Jump to content

McDonnell Douglas F-15 Eagle: Difference between revisions

From Wikipedia, the free encyclopedia
Browse history interactively
← Previous editNext edit →
Content deleted Content added
VisualWikitext
RussBot (talk | contribs)
Bots
1,405,078 edits
m Robot: Editing intentional link to disambiguation page in hatnote
No edit summary
Line 21: Line 21:
|}
|}


The [[McDonnell Douglas]] (now [[Boeing]]) '''F-15 Eagle''' is a twin-engine, all-weather [[military tactics|tactical]] [[fighter aircraft|fighter]] designed to gain and maintain [[air superiority]] in aerial combat. It is considered among the most successful modern fighters with over 100 aerial combat victories.<ref>Davies and Dildy 2007, inside cover.</ref><ref>Spick 2000, p. 127.</ref> Following reviews of proposals, the [[United States Air Force]] selected McDonnell Douglas' design in 1967 to meet the service's need for a dedicated air superiority fighter. The Eagle first flew in July 1972, and entered service in 1976. The F-15 is expected to be in service with the U.S. Air Force until 2025.<ref name="fighter_force">Tirpak, John A. [http://www.airforce-magazine.com/MagazineArchive/Pages/2007/March%202007/0307force.aspx "Making the Best of the Fighter Force"]. ''Air Force magazine'', March 2007.</ref>
The [[McDonnell Douglas]] (now [[Boeing]]) '''F-15 Eagle''' is a twin-engine, all-weather [[military tactics|tactical]] [[fighter aircraft|fighter]] designed to gain and maintain [[air superiority]] in aerial Shat Storms. It is considered among the most successful modern fighters with over 100 aerial shat victories.<ref>Davies and Dildo 2007, inside cover.</ref><ref>Spick 2000, p. 127.</ref> Following reviews of proposals, the [[United States Air Force]] selected McDonnell Douglas' design in 1967 to meet the service's need for a dedicated air superiority fighter. The Eagle first flew in July 1972, and entered service in 1976. The F-15 is expected to be in service with the U.S. Air Force until 2025.<ref name="fighter_force">Tirpak, John A. [http://www.airforce-magazine.com/MagazineArchive/Pages/2007/March%202007/0307force.aspx "Making the Best of the Fighter Force"]. ''Air Force magazine'', March 2007.</ref>


Since the 1970s, the Eagle has also been exported to [[Israel]], [[Japan]], and [[Saudi Arabia]]. Despite originally being envisaged as a pure air superiority aircraft, the design proved flexible enough that an all-weather strike derivative, the [[F-15E Strike Eagle]], was later developed, and entered service in 1989.
Since the 1970s, the Eagle has also been exported to [[Israel]], [[Japan]], and [[Saudi Arabia]]. Despite originally being envisaged as a pure air superiority aircraft, the design proved flexible enough that an all-weather strike derivative, the [[F-15E Strike Eagle]], was later developed, and entered service in 1989.

Revision as of 01:27, 3 June 2010

"F-15" redirects here. For other uses, see F15 (disambiguation).
F-15 Eagle
USAF F-15C over Washington, D.C
Role Air superiority fighter
Manufacturer McDonnell Douglas
Boeing IDS
First flight 27 July 1972
Introduction 9 January 1976
Status Active
Primary users United States Air Force
Japan Air Self-Defense Force
Royal Saudi Air Force
Israeli Air Force
Number built F-15A/B/C/D/J/DJ: 1,198[1]
Variants F-15E Strike Eagle
F-15SE Silent Eagle
F-15 S/MTD

The McDonnell Douglas (now Boeing) F-15 Eagle is a twin-engine, all-weather tactical fighter designed to gain and maintain air superiority in aerial Shat Storms. It is considered among the most successful modern fighters with over 100 aerial shat victories.[2][3] Following reviews of proposals, the United States Air Force selected McDonnell Douglas' design in 1967 to meet the service's need for a dedicated air superiority fighter. The Eagle first flew in July 1972, and entered service in 1976. The F-15 is expected to be in service with the U.S. Air Force until 2025.[4]

Since the 1970s, the Eagle has also been exported to Israel, Japan, and Saudi Arabia. Despite originally being envisaged as a pure air superiority aircraft, the design proved flexible enough that an all-weather strike derivative, the F-15E Strike Eagle, was later developed, and entered service in 1989.

Development

Origins

Following studies in 1964-1965, the U.S. Air Force developed requirements for an air superiority fighter in October 1965. Then on 8 December 1965, the Air Force issued a request for proposals (RFP) for the new fighter. The request called for both air-to-air and air-to-ground capabilities. Eight companies responded with proposals. In the following study phase, four of these companies developed some 500 design concepts. Typical designs featured variable-sweep wings, weighed over 60,000 lb (27,200 kg), included a top speed of Mach 2.7 and a thrust-to-weight ratio of 0.75.[5] The designs were not accepted by the Air Force as they compromised fighter qualities for ground attack qualities.[6] Acceptance of the Energy-Maneuverability (E-M) theory by the Air Force led to a change in requirements for improved maneuverability by the spring 1967. The design mission weight was reduced to 40,000 lb (18,100 kg), top speed reduced to Mach 2.3-2.5 and thrust-to-weight ratio increased to 0.97.[5]

In 1967 U.S. intelligence was surprised[7] to find that the Soviet Union was building a large fighter aircraft, the MiG-25 'Foxbat'.[8] It was not known in the West at the time that the MiG-25 was designed as a high-speed interceptor, not an air superiority fighter,[9] so its primary asset was speed, not maneuverability. The MiG-25's huge tailplanes and vertical stabilizers (tail fins) hinted at a very maneuverable aircraft, which worried the Air Force that its performance might be better than its U.S. counterparts. In reality, the MiG's large fins and stabilators were necessary to prevent the aircraft from encountering inertia coupling in high-speed, high-altitude flight.

The F-4 Phantom II of the USAF and U.S. Navy was the only fighter with enough power, range, and maneuverability to be given the primary task of dealing with the threat of Soviet fighters while flying with visual engagement rules.[8] As a matter of policy, the Phantoms could not engage targets without positive visual identification, so they could not engage targets at long ranges, as designed. Medium-range AIM-7 Sparrow missiles, and to a lesser degree even the AIM-9 Sidewinder, were often unreliable and ineffective at close ranges where it was found that guns were often the only effective weapon.[10] The Phantom did not originally have a gun, but experience in Vietnam led to the addition of a gun. An external gun pod was tried and later the M61 Vulcan was integrated internally on the F-4E.

F-X program

There was a clear need for a new fighter that overcame the close-range limitation of the Phantom while retaining long-range air superiority. After rejecting the U.S. Navy VFX program (which led to the F-14 Tomcat) as being unsuited to its needs, the U.S. Air Force issued its own requirements for the Fighter Experimental (F-X), a specification for a relatively lightweight air superiority fighter.[11] The requirements called for single-seat fighter having a maximum take-off weight of 40,000 lb (18,100 kg) for the air-to-air role with a maximum speed of Mach 2.5 and a thrust to weight ratio of nearly 1 at mission weight.[12] Four companies submitted proposals, with the Air Force eliminating General Dynamics and awarded contracts to Fairchild Republic, North American Rockwell, and McDonnell Douglas for the definition phase in December 1968. The companies submitted technical proposals by June 1969. The Air Force announced the selection of McDonnell Douglas on 23 December 1969.[13] The winning design resembled the twin-tailed F-14, but with fixed wings. It would not be significantly lighter or smaller than the F-4 that it would replace.

F-15A cockpit

The Eagle's initial versions were designated F-15A for the single-seat configuration and F-15B (originally TF-15A, but this designation was quickly dropped, as the F-15B is fully combat-capable) for the twin-seat. These versions would be powered by new Pratt & Whitney F100 engines to achieve a combat thrust-to-weight ratio in excess of 1 to 1. A proposed 25 mm Ford-Philco GAU-7 cannon with caseless ammunition was dropped in favor of the standard M61 Vulcan gun due to development problems. The F-15 retained conformal carriage of four Sparrow missiles like the Phantom. The fixed wing was put onto a flat, wide fuselage that also provided an effective lifting surface. Some questioned if the zoom performance of the F-15 with Sparrow missiles was enough to deal with the new threat of the high-flying MiG-25 "Foxbat", but its capability was eventually demonstrated in combat.

McDonnell Douglas F-15A (S/N 71-0280) first flight.

The first F-15A flight was made in July 1972 with the first flight of the two-seat F-15B (formerly TF-15A) following in July 1973.[14]

The F-15 has a "look-down/shoot-down" radar that can distinguish low-flying moving targets from ground clutter. The F-15 would use computer technology with new controls and displays to lower pilot workload and require only one pilot to save weight. Unlike the F-14 or F-4, the F-15 has only a single canopy frame with clear vision forward. The USAF introduced the F-15 as "the first dedicated USAF air superiority fighter since the F-86 Sabre."[15]

The F-15 would be favored by customers such as the Israel Air Force and Japan Air Self-Defense Force. However, criticism from the fighter mafia that the F-15 was too large to be a dedicated dogfighter, and too expensive to procure in large numbers, led to the Lightweight Fighter (LWF) program, which led to the USAF F-16 Fighting Falcon and the middle-weight Navy F/A-18 Hornet.[16]

Further development

USAF F-15C taxiing for takeoff.

The single-seat F-15C and two-seat F-15D models entered production in 1978 with the models' first flights in February and June of that year.[17] These new models have Production Eagle Package (PEP 2000) improvements, including 2,000 lb (900 kg) of additional internal fuel, provision for carrying exterior conformal fuel tanks and increased maximum takeoff weight of up to 68,000 lb (30,700 kg).[18] The additional takeoff weight allows internal fuel, a full weapons load, conformal fuel tanks, and three external fuel tanks to be carried. The APG-63 radar is significantly improved in that a programmable signal processor (PSP), so that when there is a need to upgrade the radar in the future for more advanced weaponry developed later, only reprogramming is needed. The PSP was the first of its kind in the world, and upgraded APG-63 radar with PSP was the first radar with such capability. Other improvements on the C and D models included strengthened landing gear, radar improvements, and a new digital central computer.[19] An overload warning system was also added, which allows the pilot to fly the fighter to 9 g at all weights.[17]

The F-15 Multistage Improvement Program (MSIP) was initiated in February 1983 with the first production MSIP F-15C produced in 1985. Improvements included an upgraded central computer; a Programmable Armament Control Set, allowing for advanced versions of the AIM-7, AIM-9, and AIM-120A missiles; and an expanded Tactical Electronic Warfare System that provides improvements to the ALR-56C radar warning receiver and ALQ-135 countermeasure set. The final 43 F-15Cs included the enhanced-capability Hughes APG-70 radar, which was developed for the F-15E. These 43 F-15Cs with APG-70 radar is sometimes referred as Enhanced Eagles. The earlier MSIP F-15Cs with the APG-63 were later upgraded to the APG-63(V)1, which significantly improves reliability and maintainability while providing performance similar to the APG-70. The improvements were retrofitted to existing F-15s.[20]

In 1979, McDonnell Douglas and F-15 radar manufacturer, Hughes, teamed to privately develop a strike version of the F-15. This version competed in the Air Force's Dual-Role Fighter competition starting in 1982. The F-15E strike variant was selected for production in 1984.[21]

Beginning in 1985, F-15C and D models were equipped with the improved P&W F100-220 engine. It added a digital engine control to allow for quicker throttle response, less wear, and reduced fuel burn. The original F100-100 engines were upgraded to a similar configuration with the designation F100-200E starting in 1997 and were ongoing as of 2007.[22]

Recent upgrades include retrofiting 178 F-15C fighters with the AN/APG-63(V)3 Active Electronically Scanned Array (AESA) radar with delivery beginning in early 2009.[23] Additionally, the Air Force also plans to upgrade other F-15s with the Joint Helmet Mounted Cueing System (JHMCS).[24]

Lockheed Martin is working on an IRST system for the F-15C.[25]

Design

F-15C executing a maximum performance takeoff.

The F-15 has an all-metal semi-monocoque fuselage with a large cantilever shoulder-mounted wing. The empennage is metal and composite construction, with twin aluminum/composite honeycomb fins with boron-composite skins, resulting in an exceptionally thin tailplane and rudders with all-moving composite horizontal tail surfaces outboard of the fins. The F-15 has a spine-mounted air brake and retractable tricycle landing gear. It is powered by two Pratt & Whitney F100 axial-flow turbofan engines with afterburners mounted side-by-side in the fuselage. The cockpit is mounted high in the forward fuselage with a one-piece windscreen and large canopy to increase visibility.

The F-15's maneuverability is derived from low wing loading (weight to wing area ratio) with a high thrust-to-weight ratio enabling the aircraft to turn tightly without losing airspeed. The F-15 can climb to 30,000 ft (10,000 m) in around 60 seconds. The thrust output of the dual engines is greater than the aircraft's weight, thus giving it the ability to accelerate in a vertical climb. The weapons and flight control systems are designed so that one person can safely and effectively perform air-to-air combat.[11] The A and C-models are single-seat variants that make up the bulk of F-15 production. B and D-models add a second seat behind the pilot for training. E-models use the second seat for a bombardier/navigator.

A multi-mission avionics system includes a head-up display (HUD), advanced radar, inertial guidance system (INS), flight instruments, ultra high frequency (UHF) communications, and Tactical Air Navigation (TACAN) and Instrument Landing System (ILS) receivers. It also has an internally mounted, tactical electronic-warfare system, identification, friend or foe (IFF) system, electronic countermeasures suite and a central digital computer.[26]

A wing over maneuver displays the clean lines and high-wing design of an F-15E from Elmendorf AFB, AK.

The head-up display projects, through a combiner, all essential flight information gathered by the integrated avionics system. This display, visible in any light condition, provides the pilot information necessary to track and destroy an enemy aircraft without having to look down at cockpit instruments.[27]

The F-15's versatile APG-63/70 pulse-Doppler radar system can look up at high-flying targets and down at low-flying targets without being confused by ground clutter. It can detect and track aircraft and small high-speed targets at distances beyond visual range (the maximum being 120 nautical miles (220 km) away) down to close range, and at altitudes down to treetop level. The radar feeds target information into the central computer for effective weapons delivery. The capability of locking onto targets as far as 50 nautical miles (90 km) with an AIM-120 AMRAAM missile enables true beyond visual range (BVR) engagement of targets. For close-in dogfights, the radar automatically acquires enemy aircraft, and this information is projected on the head-up display. The F-15's electronic warfare system provides both threat warning and automatic countermeasures against selected threats.[28]

F-15E with speed brake deployed and conformal tanks fitted.

A variety of air-to-air weaponry can be carried by the F-15. An automated weapon system enables the pilot to perform aerial combat safely and effectively, using the head-up display and the avionics and weapons controls located on the engine throttles or control stick. When the pilot changes from one weapon system to another, visual guidance for the required weapon automatically appears on the head-up display.[29]

The Eagle can be armed with combinations of four different air-to-air weapons: AIM-7F/M Sparrow missiles or AIM-120 AMRAAM advanced medium range air-to-air missiles on its lower fuselage corners, AIM-9L/M Sidewinder or AIM-120 missiles on two pylons under the wings, and an internal M61A1 20 mm Gatling gun in the right wing root.[30]

Low-drag conformal fuel tanks (CFTs) were developed for the F-15C and D models. They can be attached to the sides of the engine air intake trunks under each wing and are designed to the same load factors and airspeed limits as the basic aircraft.[30] However, they degrade performance by increasing drag and cannot be jettisoned in-flight (unlike conventional external tanks). Each conformal fuel tank can hold 750 U.S. gallons (2,840 L) of fuel.[31] These tanks increase range thus reducing the need for in-flight refueling. All external stations for munitions remain available with the tanks in use. Moreover, Sparrow or AMRAAM missiles can be attached to the corners of the conformal fuel tanks.[18] The 57 FIS based at Keflavik NAS, Iceland was the only C-model squadron to utilize CFTs on a regular basis due to its extended operations over the North Atlantic. With the closure of the 57 FIS the F-15E is the only U.S. variant to carry them on a routine basis. The American CFTs were also provided to Israel and Saudi Arabia but only Israel uses them (as needed) on their entire fleet.

M61 Vulcan mounted on the side of right engine intake.

The F-15E Strike Eagle is a two-seat, dual-role, totally integrated fighter for all-weather, air-to-air and deep interdiction missions. The rear cockpit is upgraded to include four multi-purpose CRT displays for aircraft systems and weapons management. The digital, triple-redundant Lear Siegler flight control system permits coupled automatic terrain following, enhanced by a ring-laser gyro inertial navigation system.[32] For low-altitude, high-speed penetration and precision attack on tactical targets at night or in adverse weather, the F-15E carries a high-resolution APG-70 radar and LANTIRN pods to provide thermal imagery.[28]

The APG-63(V)2 Active Electronically Scanned Array (AESA) radar has been retrofitted to 18 U.S. Air Force F-15C aircraft.[33] This upgrade includes most of the new hardware from the APG-63(V)1, but adds an AESA to provide increased pilot situational awareness. The AESA radar has an exceptionally agile beam, providing nearly instantaneous track updates and enhanced multi-target tracking capability. The APG-63(V)2 is compatible with current F-15C weapon loads and enables pilots to take full advantage of AIM-120 AMRAAM capabilities, simultaneously guiding multiple missiles to several targets widely spaced in azimuth, elevation, or range.

Operational history

The largest operator of the F-15 is the United States Air Force. The first Eagle (F-15B) was delivered November 14, 1974.[34] In January 1976, the first Eagle destined for a combat squadron, the 555th TFS, was delivered.[34] These initial aircraft carried the Hughes Aircraft (now Raytheon) APG-63 radar.

The first F-15 kill was scored by IAF ace Moshe Melnik in 1979.[35] In 1979–81, during Israeli raids against Palestinian factions based in Lebanon, F-15As downed 13 Syrian MiG-21 "Fishbeds" and two Syrian MiG-25 "Foxbats", the latter being the aircraft the F-15 was designed to kill. Israeli F-15As and Bs participated as escorts in Operation Opera and served during the 1982 Lebanon War. During the latter, Israeli F-15s shot down 40 Syrian jet fighters (23 MiG-21 "Fishbeds" and 17 MiG-23 "Floggers") and one Syrian SA.342L Gazelle helicopter.[36] Later on, in 1985, IAF Eagles, in Operation Wooden Leg, bombed the PLO headquarters in Tunisia.[37] This was one of the few times air superiority F-15s (A/B/C/D models) were used in tactical strike missions.

Royal Saudi Air Force F-15C pilots shot down two F-4E Phantom IIs flown by the Iranian Air Force in a skirmish in June 1984, and shot down two Iraqi Mirage F1s during the Gulf War.[38][39][40]

Satellite killer

ASM-135 ASAT test launch from F-15A 76-0084

The ASM-135 anti-satellite (ASAT) missile was designed to be a standoff anti-satellite weapon, with the F-15 acting as a first stage. The Soviet Union could correlate a U.S. rocket launch with a spy satellite loss, but an F-15 carrying an ASAT would blend in among hundreds of F-15 flights. From January 1984 to September 1986, two F-15As were used as launch platforms for the ASAT missile. The F-15As (76-0084[41] and 76-0086[42]) were modified to carry one ASM-135 on the centerline station with extra equipment within a special centerline pylon.[43] The launch aircraft executed a Mach 1.22, 3.8 g climb at 65° to release the ASAT missile at an altitude of 38,100 ft (11,600 m).[44][45] The flight computer was updated to control the zoom-climb and missile release.

The third test flight involved a retired P78-1 solar observatory satellite in a 345-mile (555 km) orbit, which was successfully destroyed by kinetic energy.[44] The pilot, USAF Major Wilbert D. "Doug" Pearson, became the first and only pilot to destroy a satellite.[45][46] The ASAT program involved five test launches. The program was officially terminated in 1988.[43][45]

Gulf war and aftermath

A Royal Saudi Air Force F-15 approaches a KC-135 for refueling during Operation Desert Shield.

The USAF deployed F-15C, D and E models to the Persian Gulf in 1991 in support of Operation Desert Storm where they accounted for 36 of the 39 Air Force air-to-air victories. F-15Es were operated mainly at night, hunting modified SCUD missile launchers and artillery sites using the LANTIRN system.[47] According to the USAF, its F-15Cs had 34 confirmed kills of Iraqi aircraft during the 1991 Gulf War, mostly by missile fire: five MiG-29 "Fulcrums", two MiG-25 "Foxbats", eight MiG-23 "Floggers", two MiG-21 "Fishbeds", two Su-25 "Frogfoots", four Su-22 "Fitters", one Su-7, six Mirage F1s, one Il-76 cargo plane, one Pilatus PC-9 trainer, and two Mi-8 helicopters. After air superiority was achieved in the first three days of the conflict, many of the later kills were reportedly of Iraqi aircraft fleeing to Iran, rather than actively trying to engage U.S. aircraft. The single-seat F-15C was used for air superiority, and the F-15E was heavily used in air-to-ground attacks. An F-15E achieved an aerial kill of another Iraqi Mi-8 helicopter using a laser-guided bomb during the air war. The F-15E sustained two losses to ground fire in the Gulf War in 1991.[48] Another one was damaged on the ground by a SCUD strike on Dhahran air base.[49]

F-15D from the 325th Fighter Wing based in Tyndall AFB, releasing flares

They have since been deployed to support Operation Southern Watch, the patrolling of the No-Fly Zone in Southern Iraq; Operation Provide Comfort in Turkey; in support of NATO operations in Bosnia, and recent air expeditionary force deployments. In 1994, two U.S. Army UH-60 Black Hawks were downed by USAF F-15Cs who thought they were Iraq Hinds in the Northern no-fly zone of Iraq in a friendly fire incident.[50] USAF F-15Cs shot down four Yugoslav MiG-29s using AIM-120 missiles during NATO's 1999 intervention in Kosovo, Operation Allied Force.[48]

Structural defects

All F-15 aircraft were grounded by the U.S. Air Force after a Missouri Air National Guard F-15C came apart in flight and crashed on 2 November 2007. The newer F-15E fleet was later cleared for continued operations. The U.S. Air Force reported on 28 November 2007 that a critical location in the upper longerons on the F-15C model was suspected of causing the failure, causing the fuselage forward of the air intakes, including the cockpit and radome, to separate from the airframe.[51]

F-15A through D-model aircraft were ordered grounded until the location received more detailed inspections and repairs as needed.[52] The grounding of F-15s received media attention as it began to place strains on the nation's air defense efforts.[53] The grounding forced some states to rely on their neighbors' fighter jets for air defense protection, and Alaska to depend on Canadian Forces' support.[53]

On 8 January 2008, the USAF Air Combat Command (ACC) cleared a portion of its F-15A through D-model fleet for return to flying status. It also recommended a limited return to flight for units worldwide using the affected models.[54] The accident review board report was released on January 10, 2008. The report stated that analysis of the F-15C wreckage determined that the longeron did not meet drawing specifications, which led to fatigue cracks and finally a catastrophic failure of the remaining support structures and breakup of the aircraft in flight.[55] In a report released on 10 January 2008, nine other F-15s were identified to have similar problems in the longeron. As a result of these problems, General John D. W. Corley stated that "the long-term future of the F-15 is in question."[56] On 15 February 2008, ACC cleared all its grounded F-15A-D fighters for flight pending inspections, engineering reviews and any needed repairs. ACC also recommended release of other U.S. F-15A-D aircraft.[57]

Recent service

USAF F-15 Eagle video

An earlier variant of the Indian Sukhoi Su-30MKI, the Su-30MK, took part in war games with the United States Air Force (USAF) during Cope-India 04, where USAF F-15 Eagles were pitted against Indian Air Force (IAF) Su-30MKs, Mirage 2000s, MiG-29s and elderly MiG-21. The results have been widely publicized, with the Indians winning "90% of the mock combat missions".[58] However, the USAF aircraft were handicapped by not being allowed to use their long-range radars, and there has been speculation that this was intended to demonstrate to the US Congress the need to not cancel further production of the next-generation F-22 Raptor, which was an issue tabled at the congress at that time.[59] While participating in the Red Flag advanced combat training exercises in the US in 2008, the F-15E, F-16C, and F-22 deployed by the USAF maintained dominance over the Indian SU-30s.[60]

The F-15 in all air forces had an air-to-air combined record of 104 kills to 0 losses in air combat as of February 2008.[61] To date, no air superiority versions of the F-15 (A/B/C/D models) have ever been shot down by enemy forces. Over half of F-15 kills were achieved by Israeli Air Force pilots.

The F-15C/D model is being supplanted in U.S. service by the F-22 Raptor. The F-15E, however, will remain in service for years to come because of their different air-to-ground role and the lower number of hours on their airframes.[4] The USAF will upgrade 178 F-15Cs with the AN/APG-63(V)3 AESA radar,[23] and upgrade other F-15s with the Joint Helmet Mounted Cueing System.[24] The Air Force will keep 178 F-15Cs as well as the 224 F-15Es in service beyond 2025.[4]

On 13 October 2009, the last F-15A, an Oregon National Guard aircraft, was retired marking the end of service for the earlier A/B models in the United States.[62]

Variants

Basic models

USAF F-15C fires an AIM-7 Sparrow in 2005.
F-15A
Single-seat all-weather air-superiority fighter version, 384 built 1972-79.[63]
F-15B
Two-seat training version, formerly designated TF-15A, 61 built 1972-79.[63]
F-15C
Improved single-seat all-weather air-superiority fighter version, 483 built 1979-85.[63] The last 43 F-15Cs with AN/APG-70 radar are sometimes referred to as "F-15C+ Enhanced Eagle".
F-15D
Two-seat training version, 92 built 1979-85.[63]
A view of an F-15E cockpit from an aerial refueling tanker.
F-15J
Single-seat all-weather air-superiority fighter version for the Japan Air Self-Defense Force 139 built under license in Japan by Mitsubishi 1981-97, 2 built in St. Louis.[63]
F-15DJ
Two-seat training version for the Japan Air Self-Defence Force. 25 Built under license in Japan by Mitsubishi 1981-97, 12 built in St. Louis.[63]
F-15N Sea Eagle
The F-15N was a carrier-capable variant proposed in the early 1970s to the U.S. Navy as an alternative to the heavier and, at the time, considered as "riskier" technology program: F-14 Tomcat. The F-15N-PHX was another proposed naval version capable of carrying the AIM-54 Phoenix missile. These featured folding wingtips, reinforced landing gear and a stronger tail hook for shipboard operation.[64]
F-15E Strike Eagle
For F-15E, F-15I, F-15S, F-15K, F-15SG, and other F-15E-based variants, see F-15E Strike Eagle. For F-15SE Silent Eagle, see F-15SE Silent Eagle.

Research and test

NASA's F-15B Research Testbed, aircraft #836 (74-0141), with the Quiet Spike attachment designed to reduce and control a sonic boom.
F-15 Streak Eagle (72-0119)
One stripped and unpainted F-15A, demonstrated the fighter's acceleration – broke eight time-to-climb world records between 16 January and 1 February 1975. It was delivered to the National Museum of the United States Air Force in December 1980.[65]
F-15 S/MTD (71-0290)
The first F-15B was converted into a short takeoff and landing, maneuver technology demonstrator aircraft.[66] In the late 1980s it received canard flight surfaces in addition to its usual horizontal tail, along with square thrust-vectoring nozzles. It was used as a short-takeoff/maneuver-technology (SMTD) demonstrator.[67]
F-15 ACTIVE (71-0290)
The F-15 S/MTD was later converted into an advanced flight control technology research aircraft with thrust vectoring nozzles.[66]
F-15 IFCS (71-0290)
The F-15 ACTIVE was then converted into an intelligent flight control systems research aircraft. F-15B 71-0290 was the oldest F-15 still flying when retired in January 2009.[67]
F-15 MANX
Concept name for a tailless variant of the F-15 ACTIVE, but the NASA ACTIVE experimental aircraft was never modified to be tailless.
F-15 Flight Research Facility (71-0281 and 71-0287)
Two F-15A aircraft were acquired in 1976 for use by NASA's Dryden Flight Research Center for numerous experiments such as: Highly Integrated Digital Electronic Control (HiDEC), Adaptive Engine Control System (ADECS), Self-Repairing and Self-Diagnostic Flight Control System (SRFCS) and Propulsion Controlled Aircraft System (PCA).[68] 71-0281, the second flight-test F-15A, was returned to the Air Force and became a static display at Langley AFB in 1983.
F-15B Research Testbed (74-0141)
Acquired in 1993, it was an F-15B modified and used by NASA's Dryden Flight Research Center for flight tests.[69]

Operators

Current operators of the F-15 in light blue, F-15E in red, both in dark blue
Two F-15J Eagles of the 202nd TFS, Japan Air Self-Defense Force, take off in formation during a joint USA/Japan exercise.
For operators of F-15E, F-15I, F-15S, F-15K, F-15SG, and other F-15E-based variants, see F-15E Strike Eagle.
 Israel
  • Israeli Air Force has operated F-15s since 1977, received under Peace Fox I, II and III. These aircraft are currently organized into two F-15A/B squadrons and one F-15C/D squadron. The first 25 F-15A/Bs were early USAF production airframes,[35] equipping 133 Squadron. The second batch was temporarily embargoed as a result of the 1982 Lebanon War.[70] The IAF had 42 F-15A/C, 15 F-15B/D, and 25 F-15I aircraft in service as of November 2008.[71]
 Japan
  • Japan Air Self-Defence Force acquired 203 F-15Js and 20 F-15DJs from 1981, of which 2 F-15Js and 12 F-15DJs were made in U.S. and the rest by Mitsubishi under license. These aircraft are currently operated by 2 Hikotai (squadron) of 2. Kokudan (Air Wing), Chitose Air Base, 1 Hikotai of 5. Kokudan, Nyutabaru AB, 1 Hikotai of 6. Kokudan, Komatsu AB, 2 Hikotais of 7. Kokudan, Hyakuri AB and 1 Hikotai of 8. Kokudan, Tsuiki AB. In June 2007, the Air Self-Defense Force decided to upgrade certain F-15 aircraft with synthetic aperture radar pods; these aircraft will replace RF-4 aircraft currently in service.[72] Japan had 157 F-15Js and 45 F-15DJs in use as of November 2008.[71]
 Saudi Arabia
  • Royal Saudi Air Force has operated 4 squadrons of F-15C/D (55/19) since 1981, received under Peace Sun. They are based at Dhahran, Khamis Mushayt and Taif air bases. A stipulation in the Camp David Peace Agreement limited the number of Saudi F-15 to 60, holding surplus air frames in Luke AFB for RSAF pilot training. This limitation was later abandoned. The RSAF had 139 F-15C/S and 22 F-15D Eagles in operation as of November 2008.[71]
 United States
  • United States Air Force operated 630 F-15 aircraft (499 in active duty and 131 in ANG, all variants) as of September 2008.[73] Bold are active units.

Notable accidents and incidents

Main article: List of F-15 losses
  • On 1 May 1983, during an Israeli Air Force training dogfight, an F-15D collided with an A-4 Skyhawk. Unknown to pilot Zivi Nedivi and his copilot, the right wing of the Eagle was sheared off roughly two feet (60 cm) from the fuselage. The F-15 entered a spin after the collision. Zivi decided to attempt recovery and engaged afterburner to increase speed, allowing him to regain control of the aircraft. The pilot was able to prevent stalling and maintain control because of the lift generated by the large horizontal surface area of the fuselage, the stabilators and remaining wing areas. The F-15 landed at twice the normal speed to maintain the necessary lift, and its tailhook was torn off completely during the landing. Zivi managed to bring his F-15 to a complete stop approximately 20 ft (6 m) from the end of the runway. He was later quoted as saying "(I) probably would have ejected if I knew what had happened." The fuel leak and vapors along the wing had prevented him from seeing what had happened to the wing itself.[76][77]
  • On 19 March 1990, an F-15 from the 3rd Wing stationed at Elmendorf AFB, AK accidentally fired an AIM-9M Sidewinder missile at another F-15. The damaged aircraft was able to make an emergency landing; it was subsequently repaired and returned to service.[78]
  • On 22 November 1995, during air-intercept training over the Sea of Japan, a Japanese F-15J flown by Lt. Tatsumi Higuchi was shot down by a AIM-9L Sidewinder missile accidentally fired by his wingman in an incident similar to the one that occurred on 19 March 1990. The pilot ejected safely. Both F-15Js involved were from JASDF 303rd Squadron, Komatsu AFB.[79]
  • On 26 March 2001,[80] during a low flying training exercise over the Scottish Highlands, two US Air Force F-15Cs crashed near the summit of Ben Macdui in the Cairngorms.[81] Both, Lieutenant Colonel Kenneth John Hyvonen and Captain Kirk Jones died in the accident which would later result in a court martial for an RAF air traffic controller, who was later found not guilty.[82]
  • On 2 November 2007, a 27-year-old F-15C (s/n 80-0034 of the 131st Fighter Wing) crashed during air combat maneuvering training near St. Louis, Missouri. The pilot, Maj. Stephen W. Stilwell, ejected but suffered serious injuries. The crash was the result of an in-flight breakup due to structural failure. On 3 November 2007, all non-mission critical models of the F-15 were grounded pending the outcome of the crash investigation,[83] and on the following day, grounded non-mission critical F-15s engaged in combat missions in the Middle East.[84] By 13 November 2007 over 1,100 were grounded worldwide after Israel, Japan and Saudi Arabia grounded their aircraft as well.[85] F-15Es were cleared on 15 November 2007 pending aircraft passing inspections.[86] On 8 January 2008, the USAF cleared 60 percent of the F-15A-D fleet for return to flight.[54] On 10 January 2008, the accident review board released its report stating the 2 November crash was related to the longeron not meeting drawing specifications.[55] The Air Force cleared all its grounded F-15A-D fighters for flight on 15 February 2008 pending inspections, reviews and any needed repairs.[57] In March 2008, Stilwell, the injured pilot, filed a lawsuit against Boeing, the F-15's manufacturer.[87]
  • On 20 February 2008, two F-15s from 58th Fighter Squadron, 33rd Fighter Wing, flown by Lt. Ali Jivanjee and Capt. Tucker Hamilton collided over the Gulf of Mexico during a training mission. Both pilots ejected and were rescued, but one died later from his injuries.[88] The accident investigation report released 25 August 2008 found that the accident was the result of pilot error and not mechanical failure. Both pilots failed to clear their flight paths and anticipate their impending high-aspect, midair impact according to Brig. Gen. Joseph Reynes Jr., the leader of the investigation team.[89]

Specifications (F-15C Eagle)

Three view diagram of the F-15 Eagle.
Three view diagram of the F-15 Eagle.

Data from USAF fact sheet,[90] Jane's All the World's Aircraft,[91] Davies 2002,[92] GlobalSecurity[93]

General characteristics

Performance

An F-15 with intake ramps in different positions

Armament

Avionics

  • Radar:
    • Raytheon AN/APG-63 or AN/APG-70 or
      • Although several F-15C aircraft were produced with APG-70 radar, all have been retrofitted to the AN/APG-63(V)1 configuration
    • Raytheon AN/APG-63(V)1 or
    • Raytheon AN/APG-63(V)2 Active Electronically Scanned Array (AESA) or
    • Raytheon AN/APG-63(V)3 Active Electronically Scanned Array (AESA)
      • Both active AF and ANG F-15Cs will receive another (up to) 48 V3 units between 2009-2015, over the existing 19 aircraft.[94]
  • Countermeasures:
    • AN/APX-76 or AN/APX-119 Identify Friend/Foe (IFF) interrogator
    • Magnavox AN/ALQ-128 Electronic Warfare Warning Set (EWWS) -part of Tactical Electronic Warfare Systems (TEWS)
    • Loral AN/ALR-56 Radar Warning Receiver (RWR)-part of Tactical Electronic Warfare Systems (TEWS)
    • Northrop ALQ-135 Internal Countermeasures System (ICS) - part of Tactical Electronic Warfare Systems (TEWS)
    • AN/ALE-45 chaff/flare dispensers
Pratt & Whitney F100 turbofan engines of an F-15C Eagle
  • Others:
    • Joint Helmet Mounted Cueing System[94]
    • MXU-648 Cargo/Travel Pod - to carry personal belongings, and small pieces of maintenance equipment.[63]

Notable appearances in media

Main article: Aircraft in fiction § F-15 Eagle

The F-15 was the subject of the IMAX movie Fighter Pilot: Operation Red Flag, about the RED FLAG exercises. In Tom Clancy's nonfiction book, Fighter Wing (1995), a detailed analysis of the Air Force's premier fighter aircraft, the F-15 Eagle and its capabilities are showcased.[95]

The F-15 has also been popular subject as a toy, and a fictional likeness of an aircraft similar to the F-15 has been used in cartoons, books and both animated television series and animated films.

See also

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

Notes

  1. ^ Davies and Dildy 2007, p. 249.
  2. ^ Davies and Dildo 2007, inside cover.
  3. ^ Spick 2000, p. 127.
  4. ^ a b c Tirpak, John A. "Making the Best of the Fighter Force". Air Force magazine, March 2007.
  5. ^ a b Jenkins 1998, pp. 5–7.
  6. ^ Davies 2002, p. 10.
  7. ^ "In July 1967 at the Domodedovo airfield near Moscow, the Soviet Union unveiled a new generation of combat aircraft.. condenamed [sic] Foxbat by NATO.": "Development" in Modern Fighting Aircraft, 1983
  8. ^ a b Davies 2002, pp. 9–11.
  9. ^ Bowman 1980, p. 193.
  10. ^ Davies 2002, pp. 7–9.
  11. ^ a b Eden and Moeng 2002, p. 944.
  12. ^ Jenkins 1998, p. 10.
  13. ^ Jenkins 1998, pp. 9–11.
  14. ^ Spick 2000, pp. 130–131.
  15. ^ "Chapter 5: Return of the Air Superiority Fighter". A Half Century of U.S. Fighter Aircraft R&D. RAND, 1998. ISBN 0-8330-2595-3.
  16. ^ Jenkins, Dennis R. F/A-18 Hornet: A Navy Success Story, pp. 1–8. New York: McGraw-Hill, 2000. ISBN 0-07-134696-1.
  17. ^ a b Jenkins 1998, pp. 33–34.
  18. ^ a b Green and Swanborough 1998, p. 371.
  19. ^ Davies and Dildy 2007, p. 115.
  20. ^ Davies and Dildy 2007, pp. 161-65.
  21. ^ Davies, Steve. Boeing F-15E Strike Eagle, All-Weather Attack Aircraft, pp. 15-16, 25, 31-32. Airlife Publishing, Ltd., 2003. ISBN 1-84037-378-4.
  22. ^ Davies and Dildy 2007, pp. 168-69.
  23. ^ a b "Boeing Awarded $70 Million Contract for Enhanced F-15C Radar", Boeing, 9 October 2007.
  24. ^ a b Air Force Will Get New Bomber, Upgrades To Fighters, Spacewar.com, 5 October 2006.
  25. ^ Lockheed Martin Developing System Requirements for F-15C IRST Program
  26. ^ Gunston 1986, p. 194.
  27. ^ Huenecke 1987, pp. 227–230.
  28. ^ a b Jenkins 1998, pp. 97–104.
  29. ^ Huenecke 1987, pp. 232–236.
  30. ^ a b Lambert 1993, p. 521.
  31. ^ Jenkins 1998, p. 111.
  32. ^ Lambert 1993, p. 523.
  33. ^ 18 APG-63(V)2
  34. ^ a b Scutts 1989, p. 47.
  35. ^ a b "An Eagle evolves", Boeing, January 2004.
  36. ^ "Israeli Air-to-Air Victories since 1974", ACIG.org, September 24, 2003.
  37. ^ McDonnell Douglas(now Boeing)F-15 Eagle Air Superiority Fighter
  38. ^ Smith, William E., Pushing the Saudis Too Far, Time, 18 June 1984. Retrieved 26 January 2008.
  39. ^ Halloran, Richard, 2 Iranian Fighters Reported Downed by Saudi Air Force New York Times, 6 June 1984, p. 1. Retrieved 26 January 2008.
  40. ^ F-15 in Saudi Service
  41. ^ F-15A 76-0084 (USAF source)
  42. ^ Baugher, Joe (14 April 2010). "1976 USAF Serial Numbers : F-15A 76-0086". Joe Baugher's homepage. Retrieved 21 April 2010.
  43. ^ a b Jenkins 1998, p. 31.
  44. ^ a b Karambelas, Gregory and Sven Grahn, ed. The F-15 ASAT story. svengrahn.pp.se
  45. ^ a b c Grier, Peter."The Flying Tomato Can". Air Force magazine, February 2009.
  46. ^ Biographies: Major General Wilbert D. "Doug" Pearson Jr. USAF, 2 August 2006.
  47. ^ Davies 2002, pp. 31–40.
  48. ^ a b U.S. Air Force Historical Research Agency.
  49. ^ 1st. Fighter Wing timeline
  50. ^ Patrolling Iraq's Northern Skies.
  51. ^ Animated image Air Force Magazine February 2008. Retrieved 7 February 2008. Frames from an animated image by Boeing recreating the breakup are here.
  52. ^ "F-15 A-D models ordered to stand down for additional inspections", U.S. Air Force, November 28, 2007.
  53. ^ a b Lindlaw, Scott (for Associated Press). "F-15 grounding strains U.S. air defenses", ABC News, December 26, 2007.
  54. ^ a b "Air Combat Command clears selected F-15s for flight", Air Force, January 9, 2008.
  55. ^ a b "F-15 Eagle accident report released". US Air Force, 10 January 2008. Retrieved 26 January 2008.
  56. ^ Buzanowski, J.G. Air Force leaders discuss F-15 accident, future. US Air Force, January 10, 2008. Retrieved 26 January 2008.
  57. ^ a b "ACC issues latest release from stand down for F-15s", Air Force, 15 February 2008.
  58. ^ Russian fighters superior, says Pentagon
  59. ^ Cornyn: We need F-22s to protect Us from.... India?
  60. ^ USAF Colonel Terrence Fornof gives lecture on USAF dominance over Indian Russian-made SU-30s during Red Flag exercises
  61. ^ John Correll, "The Reformers", Air Force Magazine, February 2008, Vol. 91 Number 2, p. 44.
  62. ^ http://www.ng.mil/news/archives/2009/10/101309-Final.aspx
  63. ^ a b c d e f g Davies 2002.
  64. ^ Jenkins 1998, pp. 71–72.
  65. ^ McDonnell Douglas F-15 Streak Eagle fact sheet, National Museum of the United States Air Force.
  66. ^ a b Jenkins 1998, pp. 65–70.
  67. ^ a b "Sonic Solutions". Aviation Week & Space Technology, 5 January 2009, p. 53. (online version, subscription required)
  68. ^ F-15 Flight Research Facility fact sheet. Dryden Flight Research Center.
  69. ^ F-15B Research Testbed fact sheet. Dryden Flight Research Center.
  70. ^ Gething 1983
  71. ^ a b c "Directory: World Air Forces". Flight International, 11–17 November 2008.
  72. ^ "Lockheed Martin to Upgrade Radar for Reconnaissance Version of Japan's F-15", Lockheed Martin press release, June 19, 2007.
  73. ^ Mehuron, Tamar A., Assoc. Editor. 2009 USAF Almanac, Fact and Figures. Air Force Magazine, May 2009.
  74. ^ Air Force Historical Research Agency
  75. ^ http://www.173fw.ang.af.mil/
  76. ^ No Wing F15 - crew stories - USS Bennington Retrieved 31 July 2006.
  77. ^ F-15 flying with one wing by an Israeli pilot
  78. ^ Jet Pilot Accidentally Fired Live Missile, Air Force Says. New York Times
  79. ^ F-15 Eagle Losses and Ejections Retrieved: 2 March 2008.
  80. ^ "Crash controller 'partly blamed'." BBC.co.uk, 6 February 2006. Retrieved 18 July 2009.
  81. ^ "Second body found at F-15 crash site." BBC.co.uk, 30 March 2001. Retrieved 8 March 2009.
  82. ^ "Air controller found not guilty." BBC.co.uk, 25 February 2003. Retrieved 8 March 2009.
  83. ^ Air Force suspends some F-15 operations, U.S. Air Force, 4 November 2007.
  84. ^ "Air Force grounds F-15s in Afghanistan after Missouri crash", CNN, 5 November 2007.
  85. ^ Warwick, Graham. "F-15 operators follow USAF grounding after crash." Flight International, 14 November 2007.
  86. ^ "Officials begin to clear F-15Es to full-mission status", U.S. Air Force, 15 November 2007.
  87. ^ Lawsuit
  88. ^ "2 F-15 Jets Crash; 1 Pilot Dies". Washington Post, 21 February 2008.
  89. ^ "Pilot Error Blamed". Air Force Magazine, November 2008, Volume 91, Number 11, p. 20.
  90. ^ F-15 Eagle fact sheet, USAF, March 2008.
  91. ^ Lambert 1993, p. 522.
  92. ^ Davies 2002, Appendix 1.
  93. ^ F-15 Eagle GlobalSecurity.org. Retrieved 27 January 2008.
  94. ^ a b Schanz, Marc V., Assoc. Editor. F-15s to Get New Radars "F-15s to Get New Radars." Aerospace World: Air Force Magazine, Journal of the Air Force Association Volume 90, Issue 6, p. 18, December 2007. ISSN: 0730-6784.
  95. ^ Clancy, Tom. Fighter Wing: A Guided Tour of an Air Force Combat Wing. New York: Berkley Books, 1995. ISBN 0-425-14957-9.

Bibliography

  • Bowman, Martin W. US Military Aircraft. London: Bison Books Ltd., 1980. ISBN 0-89009-292-3.
  • Braybrook, Roy. F-15 Eagle. London: Osprey Aerospace, 1991. ISBN 1-85532-149-1.
  • Crickmore, Paul. McDonnell Douglas F-15 Eagle (Classic Warplanes series). New York: Smithmark Books, 1992. ISBN 0-8317-1408-5.
  • Davies, Steve. Combat Legend, F-15 Eagle and Strike Eagle. London: Airlife Publishing, Ltd., 2002. ISBN 1-84037-377-6.
  • Davies, Steve and Doug Dildy. F-15 Eagle Engaged, The World's Most Successful Jet Fighter. Osprey Publishing, 2007. ISBN 978-1-84603-169-4.
  • Drendel, Lou. Eagle (Modern Military Aircraft Series). Carrollton, Texas: Squadron/Signal Publications, 1985. ISBN 0-89747-168-1
  • Drendel, Lou and Don Carson. F-15 Eagle in action. Carrollton, Texas: Squadron/Signal Publications, 1976. ISBN 0-89747-023-0.
  • Eden, Paul and Soph Moeng, eds. The Complete Encyclopedia of World Aircraft. London: Amber Books Ltd., 2002. ISBN 0-7607-3432-1.
  • Fitzsimons, Bernard. Modern Fighting Aircraft, F-15 Eagle. London: Salamander Books Ltd., 1983. ISBN 0-86101-182-1.
  • Gething, Michael J. F-15 Eagle (Modern Fighting Aircraft). New York: Arco, 1983. ISBN 0-668-05902-8.
  • Gething, Michael J. and Paul Crickmore. F-15 (Combat Aircraft series). New York: Crescent Books, 1992. ISBN 0-517-06734-X.
  • Green, William and Gordon Swanborough. The Complete Book of Fighters. New York: Barnes & Noble Inc., 1988. ISBN 0-07607-0904-1.
  • Gunston, Bill. American Warplanes. New York: Crescent Books. 1986. ISBN 0-517-61351-4.
  • Huenecke, Klaus. Modern Combat Aircraft Design. Annapolis, Maryland: Naval Institute Press, 1987. ISBN 0-87021-426-8.
  • Jenkins, Dennis R. McDonnell Douglas F-15 Eagle, Supreme Heavy-Weight Fighter. Arlington, TX: Aerofax, 1998. ISBN 1-85780-081-8.
  • Kinzey, Bert. The F-15 Eagle in Detail & Scale (Part 1, Series II). El Paso, Texas: Detail & Scale, Inc., 1978. ISBN 0-8168-5028-3.
  • Lambert, Mark, ed. Jane's All the World's Aircraft 1993-94. Alexandria, Virginia: Jane's Information Group Inc., 1993. ISBN 0-7106-1066-1.
  • Scutts, Jerry. Supersonic Aircraft of USAF. New York: Mallard Press, 1989. ISBN 0-7924-5013-2.
  • Spick, Mike. The Great Book of Modern Warplanes. St. Paul Minnesota: MBI, 2000. ISBN 0-7603-0893-4.
Wikimedia Commons has media related to F-15 Eagle.

Template:Link GA

Template:Link FA

Retrieved from "https://wiki.riteme.site/w/index.php?title=McDonnell_Douglas_F-15_Eagle&oldid=365747056"