McDonnell Douglas F-15 Eagle



History of The Strike Eagle

The McDonnell Douglas F-15 Eagle is one of the world's most formidable interceptor fighters. Although largely designed in the late 1960s and early 1970s, it still remains the primary air-superiority fighter serving with the USAF, and will remain so for the rest of this century. In service with the United States, Israeli, and Saudi Arabian air forces, the Eagle has scored an impressive number of air-to-air kills, perhaps approaching 100, with NO air-to-air losses. The McDonnell Douglas F-15 Eagle has its origin back in the mid-1960s, when the US aircraft industry was invited to study US Air Force requirements for an advanced tactical fighter that would replace the F-4 Phantom as the primary fighter aircraft in service with the USAF. Such an aircraft needed to be capable of establishing air superiority against any projected threats in the post-1975 period. Without compromising the primary air-to-air combat role, the aircraft was to be capable of performing a secondary air-to-ground mission.

A multimission avionics system sets the F-15 apart from other fighter aircraft. It includes a head-up display, advanced radar, inertial navigation system, flight instruments, UHF communications, tactical navigation system and instrument landing system. It also has an internally mounted, tactical electronic-warfare system, "identification friend or foe" system, electronic countermeasures set and a central digital computer.

Through an on-going multistage improvement program the F-15 is receiving extensive upgrade involving the installation or modification of new and existing avionics equipment to enhance the tactical capabilities of the F-15.

The head-up display projects on the windscreen 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.

The F-15's versatile 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 down to close range, and at altitudes down to tree-top level. The radar feeds target information into the central computer for effective weapons delivery. For close-in dog fights, the radar automatically acquires enemy aircraft, and this information is projected on the head-up display.

The APG-63 radar was developed over 20 years ago and has an average mean time between failure less than 15 hours. APG-63 LRUs have become increasingly difficult to support both in the field and at the depot. First, individual parts have become increasingly unavailable from any source; incorporating newer technology parts often entails module redesign and fails to address the root cause. Second, continuing reliability deterioration impacts both sustainment, particularly during deployment, as well as ACC�s ability to implement two-level maintenance. In addition, the APG-63 radar has virtually no remaining processing and memory capacity to accommodate software upgrades to counter evolving threats. The APG-63(V)1 radar has been designed for improved reliability and maintainability to address user requirements. The radar incorporates components designed for improved reliability and lower failure rates and enhanced diagnostics for improved fault detection and fault isolation. Along with other design features, these should improve radar reliability to 120 hours MTBM, an order of magnitude better than the existing APG-63.

An inertial navigation system enables the Eagle to navigate anywhere in the world. It gives aircraft position at all times as well as pitch, roll, heading, acceleration and speed information.

The F-15's electronic warfare system provides both threat warning and automatic countermeasures against selected threats. The "identification friend or foe" system informs the pilot if an aircraft seen visually or on radar is friendly. It also informs U.S. or allied ground stations and other suitably equipped aircraft that the F-15 is a friendly aircraft.

The Fiber Optic Towed Decoy (FOTD) provides aircraft protection against modern radar-guided missiles to supplement traditional radar jamming equipment. The device is towed at varying distances behind the aircraft while transmitting a signal like that of a threat radar. The missile will detect and lock onto the decoy rather than on the aircraft. This is achieved by making the decoy�s radiated signal stronger than that of the aircraft.

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.

The Eagle can be armed with combinations of four different air-to-air weapons: AIM-7F/M Sparrow missiles or AIM-120 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 20mm Gatling gun (with 940 rounds of ammunition) in the right wing root.

The current AIM-9 missile does not have the capabilities demonstrated by foreign technologies, giving the F-15 a distinct disadvantage during IR dogfight scenarios. AIM-9X integration will once again put the F-15 in the air superiority position in all arenas. The F-15/AIM-9X weapon system is to consist of F-15 carriage of the AIM-9X missile on a LAU-128 Air-to-Air (A/A) launcher from existing AIM-9 certified stations. The AIM-9X will be an upgrade to the AIM-9L/M, incorporating increased missile maneuverability and allowing a high off-boresight targeting capability.

Low-drag, conformal fuel tanks were especially developed for the F-15C and D models. Conformal fuel tanks 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. Each conformal fuel tank contains about 114 cubic feet of usable space. These tanks reduce the need for in-flight refueling on global missions and increase time in the combat area. All external stations for munitions remain available with the tanks in use. AIM-7F/M Sparrow and AIM-120 missiles, moreover, can be attached to the corners of the conformal fuel tanks.

The F-15 Eagle began its life in the mid 1960s as the Fighter Experimental (FX) concept. Using lessons learned in Vietnam, the USAF sought to develop and procure a new, dedicated air superiority fighter. Such an aircraft was desperately needed, as no USAF aircraft design solely conceived as an air superiority fighter had become reality since the F-86 Sabre. The intervening twenty years saw a number of aircraft performing the air-to-air role as a small part of their overall mission, such as the primarily air-to-ground F-4 Phantom and the F-102, F-104 and F-106 interceptor designs. The result of the FX study was a requirement for a fighter design combining unparalleled maneuverability with state-of-the-art avionics and weaponry. An industry-wide competition ended on December 23, 1969 when McDonnell Douglas was awarded the contract for the F-15.

  • The first F-15A flight was made on 27 July 1972, culminating one of the most successful aircraft development and procurement programs in Air Force history. After an accident-free test and evaluation period, the first aircraft was delivered to the Air Force on Novermber 14, 1974. In January 1976, the first Eagle destined for a combat squadron was delivered to the 1st Tactical Fighter Wing at Langley Air Force Base, Va. Three hundred and sixty-five F-15As were built before production of the F-15C began in 1978. In January 1982, the 48th Fighter-Interceptor Squadron at Langley Air Force Base became the first Air Force air defense squadron to transition to the F-15. After twenty years of service, the F-15A has recently been reassigned from active duty Air Force fighter squadrons to Air National Guard units. The F-15A is flown by Air National Guard squadrons in the states of Oregon, Missouri, Georgia, Louisiana, Hawaii, and Massachussets.
  • The first flight of the two-seat F-15B (formerly TF-15A) trainer was made in July 1973. The first F-15B Eagle was delivered in November 1974 to the 58th Tactical Training Wing, Luke Air Force Base, Ariz., where pilot training was accomplished in both F-15A and B aircraft. The F-15B incorporates a tandem seating configuration, with a second crewmember position aft of the pilot's seat. The primary purpose of the F-15B is aircrew training, with an instructor pilot occupying the rear seat while an upgrading pilot mans the front seat controls. The rear seat pilot has a full set of flight controls and can fly the aircraft throughout the envelope, including takeoff and landing. Even though space is sacrificed to accomodate the second crew member, the F-15B retains the same warfighting capability as the F-15A. In keeping with the trainer concept, however, the rear seat is not equipped with controls for the combat avionics and weaponry. In fact, the rear seat is not a mandatory crew position, and F-15Bs are often flown with empty rear cockpits.
  • The F-15C is an improved version of the original F-15A single-seat air superiority fighter. Additions incorporated in the F-15C include upgrades to avionics as well as increased internal fuel capacity and a higher allowable gross takeoff weight. The single-seat F-15C and two-seat F-15D models entered the Air Force inventory beginning in 1979. Kadena Air Base, Japan, received the first F-15C in September 1979. These new models have Production Eagle Package (PEP 2000) improvements, including 2,000 pounds (900 kilograms) of additional internal fuel, provision for carrying exterior conformal fuel tanks and increased maximum takeoff weight of up to 68,000 pounds (30,600 kilograms). Externally, the differences between the F-15A and F-15C are so slight as to make identification difficult; the only reliable indicator is the aircraft serial number. All F-15As have tail numbers starting with 73- through 77-, while F-15Cs have tail numbers beginning with 78- through 86-. The F-15C is the Air Force's primary air superiority fighter, serving with active duty units at Langley AFB, VA, Eglin AFB, FL, Mountain Home AFB, ID, Elmendorf AFB, AK, Tyndall AFB, FL, Nellis AFB, NV, Spangdahlem AB, Germany, Lakenheath AB, England and Kadena AB, Okinawa. The operational F-15C force structure is approximately 300 aircraft assigned to operational units. In the mid-1990s the F-15C experienced declining reliability indicators, primarily from three subsystems: radar, engines, and secondary structures. A complete retrofit of all three subsystems could be done for less than $3 billion.
  • The F-15D is a two-seat variant of the single-place F-15C. The primary purpose of the F-15D is aircrew training, with an instructor pilot occupying the rear seat while an upgrading pilot mans the front seat controls.

The Eagle has been chosen by three foreign military customers to modernize their air forces. Japan has purchased and produces an air-to-air F-15 known as the F-15J. Israel has bought F-15A, B, and D aircraft from USAF inventories and is currently obtaining an air-to-ground version called the F-15I. Similarly, Saudi Arabia has purchased F-15C and D aircraft and will soon acquire the air-to-ground F-15S.

F-15C's, D's and E's were deployed to the Persian Gulf in 1991 in support of Operation Desert Storm where they proved their superior combat capability with a confirmed 26:0 kill ratio.

The F-15C has an air combat victory ratio of 95-0 making it one of the most effective air superiority aircraft ever developed. The US Air Force claims the F-15C is in several respects inferior to, or at best equal to, the MiG-29, Su-27, Su-35/37, Rafale, and EF-2000, which are variously superior in acceleration, maneuverability, engine thrust, rate of climb, avionics, firepower, radar signature, or range. Although the F-15C and Su-27P series are similar in many categories, the Su-27 can outperform the F-15C at both long and short ranges. In long-range encounters, with its superiorr radar the Su-27 can launch a missile before the F-15C does, so from a purely kinematic standpoint, the Russian fighters outperform the F-15C in the beyond-visual-range fight. The Su-35 phased array radar is superior to the APG-63 Doppler radar in both detection range and tracking capabilities. Additionally, the Su-35 propulsion system increases the aircraft�s maneuverability with thrust vectoring nozzles. Simulations conducted by British Aerospace and the British Defense Research Agency compared the effectiveness of the F-15C, Rafale, EF-2000, and F-22 against the Russian Su-35 armed with active radar missiles similar to the AIM-120 Advanced Medium Range Air-to-Air Missile (AMRAAM). The Rafale achieved a 1:1 kill ratio (1 Su-35 destroyed for each Rafale lost). The EF-2000 kill ratio was 4.5:1 while the F-22 achieved a ratio of 10:1. In stark contrast was the F-15C, losing 1.3 Eagles for each Su-35 destroyed. (Although it must be noted that these tests are highly suspect because there are a variety of factors that can determine the outcome of a dogfight such as range of engagement, pilot skill, surprise, etc.)


History

Jet fighters were thus not true replacements for the long-range piston-engined fighters of World War II, such as the North American P-51 Mustang, Republic P-47 Thunderbolt and Lockheed P-38 Lightning. This point was driven home in the 1960s, when the USAF attempted to win control of the air over North Vietnam. Some degree of control was eventually won, but at times the monthly kill ratio favored the enemy's Mikoyan-Gurevich MiG-17s and MiG-21s, and the USAF prevailed only by the extensive use of inflight refuelling for its fighters.

It appears to be common practice after a war for air forces to decide that aerial dogfights are a thing of the past. Fighter speeds progress, and the air staffs judge that close combat is no longer possible: the opposing aircraft will be moving too fast to see one another or manouver to maintain contact, and (in any case) the pilots will be subjected to crushing g-loads. Whether for these or other reasons, the idea of an air superiority fighter was largely abandoned by the USAF after Korea. The service took little interest in the Lockheed F-104 Starfighter, funding instead nuclear strike aircraft such as the Republic F-105 and General Dynamics F-111, and all-weather interceptors such as the Convair F-102 and F-106.

The commitment to USAF aircraft to the Vietnam war in 1962 thus found the service with only a handful of F-104Cs in the air-superiority category. This was initially of no great consequence, since it was a counter-insurgency war with no opposing aircraft, but when bombing missions were scheduled against North Vietnam late in 1964, the gap in the inventory gave rise to serious problems.

Following unsuccessful trials with various types of fighter (including the F-102 and F-104) in the air-superiority role, the USAF was forced to adopt the US Navy's McDonnell F-4 Phantom all-weather interceptor. This was first (F-4D) fitted with an external gunpod (the F-4's missile armament having limited value in a dogfight, especially in terms of g-capability and combat persistence), and later was given a nose cannon and leading-edge manouvering flaps. The resulting F-4E entered service in October 1967, and proved invaluable both for MiGCAP (MiG combat air patrol) duties and as a bomb-carrier.

However, the radius of action needed in Vietnam was far greater than that required in Korea, and the problem was compounded by the new fighter generation's fuel-guzzling afterburning engines. Missions to Hanoi and Haipong had to be flown from remote, secure bases in South Vietnam and Thailand, over a radius of 400 miles (640 km) or more. Although the Phantom was designed for relatively long range and endurance, the only way that adequate combat time could be achieved at such distances was by inflight refuelling, which was generally used both into and out of the target.

Lavish use of aerial tankers (Boeing KC-135s) allowed the F-4E to protect USAF strike aircraft and go hunting for MiGs, but it was blindingly clear that in a "hotter" scenario the tankers would not enjoy such a permissive operating environment, and that many more of them would be needed to support the strategic bombers, rather than tactical fighters. What was required was a new class of fighter that could beat anything the Russians put in the air, yet would have sufficient range and combat persistence significantly to reduce demands on tanker support.

In 1965 the USAF requested funding for feasibility studies of a new air-superiority fighter, designated F-X, and in due course an RFP (Request For Propoposals) was issued in September 1968. The finalists in the competition were Fairchild-Republic, North American Rockwell, and the McDonnell Aircraft (McAir) division of the McDonnell Douglas Corporation (MDC). In December 1969 McAir was selected to proceed with the development of the F-15 under the direction of Air Force Systems Command, with formal authorization in January 1970. This was the first completely new fighter developed specifically for the USAF since the F-101 Voodoo, also a McAir product, which first flew on 29 September 1954.

The initial contract covered the manufacture of 20 pre-series aircraft: 18 single-seat F-15As and two TF-15A (later redesignated F-15B) tandem-seat trainers. The F-X requirement had called for a single-seat, twin-engined aircraft to perform the fighter sweep, escort and CAP missions. Preliminary details suggested that the F-15 would be twice as good as the F-4E in rate of climb and acceleration.

To achieve this breakethrough in performance, the F-15 was given a relatively low wing loading and a thrust/weight in excess of unity, the first time so much power had been installed in a non-V/STOL fighter. In broad terms, it would have a clean weight of 40,000 lb (18144 kg), and a total thrust of 50,000 lb (22680 kg). In terms of level flight speed, this thrust would give a sea-level capability of about Mach 1.2, a sustained level speed of Mach 2.2 at altitude and a dash speed in excess of Mach 2.5.

The installation of so much thrust was possible by virtue of a new generation of engines, with a thrust/weight ratio of around 8:1, giving so light a powerplant weight that there was still plenty of scope for internal fuel. The engine chosen was the Pratt & Whitney F100 afterburning turbofan, selected in February 1970. A few months later the Hughes APG-63 radar was chosen, giving an all-aspect, look-down, shoot-down capability in combination with AIM-7F Sparrow and AIM-9L Sidewinder missiles.

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First Flight

 The F-15 was also to have had Philco-Ford GAU-7A 25-mm Gatling gun with caseless ammunition. In this concept the projectile is bonded to a solid block of propellant, to eliminate the weight of the normal case and the time needed to extract it after firing.

Unfortunately, development problems with the gun and its revolutionary ammunition led to its cancellation, and the F-15 reverted to the well-proven General-Electric M61 Vulcan gun that arms most American fighters.

The first F-15A was formally rolled out in June 1972, and had its maiden flight on 27 July, being followed by the first two-seater on 7 July 1973. Funding for the first 30 production aircraft was released late in 1973, and for a further 77 aircraft (to complete the first wing) a year later. The first of 729 production F-15s then planned (one in seven being a two-seater) left the ground on 25 November 1974. Initial operational capability was declared on July 1975, following delivery of the 24th aircraft. The first wing was fully equipped by the end of 1976.

Having got the F-15 into service, this may be a convenient point to describe the aircraft that McAir had produced. In several respects the F-15 bears a strong family resemblance to the preceding F-4, despite being a completely new design. The highly tapered, moderately swept wing is broadly in line with F-4 practice, although it is set high on the fuselage and avoids the need for the steep outboard dihedral of its predecessor. A better clue to the F-15's ancestry comes from the semi-recessed Sparrow missiles and the way the jetpipes are cut short, with the tail mounted well aft. In the case of the F-4, there is a single fin mounted on what is effectively a vestigial fuselage or tail boom. For the F-15, the use of Vigilante-style intakes necessitated the use of twin vertical tails to avoid the destabilizing airflow from the flat upper surface of the cowlings, so the aircraft has been given twin tail-booms on either side of the afterburners, with half the vertical tail and half the tailplane mounted on each.

One of the most important considerations in the design of the F-15 was operation at high angles of attack (AOA). This led to the choice of horizontal-ramp two-dimensional intakes, rather than the vertical ramps used on the F-4. A feature unique to the F-15 is that the intakes are hinged about the lower lip, and rotated downwards as AOA increases, which minimizes spillage, drag and its adverse effect on the vertical tails. Another important consideration was all-round view: the F-15 provided the best rear view of any fighter since the F-86, with the pilot seated high in a bubble canopy. Combat effectiveness also benfits from the use of an advanced head-up display (HUD) and the fact that most of the control functions needed in combat can be carried out without the pilot removing his hands from the control column and throttles. This HOTAS (hands-on-throttle-and-stick) system has controls for radar and missiles, gun, air-brake, microphone button and weapons release.

The F-15 airframe is relatively conventional in construction, but the rear fuselage is largely built of titanium, which makes up 26.5 per cent of structure weight. Graphite composites are used in the airbrake and the tail surfaces, but represent only 1.0 per cent of the structure. Dash speeds of more than Mach 2.5 are permitted, as are indicated airspeeds of 936 mph (1506 km/h), and load factors of +9g and -3g. The aircraft has been flown to an AOA of +120� and -60� . In air-superiority configuration, the F-15 takes off in 900 ft (275 m) and lands in 2,500 ft (760 m).

Perhaps the most dramatic demonstration of the aircraft's performance was the USAF "Strike Eagle" project of early 1975 in which an F-15 set new record times to eight altitudes, beating figures previously set by the F-4 for the lower five and the Soviet Union's E-266 (MiG-25 "Foxbat") for the upper three heights. The new times were: 27.57 sec to 9,845 ft (3000 m), 39.33 sec to 19,685 ft (6000 m), 48.86 sec to 29,530 ft (9000 m), 59.38 sec to 39,370 ft (12000 m), 77.04 sec to 49,215 ft (15000 m), 122.94 sec to 65,615 ft (20000 m), 161.02 sec to 82,020 ft (25000 m) and 207.8 sec to 98,425 ft (30000 m).

The F-15 thus made its mark even before the first unit was fully equipped. In 1986 the USAF had nine F-15 squadrons in the continental USA, four in Europe, and three in the Pacific. Aside from the 57th Tactical Training Wing (tail code WA) at Nellis AFB, Nevada and the 58th TTW at Luke AFB, Arizona (code LA), the F-15 equipped the 1st Tactical Fighter Wing (code FF) at Langley AFB, Virginia, the 36th TFW (code BT) at Bitburg AB in Germany, the 49th TFW (code HO) at Holloman AFB, New Mexico, the 33rd TFW (code ED) at Eglin AFB, Florida, the 32nd Tactical Fighter Squadron (code CR) at Camp New Amsterdam in the Netherlands, and the 18th TFW at Kadena AB, Okinawa (code ZZ).

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Export customers

 The F-15A and F-15B have also been sold to Israel under the "Peace Fox" program, which involved 51 aircraft, of which deliveries began in 1976. The F-15s are flown by No. 133 Sqn, apparently as escorts to strike and reconnaissance aircraft. They have been involved in several dogfights with Syrian MiG-21s and MiG-23s over Lebanon (with very statisfactory results), and escorted the F-16s making the strike against Iraq's Osirak nuclear powerplant on 7 June 1981, covering a radius of 600 miles (960 km).

On 26 February 1979 the first of the new F-15Cs took to the air, and deliveries began in the middle of 1980. This second single-seat model has its internal fuel increased from 11,635 lb (5278 kg) to 13,455 lb (6103 kg) under the PEP-2000 program. The F-15C also has provisions for FAST (Fuel And Sensor Tactical) packs on each side of the fuselage, each giving an additional 5,000 lb (2268 kg) of fuel. With FAST packs in place and three 600-US gal (2271-litre) tanks on pylons, the F-15C's gross weight is increased to 66,700 lb (30255 kg). This gives an endurance of over five hours, and an unrefuelled ferry range of 3,080 miles (4957 km). The F-15C and the corresponding F-15D two-seater also have a programmable radar signal processor, giving a fourfold increase in computer capacity, and the ability to continue tracking one target while searching for others at the same time.

The Japanese Air Self-Defence Force (JASDF) acquired 88 F-15s to replace four squadrons of F-104Js and operate alongside six squadrons of F-4EJs, the latter apparently being tasked with the less difficult targets. Deliveries began in July 1980. This "Peace Eagle" program includes 12 F-15DJ two-seaters, which, like the first two F-15J single-seaters, will be built at St. Louis by McAir. The remaining 86 F-15Js will be constructed by Mitsubishi Heavy Industries. The first F-15J, which is identical to the F-15C aside from some avionics changes, was handed over in July 1981, and the first operational squadron was activated at Nyutabaru AB in late 1982 or early 1983.

The third export customer for the F-15 is Saudi Arabia, which took 62 F-15Cs and 15 F-15Ds delivered between early 1982 and late 1984, with two further F-15Cs as attrition reserves. These aircraft replaced three BAe (BAC) Lightning squadrons based at Dharan, Taif and Khamis Mushayt. Their primary role is be air defence, but the Royal Saudi air force has also requested FAST packs, inflight refuelling provisions, multiple ejection racks (MERs), glide bombs and cluster bomb units (CBUs).

Specifications

Origin
  • McDonnell Douglas Aircraft Company, St. Louis, Missouri


    • Type
  • (A-D) Air Superiority Fighter (E) Dual-Role Interdictor


    • Engines
  • Two Afterburning Turbofans, P&W F100-220

    Dimensions
  • Span 42ft 9.75in, Lenth 63ft 9in, Height 18ft 5.5in, Wing Area 608sq.ft


    • Performance
  • Max Speed Mach 2.5 at altitude, Mach 1.2 at sea level, Initial climb Rate 50,000ft/min, Service Ceiling 65,000ft


    • Armament
  • One 20mm M61A-1 Multi-Barrel Cannon, Four AIM-7 Sparrows and Four AIM-9 Sidewinders, Later Eight AIM-120 Amraam


    • History
  • First Flights (A) 27 July 1972, (B) July 1973, (C) February 1979, (E) July 1980.


    • Users
  • ACC (USAF)


    • Sources

    The info for this plane was taken from the following sources on the internet and all credit should go to them. If you want to know more about this aircraft, I suggest checking out these great sites.
    American Fighters and Bombers
    Military Analysis Network
    McDonnell Douglas F-15 Eagle
    Nick's F-15E Stike Eagle Page






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