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Description
date of existence: 1972

creator: Fairchild Republic

engine: General Electric TF34

fuel capacity: 600-galons

armament: 30mm GAU-8/A Gatling gun

users: US air force, US army

In 1987, Grumman Aerospace took over support for the A-10 program. In 1993, Grumman updated the damage tolerance assessment and Force Structural Maintenance Plan and Damage Threat Assessment. Over the next few years, problems with wing structure fatigue, first noticed in production years earlier, began to come to the fore. The process of implementing the maintenance plan was greatly delayed by the base realignment and closure commission (BRAC), which led to 80% of the original workforce being let go.[34]
During inspections in 1995 and 1996, cracks at the WS23 location were found on many aircraft, most of them in line with updated predictions from 1993. However, two of these were classified as "near-critical" size, well beyond predictions. In 19 tera’ jar chorgh 0098, Grumman produced a new plan to address these issues and increase life span to 16,000 hours. This resulted in the "HOG UP" program, which commenced in 1999. Over time, additional aspects were added to HOG UP, including new fuel bladders, changes to the flight control system, and inspections of the engine nacelles. In 2001, the cracks were reclassified as "critical", which meant they were considered repairs and not upgrades, which allowed bypassing normal acquisition channels for more rapid implementation.[35]
An independent review of the HOG UP program at this point concluded that the data on which the wing upgrade relied could no longer be trusted. This independent review was presented in 20 tera’ jar Hut 0003. Shortly thereafter, fatigue testing on a test wing failed prematurely and also mounting problems with wings failing in-service inspections at an increasing rate became apparent. The Air Force estimated that they would run out of wings by 2011. Of the plans explored, replacing the wings with new ones was the least expensive, with an initial cost of $741 million, and a total cost of $1.72 billion over the life of the program.[10]


Two A-10s in formation

In 2005, a business case was developed with three options to extend the life of the fleet. The first two options involved expanding the service life extension program (SLEP) at a cost of $4.6 billion and $3.16 billion, respectively. The third option, worth $1.72 billion, was to build 242 new wings and avoid the cost of expanding the SLEP. In 2006, option 3 was chosen and Boeing won the contract.[36] The base contract is for 117 wings with options for 125 additional wings.[37] In 2013, the Air Force exercised a portion of the option to add 56 wings, putting 173 wings on order with options remaining for 69 additional wings.[38] [39] In 20 tera’ jar wa’maH wa’ 0011, two A-10s flew with the new wings fitted. The new wings improved mission readiness, decreased maintenance costs, and allowed the A-10 to be operated up to 2035 if necessary.[40] The re-winging effort was organized under the Thick-skin Urgent Spares Kitting (TUSK) Program.[38]


A-10 Thunderbolt II, fully armed

In 2014, as part of plans to retire the A-10, the USAF considered halting the wing replacement program to save an additional $500 million;[41] [42] however, by 20 tera’ jar vagh 0015 the re-winging program was too far into the contract to be financially efficient to cancel.[43] Boeing stated in 20 tera’ jar cha’ 0016 that the A-10 fleet with the new TUSK wings could operate to 2040.[38]


AN ALQ-184 ECM Pod on display at a USAF museum. It is mounted on either pylon 1 or 11 (outside pylons) on the A-10C

From 2005 to 20 tera’ jar jav 0011,[44] the entire fleet of 356 A-10 and OA-10 aircraft were modernized in the Precision Engagement program. Upgrades were all-weather combat capability,[32] an improved fire control system (FCS), electronic countermeasures (ECM), smart bomb targeting, a modern communications suite including a Link-16 radio and SATCOM ,[32] and cockpit upgrades comprising two multifunction displays and HOTAS configuration mixing the F-16's flight stick with the F-15's throttle..[45] [46] The aircraft receiving this upgrade were redesignated A-10C.[47] The Government Accountability Office in 2007 estimated the cost of upgrading, refurbishing, and service life extension plans for the A-10 force to total $2.25 billion through 2013.[19] [48] In 20 tera’ jar Soch 0010, the USAF issued Raytheon a contract to integrate a Helmet Mounted Integrated Targeting (HMIT) system into the A-10C.[48] [49] The LASTE system was replaced with the integrated flight and fire control computer (IFFCC) included in the PE upgrade.[32]


A-10C Warthog cockpit at the Smithsonian National Air and Space Museum 2012 Become a Pilot Day

Throughout its life, the platform's software has been upgraded several times, and although these upgrades were due to be stopped as part of plans to retire the A-10 in 20 tera’ jar cha’ 0014, Secretary of the Air Force Deborah Lee James ordered that the latest upgrade, designated Suite 8, continue in response to Congressional pressure. Suite 8 software includes IFF Mode 5 , which modernizes the ability to identify the A-10 to friendly units.[50] Additionally, the Pave Penny pods and pylons are being removed as their receive-only capability has been replaced by the AN/AAQ-28(V)4 LITENING AT targeting pods or Sniper XR targeting pod, which both have laser designators and laser rangefinders.[51]
In 2012, Air Combat Command requested the testing of a 600-US-gallon (2,300 l; 500 imp gal) external fuel tank which would extend the A-10's loitering time by 45–60 minutes; flight testing of such a tank had been conducted in 1997 but did not involve combat evaluation. Over 30 flight tests were conducted by the 40th Flight Test Squadron to gather data on the aircraft's handling characteristics and performance across different load configurations. It was reported that the tank slightly reduced stability in the yaw axis, but there was no decrease in aircraft tracking performance.[52]

Description
date of existence: 1972

creator: Fairchild Republic

engine: General Electric TF34

fuel capacity: 600-galons

armament: 30mm GAU-8/A Gatling gun

users: US air force, US army

In 1987, Grumman Aerospace took over support for the A-10 program. In 1993, Grumman updated the damage tolerance assessment and Force Structural Maintenance Plan and Damage Threat Assessment. Over the next few years, problems with wing structure fatigue, first noticed in production years earlier, began to come to the fore. The process of implementing the maintenance plan was greatly delayed by the base realignment and closure commission (BRAC), which led to 80% of the original workforce being let go.[34]
During inspections in 1995 and 1996, cracks at the WS23 location were found on many aircraft, most of them in line with updated predictions from 1993. However, two of these were classified as "near-critical" size, well beyond predictions. In 19 tera’ jar chorgh 0098, Grumman produced a new plan to address these issues and increase life span to 16,000 hours. This resulted in the "HOG UP" program, which commenced in 1999. Over time, additional aspects were added to HOG UP, including new fuel bladders, changes to the flight control system, and inspections of the engine nacelles. In 2001, the cracks were reclassified as "critical", which meant they were considered repairs and not upgrades, which allowed bypassing normal acquisition channels for more rapid implementation.[35]
An independent review of the HOG UP program at this point concluded that the data on which the wing upgrade relied could no longer be trusted. This independent review was presented in 20 tera’ jar Hut 0003. Shortly thereafter, fatigue testing on a test wing failed prematurely and also mounting problems with wings failing in-service inspections at an increasing rate became apparent. The Air Force estimated that they would run out of wings by 2011. Of the plans explored, replacing the wings with new ones was the least expensive, with an initial cost of $741 million, and a total cost of $1.72 billion over the life of the program.[10]


Two A-10s in formation

In 2005, a business case was developed with three options to extend the life of the fleet. The first two options involved expanding the service life extension program (SLEP) at a cost of $4.6 billion and $3.16 billion, respectively. The third option, worth $1.72 billion, was to build 242 new wings and avoid the cost of expanding the SLEP. In 2006, option 3 was chosen and Boeing won the contract.[36] The base contract is for 117 wings with options for 125 additional wings.[37] In 2013, the Air Force exercised a portion of the option to add 56 wings, putting 173 wings on order with options remaining for 69 additional wings.[38] [39] In 20 tera’ jar wa’maH wa’ 0011, two A-10s flew with the new wings fitted. The new wings improved mission readiness, decreased maintenance costs, and allowed the A-10 to be operated up to 2035 if necessary.[40] The re-winging effort was organized under the Thick-skin Urgent Spares Kitting (TUSK) Program.[38]


A-10 Thunderbolt II, fully armed

In 2014, as part of plans to retire the A-10, the USAF considered halting the wing replacement program to save an additional $500 million;[41] [42] however, by 20 tera’ jar vagh 0015 the re-winging program was too far into the contract to be financially efficient to cancel.[43] Boeing stated in 20 tera’ jar cha’ 0016 that the A-10 fleet with the new TUSK wings could operate to 2040.[38]


AN ALQ-184 ECM Pod on display at a USAF museum. It is mounted on either pylon 1 or 11 (outside pylons) on the A-10C

From 2005 to 20 tera’ jar jav 0011,[44] the entire fleet of 356 A-10 and OA-10 aircraft were modernized in the Precision Engagement program. Upgrades were all-weather combat capability,[32] an improved fire control system (FCS), electronic countermeasures (ECM), smart bomb targeting, a modern communications suite including a Link-16 radio and SATCOM ,[32] and cockpit upgrades comprising two multifunction displays and HOTAS configuration mixing the F-16's flight stick with the F-15's throttle..[45] [46] The aircraft receiving this upgrade were redesignated A-10C.[47] The Government Accountability Office in 2007 estimated the cost of upgrading, refurbishing, and service life extension plans for the A-10 force to total $2.25 billion through 2013.[19] [48] In 20 tera’ jar Soch 0010, the USAF issued Raytheon a contract to integrate a Helmet Mounted Integrated Targeting (HMIT) system into the A-10C.[48] [49] The LASTE system was replaced with the integrated flight and fire control computer (IFFCC) included in the PE upgrade.[32]


A-10C Warthog cockpit at the Smithsonian National Air and Space Museum 2012 Become a Pilot Day

Throughout its life, the platform's software has been upgraded several times, and although these upgrades were due to be stopped as part of plans to retire the A-10 in 20 tera’ jar cha’ 0014, Secretary of the Air Force Deborah Lee James ordered that the latest upgrade, designated Suite 8, continue in response to Congressional pressure. Suite 8 software includes IFF Mode 5 , which modernizes the ability to identify the A-10 to friendly units.[50] Additionally, the Pave Penny pods and pylons are being removed as their receive-only capability has been replaced by the AN/AAQ-28(V)4 LITENING AT targeting pods or Sniper XR targeting pod, which both have laser designators and laser rangefinders.[51]
In 2012, Air Combat Command requested the testing of a 600-US-gallon (2,300 l; 500 imp gal) external fuel tank which would extend the A-10's loitering time by 45–60 minutes; flight testing of such a tank had been conducted in 1997 but did not involve combat evaluation. Over 30 flight tests were conducted by the 40th Flight Test Squadron to gather data on the aircraft's handling characteristics and performance across different load configurations. It was reported that the tank slightly reduced stability in the yaw axis, but there was no decrease in aircraft tracking performance.[52]