The Pentagon has extended the battle-proven Warthog’s service life to 2030, as F-35 software delays and a strained defense industrial base leave the Air Force without a ready replacement.
The U.S. Air Force will keep the A-10 Thunderbolt II flying through fiscal year 2030, Air Force Secretary Troy E. Meink announced, pushing the ground-attack jet’s retirement about one year past its previous deadline as F-35 production and software delays have prevented its intended successor from assuming the close air support mission.
Secretary of War Pete Hegseth endorsed the decision on social media. “Long live the Warthog,” he wrote.
The extension follows consultations between Meink and Hegseth and rests on a single pressing rationale: the defense industrial base has not yet produced a combat-capable replacement. The A-10 was previously slated to exit service in fiscal year 2029.
The most concrete bottleneck is the F-35A’s Technology Refresh 3 upgrade. The Pentagon’s Director of Operational Test and Evaluation reported that no combat-capable TR-3 F-35s had been delivered to the services as of late 2025, leaving approximately 110 aircraft confined to training and testing — none cleared for combat operations. That leaves a gap in close air support coverage the Warthog is still filling. The F-35’s Block 4 software upgrade has compounded the problem, growing from $10.6 billion to $16.5 billion.
The A-10 has not been idling while those delays accumulate. Since the start of Operation Epic Fury — the U.S. campaign against Iran — Warthogs have engaged Iranian Revolutionary Guard Corps fast-attack watercraft in the Strait of Hormuz using their GAU-8/A Avenger 30mm cannon. They have also taken on a counter-drone role, shooting down Shahed-type one-way attack drones with Advanced Precision Kill Weapon System II (APKWS II) laser-guided rockets at roughly $30,000 per shot — far below the cost of the missiles carried by the F-22 or F-35.
The platform’s durability was tested on April 3, when an A-10 was severely damaged by Iranian fire during a combat search-and-rescue mission for a downed F-15E Strike Eagle pilot. The pilot navigated the aircraft toward friendly airspace before ejecting safely — but the jet was lost. Pentagon officials cited the incident as evidence that the jet’s triple-redundant flight control system and 1,200-pound titanium-armored cockpit — rated to withstand direct hits from 23mm anti-aircraft shells — offer a margin of survivability that software-dependent aircraft cannot yet match.
Congress has consistently blocked Air Force efforts to retire the Warthog, which entered service in 1976. The fiscal year 2026 National Defense Authorization Act mandated that the service maintain a minimum of 103 aircraft in operation and required the Pentagon to submit a detailed transition report. The Arizona delegation — anchored at Davis-Monthan Air Force Base in Tucson, the A-10’s primary hub — has led that legislative effort. Sen. Mark Kelly, a former Navy pilot, and Rep. Ruben Gallego, a Marine veteran, have argued that no aircraft currently flying can replicate the Warthog’s low-altitude, high-loiter close air support performance. The late Sen. John McCain set the tone in 2014, calling early retirement proposals “absolutely ridiculous.”
The Air Force has also broadened the A-10’s reach through a new Probe Refueling Adapter developed by the Air National Guard Air Force Reserve Command Test Center in Tucson. The field-installable modification allows the Warthog to refuel from HC-130 Combat King II tankers via the hose-and-drogue method — a capability it previously lacked. The aircraft had been limited to boom refueling from KC-135 Stratotankers, a system strained by the 2024 retirement of the KC-10 Extender fleet. The A-10 can now refuel from the same C-130 tankers that support combat search-and-rescue helicopters, significantly extending its loiter time over contested areas like the Strait of Hormuz.
Even as the extension went into effect, the A-10’s training pipeline quietly closed. On April 3, the 357th Fighter Squadron — known as the “Dragons” — graduated its final class of student pilots at Davis-Monthan AFB, with retired Col. Kim Campbell, who famously saved her damaged A-10 in 2003, serving as the guest speaker. No new A-10 pilots will enter the pipeline.
The Air Force plans to manage its remaining 162 aircraft by focusing resources on the most structurally sound airframes — principally those refitted during the 2011–2019 re-winging program, which equipped 173 aircraft with new wing sets designed to last through the late 2030s. Heavy depot maintenance for the A-10 at Hill Air Force Base has been deactivated.
Looking further ahead, the service is pursuing Collaborative Combat Aircraft — unmanned systems designed to fly alongside manned fighters, including the sixth-generation F-47 — as eventual successors to the close air support mission. Whether those programs can mature in time for the 2030 transition remains an open question.
Key Takeaways
- The Air Force will operate the A-10 Thunderbolt II through fiscal year 2030 — about one year past the previous deadline — as F-35 software delays leave no combat-capable replacement in inventory.
- Some 110 F-35s remain restricted to training pending Technology Refresh 3 certification, the primary driver of the extension.
- In Operation Epic Fury against Iran, A-10s have conducted maritime interdiction, counter-drone, and combat search-and-rescue missions.
- A new Probe Refueling Adapter lets the A-10 refuel from HC-130 tankers, extending loiter time in contested areas.
- The 357th Fighter Squadron graduated its last pilot class April 3; 162 aircraft will continue flying using re-winged airframes.