Category Archives: North Korea

North Korea Threatens To Shoot Down U.S. Bombers Even If They Are Flying In International Airspace

Pyongyang could target planes even when they are not flying in North Korean airspace, North Korea’s Foreign Minister told reporters.

On Sept. 25, North Korea’s foreign minister Ri Yong Ho accused President Donald Trump of declaring war, saying that gives the regime the right to take countermeasures, including shooting down U.S. strategic bombers, even if they are not flying in North Korean airspace.

The new comment comes amid growing tensions and rhetoric between Pyongyang and Washington: on Saturday Sept. 23, hours after Kim Jong Un said that North Korea would soon test a hydrogen bomb over the Pacific, U.S. Air Force B-1B Lancer bombers from Guam, along with U.S. Air Force F-15C Eagle fighter escorts from Okinawa, Japan, flew in international airspace over waters east of North Korea, in what was the farthest north of the Demilitarized Zone (DMZ) any U.S. fighter or bomber aircraft have flown off North Korea’s coast in the 21st century.

Then, Trump said the North Korean regime “won’t be around much longer” if North Korea’s Foreign Minister “echoes thoughts” of dictator Kim Jong Un, referred to as “Little Rocket Man” by Trump:


According to Ri Yong Ho, Trump’s comment was a declaration of war, that gives Pyongyang the right to shoot down U.S. bombers.

Whether North Korea would be able to shoot down a B-1 flying in international airspace or not is hard to say. The Lancers and their accompanying packages (that have also included stealthy U.S. Marine Corps F-35Bs) are theoretically very well defended and rely on the heavy electronic support provided by a large array of assets that continuously operate at safe distance from North Korea (or, in case of satellites, literally above it) to pinpoint Pyongyang forces, to collect signals required to update the enemy’s EOB (Electronic Order of Battle), and to keep an eye on all the regime’s moves.

However, North Korea’s philosophy of self-reliance, the use of road-mobile launchers, underground bunkers as well as hidden shelters could create some hassle even to the world’s most advanced air armada.

Considered the status of its geriatric Air Force, mainly made of Soviet-era aircraft, North Korea would only rely on Surface to Air Missile (SAM) batteries to attack a B-1, provided the bomber is well inside the missile engagement zone.

Indeed, North Korea operates a mix of Soviet SAMs, including the S-75 (NATO reporting name SA-2), S-125 (SA-3), S-200 (SA-5) and Kvadrat (SA-6), some of those not only are in good condition, but were probably upgraded locally. In addition to these systems, North Korea is also fielding an indigenous SAM system, dubbed KN-06 or Pongae-5, said to be equivalent to a Russian S-300P (SA-10) with a range of up to 150 km.

KN-06 SAM fired during a test on April 2, 2016. © North Korea’s Korean Central News Agency (KCNA) / Reuters

Although, individually, these systems can’t pose a significant threat to a modern strategic bomber flying off the North Korean coasts, combined and employed in a coordinated way by trained operators, they can be particularly tough to deal with, especially in case they are faced “head-on” by attackers intruding into the enemy airspace protected by many layers of mobile and fixed SAM batteries. However, should the need arise, U.S. forces would probably neutralize most (if not all) of the fixed batteries with long-range stand-off weapons before any attack plane enters the North Korean airspace.

By the way, this is not the first time Pyongyang threatens the B-1. A recent propaganda video showed, among the other things, the fake destruction of a Lancer bomber…

 

U.S. B-1 Lancer Bombers Escorted By F-15 Jets Fly East Of North Korea, North Of The DMZ: Four Reasons Why This Time It Is Interesting.

This is the farthest north of the Demilitarized Zone (DMZ) any U.S. fighter or bomber aircraft have flown off North Korea’s coast in the 21st century.

On Sept. 23, hours after the latest threats from Kim Jong Un who said that Pyongyang will soon test a hydrogen bomb over the Pacific, U.S. Air Force B-1B Lancer bombers from Guam, along with U.S. Air Force F-15C Eagle fighter escorts from Okinawa, Japan, flew in international airspace over waters east of North Korea.

This time, the show of force is a bit more interesting than usual, for four reasons:

1) it is the farthest north of the Demilitarized Zone (DMZ) any U.S. fighter or bomber aircraft have flown off North Korea’s coast in the 21st century;

2) unlike all the previous ones, the latest sortie was flown at night, hence it was not a show of force staged to take some cool photographs;

3) no allied aircraft is known to have taken part in the mission at the time of writing, whereas most of the previous B-1 missions near the Korean Peninsula involved also ROKAF (Republic Of Korea Air Force) and/or JASDF (Japan’s Air Self Defense Force) jets;

4) it was a U.S. Air Force job: no U.S. Marine Corps F-35B stealth jet took part in the show of force this time, even though the STOVL (Short Take Off Vertical Landing) variant of the Joint Strike Fighter has taken part in all the most recent formations sent over Korea to flex muscles against Pyongyang. The photo here below shows the “package” assembled for Sept. 14’s show of force.

Munitions from a U.S. Air Force, U.S. Marine Corps and Republic of Korea Air Force (ROKAF) bilateral mission explode at the Pilsung Range, South Korea, Sept 17, 2017. The U.S. and ROKAF aircraft flew across the Korean Peninsula and practiced attack capabilities by releasing live weapons at the training area before returning to their respective home stations. This mission was conducted in direct response to North Korea’s intermediate range ballistic missile launch, which flew directly over northern Japan on September 14 amid rising tension over North Korea’s nuclear and ballistic missile development programs. (U.S. Army photo by SSgt. Steven Schneider)

According to the U.S. Pacific Command, today’s mission is” a demonstration of U.S. resolve and a clear message that the President has many military options to defeat any threat. North Korea’s weapons program is a grave threat to the Asia-Pacific region and the entire international community. We are prepared to use the full range of military capabilities to defend the U.S. homeland and our allies.”

Top image shows a U.S. Air Force B-1B Lancer, assigned to the 37th Expeditionary Bomb Squadron, deployed from Ellsworth Air Force Base, South Dakota, receives fuel from a U.S. Air Force KC-135 Stratotanker Sep. 23, 2017. This mission was flown as part of the continuing demonstration of the ironclad U.S. commitment to the defense of its homeland and in support of its allies and partners. (Photo by Tech. Sgt. Richard P. Ebensberger)

 

These Spyplanes Are Watching North Korea’s Next Test

U.S. and South Korean intelligence gathering aircraft are monitoring Pyongyang’s next move.

Kim Jong Un says North Korea may soon test a hydrogen bomb over the Pacific Ocean and, based on the signals broadcast by their Mode S/ADS-B transponders, it looks like several aircraft operating from their deployment bases in Japan and South Korea are interested in collecting signs of missile launch preparation.

In fact, despite their pretty clandestine roles, many U.S. spyplanes can be tracked online, using a standard browser to visit a public tracking website or COTS (Commercial Off The Shelf) equipment.

For instance, here are the most interesting aircraft operating around the Korean Peninsula in the last few days. Needless to say, these are the ones whose transponder exposed their presence; many others are probably operating in the very same area, but adhering to stricter OPSEC rules that require the aircrew to completely turn off their transponders.

As already reported in detail, the RC-135S Cobra Ball missile tracking aircraft is the asset whose activities may give a pretty clear idea of what is happening or about to happen in North Korea.

 

The RC-135S Cobra Ball aircraft from Offutt Air Force Base, Nebraska, are able to track ballistic missiles reentry vehicles and warheads during the final phase of flight. The aircraft is equipped with a powerful radar array on the starboard side of the fuselage, just aft of the cockpit. Several optical quality windows are mounted on the starboard side as well, allowing infrared and visible spectrum cameras to record the warheads during their final moments of flight. A distinctive feature of the Cobra Ball is the black low-glare paint used on the starboard wing, whose purpose was to improve image quality and prevent glare during photography when the RC-135S launched from Shemya AB, Alaska, to monitor the Soviet activities in the Sakhalin peninsula: although the aircraft still feature the black paint on the aircraft’s right hand side, the current electro-optical sensors are able to remove glare from photographs. Moreover, the current Coobra Balls are equipped with optical and electronic sensors on both sides of the fuselage. RC-135S crews are augmented by several ground based, phased-array radar systems, such as the COBRA DANE radar at Eareckson Air Station in Shemya, used to provide radar coverage over the Northern Pacific.

Another aircraft that is often tracked in the region is the WC-135 Constant Phoenix, one of the two aircraft operated by the 45th Reconnaissance Squadron from Offutt Air Force Base, with mission crews staffed by Detachment 1 from the Air Force Technical Applications Center able to analyze the fallout residue in real-time, helping to confirm the presence of nuclear fallout and possibly determine the characteristics of the warhead involved.

The Constant Phoenix, known as the “sniffer” or “weather bird” by its crew made of up to 33 personnel, flies in direct support of the U.S. Atomic Energy Detection System, a global network of nuclear detection sensors that monitor underground, underwater, space-based or atmospheric events. The aircraft was first deployed to Kadena in April this year. Since then it has been tracked mainly in the aftermath of each nuke detonation.

 

The aircraft is equipped with external flow devices used to collect airborne particulate; for this reason, the Constant Phoenix “Nuclear Sniffer” is usually launched after the claimed nuke tests, to detect fission fragments by their characteristic decay radiation and verify the nuclear test and get some important details. For example, by looking for isotopes that could only be produced in a high intensity high energy neutron flux, analysts can determine if bomb was indeed a hydrogen bomb.

These Aircraft Sampled Air For Radioactive Particles To Determine If North Korea Actually Detonated A Hydrogen Bomb

 

Another interesting aircraft that was recently tracked online is the South Korea’s Boeing 737 Peace Eagle airborne early warning & control (AEW&C) aircraft. This aircraft (that in the Turkish Air Force service can be spotted every now and then on Flightradar24.com circling at high altitude over southern Turkey most probably monitoring the movements of the Russian and Syrian planes)

Although the aircraft could be involved in routine AEW tasks monitoring the activities of the North Korean assets close to the DMZ, the Peace Eye embeds a variety of ESM (Electronic Support Measure) sensors that can be used to detect, intercept, identify, locate, record, and/or analyze sources of radiated electromagnetic energy augmenting the intelligence gathered by U-2S, RC-135V, RQ-4 Global Hawk, U.S. Navy EP-3E and P-8 and other assets that undertake ELINT (Electronic Intelligence) tasks on North Korea.

Anyway, OSINT as well as the analysis of the aircraft movements by means of ADS-B may give a pretty good idea of what happens around North Korea as Pyongyang prepares for a new test. One may wonder why such missions can be tracked online. This has been the subject of many articles. Considered that the risk of breaking OPSEC with an inaccurate use of ADS-B transponders is very well-known, it seems quite reasonable to believe that RC-135s and other strategic ISR platforms, including the Global Hawks, operate over highly sensitive regions, such as Ukraine, Libya, or Korea, with the ADS-B and Mode-S turned on, so that even everyone can monitor them. It’s a way to show the flag and prove that somebody is watching. Still, we can’t completely rule out the possibility it’s just a mistake.

Anyway, regardless to whether it is done on purpose or not, point your browser to ADSBexchange or follow some of the Twitter accounts who constantly track such aircraft, such as our friends @CivMilAir (who helped with the preparation of this article) and @aircraftspots, to get an idea of what is happening in the airspace around the Korean Peninsula.

 Image credit: U.S. Air Force

These Aircraft Sampled Air For Radioactive Particles To Determine If North Korea Actually Detonated A Hydrogen Bomb

No traces of radioactive materials, including xenon gas, were detected following North Korea’s latest nuclear test. Here are the aircraft that helped determining that.

On Sunday Aug. 3, North Korea conducted its sixth and most powerful nuclear test. According to Pyongyang the test involved a hydrogen bomb that can be loaded onto a long-range missile.

The test was anticipated and observed by different intelligence gathering platforms, including U.S. spyplanes launched from Japan and South Korea, whereas air-sampling equipment installed on planes, ships and land radiation detection stations was used to look for any traces of radionuclides released after the nuclear test.

South Korea’s nuclear safety agency said it has detected no traces of radioactive materials, including xenon gas, following North Korea’s latest nuclear test: South Korea’s background radiation currently remains at the usual level of 50-300 nanosieverts per hour, apparently unaffected by the North’s nuclear test, Yonhap News Agency reported.

Interestingly the air sampling activity was carried out by at least two type of aircraft.

First of all, the quite famous WC-135 Constant Phoenix “nuclear sniffer”. The WC-135C 62-3582 was tracked as it crossed the Pacific to forward deploy to Kadena, Okinawa, from where it has alsways operated in the last months.

 

Then, the aircraft was tracked flying over Japan’s west coast in the morning on Sept. 6.

The aircraft is one of the two WC-135 Constant Phoenix aircraft in service today (out of 10 examples operated since the 1960s). It’s a Boeing C-135 transport and support plane derivative, operated by the 45th Reconnaissance Squadron from Offutt Air Force Base, with mission crews staffed by Detachment 1 from the Air Force Technical Applications Center.

As already reported here in the past, the WC-135 flies in direct support of the U.S. Atomic Energy Detection System, a global network of nuclear detection sensors that monitor underground, underwater, space-based or atmospheric events.

The aircraft is equipped with external flow devices used to collect airborne particulate on filter paper. The particulate samples are collected using a device that works like an old jukebox: an arm grabs the paper from its slot and moves it to the exterior of the fuselage. After exposure, it is returned to the filter magazine where a new paper is selected for use.

The mission crews have the ability to analyze the fallout residue in real-time, helping to confirm the presence of nuclear fallout and possibly determine the characteristics of the warhead involved.

WC-135W Constant Phoenix, 55th W, 45th RS, 61-2667 (Credit: AircraftProfilePrints.com)

The WC-135 62-3582 is the same aircraft that completed a “tour” in Europe, earlier this year, when it conducted several missions both in the Barents Sea area and in the Mediterranean Sea until mid March amid speculations that the aircraft had been deployed to RAF Mildenhall because of an alleged spike in Iodine levels around Norway. However, the “nuke hunter” plane was on a “pre-planned rotational deployment scheduled in advance,” according to the Air Force spokeswoman Erika Yepsen.

Interestingly, not only did the U.S. WC-135 aircraft flew to take air samples to test for radioactive particles. As already done in the past, Japan launched some T-4 training jets, equipped with collection pods, to gather air samples.

A Kawasaki T-4 (Credit: Toshiro Aoki / www.jp-spotters.com)

Actually, JASDF is able to leverage a small fleet of aircraft to perform this task: for instance, in January 2016, the day after a North Korea nuclear test, Japan deployed a C-130 Hercules airlifter and four T-4 subsonic intermediate jet trainer aircraft to gather air samples and detect radioactive particles.

To collect particles across the country, T-4 equipped with pods were launched from different bases across Japan: Misawa, Hyakuri and Tsuiki airbases located in the districts of Aomori (north), Ibaraki (central), and Fukuoka (south) respectively.

Top image credit: Ken H / @chippyho and Wikimedia Commons

“During A CSAR Mission We Integrated With Puma Helicopters and Su-25 Attack Planes”: A-10 Pilots Recount Their Warthog Experiences

A-10 Thunderbolt II Pilots Speak About The Warthog They Fly Over Afghanistan, Iraq, Korea, and Eastern Europe.

Dubbed Warthog, Hog or just Hawg, the A-10 Thunderbolt II, the “airplane built around the GAU-8 Avenger 30-mm hydraulically driven seven-barrel Gatling-type cannon” to fight the Soviet tanks in the European battlefields during the Cold War, is considered one of the most durable and lethal combat plane in the CAS (Close Air Support) mission.

We have discussed the current capabilities of the Warthog with two 74th Fighter Squadron “Flying Tigers” pilots from Moody Air Force Base, Georgia: Lt. Col. Bryan T. France, Former Commander, and “Pinna” an Italian Air Force exchange pilot. Indeed, thanks to the Military Personnel Exchange Program, the U.S. Air Force has the opportunity to swap service members with an allied nation military: for this reason, whilst “Pinna”, from an AMX A-11A Ghibli experience with the 132° Gruppo (Squadron), flies with the 74th FS, U.S. Air Force Lt. Col. Joe “Slap” Goldsworthy, an A-10 Thunderbolt II pilot with more than 2,700 flight hours of experience, is assigned to the 132° Gruppo and flies the Ghibli (even in combat).

Here below you can find an excerpt of the interviews both pilots gave to The Aviationist during the preparation of “BRRTTTT….deployments, war chronicles and stories of the last A-10 Warthogs” an ebook that we have just released (for details and how to buy at a very special price click here).

Italian exchange pilot Roberto Manzo, 74th Fighter Squadron training assistant, prepares to taxi to the runway, Aug. 25, 2016, at Moody Air Force Base, Ga. Manzo is working to master flying the A-10C Thunderbolt II in hopes of returning to Italy as an instructor pilot for the aircraft. (U.S. Air Force photo by Airman 1st Class Janiqua P. Robinson)

Lt. Col. Bryan T. France, Former Commander, 74th Fighter Squadron

Can you provide some details about the 74th FS?

The 74th Fighter Squadron is a combat-coded A-10C unit ready to support our operations with the best Close Air Support, Forward Air Control (Airborne), and Combat Search and Rescue on the planet.

Where have you been deployed with the A-10? Can you recall the most interesting missions you took part with the Hog?

I’ve had experiences around the world including Afghanistan, Iraq, Korea, and Eastern Europe. One of my most memorable experiences was landing A-10s on austere runways previously used by the Soviet Union 25 years ago. It took a true team effort including high-level coordination with our European allies. We were able to demonstrate a great capability that is unique to the Hog as a fighter aircraft.

Even though the aircraft has undertaken several upgrade programs since it was introduced in the 1970s, and the A-10C is much different from the “original” A-10A, the airframe has not changed too much in the last 40 years. Does this affect you has a pilot and commander of a Warthog squadron?

If I were to sit down to design a heavy attack platform, it would look just like the A-10. Our airframe was built to extend loiter times over the battlefield, deliver a substantial amount of ordnance, and survive significant battle damage. It does these things exceptionally well and, with the advent of the C-model precision guidance upgrades, integrates as well as any aircraft with data and sensor management.

What’s the typical payload to carry out the above-mentioned missions?

We have a large variety of weaponeering options available to us. The starting point is, of course, the mighty GAU-8 Avenger Gatling-type cannon. It’s a highly-accurate point-and-shoot weapon that grants our pilots superior firepower and flexibility in a close-combat ground fight. Additionally, we carry many other capable munitions including GPS-guided, laser-guided, and unguided bombs. Based on the flexibility this gives us, our payloads vary greatly from mission to mission.

30 mm gun aside, what’s the most flexible weapon you have on the A-10?

Second to the gun, I think the Maverick provides the most flexibility in weaponeering. We can employ it from medium or low altitudes against a large variety of target types. It’s a difficult weapon to master, but indispensable in a CAS fight.

Italian exchange pilot Roberto Manzo, 74th Fighter Squadron training assistant, poses for a photo before flying, Aug. 25, 2016, at Moody Air Force Base, Ga. Manzo was raised in Rome, Italy and developed a desire to become a pilot after seeing jets fly for the first time. (U.S. Air Force photo by Airman 1st Class Janiqua P. Robinson)

Italian Air Force exchange pilot “Pinna”

Tell us something about you. Who is “Pinna” and what about his experience?

I was born and raised in Ostia, near Rome.

I started my adventure in the Italian Air Force Academy, in 2003, with the Drago V course. Upon graduation, I attended the pilot courses with the Euro NATO Joint Jet Pilot Training (ENJJPT), at Sheppard, Texas, TX, between 2007 and 2008, flying the Cessna T-37B Tweet and Northrop T-38C Talon. Back in Italy, I was assigned to the A-11B AMX “Ghibli” and attended the first LIFT (Lead in Fighter Training) course with the 61º Stormo (Wing) at Lecce-Galatina airbase, in 2009, flying the MB-339CD and then the OCU (Operational Conversion Unit) course, with the 32º Stormo, at Amendola, on the AMX and AMX-T, between 2010 and 2011.

Once I arrived to my unit, the 51º Stormo, based at Istrana in northeastern Italy, I was assigned to the glorious 132º Gruppo (Squadron) FBR (Fighter Bomber Reconnaissance) “C. E. Buscaglia,” flying the “Ghibli” until my recent departure for the United States.

In addition to my personal and professional growth, during my time with the 132º I also earned my callsign, “Pinna” (Italian for “Fin”), which I’ve carried for several years now.

How did you get the opportunity to become an exchange pilot with the U.S. Air Force A-10?

The possibility of flying the legendary A-10 emerged in 2009 as a consequence of a bilateral agreement between the Italian and the U.S. Air Force. Several factors contribute in selecting the pilot destined to the Hog, including the flight experience, the achieved qualifications and currencies and, of course, the fluency with the English language (as no specific training is foreseen to improve with it before leaving for the U.S.). Although I already had a significant experience in the Close Air Support role with the AMX, I started to focus even more on this kind of mission once I learned that I would be assigned to the A-10. “Ponch”, my ItAF predecessor as an exchange pilot on the A-10 was extremely helpful during my transition from the AMX to the Warthog: he managed my induction in the American “system,” that is no easy task considered that there is very little time before things start to get serious.

Do you like the Warthog? If so, why?

The A-10C is an amazing aircraft: reliable, durable and lethal. It is a one of a kind combat plane: every single part of the Warthog is designed for Close Air Support. It is simple to handle and “forgiving”; its flight envelope makes it extremely maneuverable at low speeds and able to turn in tight spaces: this means it can circle over restricted areas and provide better support to the troops on the ground. Obviously, it’s not too fast but speed is not a mandatory feature when your main need is to remain “on station” as long as possible.

Everything in the airplane is duplicated, so as to make it as durable as possible: there are two tails, two hydraulic systems, two engines which are positioned on the outer side of the fuselage so as to minimize the risk of fire in case one of the two turbofan engines is hit. What’s more, the pilot sits in a titanium aircraft armor, referred to as a “bathtub,” which protects the cockpit from rounds fired from below.

Whilst externally the aircraft is almost identical, the avionics of the current A-10C has virtually nothing to do with the old “Hawg” that became particularly famous as the “Tank-buster” during the first Gulf War 25 years. The aircraft features an advanced data link system, HOTAS (Hands On Throttle And Stick) commands, three radios, a latest generation Targeting Pod, and also a sophisticated HMCS (Helmet Mounted Cueing System), that alongside the rest of the aircraft’s sensors, allows the pilot to effectively employ the weapon in a matter of seconds.

What are the main differences between the A-10 and the AMX? What part of your experience with the 132° Gruppo in Italy has been important with the Thunderbolt?

The A-10C and the AMX are much different aircraft. Both share a certain ease in handling, and it is no secret that the pilots of both aircraft would appreciate a bit more thrust from the engine. Furthermore, the Warthog is more maneuverable at low speeds while the AMX, with its aerodynamic design, is faster than the A-10. There are some differences in terms of missions flown by the two aircraft, though: throughout the years, an AMX pilot learns to fly several different mission profiles, spanning from reconnaissance to light attack, from CSAR (Combat SAR) to Close Air Support; the U.S. Air Force squadrons equipped with the A-10C, focus in these last two missions. My time with the 132° Gruppo, especially the tour in Afghanistan as a member of the Task Group Black Cats, has been extremely important in developing those skills required to keep up with colleagues who excel in CAS and CSAR execution. 

Two Italian Air Force A-11 Ghiblis arrive to receive fuel from a KC-10 Extender during a mission in support of Operation Inherent Resolve, Aug. 7, 2017. Italy plays a key role supporting Coalition’s military operations through air capabilities based in Kuwait: one KC-767 aerial refueling aircraft, one unmanned Predator surveillance aircrafts, four AMX aircrafts for intelligence, surveillance, and reconnaissance operations and an intergraded multi-sensory exploitation cell. (U.S. Air Force photo by Staff Sgt. Trevor T. McBride)

Any particular experience you’ve lived with the “Flying Tigers” you want to share with The Aviationist’s readers?

At the beginning of 2016 I’ve also had the chance to take part in a deployment to Europe as part of the 74th Expeditionary Fighter Squadron. It was impressive to see in what conditions the A-10C was able to operate: in Estonia, every morning, a dedicated team had to defrost the aircraft; then we taxied between pile-ups of snow surrounding the taxiways! In Bulgaria we had the opportunity to conduct air-to-air training with the MiG-29 and to fly at low altitude through the mountains before reaching the firing range; I was also fortune to participate in a CSAR training where we have managed to integrate Puma helicopters and Su-25 attack planes… something you don’t see every day!

In Germany, I had the pleasure of flying a CAS mission during which I was assigned an Italian JTAC: I still remember his surprise hearing an Italian voice coming from an American A-10.

I think the most complicated exercises are those in which we simulate the “contact” between friendly troops and the enemy on the ground: learning how to safely use the weapons in such [TIC – Troops In Contact] situations is as complex as vital, and requires extremely accurate planning on the ground and fine execution in flight…

You can read the rest of the interviews (and much more) in “BRRTTTT….deployments, war chronicles and stories of the last A-10 Warthogs” (for details and how to buy at a very special price click here).

The cover of our recently released ebook (141 pages, 31 Articles,129 Pics and 6 Aircraft profiles) where you can find the rest of the interviews. Click here for more details! A paperback version will be available soon.

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