[go: nahoru, domu]
Wikipedia

Fairchild Republic A-10 Thunderbolt II

This is an old revision of this page, as edited by 130.22.254.130 (talk) at 18:52, 13 March 2008 (→‎Operational history). The present address (URL) is a permanent link to this revision, which may differ significantly from the current revision.

Template:Infobox Aircraft

The A-10 Thunderbolt II is an American single-seat, twin-engine jet aircraft developed by Fairchild-Republic for the United States Air Force to provide close air support (CAS) of ground forces by attacking tanks, armored vehicles, and other ground targets, also providing a limited air interdiction role. It is the first U.S. Air Force aircraft designed exclusively for close air support.

The A-10's official name comes from the Republic P-47 Thunderbolt of World War II, a fighter that was particularly effective at the CAS mission. However, the A-10 is more commonly known by its nickname "Warthog" or simply "Hog". As a secondary mission, it provides airborne forward air control, guiding other aircraft against ground targets. In the USAF inventory, the airframe is designated OA-10 when used primarily in a forward air control role.

Development

There had been, over the years, some criticism of the U.S. Air Force not taking the role of close air support seriously enough which prompted a few members of the USAF hierarchy to desire a specialized close air support attack aircraft.[1] In the Vietnam War large numbers of ground-attack aircraft were shot down by small arms fire, surface-to-air missiles, and low level anti-aircraft gunfire indicating that modern combat aircraft were still vulnerable to such defensive measures and prompted the development of an aircraft better able to survive such an environment. In addition, the UH-1 Huey and AH-1 Cobra helicopters of the day, which USAF commanders had said should handle the close air support role, were ill-suited for use against armor, carrying only anti-personnel machine guns and unguided rockets meant for soft targets. The F-4 Phantom was pressed into use as a CAS aircraft, but usually on an emergency basis, as its high cruising speed and fuel consumption rate hindered its ability to loiter, and the lack of an onboard gun on most F-4 variants coupled with the relative ineffectiveness of the standard 20mm Vulcan round against hard targets made strafing runs either ineffective or impossible.

On 6 March 1967, the U.S. Air Force released a request for information to 21 companies. Their objective was to create a design study for a low cost attack aircraft designated A-X, or "Attack Experimental". The officer in charge of the project was Col. Avery Kay.[1] In 1969, the Secretary of the Air Force asked Pierre Sprey to write the detailed specifications for the proposed A-X project. However, his initial involvement was kept secret due to Sprey's earlier controversial involvement in the F-X project.[1] Sprey's discussions with A-1 Skyraider pilots operating in Vietnam and analysis of the effectiveness of current aircraft used in the role indicated the ideal aircraft should have long loiter time, low-speed maneuverability, massive cannon firepower, and extreme survivability.[1] Based upon this information Sprey felt the need to build an aircraft incorporating the best elements of the Ilyushin Il-2, Henschel Hs 129 and A-1 Skyraider. The specifications also demanded that the cost of the aircraft be less than 3 million dollars.[1] In May 1970, the USAF issued a modified, and much more detailed request for proposals (RFP), as the threat of Soviet armored forces and all weather attack operations became more serious. Six companies submitted proposals to the USAF, with Northrop and Fairchild Republic selected to build prototypes: the YA-9A and YA-10A, respectively.

 
USAF A-10 Thunderbolt II from 1975

The YA-10A first flew on 10 May 1972. After trials and a fly-off against the YA-9A, the Air Force selected Fairchild-Republic's YA-10A on 10 January 1973 for production. (There was an additional fly-off against the A-7D Corsair II, the Air Force attack aircraft at the time, to prove the need to purchase a new aircraft) The first production A-10 flew in October 1975, and deliveries to the Air Force commenced in March 1976, to units at Davis-Monthan Air Force Base, Arizona. The first squadron to use the A-10 went operational in October 1977. In total, 715 airplanes were produced, the last in 1984.[2]

One experimental two-seat A-10 Night Adverse Weather (N/AW) version was built by converting an A-10A.[3] The Night Adverse Weather (N/AW) aircraft was developed by Fairchild from the first Demonstration Testing and Evaluation (DT&E) A-10 for consideration by the USAF. It included a second seat for a weapons officer responsible for ECM, navigation, and target acquisition. The variant was canceled and the only two-seat A-10 built now sits at Edwards Air Force Base awaiting a spot in the Flight Test Historical Foundation museum.[4] The proposed two-seat A-10 trainer aircraft did not go into production, as it was felt that the A-10 was simple enough to fly that a trainer version would not be required.

The decision to make the 30 mm GAU-8 gun the main anti-tank weapon of the A-10 was influenced by Vietnam A-1 pilots and by Hans-Ulrich Rudel and his book, "Stuka Pilot". In World War II, Rudel flew the Ju 87G Stuka and destroyed many tanks using its two underwing 37 mm guns. His book was required reading for members on the A-X project. The JU-87G was an outmoded airframe with ersatz anti-tank weapons attached, yet still inflicted impressive casualties on Soviet tank forces.

 
USAF A-10A Thunderbolt II.

A-10s were initially an unwelcome addition to the arsenal in the eyes of Air Force brass. The Air Force prized the high-flying, high-performance F-15 Eagle and F-16 Fighting Falcon air-superiority jets, and were determined to leave the dirty work of close air support to Army helicopters (the development of the AGM-114 Hellfire anti-armor missile and AH-64 Apache attack helicopter having since provided the Army with a viable anti-tank aircraft). Attempts to transfer the A-10 to the Army and the Marines were at first prevented by the 1948 Key West Agreement, and then by the A-10's impressive combat record during the Gulf War in 1991. Shortly after the war, the Air Force gave up on the idea of replacing the A-10 with a close air support version of the F-16.[5]

Upgrades

The A-10 has received many upgrades over the years. Aircraft were upgraded with inertial navigation and a Pave Penny laser sensor (marked target seeker) pod that allowed the pilot to detect laser energy for PID (Positive Identification) of an illuminated target. The Pave Penny is a passive seeker and cannot self-designate a target for a Laser Guided Bomb (LGB). Later, the Low-Altitude Safety and Targeting Enhancement (LASTE) upgrade provided computerized weapon-aiming equipment, an autopilot, and ground-collision warning system. The A-10 is now compatible with night-vision goggles for low-light operation. In 1999, aircraft began to be given Global Positioning System navigation systems.

The A-10 is scheduled to stay in service with the USAF until 2028.[6] Beginning in 2005, the entire A-10 fleet is being upgraded to the "C" model that will include improved fire control system (FCS), electronic countermeasures (ECM), and the ability to carry smart bombs. The A-10 will be part of a service life extension program (SLEP) with many receiving new wings.[6] A contract to build 242 new A-10 wing sets was awarded to Boeing on 29 June 2007.[7] Modifications to provide precision weapons capability are well underway. Hill AFB has completed work on its 100th A-10 precision engagement upgrade in January 2008.[8]

Design

 
An A-10 entering a knife-edge pass.

The A-10 has superior maneuverability at low speeds and altitude, thanks to straight, wide wings with downturned "droop" wing tips. These also allow short takeoffs and landings, permitting operations from rugged, forward airfields near front lines. The aircraft can loiter for extended periods of time and operate under 1,000 feet (300 m) ceilings with 1.5-mile (2.4 km) visibility. It typically flies at a relatively slow speed of 180 knots (200 mph or 320 km/h), which makes it a much better candidate for the ground-attack role than fast fighter-bombers, which often have difficulty targeting small and slow-moving targets.

Engine exhaust passes over the aircraft's horizontal stabilizer and between the twin tails, decreasing the A-10's infrared signature and lowering the likelihood that the aircraft can be targeted by heatseeking missiles. The placement of the engines partially shields them from anti-aircraft fire behind the wings and tail.

The A-10 has integrally machined skin panels. Because the stringers are integral with the skin there are no join or seal problems. These panels, built using computer controlled machining, reduce the man-hours and hence the cost of manufacture. The tests of war have shown that this type of panel is more battle-hardy. The skin is not load-bearing, so damaged skin sections can be easily replaced in the field, with makeshift materials if necessary.[9]

Most thin flat areas of the airframe are honeycomb panels. This is because thin honeycomb sandwich panels are less likely to deform in any direction than sheet metal panels even if part of the panel has been blown off or structurally compromised. Honeycomb panels of this type on the A-10 include the flap shrouds, the elevators, the rudders and other sections of the fins. The leading edge of the mainplane is honeycomb to provide strength with minimal weight compromise.

The ailerons are at the far ends of the wings to gain greater rolling moment as with most aircraft but there are two distinguishing features. First, the ailerons are larger than is typical, almost 50% of the chord, providing improved control even at slow speeds. The aileron is also split, making it a deceleron.

The Thunderbolt II can be serviced and operated from bases with limited facilities near battle areas. 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 ordnance load, allowing the aircraft to operate from damaged airbases. The aircraft is designed to be refueled, rearmed and serviced with minimal equipment. Operating from a forward area is both useful for close air support and necessary due to the A-10's relatively low cruise and top speeds.

Because of the close proximity of the front landing gear and the A-10's main cannon, the landing gear is offset to the aircraft's right and cannon slightly to the left (see schematic below). The offset front landing gear causes the A-10 to have dissimilar turning radii. Turning to the right on the ground takes less space than turning left.[10]

Durability

 
This A-10 Thunderbolt II suffered extensive damage over Baghdad but still made it back to base.

The A-10 is exceptionally hardy, to the point that some service men refer to it as 'an airborne tank.' Its strong airframe can survive direct hits from armor-piercing and high-explosive projectiles up to 23 mm. The aircraft has triple redundancy in its flight systems, with mechanical systems to back up double-redundant hydraulic systems. This permits pilots to fly and land when hydraulic power or part of a wing is lost. Flight without hydraulic power uses the manual reversion flight control system; this engages automatically for pitch and yaw control, and under pilot control (manual reversion switch) for roll control. In manual reversion mode, the A-10 is sufficiently controllable under favorable conditions to return to base and land, though control forces are much higher than normal. The aircraft is designed to fly with one engine, one tail, one elevator and half a wing torn off.[11] Self-sealing fuel tanks are protected by fire-retardant foam. Additionally, the main landing gear is designed so that the wheels semi-protrude from their nacelles when the gear is retracted so as to make gear-up landings (belly landing) easier to control and less damaging to the aircraft's underside. They also are all hinged toward the rear of the aircraft, so if hydraulic power is lost the pilot can simply drop the gear and a combination of gravity and wind resistance will open and lock the gear in place.

 
Four A-10s fly in formation during a refueling mission.

The cockpit and parts of the flight-control system are protected by Template:Lb to kg of titanium armor, referred to as a "titanium bathtub". The tub has been tested to withstand multiple strikes from 20 mm cannon fire. The thickness of the titanium varies from ½ an inch to 1½ inches determined by a study of likely trajectories and deflection angles. This protection comes at a cost, though; the armor plating itself weighs almost 6% of the entire aircraft’s empty weight. To protect the pilot from the fragmentation likely to be created from impact of a shell any interior surface of the tub that is directly exposed to the pilot is covered by a multi-layer Kevlar spall shield. The protection for the pilot from above obviously comes second to the necessity for the pilot to have good all-round vision. The canopy cannot protect the pilot as well as the titanium, but the bullet-proof diffusion-bonded stretched-acrylic canopy can withstand small arms fire and is "spall-resistant," although the canopy needs to be penetrable by the ejection seat. The front windscreen, however, offers shielding likewise resistant to 20 mm cannon fire. Air Force pilots joke that even the rear of the canopy is armored to protect the pilot, not from cannon fire, but against bird strikes from behind.

Recent proof of the durability of the A-10 was shown when USAF Captain (now Major) Kim Campbell, flying a ground support mission over Baghdad during the 2003 invasion of Iraq suffered extensive flak damage to her A-10. The hit damaged one of the A-10's two engines and crippled its hydraulic system, forcing the back-up mechanical system to operate the aircraft's stabilizer and flight controls. Despite this, the pilot managed to fly it for an hour and landed it safely at the air base in manual reversion mode.

Powerplant

 
USAF Thunderbolt taxiing

One of the characteristic features of this aircraft is the placement of the General Electric TF34-GE-100 turbofan engines. There are many reasons for the location of the engines on the Warthog. First, as this aircraft was expected to be operated from forward air bases, often with semi-prepared substandard runways, there would be a high risk of FOD (Foreign Object Damage). The height of the engines significantly lowers the chance of sand or stones damaging the complex parts of the jet engines. This also means engines can remain running, allowing for shorter servicing and rearming turn-around times by ground crew. Servicing and rearming are further helped by having wings closer to ground than would be possible if the engines were wing mounted. As mentioned above the position also reduces the IR signature which starts low anyway due to the high bypass ratio of the engines. The bypass ratio is 6:1 and so the engines are very quiet which reduces the risk of detection. Because of their high position, the engines are angled upward nine degrees to bring the combined thrust line closer to the aerodynamic center of the aircraft. This avoids trimming measures to counteract a nose-down pitching moment if the engines were parallel to the fuselage. The engines, being particularly heavy components, require strong supports. The engine pylon is connected to the airframe by four bolts.[12]

All four fuel tanks are near the center of the aircraft thus decreasing the likelihood of their being hit or being separated from the engines. There are several methods employed to protect the tanks themselves. The tanks are separate from the fuselage and so projectiles would need to penetrate the skin before reaching the tank. The refueling system is purged after use so that there is no fuel unprotected anywhere in the aircraft. All pipes self-seal if they are compromised. Most of the fuel system components are situated inside the tanks so that if a leak were to occur from the component the fuel would not be lost. If a tank does get damaged there are check valves that can ensure that fuel does not flow into the compromised tank. The most important fuel system protection aid is the reticulated polyurethane foam that is sprayed into the empty space in a tank holding debris and restricting fuel spillage in the event of damage. The other source of possible combustion, the engines, are shielded from the fuel system and the rest of the airframe by firewalls and fire extinguishing equipment.

Weapons Systems

 
The A-10's GAU-8 Avenger gun

Although the A-10 can carry a considerable weight of disposable stores, its primary built-in weapon is the 30 mm GAU-8/A Avenger Gatling gun. One of the most powerful aircraft cannons ever flown, it fires large depleted uranium armor-piercing shells. In the original design, the rate of fire was selectable, 2,100 rounds per minute in the low setting, or 4,200 in the high setting.[13] Later this was changed to a fixed rate of 3,900 rounds per minute.[14] The cannon takes about half a second to come up to speed, so 50 rounds are fired during the first second, 70 or 65 rounds per second thereafter. The gun is accurate as well, being capable of placing 80% of its shots within a 40-foot- (12.4 meter-) wide circle from a distance of 4,000 feet (1,800 meters) while the aircraft is in flight.[15] A two-second burst, therefore, will on average result in about 100 hits on a tank-sized target. The GAU-8 is optimized for slant range of 4,000 feet (1,800 m) with the A-10 in a 30 degree dive.[16]

 
Another view of the A-10's GAU-8 installation.

The fuselage of the aircraft is actually built around the gun.[17] For example, the nosewheel is offset to the right so that the gun's firing barrel at the 9 o'clock position is aligned on the aircraft's centerline. The early A-10s carried 1,350 rounds of 30 mm ammunition. It was replaced by the 1,174 round drum. The helix in the 1,350 round drums were being damaged during loading.[citation needed] The 1,174 round drums were beefed up to accommodate real world conditions. The damage caused by a portion of those rounds firing prematurely due to impact of an explosive shell would be catastrophic. It is for this reason that a great deal of effort has been taken to protect the 5 ft (1.52 m) wide, 9 ft (2.74 m) long drum. There are many plates of differing thicknesses between the skin and the drum. These plates are called trigger plates because when an explosive shell hits a target it first penetrates its armor, then detonates. As the drum has many layers of thin armor, the shell's detonation is triggered before reaching the drum. A final layer of armor around the drum itself protects it from fragmentation damage. The gun is loaded by Syn-Tech's linked tube carrier GFU-7/E 30 mm ammunition loading assembly cart. This vehicle is unique to the A-10 and the GAU-8.

 
A-10 Thunderbolt II fully loaded.

Another commonly used weapon is the AGM-65 Maverick air-to-surface missile, with different variations for either electro-optical (TV-guided) or infra-red targeting. The Maverick allows targets to be engaged at much greater ranges than the cannon, a safer proposition in the face of modern anti-aircraft systems. During Desert Storm, in the absence of dedicated forward-looking infrared cameras, the Maverick's infra-red camera was used for night missions as a "poor man's FLIR". Other weapons include cluster bombs and Hydra rocket pods. Although the A-10 is equipped to deliver laser-guided bombs, their use is relatively uncommon; at the low altitudes and speeds of typical A-10 operations, standard unguided bombs provide adequate accuracy at far lower cost. In any event, the guided weapons would provide little benefit, as there would be nearly no time for the weapons to steer onto a target. 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 for self-defense.

Modernization

The A-10 Precision Engagement Modification Program is an estimated $420 million dollar program that will see 356 A-10s upgraded with a new flight computer. New glass cockpit displays and controls, two new 5.5 inch color displays with moving map function and an integrated digital stores management system. A second DC generator will be installed to provide the additional power these systems consume.

Other funded improvements to the A-10 fleet include a new data link, the ability to employ smart weapons such as the JDAM and Wind Corrected Munitions Dispensor, and the ability to carry an integrated targeting pod such as the Northrop Grumman LITENING or Lochheed-Martin Sniper XR Advanced Targeting Pod (ATP).

Structural improvements will feature an all new wing for the 242 A-10s that were originally built with "thin" wings. Long lead funding has also been provided for an improved higher thrust engine.

On 2 April 2007 the Government Accounting Office estimated the potential total cost of upgrading, refurbishing, and service life extension plans for the A-10 force at up to $4.4 billion.[18]

Operational history

 
A-10 Thunderbolt II firing off an AGM-65.

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. Other bases to receive A-10s included Seymour Johnson Air Force Base, NC; Osan Air Base, Korea; and RAF Bentwaters/RAF Woodbridge, England. The 81st TFW of RAF Bentwaters operated rotating detachments of A-10s at four German bases: Leipheim, Sembach Air Base, Nörvenich, and Alhorn.

The A-10 saw combat for the first time during the Gulf War in 1991, destroying more than 1,000 Iraqi tanks, 2,000 military vehicles, and 1,200 artillery pieces. A-10s shot down two Iraqi helicopters with the GAU-8 gun.[2] Seven A-10s were shot down during the war,[19] far fewer than military planners expected.[citation needed] A-10s had a mission capable rate of 95.7%, flew 8,100 sorties, and launched 90% of the AGM-65 Maverick missiles fired in the conflict.[20] Part of the reason for this success were the burning oil wells that provided Iraqi tanks some cover from advanced electronics and high-flying fighters like the F-15 and F-16, where the trained eye, longer gun range and stable gun platform of the A-10 proved its worth.[citation needed]

In the 1990s many A-10s were shifted to the forward air control (FAC) role and redesignated OA-10. In the FAC role the A-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 remain fully combat capable despite the redesignation.

 
USAF A-10A during Desert Storm

A-10s again saw service in the 1999 Kosovo War, in the later stages of the 2001 invasion of Afghanistan, in Operation Anaconda in Afghanistan in March 2002 and in the 2003 Iraq war. In Afghanistan the A-10 is based at Bagram.

On 30 April 2003, USCENTAF issued Operation Iraqi Freedom: By the Numbers, a declassified report about the aerial campaign in the conflict. Sixty A-10s were deployed in Iraq; one was shot down near Baghdad International Airport by Iraqi fire late in the campaign. Of the A-10s deployed, 47 were Air National Guard Aircraft, and 12 were from the Air Force Reserve. The A-10 had a mission capable rate of 85% in the war, and fired 311,597 rounds of 30 mm ammunition. The A-10 also flew 32 missions in which the aircraft dropped propaganda leaflets over Iraq.[21]

The A-10C first deployed to Iraq in the third quarter of 2007 with the 104th Expeditionary Fighter Squadron. The jets include the Precision Engagement Upgrade.[22]

The A-10 is scheduled to stay in service with the USAF until 2028 and possibly later,[23] when it may be replaced by the F-35 Lightning II.[6] The entire A-10 fleet is currently undergoing upgrades. The A-10 could stay in service longer due to its low cost and its unique capabilities — such as its cannon, ruggedness and slow flying capabilities.

Nicknames

 
A-10 close-up.

How the A-10 Thunderbolt II received the nickname "Warthog" (or simply "Hog"), dates back to Fairchild-Republic's initial deliveries. The common story in circulation is that the name was derived mostly from the A-10's lack of aesthetic appeal, slow speed and thick skin. The aircraft's construction included protruding-head rivets on sections of the airframe not susceptible to drag which are uncommon in modern fighters and gave the appearance of warts. The protrusion of the GAU-8 cannon's muzzle along with the blunt nose compared to sleeker fighter designs, like its contemporary the F-15 Eagle, resembles a hog's snout or boar's tusk, and the report of the gun is low and growling, all serving to make the aircraft reminiscent of a warthog.

Variants

 
A new A-10C arrives at Davis-Monthan AFB, 29 November 2006
YA-10A
The first two prototypes.
A-10A
Single-seat close air support, ground-attack version.
OA-10A
Single-seat forward air control version.
YA-10B Night/Adverse Weather A-10
Two-seat experimental prototype, for night and adverse weather work. Later redesignated YA-10B. Only one example was built, which is now on static display.
A-10C
A-10As updated under the incremental Precision Engagement (PE) program featuring a new glass cockpit (including digital moving map displays), advanced datalink, and all-weather multi-mission precision weapons and laser targeting capability.[24]

Survivors on display

Operators

 
An A-10 Thunderbolt II banks left after refueling.

The A-10 has been flown exclusively by the United States Air Force and its Air Reserve Components, the Air Force Reserve and the Air National Guard. As of 30 September 2005, 17 squadrons operate the A-10 or its OA-10 variant (eight USAF, six ANG, and three AFR).

United States Air Force
Air National Guard
Air Force Reserve

Specifications (A-10A)

 

Data from The Great Book of Modern Warplanes[25]

General characteristics

Performance

Armament

See also

Aircraft of comparable role, configuration, and era

Related lists

References

Notes
  1. ^ a b c d e Coram 2004
  2. ^ a b A-10/OA-10 Thunderbolt II History
  3. ^ Republic Night/Adverse Weather A-10
  4. ^ Photos an information on N/AW A-10B
  5. ^ A-16 Close Air Support
  6. ^ a b c Making the Best of the Fighter Force, Air Force magazine, March 2007.
  7. ^ Boeing Awarded $2 Billion A-10 Wing Contract, Boeing, 29 June 2007.
  8. ^ "Maintenance unit completes upgrade of 100th A-10", Air Force print news, January 18 2008.
  9. ^ Drendel 1981, p. 12.
  10. ^ Explanation: 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. Differing radii is simple geometry.
  11. ^ Henderson, Breck W. "A-10 'Warthogs' damaged heavily in Gulf War bug survived to fly again." Aviation Week and Space Technology, 5 August 1991.
  12. ^ Bell 1986, p. 64.
  13. ^ Stephens 1995, p. 18.
  14. ^ TCTO 1A-10-1089, Flight manual TO 1A-10A-1 (20 February 2003, Change 8), page vi, 1-150A.
  15. ^ Sweetman, 1987, p. 46.
  16. ^ Jenkins, Dennis R. Fairchild-Republic A/OA-10 Warthog. p. 64-73. Speciality Press, 1998. ISBN 1-58007-013-2.
  17. ^ [1]
  18. ^ A Higher-Tech Hog: The A-10C PE Program
  19. ^ Fixed-wing Combat Aircraft attrition in Desert Storm
  20. ^ A-10/OA-10 USAF fact sheet
  21. ^ Iraq
  22. ^ "Upgraded A-10s prove worth in Iraq", U.S. Air Force, 7 November 2007.
  23. ^ US Air Force may extend Fairchild A-10 life beyond 2028
  24. ^ A Higher-Tech Hog: The A-10C PE Program
  25. ^ Spick 2000, p. 21.
  26. ^ Flight manual TO 1A-10A-1 (20 February 2003, Change 8), p. 5-30.
  27. ^ A-10 Specs - Global Security
  28. ^ Flight manual TO 1A-10A-1 (20 February 2003, Change 8), p. 5-24.
Bibliography
  • Bell, Dana. A-10 Warthog in Detail & Scale. Blue Ridge Summit, PA: TAB Books, 1986. ISBN 0-8168-5030-5.
  • Coram, Robert. Boyd: The Fighter Pilot Who Changed the Art of War. Los Angeles: Back Bay Books, 2004. ISBN 0-31679-688-3.
  • Drendel, Lou. A-10 Warthog in action. Carrollton, Texas: Squadron/Signal Publications, 1981. ISBN 0-89747-122-9.
  • Fitzsimmons, Bernard, ed. A-10 Thunderbolt II (Modern Fighting Aircraft Series). New York: Arco Publishing, Inc., 1984. ISBN 0-668-06070-0.
  • Mehuron, Tamar A., Assoc. Editor. "2007 USAF Almanac- Equipment". Air Force Magazine Journal of the Air Force Association, volume 90, issue 5, May 2007. ISSN 0730-6784.
  • Spick, Mike. The Great Book of Modern Warplanes. London: Salamander Books, 2000. ISBN 1-84065-156-3.
  • Stephens, Rick. "A-10 Thunderbolt II." World Air Power Journal, 1995. ISBN 1-874023-54-9.
  • Sweetman, Bill. The Great Book of Modern Warplanes. New York: Salamander Books, 1987. ISBN 0-517-63367-1.
  • Winchester, Jim, ed. "Fairchild A-10 Thunderbolt II." Military Aircraft of the Cold War (The Aviation Factfile). Rochester, Kent, UK: The Grange plc., 2006. ISBN 1-84013-929-7.
 
Wikimedia Commons has media related to A-10 Thunderbolt II.
Retrieved from "https://en.wikipedia.org/w/index.php?title=Fairchild_Republic_A-10_Thunderbolt_II&oldid=198018516"