Eleven
The pilot of the A-10 sits in cockpit protected by titanium armor. Often referred to as a “bathtub”, the armor adds another 1,200 pounds to the empty wright of the Hog (about 6% of her empty weight), but her pilots will tell you that armor around them is worth every ounce when they bore in low on a heavily defended target.
Twelve
There are roughly 100 A-10 Thunderbolt IIs in storage at the Aerospace Maintenance and Regeneration Group (AMARG) at any given time.
Thirteen
The Warthog was originally built for a service life of 6,000 hours when they entered service with Tactical Air Command (TAC) 355th Tactical Training Wing in 1976. While that may seem like a lot, it really isn’t when you keep a capable airframe like the Hog around for 41 years. Even the newest A-10s delivered since production shut down in 1984 have more than doubled that original expected service life.
Fourteen
A-10s have been updated, upgraded, refitted, reskinned, refurbished, regenerated, and rebuilt so many times that the latest round of upgrades is referred to as Suite 8. Original parts are getting hard to find. The Hog’s wings in particular have been the object of several strengthening programs. Most of them have been replaced completely.
Fifteen
One cannot blame Hog pilots for feeling like they’re flying a hotter and sleeker fighter than their tough slow jets. After all, they’re controlling their hands-on-throttle-and-stick (HOTAS) configured A-10Cs using F-16 Viper stick handles and F-15 Eagle throttles.
Sixteen
The Warthog’s ailerons are another distinctive feature. They are just under half as long as the wing itself- providing superior control during maneuvers at any speed. The ailerons can also function as airbrakes, or decelerons, because they can be split-deployed both above and below the wing surface.
Seventeen
A-10s were designed from the get-go to rough it. They are capable of operating from “austere” facilities and require almost no specialized equipment to arm or maintain them. Parts availability is always a challenge when operating away from a major base. Several Warthog parts are built to be installed on either side of the aircraft- including the engines.
Eighteen
The main landing gear of the A-10 do not retract fully into their fairings. This is actually a potential advantage. If a Hog is forced to belly-land the exposed wheels mean the aircraft does not shred itself to pieces as it grinds down to a stop. The landing gear are also set up to free-fall into place if hydraulic pressure is lost.
Nineteen
Warthogs engaged in combat search and rescue (CSAR) missions escorting Air Force HH-60 Pave Hawk rescue helicopters use the same call sign that the Douglas A-1 Skyraiders used when they flew similar missions 50 or more years ago- Sandy.
Twenty
There are many who would rather the Warthog just go away and be replaced by some other more expensive and less-durable dedicated CAS aircraft. Some of these same people believe that an aircraft like an armed turboprop trainer or a recycled Vietnam-era FAC plane can do the Hog’s job. You be the judge.
BONUS Video!
Enjoy this Battle Stations episode all about the A-10.
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Damn KoOLest fighter around …has always been my favourite …Ahhhhh the A-10 …
Mr. Walton is in error that the A-10 was only built in Maryland. There was a full production line at the Fairchild-Republic, Farmindale, Long Island, New York facility. My father and many others built the A-10 in Farmingdale. I was witness to the line and the assembly jigs during Family Day visits. There was collaboration regarding completing them at the Hagerstown MD. plant.