Start here
A few places to begin, from the aircraft’s story to the people who fly it.
Meet the aircraft
The A-10 was designed around supporting ground forces. Its low-speed manoeuvrability, large cannon installation and protection for critical systems reflect that mission. The engines sit high on the rear fuselage, and the main wheels retract into prominent wing fairings. The Warthog nickname is as familiar as its formal Thunderbolt II name.
Aircraft background
Wikipedia contributors · Read more ↗Remembering to enjoy the view during conversion training
Griffin’s first A-10C flight was the result of years spent moving towards a military cockpit. He had studied aviation and worked for an airline before being selected by the Air National Guard. By spring 2010, the aircraft he had wanted to fly was finally his daily classroom. The pace of training could make that achievement easy to overlook.
U.S. Air Force interview · May 2010. First lieutenant learning the A-10C at Davis-Monthan; later graduation was still ahead when the report appeared.
U.S. Air Force · Read more ↗Hide the throttles to reach the switches beneath
The small WARN SILENCE button beside the throttles doubles as a visibility control in this simulation. Hiding the levers makes the takeoff-trim button and nearby switches easier to reach.
A-10 Thunderbolt II · Microsoft Flight Simulator · MSFS 2024
Microsoft / aircraft developers · Read more ↗Into the cockpit
YouTube USA Military Channel · 4 min ·
A-10サンダーボルトII 近接航空支援攻撃機・コックピット映像 - A-10 Thunderbolt II Ground-attack Aircraft Cockpit View
Cockpit footage of A-10 close-air-support aircraft in flight.
Real aircraft · Fairchild Republic A-10 Thunderbolt II
Watch on YouTube ↗Preview images are served by AirframeDB. Videos open on YouTube only when you choose to watch.
Meet Fairchild Republic A-10 Thunderbolt II
The A-10 was designed around supporting ground forces. Its low-speed manoeuvrability, large cannon installation and protection for critical systems reflect that mission. The engines sit high on the rear fuselage, and the main wheels retract into prominent wing fairings.
The Warthog nickname is as familiar as its formal Thunderbolt II name. Upgrades changed its cockpit and equipment between the A-10A and A-10C. The simulator products document their included combat and sensor functions.
Fairchild Republic A-10 Thunderbolt II
Fairchild Republic → · Explore the family →
Fairchild Republic A-10 Thunderbolt II
Wikipedia contributors · Fairchild Republic A-10 Thunderbolt II ↗Microsoft Flight Simulator · MSFS 2024 →Aircraft type designators
Use the code for the model you are flying. The linked authority lists the applicable aircraft.
Fairchild Republic A-10 Thunderbolt II
ICAO Doc 8643 — aircraft type designators ↗Checked 2026-09-14History & design
The prototype begins flight testing at Edwards
Edwards’ historical account dates the YA-10A’s first flight to 10 May 1972, with Fairchild Republic chief test pilot Howard “Sam” Nelson at the controls. This marks the prototype’s flying debut, before the later service variants represented by today’s simulators.
412th Test Wing Public Affairs · This week in Edwards history ↗U.S. Air Force historical note published in 2018
Development milestones
First flight: 10 May 1972 ( 1972-05-10 )
Wikipedia contributors · Fairchild Republic A-10 Thunderbolt II ↗Fairchild Republic A-10 Thunderbolt II · family/variant named by the source · Wikipedia revision 1369209707
Pilot accounts
Remembering to enjoy the view during conversion training
Griffin’s first A-10C flight was the result of years spent moving towards a military cockpit. He had studied aviation and worked for an airline before being selected by the Air National Guard. By spring 2010, the aircraft he had wanted to fly was finally his daily classroom.
The pace of training could make that achievement easy to overlook. Griffin described having to remind himself to look outside and appreciate being in an A-10, rather than concentrating only on the next syllabus requirement. Instrument work and other graded flights still lay between him and graduation. His account catches that early stage when excitement about the aircraft coexists with the practical work of learning to fly it well.
U.S. Air Force interview · May 2010. First lieutenant learning the A-10C at Davis-Monthan; later graduation was still ahead when the report appeared.
Read the full account · U.S. Air Force ↗Six thousand hours still leave more to learn
Marks’s six-thousand-hour milestone reflected almost three decades with the A-10 and repeated operational deployments. The report also drew attention to the maintainers and wider squadron who made those hours possible. For an experienced pilot, a personal total was part of a much larger team’s daily work.
Experience had not removed the need to study. Marks described continuing to learn as equipment and the world around the aircraft changed, then passing that knowledge to younger pilots. The account presents longevity as an active responsibility: familiarity with the cockpit had to be kept current through preparation and teaching.
Air Combat Command report · November 2016. Marks reached 6,000 A-10 hours on 14 November with the 303rd Fighter Squadron; the total is not limited to the C variant.
Read the full account · Air Combat Command ↗A damaged aircraft and a flight lead’s steady help
Campbell recalled the sudden loss of normal control after her A-10 was hit over Baghdad. With both hydraulic systems lost, she used the aircraft’s mechanical backup and worked out whether she could keep flying. Her flight lead stayed with her, helping her assess the damage and the choices ahead.
The return towards Kuwait was physically and mentally exhausting. Campbell described checking that she could control the aircraft for landing, then making a late correction close to the runway before touching down. Her satisfaction afterwards was tied to bringing the aircraft home with the help of another pilot.
Hush-Kit interview · October 2021. Retrospective account of returning from Baghdad on 7 April 2003; this historical flight is not identified as an A-10C operation.
Read the full account · Hush-Kit ↗In your simulator
Systems, equipment and documentation for each developer’s aircraft.
MSFS 2024A-10 Thunderbolt II
Microsoft Flight Simulator · Released
A-10 Thunderbolt II
Microsoft Flight Simulator · Released
Aircraft specifications
Published figures for the named real-aircraft variant. Simulator equipment and performance can differ.
| Specification | Published value |
|---|---|
| Length | 53 ft 4 in (16.26 m) |
| Wingspan | 57 ft 6 in (17.53 m) |
| Height | 14 ft 8 in (4.47 m) |
| Wing area | 506 sq ft (47.0 m² ) |
| Empty weight | 24,959 lb (11,321 kg) |
| Gross weight | 30,384 lb (13,782 kg) Close air support (CAS) mission: 47,094 lb (21,361 kg) Anti-armor mission: 42,071 lb (19,083 kg) |
| Max takeoff weight | 46,000 lb (20,865 kg) |
| Powerplant | 2 × General Electric TF34 -GE-100A turbofans , 9,065 lbf (40.32 kN) thrust each |
| Maximum speed | 381 kn (439 mph, 706 km/h) at sea level, clean |
| Cruise speed | 300 kn (340 mph, 560 km/h) |
| Stall speed | 120 kn (138 mph, 220 km/h) at 30,000 lb (14,000 kg) |
| Service ceiling | 45,000 ft (13,700 m) |
| Rate of climb | 6,000 ft/min (30 m/s) |
Manuals & resources
Find your next read
Choose a topic for a short introduction and a link to the original source. Simulator references identify the developer and edition they cover.
Simulator documentation
Hide the throttles to reach the switches beneathA-10 Thunderbolt II · Microsoft Flight Simulator · MSFS 2024
The small WARN SILENCE button beside the throttles doubles as a visibility control in this simulation. Hiding the levers makes the takeoff-trim button and nearby switches easier to reach.
DC Designs A-10C manual · PDF p.9; illustrated control visually checked
Microsoft / aircraft developers · Read the source ↗Accessible systems with a documented autopilot scopeA-10 Thunderbolt II · Microsoft Flight Simulator · MSFS 2024
DC Designs describes an accessible A-10C implementation and identifies its trim and autopilot controls. The guide states that the autopilot does not provide NAV-coupled operation.
Archived simulator manual; installed package revision not observed · PDF pp.4,9,19
Microsoft / aircraft developers · Read the source ↗Flight planning has a separate entry pageA-10 Thunderbolt II · Microsoft Flight Simulator · MSFS 2024
The navigation unit provides a flight-planning page for airport entries, alongside radio-navigation tuning. The manual distinguishes storing a plan in that page from entering VOR, TACAN or ADF information.
A-10C manual · PDF pp.13–14; does not establish autopilot route coupling
Microsoft / aircraft developers · Read the source ↗Pilot account
Remembering to enjoy the view during conversion trainingU.S. Air Force interview · May 2010. First lieutenant learning the A-10C at Davis-Monthan; later graduation was still ahead when the report appeared.
Griffin’s first A-10C flight was the result of years spent moving towards a military cockpit. He had studied aviation and worked for an airline before being selected by the Air National Guard. By spring 2010, the aircraft he had wanted to fly was finally his daily classroom. The pace of training could make that achievement easy to overlook. Griffin described having to remind himself to look outside and appreciate being in an A-10, rather than concentrating only on the next syllabus requirement.
Daniel Griffin
U.S. Air Force · Read the source ↗Six thousand hours still leave more to learnAir Combat Command report · November 2016. Marks reached 6,000 A-10 hours on 14 November with the 303rd Fighter Squadron; the total is not limited to the C variant.
Marks’s six-thousand-hour milestone reflected almost three decades with the A-10 and repeated operational deployments. The report also drew attention to the maintainers and wider squadron who made those hours possible. For an experienced pilot, a personal total was part of a much larger team’s daily work. Experience had not removed the need to study. Marks described continuing to learn as equipment and the world around the aircraft changed, then passing that knowledge to younger pilots.
John Marks
Air Combat Command · Read the source ↗Read the original documentation from the people who created it. Manuals open on their publisher’s website.
Manual
A-10C Thunderbolt IIMicrosoft / aircraft developers Microsoft Flight Simulator aircraft manualsMicrosoft / aircraft developersAircraft background
Fairchild Republic A-10 Thunderbolt IIWikipedia contributors · Research background · Wikipedia revision 1369209707 · retrieved 2026-09-12 This week in Edwards history412th Test Wing Public Affairs · 9 May 2018Resource
MSFS 2024 FAQ and edition aircraft inventoryMicrosoftType designator
ICAO Doc 8643 — aircraft type designatorsInternational Civil Aviation Organization · Public search data retrieved 2026-09-14; authority update 2026-09-03Built-in force-feedback profiles
Read the documentary basis, editable starting settings and remaining questions for the aircraft you fly. Each explanation refers to the exact profile revision shown.
Catalogue programme-20261022-v1 · 1 profile choice
Fairchild Republic A-10 Thunderbolt II
Free and Pro · Revision 1 · Partial review
MSFS 2024
Fairchild Republic A-10 Thunderbolt II: The selected powered-control law supplies stick centering.
Fairchild Republic A-10 Thunderbolt II
Fairchild Republic A-10 Thunderbolt II: The selected powered-control law supplies stick centering.
Aircraft and simulator scope
- Fairchild Republic A-10 Thunderbolt II · MSFS 2024 · family starting point
Fairchild Republic A-10 Thunderbolt II · The retained manual concerns the MSFS A-10 simulator; it is a simulator guide rather than a real-aircraft systems manual.
The simulator model and controls
The A-10 was designed around supporting ground forces. Its low-speed manoeuvrability, large cannon installation and protection for critical systems reflect that mission. The engines sit high on the rear fuselage, and the main wheels retract into prominent wing fairings.
This starting point selects Fairchild Republic A-10 Thunderbolt II. Its aircraft-level settings do not select a particular developer’s custom systems.
How this profile feels
The selected powered-control law supplies stick centering. Spring resistance builds with the selected airspeed response. A separate aerodynamic term adds speed-dependent control load.
Pitch trim response is separate from the aircraft’s gun and mission systems. Valid trim provides the configured pressure relief. Autopilot following is off.
Controls and trim
The A-10’s ground-support mission shaped its high-mounted engines, protected systems and large cannon installation. A and C cockpit generations retain different sensors and avionics. The aircraft’s powered controls and artificial feel are separate from mission equipment and weapon effects.
About the values
The gains are normalized profile settings. They describe the chosen effect balance; hand force depends on the device and its output limits. IAS references are tuning values rather than operating limits. Physical acceptance of this revision remains pending.
What the documentation establishes
The retained manual concerns the MSFS A-10 simulator; it is a simulator guide rather than a real-aircraft systems manual.
The left panel includes trim controls and a takeoff trim button; surface gearing and force relief are unspecified.
The manual explicitly states that NAV mode is unavailable and the autopilot uses manually selected headings.
Documentary review and sources
These decisions describe the documentary basis and remaining gaps for this revision. Aircraft documentation and a starting setting describe different kinds of evidence.
Aircraft and variant
ReviewedThis starting point selects Fairchild Republic A-10 Thunderbolt II. Its aircraft-level settings do not select a particular developer’s custom systems.
Flight controls
Not yet reviewedThe A-10’s ground-support mission shaped its high-mounted engines, protected systems and large cannon installation. A and C cockpit generations retain different sensors and avionics. The aircraft’s powered controls and artificial feel are separate from mission equipment and weapon effects.
Trim
ReviewedPitch trim response is separate from the aircraft’s gun and mission systems. Pitch authority 0.3 relieves permitted loading; hydraulic centre movement is off. Roll authority is 0.09.
Autopilot and stability
ReviewedAutopilot following is off; the configured spring and load retain the hardware feel.
Equipment
Not yet reviewedGear, flap and ground cues follow the selected settings and available simulator-reported states.
Speeds and limits
Not yet reviewedThe indicated-speed references set the profile response scale; they are separate from aircraft operating limits.
Simulator integration
Not yet reviewedThe profile targets msfs2024. Add-on-specific controls use only the supported references configured by this profile.
Force-feedback settings
Not yet reviewedThe settings define the profile’s effect balance. Device output limits affect physical hand force.
Starting settings and their rationale
These configured values are starting estimates. The explanations describe what each setting controls; physical validation appears separately below.
| Setting | Starting value | What it controls and why |
|---|---|---|
| Spring strength | Starting value0.8 | What it controls and whyThe selected powered-control law supplies stick centering. The baseline spring is 0.8. Its low-speed blend reaches baseline strength at 90 KIAS. |
| Master force gain | Starting value0.85 | What it controls and whyScales overall profile strength while preserving effect balance, subject to device and output limits. |
| Profile force gain | Starting value0.25 | What it controls and whyThe aerodynamic-load gain is 0.25 with an indicated-speed reference of 250 KIAS. The hydraulic-load factor of 0.35 scales that modeled term; it is a selected artificial-feel approximation. |
| Force tuning speed/reference | Starting value250.0 kt | What it controls and whySets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Spring response reference speed | Starting value90 kt | What it controls and whySets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Aileron force scale | Starting value0.65 | What it controls and whyRoll and pitch aerodynamic scales are 0.65 and 0.65, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | Starting value0.65 | What it controls and whyScales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Trim feel | Starting valueEnabled | What it controls and whyRetained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| Trim relief | Starting valueEnabled | What it controls and whyAllows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| Autopilot follow | Starting valueDisabled | What it controls and whyAutopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot neutral hold | Starting valueDisabled | What it controls and whyPermits centering hold during a supported AP state, separate from following a moving target. |
| Output force limit | Starting value0.55 | What it controls and whyCaps directed-force output. Native spring effects and device limits remain separate. |
All 44 starting settings and their rationale
The settings define the profile’s effect balance. Device output limits affect physical hand force.
| Setting | Starting value | What it controls and why |
|---|---|---|
| Spring strength | Starting value0.8 | What it controls and whyThe selected powered-control law supplies stick centering. The baseline spring is 0.8. Its low-speed blend reaches baseline strength at 90 KIAS. |
| Spring deadband | Starting value0.035 | What it controls and whySets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Profile force gain | Starting value0.25 | What it controls and whyThe aerodynamic-load gain is 0.25 with an indicated-speed reference of 250 KIAS. The hydraulic-load factor of 0.35 scales that modeled term; it is a selected artificial-feel approximation. |
| Master force gain | Starting value0.85 | What it controls and whyScales overall profile strength while preserving effect balance, subject to device and output limits. |
| QBlend Enabled | Starting valueEnabled | What it controls and whyAllows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| QSpring Minimum Factor | Starting value0.55 | What it controls and whySets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| QSpring Start Knots | Starting value20 kt | What it controls and whySets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| Spring response reference speed | Starting value90 kt | What it controls and whySets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Force tuning speed/reference | Starting value250.0 kt | What it controls and whySets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Airspeed spring stiffening gain | Starting value0 | What it controls and whyThe high-speed spring-stiffening gain is 0. No additional speed-driven stiffening is added; this does not disable independent aerodynamic loading. |
| Airspeed spring stiffening limit | Starting value5 | What it controls and whyLimits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | Starting value0.65 | What it controls and whyRoll and pitch aerodynamic scales are 0.65 and 0.65, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | Starting value0.65 | What it controls and whyScales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Output force limit | Starting value0.55 | What it controls and whyCaps directed-force output. Native spring effects and device limits remain separate. |
| Trim feel | Starting valueEnabled | What it controls and whyRetained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| Trim relief | Starting valueEnabled | What it controls and whyAllows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| Elevator Authority | Starting value0.3 | What it controls and whyPitch trim response is separate from the aircraft’s gun and mission systems. Pitch authority 0.3 relieves permitted loading; hydraulic centre movement is off. Roll authority is 0.09. |
| Aileron Authority | Starting value0.09 | What it controls and whyScales supported roll-trim relief and permitted centre movement. Zero removes roll response. |
| Force Trim Enabled | Starting valueDisabled | What it controls and whyEnables local force trim, separate from aircraft-owned trim and add-on integration qualification. |
| GLoad Enabled | Starting valueEnabled | What it controls and whyAllows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it. |
| Rate Damping Enabled | Starting valueEnabled | What it controls and whyEnables rate damping with the configured coefficients and control law. |
| Autopilot follow | Starting valueDisabled | What it controls and whyAutopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot follow authority | Starting value0.1 | What it controls and whySets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| Autopilot neutral hold | Starting valueDisabled | What it controls and whyPermits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot neutral hold strength | Starting value0.6 | What it controls and whySets admitted AP neutral-hold strength; inactive while neutral hold is disabled. |
| Enabled | Starting valueEnabled | What it controls and whyEnables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Gain | Starting value0.3 | What it controls and whySets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Gain | Starting value0 | What it controls and whySets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Gain | Starting value0.14 | What it controls and whySets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Maximum flap index | Starting value2 | What it controls and whySets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Minimum flap index | Starting value2 | What it controls and whySets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Gain | Starting value0.1 | What it controls and whySets gear aerodynamic buffet; movement and ground-contact cues are separate. |
| Shaker Enabled | Starting valueEnabled | What it controls and whyPermits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Stick shaker amplitude | Starting value0.9 | What it controls and whySets triggered shaker strength; inactive while the shaker feature is disabled. |
| Enabled | Starting valueEnabled | What it controls and whyEnables ground effects; each still needs its own strength and contact or motion telemetry. |
| Gain | Starting value0.4 | What it controls and whySets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Gain | Starting value0.32 | What it controls and whySets gear-bump texture during ground motion, separate from touchdown impact. |
| Gain | Starting value0.9 | What it controls and whySets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Gain | Starting value0.5 | What it controls and whySets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Enabled | Starting valueEnabled | What it controls and whyEnables engine cues with nonzero settings and valid running-engine telemetry. |
| Gain | Starting value0.06 | What it controls and whySets estimated engine vibration using configured telemetry and response, not measured cockpit vibration. |
| Enabled | Starting valueEnabled | What it controls and whyEnables accessory cues with configured strengths and observed accessory movement. |
| Gain | Starting value0.12 | What it controls and whySets texture from observed flap movement; a command without movement does not establish the cue. |
| Gain | Starting value0.12 | What it controls and whySets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
Limits and open questions
- Cockpit controls are illustrated, but the manual does not explain hydraulic boost or the artificial-feel system.
- The cockpit guide does not provide a sufficiently complete flap, gear and speedbrake schedule to verify the retained equipment mapping.
- The retained 220-knot tuning reference is not established by an applicable indicated-airspeed schedule.
- The manual gives cockpit operation, without an external trim or autopilot signal contract.
- No artificial-feel gradient or measured stick-force curve is published in this manual.
- Fairchild Republic A-10 Thunderbolt II documentary evidence does not establish force-feedback hardware acceptance.
Physical validation
No physical force validation is recorded in this public catalogue for this revision. Documentary review and software checks do not establish how a particular device feels.
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