U.S. Lawmakers Move to Keep A-10 Thunderbolt II Attack Aircraft in Service Until 2033.

A bipartisan group of U.S. lawmakers has introduced legislation requiring the Air Force to keep at least 126 A-10C Thunderbolt II attack aircraft in service through fiscal year 2033. The proposal seeks to preserve the Air Force's dedicated close air support capability until a purpose-built replacement is operational.

Introduced by Rep. Abe Hamadeh (R-Ariz.) and co-led by Rep. Don Davis (D-N.C.), the BRRRRT Act would halt planned A-10 retirements, restore maintenance and pilot training infrastructure, and require the Air Force to sustain a minimum fleet of 126 aircraft. The measure also prevents further retirements until the Pentagon certifies that a true close air support replacement has entered operational service with approval from Army, Marine Corps, and U.S. Special Operations Command leadership.

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A U.S. Air Force A-10 Thunderbolt II assigned to the 66th Weapons Squadron releases defensive flares during an evasive maneuver over the Nevada Test and Training Range on May 28, 2026. (Picture source: US DOD)

Republican Representative Abe Hamadeh of Arizona introduced the Bolstering Recognition, Resurgence, Retention, and Remembrance of the Thunderbolt Act, or BRRRRT Act, on July 20, 2026, as H.R. 9780. The bill’s name refers to the sound produced by the A-10’s 30 mm GAU-8/A Avenger rotary cannon. Democratic Representative Don Davis of North Carolina is co-leading the initiative, which is also supported by four Republican lawmakers. It has been referred to the House Armed Services Committee.

A statement released by Hamadeh confirms that the bill would require the A-10 to remain in service through fiscal year 2033. According to a draft version of the legislation obtained by Military Times, the Air Force would have to maintain a minimum inventory of 126 aircraft. This would exceed the 103-aircraft floor established by Congress for fiscal year 2026 after the service requested authorization to retire all 162 A-10s in its inventory at the beginning of the fiscal year.

The Department of the Air Force has since announced that it will retain two A-10 squadrons through 2030, including an active-duty unit at Moody Air Force Base in Georgia and an Air Force Reserve unit at Whiteman Air Force Base in Missouri. The BRRRRT Act would go further by requiring a larger fleet to remain operational for another three years. Reaching the 126-aircraft threshold could require the suspension of scheduled retirements and the restoration of some airframes transferred to the 309th Aerospace Maintenance and Regeneration Group at Davis-Monthan Air Force Base in Arizona.

The proposed measure would involve more than the number of available airframes. Within 90 days of enactment, the Secretary of the Air Force would be required to submit a plan for restoring depot maintenance, pilot training, sustainment, and flight-testing activities. Several elements needed to support the fleet are already being dismantled. The depot maintenance line at Hill Air Force Base closed in February 2026, the final class of new A-10 pilots completed training in April, and the aircraft’s course at the U.S. Air Force Weapons School is also scheduled to end.

Rebuilding this support structure would be more complex than returning stored aircraft to flight status. Each airframe would require inspections covering structural fatigue, wings, engines, hydraulic systems, and avionics. The Air Force would also have to preserve or rebuild its parts inventories, test equipment, and specialized workforce. In May 2026, technicians at Davis-Monthan completed their final full build of a TF34 engine for the A-10, marking the gradual closure of a capability maintained for several decades.

Developed by Fairchild Republic, the A-10 was the first U.S. Air Force aircraft designed specifically for close air support. Its configuration emphasizes stability at low speeds, endurance over the battlefield, and operations from bases with limited infrastructure. Its straight wings allow it to maneuver at low altitude and remain near ground forces for longer periods than faster aircraft optimized for other missions.

The aircraft is powered by two General Electric TF34-GE-100 turbofan engines, each producing 9,065 pounds of thrust. It has a maximum speed of approximately 676 km/h, a stated range of 1,287 km, and a service ceiling of 13,636 meters. Maximum takeoff weight is approximately 22,950 kg. Its eleven hardpoints can carry up to 7,200 kg of weapons and external equipment.

The A-10’s primary weapon is the GAU-8/A Avenger, a seven-barrel 30 mm rotary cannon capable of firing up to 3,900 rounds per minute. Initially intended to engage Warsaw Pact tanks and other armored vehicles, it can also be used against fortified positions, light vehicles, and some naval targets. The A-10C can supplement the cannon with AGM-65 Maverick air-to-surface missiles, laser- or GPS-guided bombs, guided 70 mm rockets, AIM-9 Sidewinder air-to-air missiles, and targeting or electronic warfare pods. The U.S. Air Force fact sheet lists close air support, airborne forward air control, and combat search and rescue among the aircraft’s missions.

Its ability to operate close to the ground is also supported by an architecture designed to withstand battle damage. Titanium armor protects the pilot and parts of the flight-control system. The hydraulic systems are redundant and include a manual backup that allows the pilot to retain control following a loss of hydraulic pressure. The self-sealing fuel tanks are protected by internal and external foam, while the engines are separated to reduce the likelihood that a single hit could disable both. According to the Air Force, the A-10 can survive direct hits from armor-piercing and high-explosive projectiles of up to 23 mm.

The A-10C received updated avionics, including inertial navigation coupled with GPS, a helmet-mounted cueing system, multifunction displays, night-vision-compatible equipment, and the ability to employ precision-guided weapons. Recent configurations have also incorporated the Angry Kitten electronic warfare pod, which is intended to detect and disrupt radar threats through a rapidly reprogrammable software architecture.

In April 2026, the Air National Guard introduced an adapter that enables the A-10 to use probe-and-drogue aerial refueling. The aircraft had previously relied on the flying-boom systems used by KC-135 and KC-46 tankers. The new adapter fits into the receptacle on the aircraft’s nose and allows it to receive fuel from an HC-130 or another compatible drogue-equipped tanker. It can be installed or removed within hours, expanding the refueling options available for close air support and combat search-and-rescue missions.

The A-10’s recent employment during Operation Epic Fury against Iran has also contributed to renewed debate over its retirement. An operational fact sheet issued by U.S. Central Command confirms that A-10 attack aircraft participated alongside fighters, bombers, and helicopters. Supporters of the platform argue that this deployment shows its continued utility against ground targets, drones, and naval objectives after hostile air defenses have been neutralized or sufficiently degraded.

The Air Force, however, maintains that supporting a specialized fleet consumes resources needed for force modernization. It plans to distribute the A-10’s missions among several platforms, including the F-35A, F-15E, and F-16, supported by guided weapons, networked sensors, and future Collaborative Combat Aircraft. The service also points to the A-10’s vulnerability in airspace covered by modern surface-to-air missile systems and hostile fighters.

The BRRRRT Act directly challenges this approach. According to the reported provisions of the draft, a multirole aircraft could not be considered a replacement if close air support remained only a secondary mission. Before any further A-10 retirements, the Secretary of Defense would have to certify that a replacement system had been fielded and was fully operational. Written approval would also be required from the Secretary of the Army, the Commandant of the Marine Corps, and the Commander of U.S. Special Operations Command, all of whom depend on air support for ground operations.

The legislation’s future remains uncertain because it must still pass through the congressional process. Some of its provisions could nevertheless be incorporated into the fiscal year 2027 National Defense Authorization Act even if the BRRRRT Act is not adopted separately. The debate therefore extends beyond the A-10’s retirement date and concerns whether the United States can preserve a dedicated close air support capability until a successor has demonstrated that it can assume the mission.

Written By Erwan Halna du Fretay - Defense Analyst, Army Recognition Group
Erwan Halna du Fretay holds a Master’s degree in International Relations and has experience studying conflicts and global arms transfers. His research interests lie in Security and strategic studies, particularly the dynamics of the defense industry, the evolution of military technologies, and the strategic transformation of armed forces.

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