Did The Us Military Refit Ov-10 Broncos For Afgahanistan

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Did The Us Military Refit Ov-10 Broncos For Afgahanistan

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A U.S. Air Force lieutenant poses with Cambodian Air Force officers, one of whom flew as a forward observer aboard the U.S. aircraft, before its OV-10 Bronco attack and observation aircraft in 1970. Associated Press

Many military observers were puzzled when The Daily Beast reported that the Pentagon had deployed two Vietnam-era OV-10 Broncos for three months in the Middle East to provide ground troops fighting the Islamic State, the militant group also known as ISIS , ISIL or Daesch.

The small, twin-engine Bronco was used for reconnaissance and light air support in Vietnam, but it was not designed for the heavy-duty combat missions that the A-10 Thunderbolt II attack jet handled in Iraq and Afghanistan.

Some speculate that the deployment was intended to help department officials get a better handle on the type of warplane that should replace the A-10, affectionately called the “Warthog,” which the Air Force targeted for retirement .

Ov 10 Bronco 81

Now Warzone is reporting that the Broncos are actually being used to find and kill Islamic State militants with the Advanced Precision Kill Weapon System, which uses laser-guided 70mm missiles.

Like other laser-guided missiles such as the Hellfire, the BAE-made APKWS can be fired from a distance or miles away and can destroy enemy personnel and even lightly armored vehicles, minus the collateral damage that occurs with less accurate ordnance.

The Pentagon was apparently impressed with the Bronco’s performance, which the war zone characterized as “almost freakish.” The planes allowed the crews to find enemy troops, even those hiding in doorways and in dense brush, and kill them with sniper-like accuracy.

There’s no word on what’s next for the OV-10, though it seems likely that the Pentagon is working on the next iteration of the close support program. The OV-10 could conceivably be brought back, but a more likely scenario involves using a more modern aircraft like the A-29 Super Tucano in the low-and-slow — but deadly — support role.

Philippine Air Force Ov 10 Bronco Participating In Balikatan 2019 [2736 X 1824]

The missile system used with the revised OV-10 is also used on other US aircraft. The Army and Navy use the APKWS on a host of helicopters, and the Air Force employs it on the F-16 fighter jet.

At this week’s Navy League Sea-Air-Space Exhibition near Washington, a senior BAE official told reporters that the $30,000-per-unit APKWS was in high demand, with the US selling to Iraq, Jordan, Lebanon , Australia signed. , in the Netherlands, according to the Washington Business Journal. The OV-10A Was Designed As A Close Air Support And Anti-Guerilla Aircraft That First Flew On July 16, 1965.

In 1968, the US Navy chose the ‘Bronco’ to strengthen support for the Brown Water Navy in the Mekong Delta of South Vietnam.

There are two rather interesting articles about the launch of the light-armed reconnaissance / counter-insurgency aircraft that evolved into the OV-10. The first is a five page “pamphlet” distributed to North American Aviation around the mid-sixties and the second is a four page ‘Aeronautical Engineering’ article From Aviation Week And Space Technology Magazine Dated July 13, 1964 About North American Aviation’s entry into the Navy competition.

Why The Ov 10 (or A Bronco Look Alike Aircraft) Could Be The Only Suitable Platform To Replace The Iconic A 10 Warthog

☀Mark Byars Sent 13 Black Ponies ~ A PDF File About The Black Ponies And The Bronco ☀

The end of World War II brought the era of boom and zoom for military aviation with mushroom clouds, jet speed and an independent Air Force. Korea soon showed the continuing need for ground troops and old-fashioned close air support (CAS), but the army was impotent against the air force’s preoccupation with jets, and in the late 50s it did not develop its rotary-wing replacement. Naval Aviation was competing with the new Air Force for nuclear roles to maintain its existence. The Marines still advertised CAS, but were the Air Force lead and justified the transition to jets based on speed and bomb load capacity.

The naval workhorse A-4 “Skyhawk” had only three external store stations – two for drop tanks and one center line for a nuclear weapon. Although the addition of K.P. Rice’s “Multi-Carriage Bomb Racks” added to our conventional strike capability it remained that jets, even with many bombs, did not really provide effective CAS. The official definition of CAS was: “Air support … integrated with the ground scheme of maneuver.” This meant that it had to be there when it was needed, and close enough to distinguish the enemy, the situation and friendly troops. The jets were too big, too expensive and too centrally controlled to react properly, and their speed was so high that they could not find, let alone hit, CAS targets. Something else was needed to go after the fleeing and unfortunate targets, who are often so close to friendly troops that discrimination becomes an important factor.

From this need, the OV-10A “Bronco” was born. The airfield was designed to cover both the lower end of the performance envelope that made World War II CAS so effective and apply recently available technology for operations close to the supported troops. The designers were looking for a plane that could dive bomb like a Stuka or an SBD, maneuver like an SNJ/AT-6, and be as fast and strong as a Corsair. To be able to operate with supported troops, the aircraft must be small, easily supported and relatively inexpensive, able to land and take off in the vicinity of a typical battalion CP. The use of ground ordinance and communications to save weight, size and logistics was important. The ordnance must be close to the center line for accuracy, the best possible visibility, and a seat for an observer were also considered a must. The initial funding was completed through China Lake as long as we showed progress.

Official Flightline Ov 10 Bronco Discussion Thread

Trying to make a “home built” military aircraft after the concept entered the enemy Navy “system” proved to be a huge undertaking. The actual construction started in a garage. Fiberglass and other “composite” materials were new to aviation in 1961, but large companies like Boeing and Lockheed developed some ground-breaking technologies. But when we formed the fuselage, things like seats, controls and similar fittings were needed. With initial parts such as rudder pedals were purchased from the aircraft boneyard at China Lake. Bureaucracy and regulations kept getting in the way of progress, but eventually the project was moved to Super Quonset at the Special Weapons Training Unit at China Lake. The project attracted mixed interest from pilots, mechanics and ordnance men.

The original concept of a small, simple aircraft that could operate close to the supported troops was almost completely discarded by the “system”. The ability to operate from roads (20ft span and 6.5 tread) was ignored, and the performance of the short 30ft span was compromised by the extra 1000lbs for the rough field landing gear and another 1000lbs of electronics that were added. The “light, simple” aircraft also had a full complement of instruments, ejection seats and seven external store stations. The concept of using ground armor was ignored, although it had provisions for four M-60 machine guns. Despite this growth (almost double the size and weight of the originally built version), the YOV-10 still had great potential. It would not achieve the benefits of integration with the basic scheme of maneuver, but it had capabilities at the low end of the performance envelope that were still valuable and unique. The final characteristics (taken from SYSCOM’s evaluation criteria) were:

But by the end of 1963, nine companies had submitted bids: Beech, Douglas, Convair, Goodyear, Helio, Hiller, Lockheed, Martin and North American. Beech, Douglas and Lockheed had conventional single fuselage designs. Goodyear had an interesting design with a short wing and high mounted engines. Helio proposed a change to their twin-engine utility transport, which was rejected early on. Hiller, Convair, Martin and North American all had the twin boom configuration that the original designers had pushed to eventually accommodate a recoilless rifle. Convair was notable because they had already built their entrance. The Martin entry had an interesting inverted “V” tail design that routed exhaust gases from the engines through the booms. North America, the ultimate winner, had a simple twin boom configuration and a remarkable helicopter-like canopy to promote visibility. North American was selected as the winner and received a contract for seven prototypes in October.

In 1965, the North American YOV-10 made its first flight. Evaluation of early tests made it clear that a new operational concept was needed. The first order of business

National Defense Budget Includes $166m For Afsoc Aircraft, With A Few Strings Attached

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