BySETH J. FRANTZMAN

JULY 26, 2026 14:38

Updated: JULY 26, 2026 14:39

A cross-party group of legislators wants to keep the US Air Force A-10 Thunderbolt II in service until 2033. The move matters because this well-known close air support aircraft has no single replacement ready for every mission it handles today.

A-10 units helped during the recovery of the crew from a downed American F-15 over Iran in April. The type has supported many major operations across the Middle East and remains a key asset for US Central Command.

Representative Abe Hamadeh put forward the Bolstering Recognition, Resurgence, Retention, and Remembrance of the Thunderbolt Act, or BRRRRT Act, on July 20. Representative Don Davis joins as co-lead with several other sponsors. The title nods to the signature sound of the A-10 gun.

The proposal arrives during a years-long discussion about the A-10 future and whether newer fighters can fully take over its close air support and combat search and rescue duties.

Retired Lt. Col. Joel Bier, a former US Air Force Weapons School instructor pilot with more than 2,500 A-10 hours, says preserving at least 126 aircraft is vital. The service must also keep the training, maintenance, and know-how that let A-10 units succeed.

Bier held qualifications as a Forward Air Controller (Airborne) and Rescue Mission Commander (Sandy 1) Instructor Pilot before retiring. He led a squadron and now serves as a contract pilot, consultant, and writer.

After 21 years in uniform and starting A-10 flights in 2007 following the Air Force Academy and pilot training, Bier saw repeated attempts to shrink or retire the fleet throughout his career.

A-10 Role in Operation Epic Fury Recovery Mission

The A-10 drew fresh notice after an F-15 was lost in Operation Epic Fury. A-10 crews joined the effort to recover the aircrew. Bier noted that A-10 pilots were present from the start of the first pickup and led the follow-on mission.

He described the A-10 as a special mix of pilot skill and aircraft design. Squadrons focus on close air support and combat search and rescue, so their crews build deep experience that other fighter units may not emphasize as much.

After planning a full retirement in 2026, the Air Force said in April it would keep A-10s flying to 2030. Current plans include one active squadron at Moody Air Force Base in Georgia and a reserve unit at Whiteman Air Force Base in Missouri. The BRRRRT Act would require service through 2033.

Bier warns that simply moving the retirement date does not fix the issue. He likened keeping planes without supporting systems to sustaining life without essential organs. New pilot training, depot maintenance, spare parts supply, and the Weapons School pipeline must continue if roughly 100 aircraft are to stay useful for overseas tasks.

The A-10 depot at Hill Air Force Base closed in January, Bier said. The Weapons School has also seen cuts as retirement approaches. In April the Arizona training unit finished its final class just before the 2030 extension was announced. The bill seeks to protect or rebuild this support structure.

Numbers count. Earlier rules set a floor of 103 A-10s. Backers now want 126 to keep operational squadrons running while covering test, training, and Weapons School needs.

Without enough jets, remaining units could face heavy deployment cycles. Bier said Air Force plans might otherwise leave about 54 aircraft, too few for steady rotations and training.

The discussion is not new. The A-10 was built after Vietnam as a dedicated close air support plane centered on its large cannon and meant to work near ground troops. Its lower speed, agility, toughness, and ability to use rough fields were meant for a possible clash with Soviet armor in Europe.

The Air Force has weighed retirement or replacement for decades, starting as early as 1984 when A-10 production stopped. Even strong results in the 1991 Gulf War did not end the push toward multirole fighters that could handle air superiority and other jobs.

The A-10 still saw heavy use in the post-9/11 conflicts. Bier deployed to Afghanistan in 2009 and flew close air support from Kandahar.

He recalled scrambling after a helicopter went down during a fight with a US Army convoy. With no Joint Terminal Attack Controller on the ground right away, Bier worked directly with the convoy leader and coordinated with Apache helicopters until a quick reaction force arrived.

Such experiences support the case for keeping specialized close air support aircraft.

Possible Replacements for the A-10

The bigger question is what will take the A-10 place. The Air Force is spending heavily on the F-35 and future F-47. Bier says an F-35 or similar advanced jet cannot match A-10 skill in every mission without focused training.

Cost also factors in. Using costly new fighters for tasks an A-10 can handle may not always be wise. Bier likened it to using a high-end sports car to cut grass.

The BRRRRT Act is more than an effort to save a historic aircraft that has served well for fifty years. It raises questions about how the military shifts from proven systems to newer ones.

The A-10 will retire one day. The issue is whether the close air support and rescue skills built around it will carry over to a new platform or whether F-15s and F-35s will handle these roles instead.

Bier says the Air Force should keep the aircraft and its support network until a true replacement can perform the missions. The bill 2033 target, he noted, gives industry time to maintain production and upkeep while planners decide what follows.