U.S. A-10s Thunderbolt II aircraft deployed to Europe to take part in Sabre Strike 18 have conducted “rough field training” in Estonia.
Thanks to its engines mounted far from the surface of the runway, the A-10 attack aircraft is practically immune to FOD (Foreign Object Damage) caused by debris flying up from unprepared runways. For this reason, the Warthog (one of the most popular A-10 nicknames) often practice austere landing and take off operations, especially when they are deployed to eastern Europe, a theater that is scattered with highway strips as well as abandoned Warsaw Pact military airfields, which have not been in use since the Cold War, that are perfectly suited for such kind of training.
Since the beginning of the month, eight A-10C from the 107th Fighter Squadron, from Selfridge ANGB Michigan, have deployed to Lielvarde Air Base, Latvia, to take part in Exercise Saber Strike 18, “a longstanding U.S. Army Europe-led cooperative training, designed to enhance readiness and interoperability among allies and regional partners.”
On a rural highway in northern Estonia, a pilot flies an A-10 Thunderbolt II attached to the 107th Fighter Squadron, Selfridge Air National Guard Base, Mich., from Lielvarde Air Base, Latvia, to practice landings and take offs, during the Exercise Saber Strike 18 on June 7, 2018. (U.S. Air Force photo by Master Sgt. David Kujawa)
In order to test and train unimproved surface operations while training with NATO’s enhanced Forward Presence (eFP) battlegroups, on Jun. 7, the A-10’s have practiced operations on Jägala-Käravete Highway in Jägala, a rural highway in northern Estonia. That is the very same unprepared landing strip where, on Aug. 10, 2017, one of the A-10C (assigned to the 104th Fighter Squadron, Maryland Air National Guard) hit and damaged a road sign while performing landing and take off training.
U.S. Air Force A-10 Thunderbolt II, assigned to 107th Fighter Squadron, Selfridge, Mich., practice landing at Haapsalu, Estonia, during Saber Strike 18 June 7, 2018. The aircraft is loaded with dummy bomblets and a Litening targeting pod (U.S. Air National Guard photo by Staff Sgt. Bobbie Reynolds)
The training also involved practice landing on a un-operational, austere runway in Haapsalu, Estonia.
Two U.S. Air Force A-10 Thunderbolt II assigned to 107th Fighter Squadron, Selfridge, Mich., practice landing on a un-operational, austere runway in Haapsalu, Estonia (U.S. Air National Guard photo by Staff Sgt. Bobbie Reynolds)
Interestingly, among the aircraft conducting the austere landing operations in Estonia there as also the special-colored A-10C 81-0994/MI, that commemorates the 100th Anniversary of the Red Devils of the 107th Fighter Squadron, with a livery inspired to the P-51 (F-6A) of the 107th TRS, that flew the Mustang over Normandy during WWII. Before deploying to Latvia, this aircraft, from RAF Mildenhall, flew over the beaches of Normandy, France, as part of the commemoration ceremonies for D-Day 74.
The special colored A-10C Thunderbolt II #81-0994 practice landing on a un-operational, austere runway in Haapsalu, Estonia, during Saber Strike 18 June 7, 2018. (U.S. Air National Guard photo by Staff Sgt. Bobbie Reynolds)
After 3 years, the “Warthog” returns to Afghanistan.
A dozen A-10C Thunderbolt II ground attack aircraft have arrived at Kandahar Airfield, Afghanistan, on Jan. 19 to bolster (USFOR-A) and Afghan National Defense and Security Force’s (ANDSF) air campaign against the Taliban.
The aircraft belong to the 303rd Expeditionary Fighter Squadron and arrived in Afghanistan via Al Udeid, Qatar. The aircraft were originally headed for Incirlik, in Turkey, to join the fight on ISIS, but the Pentagon decided to “divert” the A-10s to Afghanistan, to support the increased need for close air support and precision strike capacity against Taliban and their revenue sources.
According to an official release, “the arrival of these aircraft follows a recent decision by U.S. Air Forces Central Command to realign aircraft, airmen, and assets already in the U.S. Central Command AOR to Kandahar Airfield, Afghanistan, to support increased airpower requirements of ANDSF and USFOR-A to implement South Asia Policy under Operation Freedom’s Sentinel. Along with a detachment of KC-135 Stratotankers that have operated from Kandahar since September, the A-10s, MQ-9s and HH-60G will complement F-16s, C-130J, EC-130H and other aircraft supporting these operations from Bagram Airfield.
These increased assets will assist with the ongoing ANDSF strategic air campaign that targets Taliban revenue sources of which are aimed at aggressively taking the fight to the Taliban.”
Along with the Thunderbolt squadron, additional aircraft will be moved to Kandahar Airfield, including MQ-9 Reapers that provide armed over-watch and intelligence, surveillance and reconnaissance of the battlefield, and HH-60G Pave Hawk helicopters, to conduct personnel recovery and search and rescue.
Commonly known as the Warthog, the A-10 will be launched in air strikes against Taliban narcotics production facility. According to the U.S. Air Force, since November, 30 strikes conducted against Taliban narcotics production facilities resulted more than $20 million in total impact on Taliban revenue.
With a relatively low-cost platform much closer to these targets than the Raptors supporting Operation Inherent Resolve from the Persian Gulf, such anti-drug air strikes will also be more cost-effective: on Nov. 20, F-22 Raptors forward deployed to at Al Dhafra Air Base, United Arab Emirates, and supported by KC-10 Extender from the 908th Expeditionary Air Refueling Squadron, also based at Al Dhafra Air Base, launched their first air strikes in Afghanistan employing small diameter bombs to hit plantations of poppy (processed into illegal opiate drugs such as heroin) in Helmand Province.
Under the authorities granted in the South Asia Policy, precision strikes with A-10s will hit the Taliban where they are most vulnerable: their revenue streams and profits from developing and selling illegal narcotics.
“The A-10 provides planners even more options given its ability to deliver a wide variety of precision munitions and devastating firepower from its 30mm cannon,” said U.S. Air Force Brigadier General Lance Bunch, chief, Future Operations, CJ35. “In the coming weeks, the A-10’s operations will be integrated into our combined U.S. and Afghan air campaign to deliver destructive precision firepower that sends a strong impactful message to the Taliban.”
By the way, whereas it continues to rely on the A-10 to perform CAS in Afghanistan, the U.S. Air Force is letting the Thunderbolt die by shelving plans to replace the remaining wings on the rest of its A-10C fleet.
The U.S. A-10s will be complemented by the Afghan Air Force (AAF) assets, that will more than double their fleet of aircraft over the next seven years: besides the introduction of A-29 ground attack aircraft, C-208 and C-130 mobility aircraft, MD-530, and Mi-17 helicopters last year, plans include the introduction of AC-208 attack aircraft and UH- 60 Black Hawk assault helicopters, as well as additional A-29 attack aircraft and MD- 530 attack helicopters.
“The growing Afghan Air Force is vital to the success of ANDSF on the battlefield,” said Major General Mohammad Shoaib, commander, AAF. “Dedicated pilots and crews provide resupply, close air attack, casualty evacuation, and air assault capabilities to their brothers on the ground. The success of the Air Force is key to tipping the battlefield in favor of ANDSF. The Afghan Air Force is successfully fighting and growing at the same time increasing attack capabilities while delivering daily blows to the Taliban.”
If you are interested in the A-10, don’t miss our “BRRTTTT….deployments, war chronicles and stories of the last A-10 Warthogs” available both in ebook format and paperback version from Amazon.
BTW, we have also published an ebook on the A-10 Thunderbolt titled “BRRRTTT…deployments, war chronicles and stories of the last A-10 Warthogs” that is now available in paperback version on Amazon.
Please use the search feature on the site or select the proper category/tag to read all what we have written throughout the last year.
The two jets almost overlap (the Su-27 is farther, the F-16 is closer to the camera), during a dogfight inside Area 51.
Jan. 06 2017
You don’t happen to see a Su-27 Flanker dogfighting with a F-16 unless you visit Area 51. Here are the amazing photographs taken near Groom Lake, on Nov. 8, 2016, U.S. election day.
The photographs in this post were taken from Tikaboo Valley, near Groom Lake, Nevada, by Phil Drake, who was lucky enough to observe a Su-27P Flanker-B dogfighting with an F-16, presumably one of the four Groom Lake based -D models in the skies of the famous Area 51.
Although the quality of the pictures is low (the aircraft were flying between 20K and 30K feet) they are extremely interesting since Flankers operating from Groom are not a secret (they have been documented in 2003 – 2004 and more recently between 2012 and 2014) but have rarely been photographed.
Here’s Phil’s report of the rare sighting:
“The date was November 8th, US election day, and the sighting was between 1500 and 1525.
I was visiting Nevada hoping to catch a glimpse of some of the latest defense programmes being tested.
On the Monday and Wednesday, Nellis Aggressor F-15s and F-16s were regularly overhead, dropping flares and sonic booms. It was Tuesday afternoon when the skies went quiet for a couple of hours, and I hoped this may be a sign of something unusual being flown.
Eventually the sound of jet noise caught my attention, and I scanned the clear blue skies ’til I saw the tiny speck of an approaching military jet at high altitude, leaving an intermittent contrail.
It was instantly recognisable as a Russian built Sukhoi 27 Flanker, and carried no national insignia or identifying marks.
The WC-135 nuke sniffer (Air Force photo by Staff Sgt. Christopher Boitz)
Feb. 19 2017
The USAF WC-135C Constant Phoenix might be investigating a spike in radioactive levels in Norway. Someone speculates the release of this radionuclide could be the effect of a Russian nuclear test.
On Feb. 17, 2017, U.S. Air Force WC-135C Constant Phoenix Nuclear explosion “sniffer,” serial number 62-3582, using radio callsign “Cobra 55” deployed to RAF Mildenhall, UK.
As we have already reported the WC-135 is a derivative of the Boeing C-135 transport and support plane. Two of these aircraft are in service today out of the ten examples operated since 1963. The aircraft are flown by flight crews from the 45th Reconnaissance Squadron from Offutt Air Force Base while mission crews are staffed by Detachment 1 from the Air Force Technical Applications Center.
The WC-135, known as the “sniffer” or “weather bird” by its crews, can carry up to 33 personnel. However, crew compliments are kept to a minimum during mission flights in order to lessen levels of radioactive exposure.
Effluent gasses are gathered by two scoops on the sides of the fuselage, which in turn trap fallout particles on filters. 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.
The F-313 during taxi tests (highlighted the main differences since the first appearance in 2013).
Apr. 15 2017
A new prototype of the weird Qaher 313 stealth jet has conducted taxi tests.
Footage and photographs showing a new prototype (marked “08”) of the famous Qaher F-313 stealth fighter jet have just emerged as Iran’s President Hassan Rouhani participated Saturday in an exhibition displaying the achievements that the Defense Ministry Brigadier General Hossein Dehqan gained during the past two years.
Indeed, an “upgraded version” of the “faux stealth fighter” can be observed performing taxi tests. The aircraft appears to be slightly different from the one unveiled on Feb. 2, 2013, that was nothing more than a poorly designed mock-up that would never fly unless it was extensively modified and heavily improved.
Four years ago, the cockpit was basic for any modern plane, the air intakes appeared to be too small, the engine section lacked any kind of nozzle meaning that the engine would probably melt the aircraft’s back-end. Above all, the aircraft was way too small to such an extent its cockpit could not fit a normal-sized human being.
The new prototype retains the original weird shape but has a more realistic cockpit, large enough to accommodate an Iranian test pilot on an ejection seat, with a “normal” canopy (the previous one was clearly made of plexiglass), and a dorsal antenna. It is equipped with dual exhaust nozzles: according to some sources these are U.S. engines, according to others these would be new turbofan engines or modified Iranian J-85s. And, interestingly, a sort of FLIR (Forward Looking Infra-Red) turret was attached to the nose of the aircraft, that also features a white radome.
Although the new prototype is not a complete joke as its predecessor, it is still pretty hard to say whether it will be able to take to the air and land safely without further modifications: the intakes continue to appear smaller than normal (as commented back in 2013, they remind those of current drones/unmanned combat aerial vehicles); the wing are small as well and feature the peculiar design with the external section canted downward whose efficiency is not clear.
ATFLIR footage of a mysterious object intercepted by USN F/A-18 Super Hornet in 2004.
Dec. 12 2017
This video shows the weird object as seen from a U.S. Navy F/A-18F Super Hornet’s ATFLIR (Advanced Targeting Forward Looking Infrared) pod. What is it? Any idea?
Back in 2007, a user (cometa2) of the popular Above Top Secret (ATS) forum posted an alleged official CVW-11 Event Summary of a close encounter occurred on Nov. 14, 2004. Back then, when the encounter had not been confirmed yet, many users questioned the authenticity of both the event log and the footage allegedly filmed during the UFO intercept. More than 10 years later, with an officially released video of the encounter, it’s worth having a look at that unverified event log again: although we can’t say for sure whether it is genuine or not, it is at least “realistic” and provides some interesting details and narrative consistent with the real carrier ops. Moreover, the summary says that the callsign of the aircraft involved in the encounter is Fast Eagle: this callsign is used by the VFA-41 Black Aces – incidentally the very same squadron of David Fravor, formed Co of VFA-41, the pilot who recalled the encounter to NYT.
The famous shot of the inverted flying F-4 Phantom (the aircraft was actually ending a barrel roll).
Dec. 04 2017
“Because I was….inverted!”: Top Gun stunt performed near a Russian strategic bomber.
In the last few years, we have often reported about “unsafe and unprofessional” intercepts conducted across the world by Russian (and Chinese) fighter jets scrambled to identify and escort U.S. spyplanes flying in international airspace.
Barrel rolls, aggressive turns that disturbed the controllability of the “zombie” (intercepted aircraft in fighter pilot’s jargon), inverted flight: if you use the search function on this site you can read of several such incidents that made the news on media all around the world.
The last episode involved a Russian Su-30 that crossed within 50 feet of a U.S. Navy P-8 Poseidon’s path over the Black Sea during an intercept mission, causing the American maritime patrol aircraft to endure violent turbulence, on Nov. 25, 2017.
However, as a former RC-135 aircraft commander who flew the S, U, V, W, and X models, told us a couple of years ago:
“Prior to the end of the Cold War interceptors from a variety of nations managed to get into tight formation with RC-135s and EP-3s. Smaller airplanes like MiG-21s made it easy. The challenge with the larger airplanes like the Su-27 and MiG-31 is the sheer size of the interceptor as it moves in front of any portion of the intercepted plane.
At least the Su-27 pilot has excellent all-around visibility to see where the back-end of his own airplane is as he maneuvers adjacent to the RC-135.
The U-Boat crew took video of the intercept, which has not been released but shows the precise extent of how close the FLANKER really was. Recent movies taken by a PRC aircraft that was intercepted by a JASDF F-15CJ suggests that the Eagle was very close—until the camera zooms out and shows the Eagle was 70-100 feet away from the wingtip….
Finally, although the number of Russian reactions to Western recon flights has been increasing recently, for 15-20 years (certainly from 1992 through 2010) there were almost no reactions on a regular basis. As such, what passes for dangerous and provocative today was ho-hum to recon crews of my generation (although we weren’t shot at like the early fliers from 1950-1960).”
Awesome images of A-10s, C-17s and C-130s involved in JFEX exercise.
The battle went unnoticed by most.
On Saturday, Jun. 18 a joint aerial friendly force faced a very capable and determined adversary. The adversary fielded a world class air force combined with advanced radar and surface to air missile sites that create an Anti-Access/Area-Denial zone (A2/AD).
Within that zone, lay the target – a critical airfield. Operational plans called for a combined force of 39 C-17As and C-130H&Js to land equipment and drop paratroops from the US Army’s 82nd Airborne Division onto the airfield and secure it.
Air Mobility Command C-17A of the 436th AW/512 AW, Dover, DE kicks up the dust as it lands at Keno Airfield on the NTTR during Joint Forcible Entry Exercise (June 2016).
This is the Joint Forcible Entry Exercise, or JFEX.
JFEX takes place twice a year as one of the final assignments for those participating in the U.S. Air Force Weapons School (USAFWS). The Weapons School represents the highest level of training offered by the USAF. Those selected to participate are typically instructors on their platforms (aircraft/systems), and have demonstrated leadership excellence. Weapons School graduates are among the finest leaders and advanced integration warfighters on the planet.
Air Mobility Command C-17A of the 436th AW/512 AW, Dover, DE kicks up the dust as it lands at Keno Airfield. on the NTTR. Overhead, F-15s, F-16s, B-52s and more keep the skies and ground clear of threats during Joint Forcible Entry Exercise (June 2016).
The Nevada Test and Training Range (NTTR) provides the ideal venue for the exercise. The restricted NTTR features advanced radar systems, surface to air missile sites (SAM), scores of ground targets as well as the unimproved Keno airfield. These systems are configured to create the most challenging and realistic A2/AD threat.
Air Mobility Command C-17A of the 437 AW/315 AW, Charleston, SC “cleans” the runway during take off from Keno Airfield on the NTTR during Joint Forcible Entry Exercise (June 2016).
In addition to the transports, the joint Blue force utilized 33 aircraft of 9 platforms (F-16CM, F-15C, F-15E, EA-18G, B-52, A-10, E-3, RC-135J, E8, MQ-9). Advanced command and control capabilities were complemented by Joint Terminal Attack Controllers (JTAC) on the ground in the vicinity of the airfield.
A-10C of the 66 WPS, Nellis AFB turns away from Keno Airfield on the NTTR during JFEX. The A-10C offered close air support in the immediate victinity of the airfield during the Joint Forcible Entry Exercise (June 2016).
The Red Force included 10 aircraft (8 F-16s and 2 A-4s) complemented by a ground force that included U.S. Army High Mobility Artillery Rocket Systems (HIMARS). The adversary ground threat combine and coordinate with Red air flying F-16s out of Nellis AFB. Together, they form a dynamic and unpredictable adversary that must be forcibly neutralized.
Ground launched rocket streaks in front of C-17A’s incoming for airdrop on Keno field in the NTTR during JFEX (June 2016).
Col. Michael Drowley, Commandant of the USAFWS, notes that “…weapons school graduates are challenged to solve very difficult problems, given the smaller force size, integration is the key to success.” JFEX demands the advanced platform and service integration that is anticipated in future warfare.
Air Mobility Command C-130J-30 of Little Rock AFB, AR overflies Keno Airfield on the NTTR during JFEX (June 2016). The “J’s” ramp is open as it prepares to drop U.S. Army paratroppers from the 82nd Airborne Division.
With primary air and ground threats neutralized, the massive force of C-17As and C-130H and Js appeared over the field on cue. Some of the transport aircraft had flown direct to the central Nevada location from distances as far as Fort Bragg, NC. Throughout the operation, A-10s remained low and close to the airfield neutralizing any dynamic threats. F-16CMs, F-15Cs and B-52s circled high overhead responding to ongoing SAM and air threats. The exercise involved nearly 600 participants and went smoothly, though high surface winds led to an abort of the paratrooper jump.
F-15C of the 433 WPS launches flares while providing Defensive Counter Air over Keno airfield on the NTTR during JFEX (June 2016).
Effective training challenges are those that are more difficult than real world scenarios. Judging by this JFEX, the 2016-A class of Weapons Officers are ready for any challenge an adversary brings.
A-10C from Nellis, AFB provides Close Air Support at Keno airfield on the NTTR during JFEC (Dec 2015)
Heartfelt thanks for the support provided by the USAF ACC 99 ABW PAO, specifically SrA Joshua Kleinholz, and Susan Garcia, U.S. Weapons School. Photo contributions by photographer Eric Bowen, JFEX Dec 2015.
A-10 Thunderbolt II practiced Cold War-style landing on a highway during Ex. Saber Strike 2016.
For the first time in 32 years, four A-10 Warthogs, belonging to the 127th Wing, Michigan National Guard, performed highway landing practice: it occurred in Estonia, as part of Saber Strike 16 exercise, on Jun. 20.
Saber Strike is a long-standing U.S. Army Europe-led cooperative training exercise designed to improve joint interoperability through a range of missions that prepare the 14 participating nations to support multinational contingency operations.
After WWII and through the Cold War some countries developed the concept of highway strips to get rid off one of the basic drawbacks of combat plane – runway dependency – in case of nuclear war. Airstrips and their coordinates were not secret, neither in the West nor in Soviet Russia. Obviously they would be destroyed in the beginning of any conflict.
Designed in the 1920s and 30s, the German Autobahn had sections that could be used as runways by tactical jets as well as military cargo planes: for instance, the A-29 between Ahlhorn and Groβenkneten is one example of highway where, during the Cold War, NATO planners built a road to accommodate NATO aircraft if a war with the Soviets broke out.
In that period, even Warsaw Pact countries had several highway strips: Poland had as many as 21 DOLs,Drogowy Odcinek Lotniskowy, which is a Polish name for highway strips: improvised runways made of hightway section with wider ends to provide parking spaces for the planes.
One of these is still located near Stettin (Szczecin) on the Voyvodeship Road 142 near the S3 State Road on the German-planned highway towards Kaliningrad. This highway was built in the 1930s by Adolf Hitler and was a part of the Reichsautobahn network which emerged before the WWII; the remaining ones are mostly out of use.
Highway landings were part of the standard training conducted mainly in Central, Eastern and Northern Europe during the Cold War. With the collapse of the Warsaw Pact, highway take-offs and landings became less frequent.
