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A-10 pilot who destroyed 23 Iraqi tanks in one day during Operation Desert Storm is about to clock 7,000 hours on the mighty Warthog

Then, U.S. Air Force 1st Lt. John “Karl” Marks poses with an A-10 Thunderbolt II at King Fahd Air Base, Saudi Arabia, during Operation Desert Storm on February 28, 1991 next to now, Lt. Col. Marks poses with A-10 Thunderbolt II, nearly 30 years later at Whiteman Air Force Base, Mo., Feb. 22 2021.

Lt. Col. John “Karl” Marks is just 100 hours shy of reaching 7,000 hours in the A-10 Warthog cockpit, securely holding the record for most hours in the aircraft of all time.

Lt. Col. John “Karl” Marks an attack pilot with the 303rd Fighter Squadron, is just 100 hours shy of reaching 7,000 hours in the A-10 cockpit, securely holding the record for most hours in the aircraft of all time. He is a legendary figure in his own right; choosing, experimenting, and teaching the iterations of add-ons and changes the weapons system has received over the years. Marks began his career during the Cold War when the A-10 was focused on developing tactics to defend against Soviet tanks in Europe, and he just culminated his 13th combat deployment overall, this one his 6th to Afghanistan supporting troops on the ground for Operation Freedom’s Sentinel.

As told by Maj. Shelley Ecklebe, 442d Fighter Wing , in the article Desert Storm attack pilot integrates 30-years of tactics with new technology, one of his most memorable deployments was during Operation Desert Storm. On February 25, 1991–at just 26 years old–then-1st. Lt. Marks and flight lead, Capt. Eric “Fish” Solomonson flew a trio of missions over Kuwait and Iraq, destroying 23 Iraqi tanks, using infrared AGM-65 missiles and the infamous GAU-8 cannon. Mission planning 30-years ago consisted of paper maps and cardstock lineup cards. Flying was far less automated and correcting for dive angle and airspeed was a must. Direct hits were annotated with a grease pencil on the inside of the canopy and battle damage assessments were written on the walls of the debrief room upon return. One day, three missions, all ordnance expended – a wildly successful day and campaign for these two attack pilots.

Compared to today’s aircraft, the A-10 from 1991 seems primitive. Today, the engines are pretty much the same and the basic airframe hasn’t changed much; internally, though, it’s completely upgraded. The targeting pod now integrates with helmet-mounted display allowing not only for flight data to be displayed but also the target, the cannon now has a stabilization system to hold it on target while firing, GPS avionics advancements have led to GPS-guided weapons system integration, and additional systems can now automatically detect and respond to incoming threats with countermeasures.

The system upgrades definitely simplify a pilot’s decision about life and death quicker and with increased certainty. The trade-off, however, is the result of a several-step process. The question is not whether technology or humans should make life-or-death choices, but instead, who is responsible for each step in the process. The Air Force invests significant resources to enable pilots to become proficient in their roles as decision makers focused on whose life to risk, when, and for what objective.

This print is available in multiple sizes from AircraftProfilePrints.com – CLICK HERE TO GET YOURS. A-10A Thunderbolt II 354th TFW, 353rd TFS Black Panthers, MB/78-0660. Myrtle Beach AFB, SC – 1991, Operation Desert Storm

Marks’ leadership in the air is valued for his ability to adapt to new technology and tailor the aircraft’s inputs appropriately. Studies show that unless these inputs are intuitive, commanders and troops alike will revert to simpler, combat tested tools which are inherently more comfortable. Marks, for example, is one of the few A-10 pilots who prefers to fly with binoculars in the cockpit. The targeting pod, while upgraded, lacks color and the binoculars provide an extra layer of reassurance and speed when identifying friend versus foe.

Some of the younger A-10 pilots may politely mock Marks for flying with binoculars, but his aura is infectious, his war stories second-to-none, and at the end of the day, they value his experience and they seek to emulate his tactics.

“Karl is truly a legend. He is methodical and meticulous – his experience comes with ease but never arrogance. We are grateful to have him in our wing and his continuous desire to learn, teach, and mentor the next generation of fighter pilots is not only humbling, but a true testament to the love of his craft” said Col. Mike “Angry” Schultz, commander of the 442d Fighter Wing.

As he approaches 7,000 hours, Marks has experienced every upgrade in the aircraft, and acknowledged that his time in the cockpit is unfortunately coming to an end.

“Being able to get out there and fly the A-10 keeps me coming to work every day. It’s still challenging, it’s still awesome, and they keep bringing new technology and new ways of fighting which keeps it relevant. We may not be the fastest aircraft, but when we talk about the aircraft’s abilities from a close air support platform – we are simply still the best.”

The technological advances the A-10 has seen over three decades are nothing short of impressive and its value to Combatant Commanders’ is unparalleled. Investing in new technology while developing a pilot’s tactics is paramount to maintaining our competitive edge. The A-10 is the number-one combat search and rescue platform in the world, and training opportunities to practice newer techniques like forward arming and refueling points and agile combat employment will keep the aircraft relevant in peer-to-peer conflicts. The most valuable weapon system, however, is the men and women that fly the airplanes. The steps taken now in accelerating and adapting to change remain the most important drivers in our nation’s future conflicts.

Photo credit: Courtesy photo provided by Lt. Col. Marks

This model is available from AirModels! CLICK HERE TO GET YOURS.

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