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.
On Saturday Jun. 24, Grosseto airbase hosted the event that celebrated the 100th anniversary of five Italian Air Force squadrons: the IX Gruppo (9th Squadron, using the Roman numerals), belonging to the 4° Stormo (Wing), based at Grosseto; the X and XII Gruppo (10th and 12th Squadron), both belonging to the 36° Stormo, Gioia del Colle; the XIII Gruppo (13th Squadron), with the 32° Stormo from Amendola; and the XVIII Gruppo (18th Squadron), belonging to the 37° Stormo, based at Trapani.
Both aircraft took part in an air-to-air shooting ahead of the Grosseto event. The photo posted above was shot during that photo session by the photographers of the Troupe Azzurra (ItAF photo team).
The photo of the formation is worth of note, not only because it includes all the new special colors, but also because the Italian Air Force is keeping a very “low profile” about its operations with the F-35. However, the ItAF has scored several firsts with its 5th Gen. aircraft. For instance, on Dec. 12, 2016, Italy became the very first country to take delivery of the 5th generation stealth jet outside of the U.S.. One year before, on Dec. 3, 2015, the Italian Air Force welcomed the first F-35A assembled and delivered outside the U.S. at the Final Assembly and Check Out (FACO) facility at Cameri, in northwestern Italy.
Finally, the very first three F-35A special colors, including MM7336/32-05 leading the special colored aircraft formation depicted in the cool shot above.
Two Yak-130 Jets Have Crashed Simultaneously in Armavir and Borisoglebsk Last Month. And Here’s An Investigation On The Root Causes.
According to several reports, two Russian Air Force Yak-130 Trainer/Light Attack (LA) Aircraft (Tail number 43white/RF-44496 from Borisoglebsk airbase and 55red/RF-44583 from Armavir) crashed almost simultaneously in two different places on Wednesday June 21, 2017. Information about incident has not released by the RuAF (Russian Air Force).
The Yakovlev Yak-130 is a subsonic two-seat advanced trainer originally developed by Yakovlev and Aermacchi (now Leonardo).
Along with the advanced jet trainer role, the “Mitten” (Yak-130 NATO’s nickname), able to replicate the characteristics of Russian Gen. 4 and 4++ combat aircraft, is capable of fulfill Light Attack (LA) and Reconnaissance tasks and it can carry a payload of 3,000 kilograms, including guided and unguided weapons, external fuel tanks and electronic pods.
The LA version, dubbed YAK-131 and equipped with mechanical radar (Phazotron) or Passive Electronically Scanned Array (PESA), is planned to replace the Su-25 Frogfoot.The Russian Air Force has also developed a reconnaissance variant of the Mitten, dubbed Yak-133.
At the moment, the RuAF has not given any official information about the dual accident and the possible causes are still under investigation. However, local sources reported the first crash occurred during a normal flying training and has involved the Yak-130 (55 red/RF-44583) that belong to the Armavir Flying School.
Soon after the first crash, a second Yak-130 (43 white/RF-44496) belonging to the Borisoglebsk Air Force Base was forced to land on the runway.
INVESTIGATION ON GEAR UP LANDING. (55 red/RF-44583 Armavir)
In my career as a combat pilot, I’ve had the opportunity to undertake many different training courses. One of those was the Flight Safety Office (FSO) which include the investigation section with a simulated crash to “solve.”
By means of the methodology and approach used to investigate real incidents I’ll drive you in a very simple and basic investigation. We will analyze all the available details and see whether it is possible to determine the causes of these crashes.
55 red/RF-44583 from Armavir after the crash landing (via Ilya.A—Petya.A’s bro)
Close up view of the left air intake of the Yak-130 (via Ilya.A—Petya.A’s bro)
First of all, what we can do is a “picture analysis” and looking at the picture of 55 red/RF-44583 you can notice some of important details useful to understand the landing or crash dynamics:
The aircraft landed on the belly without any other damage or structural breaks: this means the aircraft touched the ground with a correct and normal attitude used during a normal landing. Therefore, we can assume the pilot “planned” to land on the grass;
The aircraft had the LEF (Leading Edge Flap) in down position: this means the pilot lowered the LEF with the intent to land like he was on the runway;
The canopy seems to be open in a normal way (no damage or glass rupture): in other words the two pilots abandoned the aircraft “normally” soon after the jet stopped. This detail suggests the pilot purposely landed there and did a soft touch down with no other consequence;
Looking at the air intake, you can see the internal section extremely clean without any FOD: this means the engine was not running and it didn’t suck anything. One possible reason is a flame out or the pilot decided to shut down the engine seconds before the touchdown to avoid any fire.
After a FIR (First Impression Report), the second step is to merge all the above consideration in order to elaborate a possible scenario. Based on the above points, the two pilots most probably attempted an emergency landing with one or both engines not operating.
Now let’s move to the possible causes that forced the Yak-130 to land out of the runway and let’s try to understand WHY the pilot did take the decision to land on grass field.
First consideration is that the emergency was TIME CRITICAL, otherwise they could have enough time to fly and steer toward a suitable airfield. Based on my experience the most important hint comes from the picture of the air intake: this picture seems to suggest engines or thrust problems that forced the pilot to perform a forced landing out of the runway. Let’s explore possible reasons:
The aircraft was completely out of fuel. This situation seems quite unlikely, almost impossible, unless aircraft showed false fuel indications (a case of multiple emergencies, that is to say fuel transfer failure combined with false fuel indication) because pilots use to plan the fuel required for all training tasks: the fuel to recovery to the base with enough fuel in case they need or to practice some visual pattern; and the fuel to divert to the alternate in case of problem with the home base;
The aircraft had a fuel transfer failure and the crew suddenly found to have less fuel available to return home or to the nearest suitable airfield;
The aircraft had a double engine flame out (this option can be also caused by the point 1 and 2) and the pilots were forced to find a suitable “strip” to land.
Of course I don’t know the RuAF SOP (Standard Operations Procedures) and the YAK-130 emergency check list procedures for the above emergencies.
In case of double engine flame out, due to fuel or engines malfunction, most of the military aircraft procedures require the pilots to eject unless they can safely recover or land the aircraft. Landing on the grass without gear is not a safe recovery but in this case (I want to remember that we don’t know too many details about the reason of crash and we are conducting an investigation based on a picture) pilots took a very brave decision and the option to land without landing gear was in the end a smart decision to soften as much as possible the touchdown on an “unprepared field”. In this case pilots took a huge risk but they were extremely lucky to land without further problems (such as fire, structural damage, unintentional ejection seat activation and so on.)
Although we can’t rule out multiple failures, such as engine flame out and landing gear system failure, my instinct and experience suggest that the gear up landing was done on purpose.
INVESTIGATION ON NOSE GEAR UP LANDING (43 white/RF-44496 Borisoglebsk)
The 43white/RF-44496 from Borisoglebsk (via Ilya.A—Petya.A’s bro)
Looking at the picture, the aircraft seems to have landed normally with few damages. This assessment helps limiting the range of possible failures that may have caused the gear up landing, because we can assume the aircraft was operating efficiently.
Since the plane seems to have landed normally (making engine failure less likely unless this has happened in the vicinity of the airfield) we can focus on a possible landing gear system malfunction. Therefore, let’s have a look at some details:
The aircraft has the LEF down and we already know why and what this may mean;
Only the main landing gear is down: this may have been caused by nose landing gear malfunction, structural damage due to bird strike, nose landing gear not completely locked or hydraulics malfunction;
The main gear doors seem to be in open position. Most of the military jets, when reporting landing gear malfunction or hydraulics system failure, have the option to use the emergency gear lowering system. When the pilot activates the Emergency lowering system this overrides the normal gear system using enough pressure to lower the gear but not enough to close the gear doors. On the other side I cannot be 100% sure about this because of the picture resolution; still, during incident investigations it is important to take how systems work into proper consideration.
At this point, merging all the above points we can assume that the aircraft had some problem with landing gear system or hydraulics system and the pilot decided to land without nose gear.
During a nose gear-up landing it is paramount for the pilot to comply with the following action list:
Be very precise on approach with speed and attitude;
Perform aerodynamic braking during landing roll;
Before the HT (Horizontal Tail) loses lift, the pilot needs to gradually reduce the back pressure on the stick to allow a soft touchdown between the ground and the airframe;
Re-apply again the back pressure on the stick as soon as the nose touches the ground to reduce the weight on the nose trying to minimize the damage.
Avoid to use the brakes;
Shut down the engine in order to avoid engine mechanical failure and reduce thrust and, consequently, the landing distance.
According to my experience most of the aircraft are allowed to land with a symmetric configuration like: NO GEAR, ONLY MAIN GEAR, ONLY NOSE GEAR.
Summing up, based on a few pictures we can conclude that:
the aircraft 55 red/RF-44583 from Armavir had some problem with fuel quantity/transfer or with both engine and the pilot was forced to land on the grass
the aircraft 43 white/RF-44496 from Borisoglebsk had some problems with landing gear system or hydraulics system.
The Italian Air Force Predator A+ of the 32° Stormo (Wing) appear with new markings.
On Jul. 10, the Italian Air Force announced the reactivation of the 61° Gruppo (Squadron), disbanded in 1943, at Sigonella airbase, in Sicily, that will operate the MQ-1C Predator A+ UAS (Unmanned Aerial Systems) as a detached unit of the 32° Stormo, headquartered at Amendola, southeastern Italy.
The drones, piloted by aircrews coming from the 28° Gruppo and supported by ground crews of the 41° Stormo, based at Sigonella, will reinforce the Italian surveillance capabilities in southern Italy.
The new squadron will complement the other squadron of the 32nd Wing, the 28° Gruppo also based at Amendola, that already operates a mixed force of MQ-9 Reaper and MQ-1C Predator A+ drones that are used to undertake a wide variety of tasks: along with the standard ISR (intelligence Surveillance Reconnaissance) missions, the Italian Predators have supported MEDEVACs (Medical Evacuations), TIC (Troops In Contact) operations, IED (Improvised Explosive Devices) monitoring, Convoy Escort in Iraq and Afghanistan; they have supported Operation Unified Protector in Libya, Mare Nostrum operation in the Mediterranean Sea near Lampedusa (where they have monitored the migratory flows and consequent tragic ship wreckage off the island) and, from Djibouti, have monitored the seas off the coast of Somalia in anti-piracy missions. They are also currently deployed in Kuwait to support the US-led anti-ISIS operation in Syria and Iraq. Leveraging their persistence on the target area, the drones have also supported Police forces during major events.
Noteworthy, the photos of the 61° Gruppo reactivation ceremony posted by the Italian Air Force on social media exposed an interesting detail.
— Aeronautica Militare (@ItalianAirForce) July 10, 2017
Indeed, for the very first time, the Predators belonging to the 32° Stormo appear to sport the standard Wing’s livery that includes the aircraft code 32-xx on the fuselage and the Wing’s emblem, the Hawk, on the the tails.
One of the Italian MQ-1C Predator A+ drones sporting the individual code 32-33.
With the addition of the new markings, the Predators of the 61° and 28 ° Gruppo will now feature the same kind of markings worn by the F-35A Lightning II aircraft of the 13° Gruppo of the 32° Stormo, Italy’s first JSF squadron that has recently celebrated its 100th anniversary (with special tail markings.)
Close up view of the Hawk applied to the tails of the Predator.
Four Italian Typhoons have deployed to Bulgaria to bolster NATO’s Air Policing mission in the Black Sea region.
Four Italian Air Force F-2000A Typhoon jets have deployed to Graf Ignatievo Air Base, Bulgaria, to undertake the NATO’s enhanced Air Policing mission from July until October 2017.
The Italian Typhoons belong to the 4° Stormo (Wing) of Grosseto, 36° Stormo from Gioia del Colle and the 37° Stormo from Trapani even though, as always happens when involved in real operations, the Italian aircrews will operate as part of a Task Force where, regardless of the unit, badges and traditions (all the squadrons involved in the deployment have recently celebrated their centenary…) all personnel, aircraft and equipment are completely integrated and interchangeable, thanks to fully standardized procedures and training.
Following a familiarization phase, the Italian team will undergo certification by NATO’s Combined Air Operations Centre (CAOC) Torrejon, Spain before providing Air Policing tasks alongside the local Bulgarian Air Force MiG-29 Fulcrum jets.
The Italian F-2000As on the ramp at Graf Ignatievo Air Base.
A Bulgarian Air Force Fulcrum taxies next to the Italian Typhoons.
Since Bulgaria “is perfectly able to conduct NATO Air Policing with its assets; this enhanced Air Policing capability offered by the Italian jets provides the CAOC with more flexibility to conduct the mission.”
This is the first time the Italian Typhoons take part in the NATO’s Enhanced Air Policing mission in the Black Sea area: so far the ItAF “Tiffies” have supported the Icelandic (in 2013 and earlier this year) and Baltic (in 2015) while supporting the Interim Air Policing task over Slovenia (task shared with the Hungarian Air Force) and over Albania (task shared with the Hellenic Air Force).
Typhoon’s rear view.
One of the ItAF Typhoons parked at Graf Ignatievo Air Base, Bulgaria, after its arrival on Jul. 7.
Breaking for landing
“While Air Policing is a collective peacetime task to ensure integrity and security of NATO airspace, the enhanced Air Policing was agreed and implemented by NATO Allies at the Wales Summit in 2014 under the Assurance Measures. These measures are aimed at assuring Allies along the NATO’s eastern flank of Alliance commitment and resolve as well as deterrence and defence,” said NATO in an official release about the deployment.
The images in this post were taken by Nikolay Dimov at Graf Ignatievo as the Italians landed to support the Air Policing task in Bulgaria on Jul. 7, 2017.
Two of the four IRIS-T air-to-air missiles carried by the Italian Typhoons in Bulgaria.
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