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Thread: Random Thoughts on the Mighty Hog - Part 2

  1. #16
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    Russian Air Force to receive first six Su-25SM attack aircraft

    RIA Novosti
    25/ 12/ 2006

    MOSCOW, December 25 (RIA Novosti) - Russia's Air Force will receive six modernized Su-25SM Frogfoot attack aircraft at an aircraft repair plant in the Moscow Region December 27, the chief Air Force spokesman said Monday.

    "The reception of the machines will be hosted personally by the Air Force commander, Army General Vladimir Mikhailov," Alexander Drobyshevsky told RIA Novosti.

    Drobyshevsky said the attack aircraft are the first to have undergone substantial modernization at the Russian Defense Ministry aircraft repair facilities.

    The Su-25, a single-seat armored subsonic Frogfoot attack plane with a maximum takeoff weight of 19.3 metric tons and a maximum speed of 950 kilometers (590 miles) an hour, is armed with a 30 millimeter cannon and various air-to-ground munitions.

    It can carry more than 4,000 kilograms (8,800 pounds) of weaponry, and can provide close infantry support in any weather or time of day.

    The Su-25SM, a modernized version of the Su-25, has improved survivability and combat capability.

    http://en.rian.ru/russia/20061225/57751005.html

  2. #17
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    Quote Originally Posted by B.Smitty View Post
    No, on the contrary, it's been years since we have talked about getting rid of the A-10.
    Just after GW1 when Clinton did his level best to pull the teeth out of the Americna miltiary bite the Air Force seriosuly considered getting rid of the A-10. it wasn't flashy or high tech and budget dollars were in short supply. The Army threatened to break the interservice agreement on fixed wing aircraft and fly them itself if that happened. The Airforce backed down but has never properly supported the aircraft. It is alway the last combat jet to get magor upgrades and is now IIRC mostly a guard aircraft.

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    Quote Originally Posted by zraver View Post
    Just after GW1 when Clinton did his level best to pull the teeth out of the Americna miltiary bite the Air Force seriosuly considered getting rid of the A-10. it wasn't flashy or high tech and budget dollars were in short supply. The Army threatened to break the interservice agreement on fixed wing aircraft and fly them itself if that happened. The Airforce backed down but has never properly supported the aircraft. It is alway the last combat jet to get magor upgrades and is now IIRC mostly a guard aircraft.
    GW1 was in 1991 - 16 years ago. A lot has changed since then.

    Now most, if not all, of A-10s are getting the "C" upgrade and could at some point even get new engines.

    Seems like they're being pretty well supported now.
    Last edited by B.Smitty; 10 Jan 07, at 21:10.

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    Quote Originally Posted by Blackjack View Post
    It seems all i've been hearing lately is that by the time I'm flying, the A-10 is going to be heading out...and that's only in a couple years. MY guess is that NObody knows what's really goin on...
    Well last I heard it won't be retired until 2028.

    Of course anything can happen.

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    Limitations :

    Even though the new capabilities of the A-10 are impressive, it is still an old
    aircraft with many of the same limitations and lacks many of the capabilities of newer aircraft.

    The aircraft continues to struggle with a significant thrust limitation. The A-10 was underpowered from inception, and the added weight and drag of subsequent modifications have only added to this problem.

    All combat loads include the TGP and ECM and IR countermeasures pods, which greatly increases baseline drag. The proposal to acquire new engines for the A-10 has been discussed for decades, but the multibillion dollar price tag continues to rule out a propulsion upgrade.

    The aircraft continues to struggle off the runway and climb to employment altitude, but new employment tactics help alleviate some of the thrust limitations in the target area.

    PE makes possible the accurate delivery of all weapons (except the gun) in level flight above 20,000 feet with greatly improved accuracy. Prior to the modification, steep-diving deliveries were required to insure visual target acquisition and to achieve the desired accuracy. These deliveries exposed the aircraft to more surface-to-air threats at lower altitudes, especially
    during the agonizingly slow climb back to altitude, with no excess energy available to perform evasive maneuvers.
    Reducing the need to perform these tactically risky deliveries has lessened the impact of the A-10’s thrust deficiency.

    The A-10’s slow speed continues to provide advantages while working at low altitude and in bad weather, especially when visually identifying targets and friendlies, but this slower speed also prevents it from integrating with other aircraft in strike packages.
    Source :

    HANSEN, Ralph S., Major, USAF
    THE EFFECTIVENESS OF THE A-10 ON THE BATTLEFIELD OF 2010
    Thesis, Faculty of the U.S. Army Command and General Staff College
    Fort Leavenworth, Kansas, 2002
    Pages 59-60

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    A-10
    by Lt. Col. Richard J. "Moses" Burgess
    Flying Safety, Jan-Feb, 2003

    From a safety perspective, FY02 was both a good and bad year for the mighty Warthog. The positive side was that mishap rates were better than historical averages, but the negative side is that we lost two Hog brethren in fatal mishaps. Over the 30 years the A-10 has been in the inventory, 96 Hogs have been destroyed in non-combat mishaps. This is an average of 3.2 mishaps per year over the life of the Hog, or a lifetime rate of 2.40 mishaps per 100,000 flying hours. In the last 10 years the numbers are slightly better. Since 1992 we've had 25 A-10 Class A mishaps or 2.5 per year, and a mishap rate of 1.86 Class As for every 100,000 hours flown. The two Class As in FY02 are below historical averages and the FY02 mishap rate of 1.72 is lower than both the 10- and 30-year averages. The two fatalities in the A-10 in FY02 were double the average--one pilot fatality per year--over the last 10 years. The Hog also experienced seven Class B mishaps in FY02. Let's take a look at some of these mishaps and see what we ca n learn from them.

    Class A Mishaps

    The two A-10 Class A mishaps in FY02 resulted in two pilot fatalities--one from a midair collision between fighter and FAC-A during a CAS training mission over the Arizona ranges, and one a flight into terrain mishap during a multi-national composite force interdiction training sortie.

    * A-10 (fighter) midair with A-10 (FAC-A). The mishap sortie was the third sortie of a planned hot-pit surge for the mishap pilots. Upon arrival in the training airspace for the close air support training mission, and throughout the tactical portion of the mishap sortie, the A-10 FAC-A (single ship) established deconfliction measures consisting of vertical (altitude), lateral (geographic), or both with the A-10 fighter aircraft (two ship). The first two close air support attacks were uneventful. Prior to the fighters' third attack the fighter flight lead and the FAC-A had a midair collision. Both aircraft were rendered unflyable. The FAC-A successfully ejected and was recovered by search and rescue assets, and the mishap flight lead was fatally injured. Both aircraft were destroyed upon ground impact.

    * A-10 flight into terrain. The A-la flight lead (mishap pilot) and A-10 wingman were part of a multi-national composite force interdiction mission and were tasked against a target in the French Polygone airspace, an electronic combat range. The mishap flight planned a low altitude ingress at 500 feet AGL with a fly-up 7 NM from the target for a 30-degree dive bomb delivery. During the planned attack the mishap aircraft (flight lead) impacted the ground. The pilot was fatally injured and the aircraft was destroyed.

    Class B Mishaps

    The A-10 experienced seven total Class B mishaps ($200,000 to $1 million) in FY02. This is the fourth highest number of Class Bs in the Hog's 30-year history.

    * A-10 compressor stall, overtemp. During a BFM MQT sortie, the mishap aircraft was flown into a slow speed, high AOA flight regime. The MA experienced a compressor stall with high ITT] indications. The MP shut down the mishap engine and flew an uneventful single engine approach and landing.

    * A-10 engine damage. During routine post-flight maintenance, inspection revealed Turbine Engine Monitoring System (TEMS) reporting. Further inspection revealed damage to high and low pressure turbine blades and was determined to be non-FOD related.

    * A-10 ammo (30 mm TP) exploded in the gun during strafe pass. The mishap sortie was a 2-ship Air Strike control upgrade sortie. The mishap flight made several attacks on targets while awaiting the arrival of dedicated fighter assets. Following BDU-33 bombing deliveries, the MP set up for a two-target high-angle strafe pass. The first burst was uneventful. During the second strafe burst, a 30 mm TP round exploded in the gun housing, causing the Gun Unsafe light to illuminate. Following a knock-it-off call, the mishap wingman rejoined and found extensive damage to the aircraft. MP landed the aircraft uneventfully.

    * A-10 engine damage. During an A-10 BFM engagement, the mishap engine experienced an unrecoverable stall. MP shut down the engine and diverted to an emergency airfield and executed an uneventful single-engine approach and landing.

    * A-10 engine damage. Following an uneventful Basic Surface Attack mission, the MP landed the MA. MP exited the runway and at an undetermined time the MA experienced an engine malfunction causing high ITT. MP followed the boldface for engine fire on the ground, shutting down the mishap engine, then shut down the other engine normally. MP ground egressed without further incident.

    * A-10 engine damage. Mishap aircraft experienced #1 engine fire and overtemp indications. No further information available.

    * A-10 engine damage, compressor stall. During a day weapons pass, MA experienced a #2 engine compressor stall. MP shut down the engine and recovered uneventfully at an auxiliary airfield via a single-engine approach and landing.

    Lessons Learned

    Here are a couple of things we can take away from mishaps over the last year. First, from this year's Class A mishaps we are reminded of the importance of airspace deconfliction and visual lookout in the front quadrant of the jet. Whether it's during medium altitude CAS or a tree-top interdiction ingress, we've got to keep SA on what's in front of us, or about to be in front of us in the next few seconds. Both fatalities this year involved fully functioning A-l0s running into something: one running into another A-10 during medium altitude CAS and one running into the ground during a low level attack.

    Second, pilots and their wingmen are doing outstanding jobs handling engine-related emergencies. Six of the seven Class Bs involved serious engine damage, and all six jets were recovered uneventfully. We need to continue to focus emergency procedure training on these types of mishaps and have a solid gameplan in mind every time we fly.

    A single-engine approach and landing are not "normal" by any stretch, so table top, 1-G discussions about yaw rates, flight parameters and cockpit indications are invaluable. Time and gas should also be allocated for training for these contingencies whenever possible. Congratulations to Hog drivers all over the world for another year of successfully instilling fear into the hearts and minds of enemy tank drivers and ground forces. Fly safe and have a great year!


    COPYRIGHT 2003 U.S. Air Force, Safety Agency
    COPYRIGHT 2003 Gale Group

  7. #22
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    Air Force To Keep All A-10 Thunderbolts
    by John A. Tirpak
    Air Force Magazine
    Tuesday July 11, 2006

    The Air Force will keep all its A-10 Warthogs and almost completely rebuild them, according to Gen. Michael Moseley, Chief of Staff. At the July 7 inauguration ceremonies for the F-35 strike fighter, Moseley told Air Force Magazine that the 2008 program objective memoranda—the five-year spending plan—calls for thoroughly rewinging the A-10 fleet and funds the entire suite of precision engagement and structural modifications, known as the “Hog Up” program. Moseley noted that while the service originally had planned to take 95 A-10s out of service and use the maintenance savings to pay for the mods, the Air Force has decided not to reduce the fleet after all.

    Money to upgrade the A-10’s TF-34 engine “fell out” of the upcoming five-year spending plan—the 2008 POM—according to the Gen. Michael Moseley. However, he said that he hasn’t given up hope. In the Chief of Staff’s words: “That modification, that upgrade of the TF-34 engine, that’s where my heart is. That’s where I want to go.”


    Copyright Air Force Association. All Rights Reserved.

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    Between Sept. 15 and Dec. 28, 2005, the A-10 of the 354th Fighter Squadron "Bulldogs" have flown more than 1,700 combat sorties, totaling more than 6,000 combat hours, and fired more than 20,000 rounds of 30 mm bullets.

    “(The) 30 mm (cannon) is the weapon of choice for A-10 pilots in providing pinpoint accuracy against the enemy with ‘friendlies’ or civilians unharmed sometimes less than 100 meters away,” said the squadron commander Lt. Col. Martha McSally.

    Source

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    A-10
    by Lt. Col. Michael Baumgart
    Flying Safety, Jan-Feb, 2005

    The past year wasn't such a good one for the mighty Warthog community. In all, there were three Class A, six Class B, 31 Class C and 64 Class E mishaps--as compared to one, seven, 21 and 54, respectively, in FY03. Unfortunately, the Class A's accounted for one fatality.

    This is a rate of 2.41 Class A mishaps per 100,000 flying hours, and it is pointing definitely in the wrong direction.

    Class A Mishaps

    The three A-10 Class A mishaps in FY04 resulted in one pilot fatality and two destroyed aircraft.

    (1) The year's first Class A mishap:

    While performing the tactical portion of the mission, the mishap aircraft experienced an engine compressor stall. At that time, the speed brakes on the aircraft were extended. The combination of the extended speed brakes and the loss of the right engine, created a situation in which the mishap pilot was unable to maintain a safe air speed without descending. Upon reaching the minimum safe ejection altitude without reestablishing safe flight parameters, the mishap pilot ejected without injuries.

    (2) The year's second Class A mishap:

    The mishap pilot was on a night vision goggle takeoff and landing upgrade sortie. The mishap occurred just two minutes after takeoff. The mishap aircraft gradually entered into a right banking turn with no correction. The mishap pilot attempted to eject, but the impact interrupted the ejection sequence.

    (3) The year's third Class A mishap:

    After more than one hour of flight the mishap pilot noticed and confirmed a left engine fire. After performing the boldface procedure for engine fire, the mishap pilot made a single-engine landing and emergency ground egressed the aircraft without injuries.

    Class B Mishaps

    The A-10 experienced six Class B mishaps in FY04. Briefly stated are the circumstances of each Class B mishap:

    * The mission was planned and flown as a single-ship air combat maneuver attack sortie. On the fourth engagement, the pilot rolled right and (momentarily) flew the mishap aircraft into the engine disturbance envelope. Preexisting damage to the compressor blades resulted in the mishap engine experiencing a minor compressor stall. The mishap pilot shut down the engine and recovered the aircraft uneventfully.

    * The flight was planned as a Basic Surface Attack (SAT) mission. The mishap pilot perceived a brown streak pass by the right side of the canopy. The mishap pilot maneuvered, but felt an impact on the mishap aircraft, which turned out to be a turkey vulture, which was ingested into the engine. The strike deformed and fractured fan blades on the first-stage turbine, and the mishap pilot landed uneventfully, shut down on the runway, and egressed.

    * The flight was briefed as a four-ship SAT mission. The mishap pilot was the flight lead performing instructor pilot duties. During the sortie, the outboard end of a pivot bolt broke free from the attached rib due to fatigue cracking. The mishap pilot shut down the mishap engine and performed a single-engine landing, shut down the engine, and egressed the aircraft.

    * The mishap sortie was planned, briefed and flown as an SAT mission. A rivet worked loose during flight and exited the aircraft into the slip-stream. The rivet was ingested in the left engine intake, impacting a fan blade, and was then passed into the compressor section. The mishap engine sustained major damage to the compressor section, and the mishap pilot shut down the engine and flew an emergency single-engine approach.

    * The mishap aircraft returned from a routine Forward Air Controller Airborne continuation training sortie. The sortie was flown as planned, with no abnormal engine indications noted. During the post-flight inspection, maintenance personnel discovered damage to the No. 1 engine fan blades. The mishap engine is still under investigation to determine the cause of fan blade damage.

    * The mishap pilot flew the aircraft on a single-ship Ground Forward Air Controller support sortie. During a two-second long-range strafe burst, the pilot heard an unusual sound as the gun ceased firing prior to the gun limiter stop. The mishap pilot terminated maneuvering and placed the gun switches to safe. During landing gear extension, both engines ingested gun parts that had exited as the nose landing gear wheel well opened, and sustained substantial foreign object damage.

    Lessons Learned

    Don't believe the old saying, "It doesn't happen to me." Don't increase your risk foolishly. Don't jeopardize your safety to impress yourself. Stay close to system data. As you know, the laws of physics are immutable!

    Fly safe.


    COPYRIGHT 2005 U.S. Air Force, Safety Agency
    COPYRIGHT 2005 Gale Group
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    A-10s set to soar in Al Anbar province

    by 1st Lt. Landon Derentz
    332nd Air Expeditionary Wing Public Affairs

    1/22/2007 - AL ASAD AIR BASE, Iraq (AFNEWS) -- A-10 Thunderbolt IIs assigned to the 438th Air Expeditionary Group landed one by one at their new home Jan. 17 here.

    A formation of more than 200 Airmen assembled for the 438th AEG activation and assumption of command ceremony Jan. 15 as the unit is in the Al Anbar province to provide close-air support to coalition forces in the region.

    "We feel extremely honored to support the Combined Forces Air Component commander's mission in Iraq and to be joining the proud heritage of the 332nd Air Expeditionary Wing -- the Tuskegee Airmen," said Col. Patrick Malackowski, the 438th AEG commander.

    The 438th AEG falls under the 332nd Air Expeditionary Wing at Balad AB, Iraq. Brig. Gen. Robin Rand, the 332nd AEW commander, presided over the ceremony and welcomed the 438th AEG into the wing.

    "Just like the P-47 Thunderbolts that provided close-air support for Marines storming the beaches of Iwo Jima 60 years ago, the modern-day warriors of this group will soon be providing close-air support in A-10 Thunderbolts for Marines on the streets of Ramadi and Fallujah," General Rand said. "Together, we will influence the course of history and help Iraq transition to democracy."

    At Al Asad AB, the A-10s will join the 3rd Marine Aircraft Wing (Forward), soon to be replaced by the 2nd MAW (Forward), as the primary units operating from the base. Marine F-18 Hornets, C-130 Hercules, EA-6 Prowlers, AV-8 Harriers and several types of rotary wing aircraft are currently in use here.

    With the addition of the A-10s, the 332nd AEW now has five primary aircraft in its inventory, including F-16 Fighting Falcons, C-130, MQ-1 Predator unmanned aerial vehicles and HH-60 Pave Hawk combat-search-and-rescue helicopters. The addition of the A-10s greatly increases the wing's role in providing precision weapons and sensors employment.

    "In my opinion there are no pilots who perform close air support better than A-10 pilots," General Rand said. "The 438th Air Expeditionary Group's mission against anti-Iraqi forces will be vital in helping to secure victory in Iraq."

    The A-10s are deployed from the 74th Fighter Squadron, Pope Air Force Base, N.C. Their distinctive shark teeth nose art identifies them as direct descendants of the famed World War II P-40 fighters known as the "Flying Tigers." The original shark's teeth and eyes were designed to scare enemies during battles in Burma and China.

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    Last edited by Shipwreck; 27 Jan 07, at 12:27.

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    Deployed A-10 Pilot Reaches 3,000-Hour Mark
    An Air Force A-10 Thunderbolt pilot reaches a milestone supporting Operation Enduring Freedom.

    By U.S. Air Force Capt. Mark Gibson
    455th Air Expeditionary Wing

    BAGRAM AIRFIELD, Afghanistan, July 29, 2005 — The commander respectfully called "Duck" scored 3,000 flying hours in an A-10 Thunderbolt over the Afghan skies July 3.

    U.S. Air Force Lt. Col. Jeffrey Cowan, 74th Fighter Squadron commander, entered A-10 "Warthog" history upon returning to base after flying a mission in support of Operation Enduring Freedom.

    Since his first flight, Cowan, from Pope Air Force Base, N.C., has clocked more than 3,000 hours in a Thunderbolt cockpit.

    "It is extremely rare for a pilot to get 3,000 hours in a single-seat fighter aircraft. I am honored to have ‘Duck’ as a boss and mentor," said Air Force Capt. Cameron Curry, an A-10 pilot with the squadron.

    "Lieutenant Colonel Cowan entered into a select group of combat aviators/attack pilots passing a milestone that demonstrates his professionalism, determination and resilience," said Air Force Col. John Dobbins, 455th Expeditionary Operations Group commander.

    During Cowan's deployment here, he has taken to the Afghan sky an average of nine hours each week, providing close-air support for coalition ground troops.

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    Iran bolsters Su-25 fleet

    By Liam Devlin and Tom Cooper JDW Special Correspondents
    Belfast and Vienna
    13 September 2006

    Iran's original seven Su-25K/UBKs were flown to Iran from Iraq in 1991 as the multinational Operation 'Desert Storm' force gathered on Iraq's southern border in response to Iraq's invasion of Kuwait.

    The Islamic Revolutionary Guard Corps Air Force (IRGCAF) then purchased three Su-25UBK two-seat combat trainers and three Su-25T anti-tank aircraft from Russia and deliveries of these have been completed. With its maximum combat load of 4,340 kg, the type now plays an important role in supporting the IRGC's rapid-reaction doctrine. It is foremost intended to provide direct air support to ground troops.

    The IRGCAF is considering the purchase of more advanced variants, including the Su-25TM (Su-39), optimised for attacks on ground and naval targets in daylight, but also at night, using precision-guided munitions. However, current political circumstances may make this procurement difficult.

    127 of 415 words
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    Nice articles there Shipwreck.

  14. #29
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    Quote Originally Posted by MarquezRazor View Post
    Nice articles there Shipwreck.
    Thanks, Doc.

    Stay tunned. There's more coming...

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    Boeing, Lockheed vying for A-10 work
    Air Force contract worth $1.5 billion


    BLOOMBERG NEWS
    Tuesday, January 30, 2007

    Lockheed Martin Corp. and The Boeing Co., the top two U.S. military contractors, are competing for an Air Force program valued at $1.5 billion to replace cracking wings on aging A-10 anti-tank aircraft.

    The contract, which calls for new wing sets on about 200 planes, would be awarded over 10 years. The Air Force plans to select a winner around March, Boeing spokeswoman Madonna Walsh said. Boeing and Lockheed submitted their bids Jan. 17, Walsh and Lockheed spokesman Greg Caires both said Monday.

    Both companies are looking to upgrades and modernization of aging military aircraft to keep military revenue growing as the Pentagon tightens spending on new, more expensive airplanes. The A-10, known as the Warthog, is a low-flying, ground-attack aircraft capable of maneuvering at slow speeds. It has been used in Iraq to support troops and attack armored vehicles.

    Lockheed, based in Bethesda, Md., already has a contract valued at more than $2 billion that it won in 1997 to upgrade A-10 aircraft and install new cockpit electronics, Caires said. Lockheed is bidding for the wing work with Los Angeles-based Northrop Grumman Corp.

    Boeing, based in Chicago, plans to do the A-10 work at facilities in Georgia, Missouri and Utah if it wins the contract. The plane, originally made by Fairchild Republic, was first delivered in 1976. The Air Force received the last A-10 in 1984.

    Spirit Aerosystems Holdings Inc. also may bid on the work, Boeing's Walsh said. A Spirit Aerospace spokeswoman declined to comment on whether the company is bidding on the contract.


    Boeing, Lockheed vying for A-10 work

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