Squadron (Gowen Field ANGB, Idaho) (1996-)
127th Wing (Michigan ANG)
107th Fighter Squadron (Selfridge ANGB, Michigan) (2008-)
175th Wing (Maryland ANG)
104th Fighter Squadron (Warfield ANGB, Maryland) (1979-)
355th Fighter Wing
354th Fighter Squadron (Davis-Monthan AFB, Arizona) (1979-1982, 1991-)
357th Fighter Squadron (Davis-Monthan AFB, Arizona) (1979-)
442nd Fighter Wing (AFRC)
303d Fighter Squadron (Whiteman AFB, Missouri) (1982-)
476th Fighter Group (AFRC)
76th Fighter Squadron (Moody AFB, Georgia) (1981-1992, 2009-)
495th Fighter Group (AFRC)
358th Fighter Squadron (Whiteman AFB, Missouri) (1979-2014, 2015-)
924th Fighter Group (AFRC)
45th Fighter Squadron (Davis-Monthan AFB, Arizona) (1981-1994, 2009-)
47th Fighter Squadron (Davis-Monthan AFB, Arizona) (1980-)
926th Wing (AFRC)
706th Fighter Squadron (Davis-Monthan AFB, Arizona) (1982-1992, 1997-)
Former squadrons
18th Tactical Fighter Squadron (1982-1991)
23d Tactical Air Support Squadron (1987-1991) (OA-10 unit)
55th Tactical Fighter Squadron (1994-1996)
70th Fighter Squadron (1995-2000)
78th Tactical Fighter Squadron (1979-1992)
81st Fighter Squadron (1994-2013)
91st Tactical Fighter Squadron (1978-1992)
92d Tactical Fighter Squadron (1978-1993)
103d Fighter Squadron (Pennsylvania ANG) (1988-2011) (OA-10 unit)
118th Fighter Squadron (Connecticut ANG) (1979-2008)
131st Fighter Squadron (Massachusetts ANG) (1979-2007)
138th Fighter Squadron (New York ANG) (1979-1989)
172d Fighter Squadron (Michigan ANG) (1991-2009)
176th Tactical Fighter Squadron (Wisconsin ANG) (1981-1993)
184th Fighter Squadron (Arkansas ANG) (2007-2014)
353d Tactical Fighter Squadron (1978-1992)
355th Tactical Fighter Squadron (1978-1992, 1993–2007)
356th Tactical Fighter Squadron (1977-1992)[156]
509th Tactical Fighter Squadron (1979-1992)
510th Tactical Fighter Squadron (1979-1994)
511th Tactical Fighter Squadron (1980-1992)
Aircraft on display
Germany
A-10A
77-0264 – Spangdahlem AB, Bitburg[157]
South Korea
A-10A
76-0515 – Osan AB[158]
United Kingdom
A-10A
77-0259 – American Air Museum at Imperial War Museum Duxford[159]
80-0219 – Bentwaters Cold War Museum[160]
United States
YA-10A
71-1370 – Joint Base Langley-Eustis (Langley AFB), Hampton, Virginia[161]
YA-10B
73-1664 – Air Force Flight Test Center Museum, Edwards AFB, California[162]
A-10A
73-1666 – Hill Aerospace Museum, Hill AFB, Utah[163]
73-1667 – Flying Tiger Heritage Park at the former England AFB, Louisiana[164]
75-0263 – Empire State Aerosciences Museum, Glenville, New York[165]
75-0270 – McChord Air Museum, McChord AFB, Washington[166]
75-0293 – Wings of Eagles Discovery Center, Elmira, New York[167]
75-0288 – Air Force Armament Museum, Eglin AFB, Florida[168]
75-0289 – Heritage Park, Eielson AFB, Alaska[169]
75-0298 – Pima Air & Space Museum (adjacent to Davis-Monthan AFB), Tucson, Arizona[170]
75-0305 – Museum of Aviation, Robins AFB, Warner Robins, Georgia[171]
75-0308 – Moody Heritage Park, Moody AFB, Valdosta, Georgia[172]
75-0309 – Shaw AFB, Sumter, South Carolina. Marked as AF Ser. No. 81-0964 assigned to the 55 FS from 1994 to 1996. The represented aircraft was credited with downing an Iraqi Mi-8 Hip helicopter on 15 Feb 1991 while assigned to the 511 TFS.[173][174]
76-0516 – Wings of Freedom Aviation Museum at the former NAS Willow Grove, Horsham, Pennsylvania[175]
76-0530 – Whiteman AFB, Missouri[176]
76-0535 – Cradle of Aviation, Garden City, New York[177]
76-0540 – Aerospace Museum of California, McClellan Airport (former McClellan AFB), Sacramento, California[178]
77-0199 – Stafford Air & Space Museum, Weatherford, Oklahoma
77-0205 – USAF Academy collection, Colorado Springs, Colorado[179]
77-0228 – Grissom Air Museum, Grissom ARB (former Grissom AFB), Peru, Indiana[180]
77-0244 – Wisconsin Air National Guard Museum, Volk Field ANGB, Wisconsin[181]
77-0252 – Cradle of Aviation, Garden City, New York (nose section only)[182]
77-0667 – England AFB Heritage Park, Alexandria, Louisiana[183]
78-0681 – National Museum of the United States Air Force, Wright-Patterson AFB, Dayton, Ohio[184]
78-0687 – Don F. Pratt Memorial Museum, Fort Campbell, Kentucky[185]
79-0097 – Warbird Park, former Myrtle Beach Air Force Base, South Carolina[186]
79-0100 – Barnes Air National Guard Base, Westfield, Massachusetts[187]
79-0103 – Bradley Air National Guard Base, Windsor Locks, Connecticut[188]
79-0116 – Warrior Park, Davis-Monthan AFB, Tucson, Arizona[189]
79-0173 – New England Air Museum, Windsor Locks, Connecticut[190]
80-0247 – American Airpower Museum, Republic Airport, Farmingdale, New York[191]
80-0708 – Selfridge Military Air Museum, Selfridge Air National Guard Base, Harrison Township, Michigan[192]
Specifications (A-10A)
Data from The Great Book of Modern Warplanes,[193] Fairchild-Republic A/OA-10,[194] USAF[81]
General characteristics
Crew: 1
Length: 53 ft 4 in (16.26 m)
Wingspan: 57 ft 6 in (17.53 m)
Height: 14 ft 8 in (4.47 m)
Wing area: 506 ft2 (47.0 m2)
Airfoil: NACA 6716 root, NACA 6713 tip
Empty weight: 24,959 lb (11,321 kg)
Loaded weight: 30,384 lb (13,782 kg)
CAS mission: 47,094 lb (21,361 kg)
Anti-armor mission: 42,071 lb (19,083 kg)
Max. takeoff weight: 50,000 lb[195] (22,700 kg)
Internal fuel capacity: 11,000 lb (4,990 kg)
Powerplant: 2 × General Electric TF34-GE-100A turbofans, 9,065 lbf (40.32 kN) each
Performance
Maximum speed: 381 knots (439 mph, 706 km/h) at sea level, clean[194]
Cruise speed: 300 knots (340 mph, 560 km/h)
Stall speed: 120 knots (138 mph, 220 km/h) [196]
Never exceed speed: 450 knots (518 mph,[194] 833 km/h) at 5,000 ft (1,500 m) with 18 Mk 82 bombs[197]
Combat radius:
CAS mission: 250 nmi (288 mi, 460 km at 1.88 hour loiter at 5,000 ft (1,500 m), 10 min combat
Anti-armor mission: 252 nmi (290 mi, 467 km), 40 nmi (45 mi, 75 km)) sea-level penetration and exit, 30 min combat
Ferry range: 2,240 nmi (2,580 mi, 4,150 km) with 50 knot (55 mph, 90 km/h) headwinds, 20 minutes reserve
Service ceiling: 45,000 ft (13,700 m)
Rate of climb: 6,000 ft/min (30 m/s)
Wing loading: 99 lb/ft2 (482 kg/m2)
Thrust/weight: 0.36
Armament
Guns: 1× 30 mm (1.18 in) GAU-8/A Avenger rotary cannon with 1,174 rounds (original capacity was 1,350 rd)
Hardpoints: 11 (8× under-wing and 3× under-fuselage pylon stations) with a capacity of 16,000 lb (7,260 kg) and provisions to carry combinations of:
Rockets:
4× LAU-61/LAU-68 rocket pods (each with 19×/7× Hydra 70 mm/APKWS[198] rockets, respectively)
6x LAU-131 rocket pods (each with 7x Hydra 70 rockets)[199][200]
Missiles:
2× AIM-9 Sidewinder air-to-air missiles for self-defense
6× AGM-65 Maverick air-to-surface missiles
Bombs:
Mark 80 series of unguided iron bombs or
Mk 77 incendiary bombs or
BLU-1, BLU-27/B, CBU-20 Rockeye II, BL755[201] and CBU-52/58/71/87/89/97 cluster bombs or
Paveway series of Laser-guided bombs or
Joint Direct Attack Munition (JDAM) (A-10C)[202] or
Wind Corrected Munitions Dispenser (A-10C)
Other:
SUU-42A/A Flares/Infrared decoys and chaff dispenser pod or
AN/ALQ-131 or AN/ALQ-184 ECM pods or
Lockheed Martin Sniper XR or LITENING targeting pods (A-10C) or
2× 600 US gal (2,300 L) Sargent Fletcher drop tanks for increased range/loitering time.
Avionics
AN/AAS-35(V) Pave Penny laser tracker pod[203] (mounted beneath right side of cockpit) for use with Paveway LGBs (currently the Pave Penny is no longer in use)
Head-up display (HUD)[31]
Notable appearances in media
Main article: Aircraft in fiction § A-10 Thunderbolt II
Nicknames
The A-10 Thunderbolt II received its popular nickname "Warthog" from the pilots and crews of the USAF attack squadrons who flew and maintained it. The A-10 is the last of Republic’s jet attack aircraft to serve with the USAF. The Republic F-84 Thunderjet was nicknamed the "Hog", F-84F Thunderstreak nicknamed "Superhog", and the Republic F-105 Thunderchief tagged "Ultra Hog".[204] The saying Go Ugly Early has been associated with the aircraft in reference to calling in the A-10 early to support troops in ground combat.[205]
See also
Craig D. Button – USAF pilot who crashed mysteriously in an A-10
190th Fighter Squadron, Blues and Royals friendly fire incident
1988 Remscheid A-10 crash
Aircraft of comparable role, configuration, and era
Ilyushin Il-102
Northrop YA-9
Sukhoi Su-25
Related lists
List of attack aircraft
List of active United States military aircraft
References
Notes
With the inner wheel on a turn stopped, the minimum radius of the turn is dictated by the distance between the inner wheel and the nose wheel. Since the distance is less between the right main wheel and the nose gear than the same measurement on the left, the aircraft can turn more tightly to the right.
