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Elbit Systems was awarded a contract for approximately $50 million for its new air defense system, "Red Sky"™, by an international customer. The contract will be executed over 2 years.
The Red Sky is a Tactical Very Short-range Air Defense (VSHORAD) System designed to protect against low-altitude aerial threats. As part of the contract, Elbit Systems will supply two Red Sky batteries, offering a comprehensive solution that integrates both soft-kill and hard-kill defense capabilities.
This solution includes Elbit Systems' Redrone, an electronic warfare (EW) solution designed for detecting, identifying, locating, and neutralizing unmanned aerial systems. The Redrone system comprises DAiR Radar, Signal Intelligence (SIGINT) sensors, RF Jammer, and COAPS-L electro-optical (EO) payload. Additionally, the Red Sky solution will incorporate anti-aircraft missile launchers.
"The Red Sky system represents a state-of-the-art solution that addresses the urgent need to defend borders and secure strategic assets against a wide array of aerial threats at an affordable cost,"" said Yehuda (Udi) Vered, GM of Elbit Systems Land.
"This new defense solution was created based on close collaboration between Elbit Systems' divisions, utilizing existing Elbit Systems building blocks and integrating them into a comprehensive new solution with new anti-aircraft missiles and advanced soft-kill defense mechanisms.”
Pickup Truck mounted "Red Sky" radar unit (counter drone mode) photo Elbit Systems
Note that Elbit Systems supplies the radar & control units which work with various types of small vehicle and shoulder launched anti-aircraft missiles
A map of the crystal structure of the alloy made with electron backscatter diffraction in a scanning electron microscope.
Each color represents a section of the crystal where the repeating structure changes its 3D orientation.
Credit: Berkeley Lab
Researchers have discovered an extraordinary metal alloy that won’t crack at extreme temperatures due to kinking, or bending, of crystals in the alloy at the atomic level.
A metal alloy composed of niobium, tantalum, titanium, and hafnium has shocked materials scientists with its impressive strength and toughness at both extremely hot and cold temperatures, a combination of properties that seemed so far to be nearly impossible to achieve. In this context, strength is defined as how much force a material can withstand before it is permanently deformed from its original shape, and toughness is its resistance to fracturing (cracking). The alloy’s resilience to bending and fracture across an enormous range of conditions could open the door for a novel class of materials for next-generation engines that can operate at higher efficiencies.
The team, led by Robert Ritchie at Lawrence Berkeley National Laboratory (Berkeley Lab) and UC Berkeley, in collaboration with the groups led by professors Diran Apelian at UC Irvine and Enrique Lavernia at Texas A&M University, discovered the alloy’s surprising properties and then figured out how they arise from interactions in the atomic structure. Their work is described in a study recently published in the journal Science.
“The efficiency of converting heat to electricity or thrust is determined by the temperature at which fuel is burned – the hotter, the better. However, the operating temperature is limited by the structural materials which must withstand it,” said first author David Cook, a Ph.D. student in Ritchie’s lab. “We have exhausted the ability to further optimize the materials we currently use at high temperatures, and there’s a big need for novel metallic materials. That’s what this alloy shows promise in.”
The alloy in this study is from a new class of metals known as refractory high or medium entropy alloys (RHEAs/RMEAs). Most of the metals we see in commercial or industrial applications are alloys made of one main metal mixed with small quantities of other elements, but RHEAs and RMEAs are made by mixing near-equal quantities of metallic elements with very high melting temperatures, which gives them unique properties that scientists are still unraveling. Ritchie’s group has been investigating these alloys for several years because of their potential for high-temperature applications.
This material structure map shows kink bands formed near a crack tip during crack propagation (from left to right) in the alloy at 25 C, room temperature. Made with a electron-backscatter diffraction detector in a scanning electron microscope.
Credit: Berkeley Lab
“Our team has done previous work on RHEAs and RMEAs and we have found that these materials are very strong, but generally possess extremely low fracture toughness, which is why we were shocked when this alloy displayed exceptionally high toughness,” said co-corresponding author Punit Kumar, a postdoctoral researcher in the group.
According to Cook, most RMEAs have a fracture toughness of less than 10 MPa√m, which makes them some of the most brittle metals on record. The best cryogenic steels, specially engineered to resist fracture, are about 20 times tougher than these materials. Yet the niobium, tantalum, titanium, and hafnium (Nb45Ta25Ti15Hf15) RMEA alloy was able to beat even the cryogenic steel, clocking in at over 25 times tougher than typical RMEAs at room temperature.
But engines don’t operate at room temperature. The scientists evaluated strength and toughness at five temperatures total: -196°C (the temperature of liquid nitrogen), 25°C (room temperature), 800°C, 950°C, and 1200°C. The last temperature is about 1/5 the surface temperature of the sun.
The team found that the alloy had the highest strength in the cold and became slightly weaker as the temperature rose, but still boasted impressive figures throughout the wide range. The fracture toughness, which is calculated from how much force it takes to propagate an existing crack in a material, was high at all temperatures.
Unraveling the atomic arrangements
Almost all metallic alloys are crystalline, meaning that the atoms inside the material are arranged in repeating units. However, no crystal is perfect, they all contain defects. The most prominent defect that moves is called the dislocation, which is an unfinished plane of atoms in the crystal. When force is applied to a metal it causes many dislocations to move to accommodate the shape change.
For example, when you bend a paper clip which is made of aluminum, the movement of dislocations inside the paper clip accommodates the shape change. However, the movement of dislocations becomes more difficult at lower temperatures and as a result many materials become brittle at low temperatures because dislocations cannot move. This is why the steel hull of the Titanic fractured when it hit an iceberg. Elements with high melting temperatures and their alloys take this to the extreme, with many remaining brittle up to even 800°C. However, this RMEA bucks the trend, withstanding snapping even at temperatures as low as liquid nitrogen (-196°C).
This map shows kink bands formed near a crack tip during crack propagation testing (from left to right) in the alloy at -196 C.
Credit: Berkeley Lab
To understand what was happening inside the remarkable metal, co-investigator Andrew Minor and his team analyzed the stressed samples, alongside unbent and uncracked control samples, using four-dimensional scanning transmission electron microscopy (4D-STEM) and scanning transmission electron microscopy (STEM) at the National Center for Electron Microscopy, part of Berkeley Lab’s Molecular Foundry.
The electron microscopy data revealed that the alloy’s unusual toughness comes from an unexpected side effect of a rare defect called a kink band. Kink bands form in a crystal when an applied force causes strips of the crystal to collapse on themselves and abruptly bend. The direction in which the crystal bends in these strips increases the force that dislocations feel, causing them to move more easily. On the bulk level, this phenomenon causes the material to soften (meaning that less force has to be applied to the material as it is deformed). The team knew from past research that kink bands formed easily in RMEAs, but assumed that the softening effect would make the material less tough by making it easier for a crack to spread through the lattice. But in reality, this is not the case.
“We show, for the first time, that in the presence of a sharp crack between atoms, kink bands actually resist the propagation of a crack by distributing damage away from it, preventing fracture and leading to extraordinarily high fracture toughness,” said Cook.
The Nb45Ta25Ti15Hf15 alloy will need to undergo a lot more fundamental research and engineering testing before anything like a jet plane turbine or SpaceX rocket nozzle is made from it, said Ritchie, because mechanical engineers rightfully require a deep understanding of how their materials perform before they use them in the real world. However, this study indicates that the metal has the potential to build the engines of the future.
Solar sails are an enigmatic and majestic way to travel across the gulf of space. Drawing an analogy to the sail ships of the past, they are one of the most efficient ways of propelling craft in space.
On Tuesday a RocketLab Electron rocket launched NASA's new Advanced Composite Solar Sail System. It aims to test the deployment of large solar sails in low-earth orbit and on Wednesday, NASA confirmed they had successfully deployed a 9 metre sail.
In 1886 the motor car was invented. In 1903 humans made their first powered flight. Just 58 years later, humans made their first trip into space on board a rocket. Rocket technology has changed significantly over the centuries, yes centuries.
The development of the rocket started way back in the 13th century with the Chinese and Mongolians firing rocket propelled arrows at each other. Things moved on somewhat since then and we now have solid and liquid rocket propellant, ion engines and solar sails with more technology in the wings.
Solar sails are of particular interest because they harness the power of sun, or star light to propel probes across space. The idea isn't new though, Johannes Kepler (of planetary motion fame) first suggested that sunlight could be used to push spacecraft in the 17th century in his works entitled 'Somnium'.
We had to wait until the 20h century though before Russian scientist Konstantin Tsiolkovsky outlined the principle of how solar sails might actually work.
Carl Sagan and other members of the Planetary Society started to propose missions using solar sails in the 70's and 80's but it wasn't until 2010 that we saw the first practical solar sail vehicle, IKAROS.
Image of the fully deployed IKAROS solar sail, taken by a separation camera.
(JAXA)
The concept of solar sails is quite simple to understand, relying upon the pressure of sunlight. The sails are angled such that photons strike the reflective sail and bounce off it to push the spacecraft forward.
It does of course take a lot of photons to accelerate a spacecraft using light but slowly, over time it is a very efficient propulsion system requiring no heavy engines or fuel tanks.
This reduction of mass makes it easier for solar sails to be accelerated by sunlight but the sail sizes have been limited by the material and structure of the booms that support them.
NASA has been working on the problem with their Next Generation Solar Sail Boom Technology. Their Advanced Composite Solar Sail System uses a CubeSat built by NanoAvionics to test a new composite boom support structure.
It is made from flexible polymer and carbon fibre materials to create a stiffer, lighter alternative to existing support structure designs.
On Wednesday 24 April, NASA confirmed that the CubeSat has reached low-Earth orbit and deployed a 9 metre sail. They are now powering up the probe and establishing ground contract. It took about 25 minutes to deploy the sail which spans 80 square metres.
If the conditions are right, it may even be visible from Earth, possibly even rivalling Sirius in brightness.
Representative images of the microstructure of formed
hydrogels under various US induction durations, taken by a scanning
electron microscope. (photo credit: TECHNION-ISRAEL INSTITUTE OF TECHNOLOGY)
Delivering cell-laden and drug-laden biomaterials in a minimally
invasive way with high precision is a challenge for many biomedical
applications.
However, a solution may be near as a research group, led by the celebrated biomedical and tissue engineer Prof. Shulamith Levenberg of the Technion-Israel Institute of Technology in Haifa, has developed an innovative non-invasive method.
They have just published their findings in the journal Small Methods under the title “Ultrasound-mediated polymerization for cell delivery, drug delivery, and 3D printing.”
Levenberg's team includes postdoctoral fellow Dr. Lior Debbi, who
completed his academic degrees at the Technion, and Majd Machour, a
doctoral student in the MD/PhD program.
A less-invasive treatment path
Many
biomedical applications require precise delivery of biocompatible
materials for various purposes, such as localized drug release, tissue
grafting, and implantation of engineered cells and tissues for organ
regeneration.
At present, highly invasive operations on the patient are the
conventional treatment that is accompanied by risks, including failure
of wound healing at the surgical site leading to seroma (a buildup of
fluids where the tissue has been removed), hematoma (a type of bruise
where blood collects under the skin), wound dehiscence (a partial or
total separation of wound edges due to a failure of proper wound
healing), or hernia.
Other
risks in such invasive procedures may include infections, nerve
injuries, and peripheral tissue damage at the site of the operation.
Prof. Shulamit Levenberg (credit: TECHNION-ISRAEL INSTITUTE OF TECHNOLOGY)
In the researchers’ innovative method, cells or drugs are delivered
within a biological fluid ink applied to the treated area deep within
the body through direct injection or catheterization.
Their concept is based on the ability to transfer energy deep into the body by ultrasound
induction in a safe and localized manner. Subsequently, the engineered
tissue is printed using sound waves emitted from an external ultrasonic
transducer. Thus, engineered tissue can be built deep within the body
without exposing the treated site.
The versatility of the new technology, said the researchers,
can be used for local cell transplantation, continuous and localized
drug delivery over time, and three-dimensional bioprinting.
The mechanical properties of the grafts can be tailored according to the target tissue and the desired drug release rate.
This image provided by SLIM official X account @SLIM--JAXA shows a part of the moon surface taken by Japan’s first moon lander called SLIM on Tuesday, April 23, 2024. Japan’s first moon lander has survived a third freezing lunar night, Japan’s space agency said Wednesday, April 24, after receiving an image from the device three months after it landed on the moon.
Credit: SLIM official X account @SLIM--JAXA via AP
Japan's first moon lander has survived a third freezing lunar night, Japan's space agency said Wednesday after receiving an image from the device three months after it landed on the moon.
The Japan Aerospace Exploration Agency said the lunar probe responded to a signal from the earth Tuesday night, confirming it has survived another weeks long lunar night.
Temperatures can fall to minus 170 degrees Celsius (minus 274 degrees Fahrenheit) during a lunar night, and rise to around 100 Celsius (212 Fahrenheit) during a lunar day.
The probe, Smart Lander for Investing Moon, or SLIM, reached the lunar surface on Jan. 20, making Japan the fifth country to successfully place a probe on the moon. SLIM on Jan. 20 landed the wrong way up with its solar panels initially unable to see the sun, and had to be turned off within hours, but powered on when the sun rose eight days later.
SLIM, which was tasked with testing Japan's pinpoint landing technology and collecting geological data and images, was not designed to survive lunar nights.
JAXA said on the social media platform X that SLIM's key functions are still working despite repeated harsh cycles of temperature changes. The agency said it plans to closely monitor the lander's deterioration.
Scientists are hoping to find clues about the origin of the moon by the comparing mineral compositions of moon rocks and those of Earth.
The message from SLIM came days after NASA restored contact with Voyager 1, the farthest space probe from earth, which had been sending garbled data back to earth for months.
An U.S. lunar probe developed by a private space company announced termination of its operation a month after its February landing, while an Indian moon lander failed to establish communication after touchdown in 2023.
NASA’s Voyager 1 spacecraft is depicted in this artist’s concept traveling through interstellar space, or the space between stars, which it entered in 2012.
Credit: NASA/JPL-Caltech
For the first time since November, NASA's Voyager 1 spacecraft is returning usable data about the health and status of its onboard engineering systems. The next step is to enable the spacecraft to begin returning science data again. The probe and its twin, Voyager 2, are the only spacecraft to ever fly in interstellar space (the space between stars).
Voyager 1 stopped sending readable science and engineering data back to Earth on Nov. 14, 2023, even though mission controllers could tell the spacecraft was still receiving their commands and otherwise operating normally. In March, the Voyager engineering team at NASA's Jet Propulsion Laboratory in Southern California confirmed that the issue was tied to one of the spacecraft's three onboard computers, called the flight data subsystem (FDS). The FDS is responsible for packaging the science and engineering data before it's sent to Earth.
The team discovered that a single chip responsible for storing a portion of the FDS memory—including some of the FDS computer's software code—isn't working. The loss of that code rendered the science and engineering data unusable. Unable to repair the chip, the team decided to place the affected code elsewhere in the FDS memory. But no single location is large enough to hold the section of code in its entirety.
So they devised a plan to divide the affected code into sections and store those sections in different places in the FDS. To make this plan work, they also needed to adjust those code sections to ensure, for example, that they all still function as a whole. Any references to the location of that code in other parts of the FDS memory needed to be updated as well.
The team started by singling out the code responsible for packaging the spacecraft's engineering data. They sent it to its new location in the FDS memory on April 18. A radio signal takes about 22.5 hours to reach Voyager 1, which is over 15 billion miles (24 billion kilometers) from Earth, and another 22.5 hours for a signal to come back to Earth. When the mission flight team heard back from the spacecraft on April 20, they saw that the modification had worked: For the first time in five months, they were able to check the health and status of the spacecraft.
During the coming weeks, the team will relocate and adjust the other affected portions of the FDS software. These include the portions that will start returning science data.
Voyager 2 continues to operate normally. Launched over 46 years ago, the twin Voyager spacecraft are the longest-running and most distant spacecraft in history. Before the start of their interstellar exploration, both probes flew by Saturn and Jupiter, and Voyager 2 flew by Uranus and Neptune.
Researchers show how they
were able to create a multi-layer soft structure and an artificial
fluidic system to mimic the musculature and mucus structures of
biological suckers.
Suction cup grasping a stone. April 21, 2024. (photo credit: Tianqi Yue)
Octopuses seem to be all arms and not have much of a brain, but in
fact, these creatures have nine “brains” – one central brain in the head
that is used for overall control – and at the base of each arm – a
group of nerve cells acting as smaller brains that can control each arm independently.
But now, scientists at the University in Bristol
in the UK have discovered even more – that the octopus’s suction cups
that can grasp rough, curved and heavy stone have superb adaptive
suction abilities enabling them to anchor to rock can be adapted to
improve the grabbing power of robots.
In their findings, just published in the journal PNAS under
the title “Bioinspired multiscale adaptive suction on complex dry
surfaces enhanced by regulated water secretion,” the researchers show
how they were able to create a multi-layer soft structure and an
artificial fluidic system to mimic the musculature and mucus structures
of biological suckers.
The findings have great potential for industrial applications, such
as providing a next-generation robotic gripper for grasping a variety of
irregular objects, noted the scientists, who now plan to build a more
intelligent suction cup, by embedding sensors into the suction cup to
regulate suction cup’s behavior.
A purplish-red octopus extends its arms and floats in dark blue water. (credit: PXFUEL)
Soft-body organisms and adaptive suction
Suction is a highly evolved biological adhesion strategy for
soft-body organisms to achieve strong grasping on various objects.
Biological suckers can adaptively attach to dry complex surfaces such as
rocks and shells, which are extremely challenging for current
artificial suction cups. Although the adaptive suction of biological
suckers is believed to be the result of their soft body’s mechanical
deformation, some studies imply that in-sucker mucus secretion may be
another critical factor in helping attach to complex surfaces, thanks to
its high viscosity.
Lead author Tianqi Yue, a research associate at the university’s
School of Engineering Mathematics and Technology, explained: “The most
important development is that we successfully demonstrated the
effectiveness of the combination of mechanical conformation – the use of
soft materials to conform to surface shape, and liquid seal –the spread
of water onto the contacting surface for improving the suction
adaptability on complex surfaces. This may also be the secret behind biological organisms’ ability to achieve adaptive suction.”
Their multi-scale suction mechanism is an organic combination of
mechanical conformation and regulated water seal. Multi-layer soft
materials first generate a rough mechanical conformation to the
substrate, reducing leaking apertures to just micrometers. The remaining
micron-sized apertures are then sealed by regulated water secretion
from an artificial fluidic system based on the physical model, thereby
the suction cup achieves long suction longevity on diverse surfaces but
with minimal overflow.
“We believe the presented multi-scale adaptive suction mechanism is a
powerful new adaptive suction strategy which may be instrumental in the
development of versatile soft adhesion,” Tianqi added: “Current
industrial solutions use always-on air pumps to actively generate the
suction. However, these are noisy and waste energy. With no need for a
pump, it is well known that many natural organisms with suckers,
including octopuses, some fishes such as suckerfish and remoras,
leeches, gastropods, and echinoderms, can maintain their superb adaptive
suction on complex surfaces by exploiting their soft body structures.”
Octopus-Inspired Robots Can Grasp, Crawl, and Swim
The A-10 Warthog remains cherished for its role in close air support, longevity, and powerful cannon.
The United States Air Force's retirement plans for the A-10 face backlash due to replacement inadequacies.
The A-10's durability, near-unmatched firepower, and unique attributes complicate its replacement prospects.
The A-10 Warthog, officially known as the A-10 Thunderbolt II, is the most well-known close air support aircraft operated by the United States Air Force. The jet, designed initially for ground troop protection, has been in service since 1977 and uses its GAU-8 Avenger cannon and impressive armor to engage armored vehicles and ground forces.
The aircraft is versatile and incredibly durable, able to operate from nearly any runway under almost any conditions, and has operated in most major conflicts of the past few decades. There were plans to retire the jet in favor of the F-35 Lightning II, but controversy surrounds this replacement plan on account of the A-10's reputation and near-unmatched capabilities.
Photo: United States Air Force
Officially, congress approved the aircraft's retirement in 2023, but such plans have not taken effect as the United States Air Force has yet to confirm adequate replacement capabilities. In this article, we will take a deeper look at the role that the A-10 still plays in the Air Force today and how many such jets remain in service.
Development and purpose
Before discussing the A-10's current status, it is important to understand the aircraft's development and the role it was intended to serve. In the years following the Second World War, the United States Air Force identified the need for a dedicated close air support aircraft, and built the propellor-driven Douglas A-1 Skyraider.
The Skyraider served throughout the Korean War and even during the Vietnam War but soon became slow and overpowered by modern standards. As a result, the Air Force identified the need for a new modern aircraft to serve this purpose, and thus the A-10 was born.
With unparalleled durability, firepower, and versatility, the A-10 would be able to effectively engage ground targets even behind enemy lines. The aircraft's primary role was to directly support the movements of ground troops by attacking everything from armored vehicles and tanks to other posts.
Photo: United States Air Force
The aircraft was equipped with a powerful 30 mm Avenger rotary cannon alongside heavy armor meant to withstand impressive amounts of ground fire. The aircraft was able to operate from short and unpaved runways near combat zones, offer rapid response times, and precisely target enemies even miles away.
The A-10 could fly both low and slow and prevented the risk of collateral damage. The aircraft could complete missions focused on supporting troop movements with impressive efficiency and established the aircraft as a key asset for close ground support. According to the Air Force, the jet offers the following specifications:
Category:
A-10 Warthog
Typical operating speed:
420 miles per hour
Powerplant:
2 x General Electric TF34-GE-100
Maximum Takeoff Weight (MTOW):
51,000 pounds
Maximum range:
695 nautical miles
Service ceiling:
45,000 feet
Operational history
The A-10 Warthog finally entered service after a lengthy development process in 1977 and became combat-ready by October 1977, when it joined the 354th Tactical Fighter Wing. Since then, the aircraft has been stationed worldwide and has operated through notable conflicts, including the Gulf War, the NATO intervention in the Balkans, the War in Afghanistan, and the Libyan Civil War.
Military analysts initially doubted the plane's relatively unconventional design. However, over its first few years of service, the plane immediately proved its worth. During its first combat engagements in Operation Desert Storm, the jet destroyed enemy targets and even achieved air-to-air victories.
Photo: United States Air Force
The plane has been successfully deployed across the Middle East and was utilized many times during the fight against Islamic State militants in Syria and Iraq. While the plane has been criticized for some incidents of friendly fire, the A-10 remains a valuable asset and is loved by pilots for its impressive firepower.
Above all, the aircraft is known for its durability and impressive ability to remain airborne even when exposed to heavy enemy fire, such as cases of A-10s making it back to base with major pieces of the airframe, including engines, missing.
Present and future
Currently, the fleet of dedicated ground attack and close support aircraft in the United States Air Force is dominated by the A-10. In fact, the organization operates only one dedicated ground attack aircraft. The table below provides additional details on the Air Force's ground attack fleet:
Aircraft type:
Number in fleet:
A-10 Warthog
270
AC-130 Ghostrider
29
The AC-130, a heavily armed long-range gunship, performs far more niche missions than the Warthog and, as a result, is found in significantly smaller numbers. The Warthog is actually so numerous within the Air Force's fleet that only the General Dynamics F-16 Fighting Falcon is found in larger numbers.
Despite playing a crucial role in the United States Air Force's ground attack fleet, the organization has expressed its intentions to retire the aircraft in favor of the multirole F-35 Lightning II fighter. However, these efforts have faced heavy opposition from Congress, alongside concerns that operational experts have raised, according to Defense News.
Photo: United States Air Force
Many feats, including the A-10's effectiveness and redundancy in close air support missions, are not matched by newer generation aircraft that have not been specifically designed for the purpose. With so many unique attributes, finding an aircraft that can replace the iconic A-10 is rather difficult.
Officially, plans are in place to slowly replace the jet by 2029, with a thorough examination of potential alternative aircraft already underway. Nonetheless, the plane's unique attributes, which include a powerful cannon and reinforced armor, have helped make the case for keeping the plane active.
The Fairchild Republic A-10 Thunderbolt II was developed as a close support ground attack aircraft during the Cold War.
It was designed to take out tanks and other ground attack forces with its 30mm GAU-8 rotary cannon.
The A-10, nicknamed "Warthog," has remained in service for decades and is expected to continue serving until the end of this decade.
If there was ever an aircraft in the history of military ground attack aircraft, nothing could strike more fear into the enemy than the Fairchild Republic A-10 Thunderbolt II. Following the end of World War Two and the United States and the Soviet Union involved in a Cold War, the focus was on the delivery of nuclear weapons rather than close support ground attack aircraft.
During the Korean and Vietnam wars, the United States military relied on old propeller-driven Douglas A-1 Skyraiders for ground support. While the Skyraider could loiter over the battlefield for long periods, it was slow and vulnerable to enemy ground fire. During the Vietnam War (1955-1975), the United States Navy and Air Force lost 266 Douglas A-1s, mainly from small arms fire.
The USAF needed a close support ground attack aircraft
Knowing they needed a new plane for close-quarters ground support, the military began lobbying the Department of Defense. In the summer of 1961, Secretary of Defense Robert McNamara instructed the United States Air Force (USAF) to submit a request for a multirole aircraft that could be used as a bomber and also close-quarters ground support. The result of the request was the McDonnell Douglas F-4 Phantom II.
While the Phantom proved to be a successful bomber, it had a relatively low loiter time and handled poorly at slow speeds; it was also expensive to buy and operate. During the Vietnam War, the helicopter gunship emerged as the vehicle of choice for close-ground support. While helicopters like the Bell AH-1 Cobra were effective in this role by the 1970s, the threat of a ground attack across the North German Plain by Soviet armored forces had the military worried enough to want an aircraft explicitly designed to take out tanks. The ideal weapon for the new aircraft was a 30mm GAU-8/A Gatling gun that could fire 3,900 rounds a minute. Not only could the rotary cannon destroy tanks, but it could also decimate all ground attack forces.
Photo: USAF
Designated as the Y-10, the Fairchild Republic A-10 made its maiden flight on May 10th, 1972. After proving itself in trials, the USAF selected the Y-10 for production while asking General Electric to build its GAU-8 cannon. The first production Fairchild Republic A-10 Thunderbolt II flew in October 1975 and began to enter service with the USAF in the spring of 1976.
The noise made by its rotary cannon earned it the nickname Warthog
After entry into service and its use as a close support ground attack aircraft in battle, the plane's aggressive looks and the noise made by its 30mm GAU-8 rotary cannon soon earned it the nickname Warthog. Over the years, the Fairchild Republic A-10 Thunderbolt II has been modified with new electronics and is capable of delivering the following weapons:
One 30mm GAU-8/A seven-barrel Gatling gun
Up to 16,000 pounds of mixed ordnance on eight under-wing and three under-fuselage pylon stations, including 500 pounds of Mk-82 and 2,000 pounds of Mk-84 series low/high drag bombs
Incendiary cluster bombs
Combined effects munitions
Mine dispensing munitions
AGM-65 Maverick missiles, laser/GPS-guided bombs
Unguided and laser-guided 2.75-inch rockets
Infrared countermeasure flares
Electronic countermeasure chaff
Jammer pods
Illumination flares
AIM-9 Sidewinder missiles.
Photo: USAF
Though they have been in service for a long time and have no immediate replacement lined up, Air Force Chief of Staff Charles Brown expects the A-10s to remain in service with the USAF until 2028-2029.
The A-10 Thunderbolt, also known as the "Warthog," is a highly capable attack aircraft designed for low-altitude support.
The aircraft is known for its GAU-8 30mm Avenger rotary cannon, which is capable of destroying tanks and provides excellent maneuverability at low speeds and altitudes.
The A-10 has a wide combat radius, short takeoff and landing capability, and the ability to operate in low visibility conditions, making it a versatile and effective aircraft for close air support missions.
The A-10 Thunderbolt is a straight-wing subsonic attack aircraft developed by Fairchild Republic in the early 1970s. Designed for the United States Air Force (USAF), the aircraft performed its first on May 10, 1972. The USAF introduced the aircraft in October 1977.
The manufacturer built over 700 examples of the A-10 Thunderbolt between 1972 and 1984. Simple Flying delves deeper into the reasons for the popularity of the A-10 Thunderbolt, as highlighted by the USAF.
A-10 Thunderbolt
The A-10, widely known as the "Warthog," was designed to improve the Douglas A-1 Skyraider performance. Moreover, it was designed to provide low-altitude support to friendly ground forces. The forward air controller airborne ensured that ground forces, including tanks, armored vehicles, and trucks.
Photo: Staff Sgt. Annie Edwards | 151st Wing | US Air Force
According to the USAF,
“The aircraft can survive direct hits from armor-piercing and high explosive projectiles up to 23mm. Their self-sealing fuel cells are protected by internal and external foam. Manual systems back up their redundant hydraulic flight-control systems. This permits pilots to fly and land when hydraulic power is lost.”
The aircraft provided close air support (CAS) using air strikes against hostile forces near friendly forces. The aircraft primarily uses the notable Avenger rotary cannon for its CAS missions.
The aircraft has a maximum takeoff weight (MTOW) of 46,000 lbs (20,865 kg). With a maximum speed of 381 knots (706 km/h), the aircraft can reach a combat range of 250 NM (460 km) during a CAS mission.
The A-10 is known for its GAU-8 30 mm Avenger rotary cannon gun fitted in the nose. The low-wing monoplane is designed around the idea of having a hydraulically driven auto-cannon. The aircraft's ability to attack ground targets, including powerful tanks, has made it one of the most famous aircraft for CAS.
The General Electric GAU-8 Avenger is a 30 mm gun with a seven-barrel cannon along the aircraft's centreline. The rotary cannon has 1,174 rounds and a compelling rate of fire, enough to destroy a tank. According to the USAF,
“The A-10C offers excellent maneuverability at low airspeeds and altitude while maintaining a highly accurate weapons-delivery platform. They can loiter near battle areas for extended periods of time, are capable of austere landings and operate under 1,000-foot ceilings (303.3 meters) with 1.5-mile (2.4 kilometers) visibility.”
“Additionally, with the capability of carrying precision guided munitions and unguided munitions, they can employ above, below and in the weather. Their wide combat radius and short takeoff and landing capability permit operations in and out of locations near front lines. Using night vision goggles, A-10C pilots can conduct their missions during darkness.”
The A-10 features 11 hardpoints, three under the fuselage pylons and eight under the wings. With the capacity to carry 16,000 lbs (7,250 kg) of ammunition, the aircraft can have a combination of bombs, rockets, missiles, and infrared decoys.
A-10: THE 40 YEAR OLD 'UGLY WARTHOG'
It is the ugliest aircraft in the Air Force's arsenal.
The A-10, often called a warthog, was designed to destroy Soviet tanks and troops on the ground.
Officially the Thunderbolt II, it was quickly nicknamed the Warthog for its unusual looks,
It was specifically designed around its main weapon, a 30mm cannon which fires 4,000 rounds a minute.
The plane can fly low and slow, coming down to 50ft to shoot at or drop bombs on enemy positions.
Its top speed is just above 400mph but it can go as slow as 150mph and 'loiter' for hours above targets making it an effective deterrent as well as an attack plane.
The Warthog is covered in 1,200lbs of titanium armor, making it invulnerable to attack from anything but heavy weapons.
Even when hit it is designed to fly home on one engine, with no tailfin and half a wing missing.
On board the single-seater the pilot has at his controls the cannon, which is accurate to 4,000ft, and fires depleted-uranium shells, as well as Maverick air-to-surface missiles, 500lb free fall bombs, and Hydra air-launched rockets.
Despite USAF attempts to retire the fleet, it is expected to remain in service into the 2020s.
At one stage when the Air Force suggested retiring its more than 300 A-10s the Army indicated it would take them over as soldiers are so keen on its close support capabilities.
The F-35, which was supposed to replace the A-10, has been plagued by delays and while the first planes are entering combat now, officers say it is ill-suited for a close-support role
Close air support involves firing on enemy soldiers at low altitude and low speed when fighters are too close to friendly units to drop bombs.
Because the A-10 is unusually maneuverable at low speeds and altitudes it is particularly adept at the role, and its huge fuel capacity means it can keep supporting troops during long battles.
Key to this ability is the aircraft's 30mm, seven-barrel Gatling gun mounted into the nose which is capable of firing depleted uranium bullets at 3,900 rounds per minute.
There is no weapon in our arsenal that offers more effective close-air support to American ground troops serving in harm's way than the A-10 aircraft.
