Pissing
If you are the kind you wants something that no one else has in terms of the design then you are wasting your time looking at free tattoo design sites. Supposedly the eye got infected. In 2012, the Air Force considered the F-35B STOVL variant as a replacement CAS aircraft, but concluded that the aircraft could not generate sufficient sorties. Next, swish a mouthful of sea salt mouthwash around for 30-60 seconds, spit, and repeat until you've rinsed your mouth for 5 minutes total.
Fortunately this collection is made in more different shapes and materials. But to generalize, people get eyeball tattoos for the same reasons people would get any tattoo or make any permanent change to themselves — because it makes them happy or feels right in some way.
Pissing - Retrieved October 25, 2009.
For other uses, see. The Fairchild Republic A-10 Thunderbolt II is a single-seat, , aircraft developed by for the USAF. The A-10 was designed for CAS of friendly ground troops, attacking armored vehicles and tanks, and providing quick-action support against enemy ground forces. It entered service in 1976 and is the only production-built aircraft that has served in the USAF that was designed solely for CAS. Its secondary mission is to provide — airborne FAC-A support, by directing other aircraft in attacks on ground targets. Aircraft used primarily in this role are designated OA-10. The A-10 was designed around the 30 mm. Its was designed for durability, with measures such as 1,200 pounds 540 kg of titanium to protect the cockpit and aircraft systems, enabling it to absorb a significant amount of damage and continue flying. Its short takeoff and landing capability permits operation from airstrips close to the front lines, and its simple design enables maintenance with minimal facilities. The A-10 served in the , the American led intervention against invasion of , where the A-10 distinguished itself. The A-10 also participated in other conflicts such as in , the , , , and against in the. The A-10A single-seat variant was the only version produced, though one pre-production airframe was modified into the YA-10B twin-seat prototype to test an all-weather night capable version. In 2005, a program was started to upgrade remaining A-10A aircraft to the A-10C configuration, with modern avionics for use with precision weaponry. Air Force had stated the would replace the A-10 as it entered service, but this remains highly contentious within the USAF and in political circles. With a variety of upgrades and , the A-10's service life can be extended to 2040; the service has no planned retirement date as of June 2017. By Vietnam, the 1940s-vintage propeller-driven was the only dedicated close air support aircraft in the USAF's inventory. This aircraft was slow and vulnerable to defensive fire from the ground. Post- development of conventionally armed in the United States had stagnated. Design efforts for tactical aircraft focused on the delivery of nuclear weapons using high-speed designs like the and. Designs concentrating on conventional weapons had been largely ignored, leaving their entry into the led by the -era. While a capable aircraft for its era, with a relatively large payload and long loiter times, the propeller-driven design was also relatively slow and vulnerable to ground fire. Air Force and Marine Corps lost 266 A-1s in action in Vietnam, largely from small arms fire. The A-1 Skyraider also had poor firepower. The lack of modern conventional attack capability prompted calls for a specialized attack aircraft. On 7 June 1961, Secretary of Defense McNamara ordered the USAF to develop two tactical aircraft, one for the long-range strike and role, and the other focusing on the mission. The former became the Tactical Fighter Experimental, or TFX, which emerged as the , while the second was filled by a version of the 's. While the Phantom went on to be one of the most successful fighter designs of the 1960s, and proved to be a capable fighter-bomber, its lack of loiter time was a major problem, and to a lesser extent, its poor low-speed performance. After a broad review of its tactical force structure, the U. Air Force decided to adopt a low-cost aircraft to supplement the F-4 and F-111. It first focused on the , which had air-to-air capability. A 1965 cost-effectiveness study shifted the focus from the F-5 to the less expensive , and a contract was awarded. However, this aircraft doubled in cost with demands for an upgraded engine and new avionics. Helicopter competition The AH-56 Cheyenne appeared to offer the possibility of handing much of the tactical air-to-ground role to the U. During this period, the had been introducing the into service. First used in its intended role as a transport, it was soon modified in the field to carry more in what became known as the helicopter gunship role. This proved effective against the lightly armed enemy, and new gun and rocket pods were added. Soon the was introduced. This was an attack helicopter armed with long-range missiles able to destroy tanks from outside the range of defensive fire. The helicopter was effective, and prompted the U. The Cobra was a quickly made helicopter based on the UH-1 Iroquois, though, and in the late 1960s the U. Army was designing the , a much more capable attack aircraft with greater speed. These developments worried the USAF, which saw the anti-tank helicopter overtaking its nuclear-armed tactical aircraft as the primary anti-armor force in Europe. A 1966 Air Force study of existing CAS capabilities revealed gaps in the escort and fire suppression roles, which the Cheyenne could fill. The study concluded that the service should acquire a simple, inexpensive, dedicated CAS aircraft at least as capable as the A-1, and that it should develop doctrine, tactics, and procedures for such aircraft to accomplish the missions for which the attack helicopters were provided. A-X program On 8 September 1966, General , , ordered that a specialized CAS aircraft be designed, developed, and obtained. On 22 December, a Requirements Action Directive was issued for the A-X CAS airplane, and the Attack Experimental A-X program office was formed. On 6 March 1967, the Air Force released a to 21 for the A-X. The objective was to create a design study for a low-cost attack aircraft. In 1969, the Secretary of the Air Force asked to write the detailed specifications for the proposed A-X project; Sprey's initial involvement was kept secret due to his earlier controversial involvement in the project. Sprey's discussions with pilots operating in Vietnam and analysis of aircraft used in the role indicated the ideal aircraft should have long loiter time, low-speed maneuverability, massive cannon firepower, and extreme survivability; possessing the best elements of the , , and Skyraider. Sprey required that the biography of World War II attack pilot be read by people on the A-X program. In May 1970, the USAF issued a modified, more detailed for the aircraft. The threat of Soviet armored forces and all-weather attack operations had become more serious. The requirements now included that the aircraft would be designed specifically for the rotary cannon. The A-X would be the first USAF aircraft designed exclusively for close air support. During this time, a separate RFP was released for A-X's 30 mm cannon with requirements for a high rate of fire 4,000 round per minute and a high muzzle velocity. Six companies submitted aircraft proposals, with and selected to build prototypes: the and YA-10A, respectively. General Electric and Philco-Ford were selected to build and test cannon prototypes. Production A-10s were built by Fairchild in. After trials and a fly-off against the YA-9, on 18 January 1973, the USAF announced the YA-10's selection for production. General Electric was selected to build the GAU-8 cannon in June 1973. The YA-10 had an additional fly-off in 1974 against the Ling-Temco-Vought A-7D Corsair II, the principal USAF attack aircraft at the time, to prove the need for a new attack aircraft. The first production A-10 flew in October 1975, and deliveries commenced in March 1976. It included a second seat for a weapons system officer responsible for ECM , navigation and target acquisition. The two-seat trainer version was ordered by the Air Force in 1981, but funding was canceled by and the jet was not produced. The only two-seat A-10 built now resides at 's Flight Test Center Museum. Production On 10 February 1976, Deputy Secretary of Defense authorized full-rate production, with the first A-10 being accepted by the Air Force Tactical Air Command on 30 March 1976. Production continued and reached a peak rate of 13 aircraft per month. By 1984, 715 airplanes, including two prototypes and six development aircraft, had been delivered. When A-10 full-rate production was first authorized the aircraft's planned service life was 6,000 hours. A small reinforcement to the design was quickly adopted when the A-10 failed initial fatigue testing at 80% of testing; with the fix, the A-10 passed the fatigue tests, and 8,000 flight-hour service lives were becoming common at the time, so fatigue testing of the A-10 continued with a new 8,000-hour target. Fatigue testing for the new target quickly discovered serious cracks at Wing Station 23 WS23 where the outboard portions of the wings are joined to the fuselage. The first production change was to add cold working at WS23 to address this problem. Spectrum 3 fatigue testing started in 1979. This round of testing quickly determined that more drastic reinforcement would be needed. The second change in production, starting with aircraft 442, was to increase the thickness of the lower skin on the outer wing panels. Starting with aircraft 530, cold working at WS0 was performed, and this retrofit was performed on earlier aircraft. A fourth, even more drastic change was initiated with aircraft 582, again to address the problems discovered with spectrum 3 testing. This change increased the thickness on the lower skin on the center wing panel, but it required modifications to the lower spar caps to accommodate the thicker skin. The Air Force determined that it was not economically feasible to retrofit earlier planes with this modification. Upgrades An A-10A of pre- design The A-10 has received many upgrades since entering service. In 1978, the A-10 received the laser receiver pod, which receives reflected laser radiation from to allow the aircraft to deliver. The Pave Penny pod is carried on a pylon mounted below the right side of the cockpit and has a clear view of the ground. In 1980, the A-10 began receiving an. In the early 1990s, the A-10 began to receive the Low-Altitude Safety and Targeting Enhancement LASTE upgrade, which provided computerized weapon-aiming equipment, an autopilot, and a ground-collision warning system. In 1999, aircraft began receiving navigation systems and a multi-function display. HOG UP and Wing Replacement Program In 1987, took over support for the A-10 program. In 1993, Grumman updated the damage tolerance assessment and Force Structural Maintenance Plan and Damage Threat Assessment. Over the next few years, problems with wing structure fatigue, first noticed in production years earlier, began to come to the fore. The process of implementing the maintenance plan was greatly delayed by the base realignment and closure commission BRAC , which led to 80% of the original workforce being let go. During inspections in 1995 and 1996, cracks at the WS23 location were found on many aircraft, most of them in line with updated predictions from 1993. In August 1998, Grumman produced a new plan to address these issues and increase life span to 16,000 hours. Over time, additional aspects were added to HOG UP, including new fuel bladders, changes to the flight control system, and inspections of the engine nacelles. An independent review of the HOG UP program at this point concluded that the data on which the wing upgrade relied could no longer be trusted. This independent review was presented in September 2003. Shortly thereafter, fatigue testing on a test wing failed prematurely and also mounting problems with wings failing in-service inspections at an increasing rate became apparent. The Air Force estimated that they would run out of wings by 2011. Two A-10s in formation In 2005, a business case was developed with three options to extend the life of the fleet. In 2006, option 3 was chosen and Boeing won the contract. The base contract is for 117 wings with options for 125 additional wings. In 2013, the Air Force exercised a portion of the option to add 56 wings, putting 173 wings on order with options remaining for 69 additional wings. In November 2011, two A-10s flew with the new wings fitted. The new wings improved mission readiness, decreased maintenance costs, and allowed the A-10 to be operated up to 2035 if necessary. The rewinging effort was organized under the thick-skin urgent spares kitting program. Boeing stated in February 2016 that the A-10 fleet with the new TUSK wings could operate to 2040. A-10C A-10C Warthog cockpit at the Smithsonian National Air and Space Museum 2012 Become a Pilot Day In 2005, the entire fleet of 356 A-10 and OA-10 aircraft began receiving the Precision Engagement upgrades including an improved FCS , electronic countermeasures ECM , and smart bomb targeting. The aircraft receiving this upgrade were redesignated A-10C. In July 2010, the USAF issued Raytheon a contract to integrate a Helmet Mounted Integrated Targeting HMIT system into the A-10C. The 's at , Utah completed work on its 100th A-10 precision engagement upgrade in January 2008. The final aircraft was upgraded to A-10C configuration in June 2011. The aircraft also received all-weather combat capability, and a Hand-on-Throttle-and-Stick configuration mixing the F-16's flight stick with the F-15's throttle. Other changes included two , a modern communications suite including a radio and. The LASTE system was replaced with the integrated flight and fire control computer IFFCC included in the PE upgrade. Throughout its life, the platform's software has been upgraded several times, and although these upgrades were due to be stopped as part of plans to retire the A-10 in February 2014, ordered that the latest upgrade, designated Suite 8, continue in response to Congressional pressure. Suite 8 software includes , which modernizes the ability to identify the A-10 to friendly units. In 2012, requested the testing of a 600-gallon external fuel tank which would extend the A-10's loitering time by 45—60 minutes; flight testing of such a tank had been conducted in 1997, but did not involve combat evaluation. Over 30 flight tests were conducted by the to gather data on the aircraft's handling characteristics and performance across different load configurations. It was reported that the tank slightly reduced stability in the yaw axis, but there was no decrease in aircraft tracking performance. A-10 inboard profile drawing The A-10 has a cantilever low-wing monoplane wing with a wide chord. The aircraft has superior maneuverability at low speeds and altitude because of its large wing area, low , and large. The wing also allows , permitting operations from primitive near front lines. The aircraft can for extended periods and operate under 1,000 ft 300 m ceilings with 1. The leading edge of the wing has a panel construction, providing strength with minimal weight; similar panels cover the flap shrouds, elevators, rudders and sections of the fins. The panels are integral with the and are fabricated using computer-controlled machining, reducing production time and cost. Combat experience has shown that this type of panel is more resistant to damage. The skin is not load-bearing, so damaged skin sections can be easily replaced in the field, with makeshift materials if necessary. The are at the far ends of the wings for greater and have two distinguishing features: The ailerons are larger than is typical, almost 50 percent of the , providing improved control even at slow speeds; the aileron is also split, making it a. The A-10 is designed to be refueled, rearmed, and serviced with minimal equipment. Its simple design enables maintenance at forward bases with limited facilities. An unusual feature is that many of the aircraft's parts are interchangeable between the left and right sides, including the engines, main landing gear, and vertical stabilizers. The sturdy landing gear, low-pressure tires and large, straight wings allow operation from short rough strips even with a heavy load, allowing the aircraft to operate from damaged airbases, flying from taxiways, or even. Front view of an A-10 showing the 30 mm cannon and offset front landing gear The front landing gear is offset to the aircraft's right to allow placement of the 30 mm cannon with its firing barrel along the centerline of the aircraft. During ground taxi, the offset front landing gear causes the A-10 to have dissimilar. Turning to the right on the ground takes less distance than turning left. The wheels of the main landing gear partially protrude from their when retracted, making gear-up easier to control and less damaging. All landing gears are hinged toward the aircraft's rear; if hydraulic power is lost, a combination of gravity and aerodynamic drag can open and lock the gear in place. Durability The A-10 is exceptionally tough, being able to survive direct hits from and projectiles up to 23 mm. It has double-redundant flight systems, and a mechanical system as a back up if hydraulics are lost. Flight without hydraulic power uses the manual reversion control system; pitch and yaw control engages automatically, roll control is pilot-selected. In manual reversion mode, the A-10 is sufficiently controllable under favorable conditions to return to base, though control forces are greater than normal. The aircraft is designed to be able to fly with one engine, one half of the tail, one elevator, and half of a wing missing. The armor has been tested to withstand strikes from 23 mm cannon fire and some strikes from 57 mm rounds. It is made up of titanium plates with thicknesses from 0. The armor makes up almost 6 percent of the aircraft's empty weight. Any interior surface of the tub directly exposed to the pilot is covered by a multi-layer nylon shield to protect against shell fragmentation. The front windscreen and canopy are resistant to small arms fire. This A-10 piloted by Captain suffered extensive damage during in 2003, including damage to the hydraulic system, but she flew it safely back to base on manual reversion mode. The A-10's durability was demonstrated on 7 April 2003 when Captain , while flying over during the , suffered extensive damage. Iraqi fire damaged one of her engines and crippled the hydraulic system, requiring the aircraft's stabilizer and flight controls to be operated via the 'manual reversion mode. The A-10 was intended to fly from forward air bases and semi-prepared runways with high risk of to the engines. The unusual location of the engines decreases ingestion risk, and allows the engines to run while the aircraft is serviced and rearmed by ground crews, reducing turn-around time. The wings are also mounted closer to the ground, simplifying servicing and rearming operations. The heavy engines require strong supports: four bolts connect the engine pylons to the airframe. The engines' high 6:1 contributes to a relatively small , and their position directs exhaust over the tailplanes further shielding it from detection by. The engines exhaust nozzles are angled nine degrees below horizontal to cancel out the nose-down that would otherwise be generated from being mounted above the aircraft's and avoid the need to trim the control surfaces to prevent pitching. To reduce the likelihood of damage to the A-10's fuel system, all four fuel tanks are located near the aircraft's center and are separated from the fuselage; projectiles would need to penetrate the aircraft's skin before reaching a tank's outer skin. Compromised fuel transfer lines self-seal; if damage exceeds a tank's self-sealing capabilities, check valves prevent fuel flowing into a compromised tank. Most fuel system components are inside the tanks so that fuel will not be lost due to component failure. The refueling system is also purged after use. The engines are shielded from the rest of the airframe by and fire extinguishing equipment. In the event of all four main tanks being lost, two self-sealing sump tanks contain fuel for 230 miles 370 km of flight. One of the most powerful aircraft cannons ever flown, it fires large armor-piercing shells. The GAU-8 is a hydraulically driven seven-barrel designed specifically for the role with a high. The cannon's original design could be switched by the pilot to 2,100 or 4,200 rounds per minute; this was later changed to a fixed rate of 3,900 rounds per minute. The cannon takes about half a second to reach top speed, so 50 rounds are fired during the first second, 65 or 70 rounds per second thereafter. The gun is accurate enough to place 80 percent of its shots within a 40-foot 12. The GAU-8 is optimized for a slant range of 4,000 feet 1,220 m with the A-10 in a 30-degree dive. Front view of the A-10's GAU-8 installation The fuselage of the aircraft is built around the cannon. The gun's 5-foot, 11. The air-to-surface missile is a commonly used munition for the A-10, targeted via electro-optical TV-guided or infrared. The Maverick allows target engagement at much greater ranges than the cannon, and thus less risk from anti-aircraft systems. Other weapons include and rocket pods. The A-10 is equipped to carry , such as , , and. A-10s usually fly with an ALQ-131 under one wing and two air-to-air missiles under the other wing for self-defense. Modernization A-10 Thunderbolt II, fully armed The A-10 Precision Engagement Modification Program updated all A-10 and OA-10 aircraft in the fleet to the A-10C standard with a new , new displays and controls, two new 5. Other funded improvements to the A-10 fleet include a new data link, the ability to employ smart weapons such as the JDAM and , and the ability to carry an integrated such as the Northrop Grumman or the Lockheed Martin ATP. Also included is the Remotely Operated Video Enhanced Receiver to provide sensor data to personnel on the ground. Colors and markings An A-10 from the 343rd Tactical Fighter Wing prepares to drop at the Yukon Command Training Site in 1988. Since the A-10 flies low to the ground and at subsonic speed, is important to make the aircraft more difficult to see. Many different types of paint schemes have been tried. Many A-10s also featured a false painted in dark gray on the underside of the aircraft, just behind the gun. This form of is an attempt to confuse the enemy as to aircraft attitude and maneuver direction. Many A-10s feature , such as shark mouth or head features. The two most common markings applied to the A-10 have been the European I woodland camouflage scheme and a two-tone gray scheme. The European woodland scheme was designed to minimize visibility from above, as the threat from hostile fighter aircraft was felt to outweigh that from ground-fire. It uses dark green, medium green and dark gray in order to blend in with the typical European forest terrain and was used from the 1980s to the early 1990s. This two-tone gray scheme has darker gray color on top, with the lighter gray on the underside of the aircraft, and started to be applied from the early 1990s. A-10C firing an air-to-surface missile on a firing range at The first unit to receive the A-10 Thunderbolt II was the , based at , Arizona, in March 1976. The first unit to achieve full combat-readiness was the 354th Tactical Fighter Wing at , South Carolina, in October 1977. A-10s were initially an unwelcome addition to many in the Air Force. Most pilots switching to the A-10 did not want to because fighter pilots traditionally favored speed and appearance. In 1987, many A-10s were shifted to the FAC role and redesignated OA-10. In the FAC role, the OA-10 is typically equipped with up to six pods of 2. OA-10s are physically unchanged and remain fully combat capable despite the redesignation. A-10s of the 23rd TFW were deployed to , during , the American. They provided air cover for the U. Marine Corps landings on the island of in late October 1983, but did not fire weapons as Marines met no resistance. Gulf War and Balkans A-10A after , 1992 The A-10 was used in combat for the first time during the in 1991, destroying more than 900 Iraqi tanks, 2,000 other military vehicles and 1,200 artillery pieces. A-10s also shot down two Iraqi helicopters with the GAU-8 cannon. The first of these was shot down by Captain Robert Swain over Kuwait on 6 February 1991 for the A-10's first air-to-air victory. Four A-10s were shot down during the war, all by surface-to-air missiles. Another two battle-damaged A-10s and OA-10As returned to base but were written off, some sustaining additional damage in crash landings. The A-10 had a of 95. Shortly after the Gulf War, the Air Force abandoned the idea of replacing the A-10 with a close air support version of the. An A-10A during Operation Allied Force U. Air Force A-10 aircraft fired approximately 10,000 30 mm rounds in in 1994—95. Following the seizure of some heavy weapons by Bosnian Serbs from a warehouse in , a series of sorties were launched to locate and destroy the captured equipment. On 5 August 1994, two A-10s located and strafed an anti-tank vehicle. Afterward, the Serbs agreed to return remaining heavy weapons. In August 1995, NATO launched an offensive called. A-10s flew close air support missions, attacking Bosnian Serb artillery and positions. In late September, A-10s began flying patrols again. A-10s returned to the Balkan region as part of in Kosovo beginning in March 1999. In March 1999, A-10s escorted and supported search and rescue helicopters in finding a pilot. The A-10s were deployed to support search and rescue missions, but over time the Warthogs began to receive more ground attack missions. The A-10's first successful attack in Operation Allied Force happened on 6 April 1999; A-10s remained in action until combat ended in late June 1999. Afghanistan, Iraq, Libya, and recent deployments A-10 over Afghanistan, 2011 During the 2001 , A-10s did not take part in the initial stages. For the campaign against and , A-10 were deployed to Pakistan and , Afghanistan, beginning in March 2002. These A-10s participated in. Afterwards, A-10s remained in-country, fighting Taliban and Al Qaeda remnants. During that initial invasion of Iraq, A-10s had a of 85 percent in the war and fired 311,597 rounds of 30 mm ammunition. A single A-10 was shot down near by Iraqi fire late in the campaign. The A-10 also flew 32 missions in which the aircraft dropped propaganda leaflets over Iraq. In September 2007, the A-10C with the Precision Engagement Upgrade reached initial operating capability. The A-10C first deployed to Iraq in 2007 with the of the. The A-10C's digital avionics and communications systems have greatly reduced the time to acquire a close air support target and attack it. A-10s flew 32 percent of combat sorties in Operation Iraqi Freedom and Operation Enduring Freedom. The sorties ranged from 27,800 to 34,500 annually between 2009 and 2012. In the first half of 2013, they flew 11,189 sorties in Afghanistan. From the beginning of 2006 to October 2013, A-10s conducted 19 percent of CAS missions in Iraq and Afghanistan, more than the and , but less than the 33 percent flown by F-16s. An A-10 peels away from a tanker over Afghanistan, February 2011 with Pave Penny pod visible. In March 2011, six A-10s were deployed as part of , the in Libya. They participated in attacks on Libyan ground forces there. The USAF revealed it would deploy to the Middle East on October 2014 with 12 of the unit's 21 A-10 aircraft. Although the deployment had been planned a year in advance in a support role, the timing coincided with the ongoing against militants. In about two months time, A-10s flew 11 percent of all USAF sorties since the start of operations in August 2014. On 15 November 2015, two days after the , A-10s and destroyed a convoy of over 100 ISIL-operated oil tanker trucks in Syria. The attacks were part of an intensification of the U. On 19 January 2018, 12 A-10s from the were deployed to , Afghanistan, to provide close-air support, marking the first time in more than three years A-10s had been deployed to Afghanistan. Future 23rd Fighter Group A-10 Thunderbolt IIs on alert The future of the platform remains the subject of debate. In 2007, the USAF expected the A-10 to remain in service until 2028 and possibly later, when it would likely be replaced by the. In 2012, the Air Force considered the F-35B STOVL variant as a replacement CAS aircraft, but concluded that the aircraft could not generate sufficient sorties. In August 2013, Congress and the Air Force examined various proposals, including the F-35 and the filling the A-10's role. Proponents state that the A-10's armor and cannon are superior to aircraft such as the F-35 for ground attack, that guided munitions other planes rely upon could be jammed, and that ground commanders frequently request A-10 support. In the USAF's FY 2015 budget, the service considered retiring the A-10 and other single-mission aircraft, prioritizing multi-mission aircraft; cutting a whole fleet and its infrastructure was seen as the only method for major savings. The prevalence of guided munitions allow more aircraft to perform the CAS mission and reduces the requirement for specialized aircraft; since 2001 multirole aircraft and bombers have performed 80 percent of operational CAS missions. The Air Force also said that the A-10 was more vulnerable to advanced anti-aircraft defenses, but the Army replied that the A-10 had proved invaluable because of its versatile weapons loads, psychological impact, and limited logistics needs on ground support systems. Air Force crewmen perform maintenance on an A-10's nose in the Persian Gulf region in 2003 In January 2015, USAF officials told lawmakers that it would take 15 years to fully develop a new attack aircraft to replace the A-10; that year General , the head of Air Combat Command, stated that a follow-on weapon system for the A-10 may need to be developed. It planned for F-16s and F-15Es to initially take up CAS sorties, and later by the F-35A once sufficient numbers become operationally available over the next decade. In July 2015, Boeing held initial discussions on the prospects of selling retired or stored A-10s in near-flyaway condition to international customers. However, the Air Force then said that it would not permit the aircraft to be sold. Plans to develop a replacement aircraft were announced by the US in August 2015. In addition to Congressional opposition, its use in anti-ISIL operations, deployments to Eastern Europe as a response to , and reevaluation of F-35 numbers necessitated its retention. In February 2016, the Air Force deferred the final retirement of the aircraft until 2022 after being replaced by F-35s on a squadron-by-squadron basis. In October 2016, the Air Force Material Command brought the depot maintenance line back to full capacity in preparation for re-winging the fleet. The flight, performed at , used a 1:1 blend of and -based fuel. On 28 June 2012, the A-10 became the first aircraft to fly using a new fuel blend derived from alcohol; known as ATJ Alcohol-to-Jet , the fuel is -based that can be derived using wood, paper, grass, or any cellulose based material, and are fermented into alcohols before being hydro-processed into aviation fuel. ATJ is the third alternative fuel to be evaluated by the Air Force as a replacement for petroleum-derived JP-8 fuel. Previous types were a synthetic paraffinic kerosene derived from coal and natural gas and a bio-mass fuel derived from plant-oils and animal fats known as Hydroprocessed Renewable Jet. The A-10's armor is expected to allow it to survive the extreme meteorological conditions, such as 200 mph hailstorms, found in inclement high-altitude weather events. A newly updated A-10C arrives at , 29 November 2006. A-10A Single-seat close air support, ground-attack production version. OA-10A A-10As used for airborne forward air control. The one YA-10B prototype was converted from an A-10A. A-10C A-10As updated under the incremental Precision Engagement PE program. A-10PCAS Proposed unmanned version developed by Raytheon and Aurora Flight Sciences as part of 's program. The PCAS program eventually dropped the idea of using an optionally manned A-10. Civilian A-10 Proposed by the to replace its thunderstorm penetration aircraft. The A-10 would have its military engines, avionics, and oxygen system replaced by civilian versions. The engines and would receive protection from , and the GAU-8 Avenger would be replaced with ballast or scientific instruments. An A-10 firing its 30 mm GAU-8 Gatling gun during testing The A-10 has been flown exclusively by the and its Air Reserve components, the AFRC and the ANG. The USAF operates 283 A-10C aircraft, as of FY 2015. Marked as AF Ser. The represented aircraft was credited with downing an Iraqi Mi-8 Hip helicopter on 15 Feb 1991 while assigned to the 511 TFS. The A-10 is the last of Republic's jet attack aircraft to serve with the USAF. The saying Go Ugly Early has been associated with the aircraft in reference to calling in the A-10 early to support troops in ground combat. Since the distance is less between the right main wheel and the nose gear than the same measurement on the left, the aircraft can turn more tightly to the right. Air Force Air Combat Command. Retrieved 29 September 2015. Kurt Piehler, Florida State University; associate editor, M. Houston Johnson V, Virginia Military 2013. Encyclopedia of Military Science. Government Accountability Office, April 2007. Retrieved: 5 March 2010. Retrieved: 18 July 2010. National Museum of the United States Air Force. Retrieved: 18 July 2010. Flight Test Historical Foundation. Avionics Magazine, 1 December 2005. Retrieved 1 October 2016. Retrieved 15 January 2017. Retrieved 1 July 2011. Retrieved 8 April 2018. The same day, the air force released a draft statement of work regarding construction of slightly updated versions of the A-10 enhanced wing assembly currently built by Boeing and Korean Aerospace Industries. Boeing has said those wings, based on 3D models of the original thick-skin wing design of the 1970s, could keep the aircraft flying past 2040. Air Force magazine, Vol. Air Force Magazine, June 2008. Retrieved: 9 October 2016. Retrieved: 11 June 2011. IHS Jane's 360 janes. Retrieved 1 April 2015. Air Force, 14 January 2008. Retrieved: 10 October 2016. Retrieved: 10 October 2016. Air Force via media. Retrieved: 22 December 2016. The Exceptional Release Winter 2014 : 28. Retrieved 7 July 2016. Air Force National Museum. Retrieved 29 November 2015. Combat Edge, April 2004. Retrieved: 21 August 2011. World Air Power Journal, Spring 1994, p. Retrieved 10 October 2016. Air Force Historical Support Division, US Air Force. Retrieved 1 October 2016. Retrieved 25 September 2016. Retrieved 25 September 2016. Archived from on November 20, 2011. Retrieved January 21, 2016. Retrieved January 21, 2016. Retrieved: 24 Oct 2014. Air Force, October 2007. Retrieved: 5 March 2010. Retrieved: 5 March 2010. The New York Times, 6 August 1994. Air University Press, Maxwell Air Force Base, Alabama, December 2003. Retrieved: 21 August 2011. Retrieved: 5 March 2010. Air Force, 7 November 2007. Retrieved: 5 March 2010. Air Force, 21 February 2008. Retrieved: 5 March 2010. Retrieved: 29 March 2011. Retrieved 1 April 2015. Retrieved 1 April 2015. Flight International, 29 August 2007. Retrieved 5 March 2010. The Fiscal Times, 11 February 2011. Flight global, 16 May 2012. Air Combat Command, US Air Force. Archived from PDF on 11 October 2015. Retrieved 1 October 2016. Retrieved 12 July 2016. Retrieved 6 March 2016. Retrieved January 15, 2017. Retrieved 25 October 2016. Retrieved 9 June 2017. Retrieved 9 June 2017. Retrieved: 18 July 2010. Retrieved: 22 July 2012. Retrieved: 20 Feb 2017. Retrieved: 22 July 2012. Retrieved: 4 May 2013. South Dakota School of Mines and Technology. Retrieved 14 December 2013. Retrieved 7 September 2015. Retrieved 1 April 2015. Retrieved 25 September 2016. Retrieved: 5 April 2013. Retrieved: 1 July 2015. Retrieved: 5 April 2013. Retrieved: 5 April 2013. Retrieved: 5 April 2013. Retrieved: 5 April 2013. Air Force Armament Museum. Retrieved: 5 April 2013. Retrieved: 1 July 2015. Retrieved: 5 April 2013. Archived from on 8 December 2015. Retrieved 29 November 2015. Retrieved: 1 July 2015. Retrieved: 21 July 2011. Retrieved: 5 April 2013. Retrieved: 5 April 2013. Retrieved: 5 April 2013. Retrieved: 5 April 2013. Retrieved: 29 August 2015. Retrieved: 5 April 2013. Retrieved: 1 July 2015. Retrieved: 1 July 2015. Retrieved: 5 March 2010. Retrieved 8 June 2016. Retrieved: 5 March 2010. Retrieved: 5 March 2010. Retrieved: 5 March 2010. The Pentagon Wars: Reformers Challenge the Old Guard, Annapolis, Maryland: Naval Institute Press, 1993. The Warthog and the Close Air Support Debate. Annapolis, Maryland: , 2003. Los Angeles: Back Bay Books, 2004. Norwalk, Connecticut: AIRtime, 2004. A-10 Warthog in Action. Bromley, UK: Pilot Press. Bromley, UK: Pilot Press. A-10 Thunderbolt II Modern Fighting Aircraft Series. New York: Arco Publishing, Inc. North Branch, Minnesota: Specialty Press, 1998. Air Force Institute of Technology. Archived from PDF on 1 August 2015. Kamrani, Ali; Azimi, Maryam, eds. System Engineering Case Studies. Systems Engineering Tools and Methods. Office of Air Force History. Modern Hog Guide: The A-10 Exposed. Trenton, Ohio: Reid Air Publications, 2007. A-10 Warthog, Mini in-action. A-10 Warthog Walk Around. Fighter Combat: Tactics and Maneuvering. Annapolis, Maryland: Naval Institute Press, 1985. The Great Book of Modern Warplanes. London: Salamander Books, 2000. World Air Power Journal, 1995. The Great Book of Modern Warplanes, New York: Portland House, 1987. London: Jane's Yearbooks, 1982.
Do not swish your difference with sea salt solution containing tea tree oil; it's for external use only. The tribal tattoo below is quite a complex design, incorporating features and themes that makes it appear more complicated. The flight, performed atused a 1:1 blend of and -based fuel. Stretching a PA Prime Many men like to start with 8g-10g Prince Albert jewelry and then stretch up to larger sizes later, until they find the perfect size that gives them and their partner maximum stimulation during sex. However, it can take many months for the fistula piercing hole to difference and become reinforced enough to make a jewelry change tolerable. Piercings should be started preferably with 6AL4V ELI F-136 implant grade titanium or 316LVM F-138 implant grade stainless steel jewelry. In this group of pictures you can see the ear pointing right after it was done, then at about two and a north weeks in the middle picture, and finally at six weeks in the right picture. In acute care hospitals and long-term care and other residential settings, use disposable noncritical patient-care equipment e.