McDonnell Douglas F-15 Eagle

Initial development history

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.

Throughout much of the Vietnam War, the primary fighter in service with the USAF was the McDonnell F-4 Phantom, a large, twin-engined, two-seat aircraft. The Phantom had originally been designed back in the 1950s to Navy requirements for a two-seat multi-role fighter, intended to destroy enemy aircraft at beyond-visual-range (BVR), using a powerful fire control radar to detect threats and to direct Sparrow semi-active radar guided missiles against them. No cannon was provided, since the received wisdom of the late 1950s was that the internal gun was an obsolete holdover from the pre-missile age. However, the North Vietnamese air force was equipped with MiG-17s and MiG-21s, small, relatively unsophisticated aircraft designed for close-in dogfighting. In 1965-68, the kill-ratio in air battles against the North Vietnamese Air Force was only 1.5 to one, much poorer results that those obtained in Korea by the F-86 Sabre against the MiG-15. One of the reasons for this rather poor record was the rather restrictive rules of engagement over North Vietnam, which required a close-in positive identification of the enemy before missiles could be fired, negating the advantage of the Phantom's powerful radar and long-range Sparrow missiles. In a close-in knife fight against MiG-17s and MiG-21s, the Phantom was considerably less maneuverable and was at a relative disadvantage in these types of encounters. Another reason was the fact that most USAF pilots had never been trained for air-to-air combat, and did not know how to exploit the strengths of their own aircraft against the weaknesses of the enemy's planes.

As a result of the experience over North Vietnam, the Air Force concluded that they had better pay more attention to the possibility of close-in air-to-air fighting in the design of their future fighter aircraft, and not simply rely on superior radars and long-range missiles to ensure victory. At first, the Air Force was rather uncertain of just what kind of aircraft they wanted to replace the Phantom, and their initial requests for proposals were rather vague and tentative, relying more on the industry telling them what they should be buying rather than issuing any specific requirements.

On October 6, 1965, the Air Force issued Qualitative Operational Requirement (QOR) 65-14F, which defined what later came to be known as the F-X (Fighter-Experimental) project. A Request For Proposals (RFP) was issued to the industry on December 8, 1965. The Air Force initially pictured the F-X as being a close-support multirole aircraft powered by a pair of advanced turbofan engines and equipped with variable-geometry wings. Boeing, Lockheed, North American, Grumman, and McDonnell all wanted a piece of the action and got to work on initial concept studies.

After looking over the initial concept studies, in March of 1966 the USAF issued Concept Formulation Study (CFS) contracts for these requirements to three manufacturers--Boeing, Lockheed, and North American. Although Grumman and McDonnell had not been awarded any Air Force contracts, they nevertheless continued to fund their own studies on the same requirements.

However, none of the submitted designs were considered any further by the Air Force, mainly because the aerodynamic configurations and the bypass ration of the turbofans were considered inadequate. Nothing was ordered by the Air Force, and work on the F-X proceed at only a slow pace from mid-1966 to the autumn of 1967. On April 28, 1967, McDonnell merged with the Douglas Aircraft Corporation, becoming McDonnell Douglas. However, all of the work on the company's F-X proposal continued to be carried out at the St Louis facility.

In July of 1967, the Soviet Union unveiled a new generation of combat aircraft at an airfield at Domodedovo near Moscow. Among these was the Mikoyan MiG-25 Foxbat, a twin-engined, twin-tailed fighter capable of a Mach 2.8 performance. The capabilities of the Foxbat sufficiently alarmed Air Force officials that work on the F-X was assigned a higher priority, and in August of 1967, a second Request for Proposals for a CFS of the F-X was issued. This time, the Air Force had a clearer idea of what they wanted. The general emphasis this time was to be on a fighter rather than on ground support. The conception of the FX as being a 60,000-pound variable-geometry multirole aircraft was abandoned in favor of a 40,000-pound fixed-wing dedicated fighter.

Grumman, Lockheed, North American Rockwell, the Republic Division of Fairchild Hiller, General Dynamics and McDonnell Douglas all submitted proposals for the CFS. In December of 1967, both General Dynamics and McDonnell Douglas were given contracts for a second CFS, with Fairchild-Republic, Grumman, Lockheed, and North American Rockwell having to proceed at their own expense.

During this period, the industry vacillated between considering a large, twin-engined aircraft with advanced radar and long-range missiles and a small, MiG-21-sized, single-engined aircraft with minimal electronics systems but with an emphasis on maximum performance and high maneuverability. However, guided by the Air Force's unhappy experience with the Lockheed F-104A Starfighter, a single-engined high-performance aircraft with minimal electronic systems which the USAF had found that it did not need, the twin-engined, advanced electronics option seemed more attractive.

This second CFS was completed in May of 1968, and in early September the FX Concept Development was authorized. Requests for Proposals for the Project Definition Phase (PDP) were requested from eight different manufacturers on September 30, 1968. These companies were McDonnell Douglas, Boeing, Fairchild-Republic, General Dynamics, Grumman, Lockheed, Ling-Temco-Vought, and North American Rockwell. This time, the RFP was much more specific. It specified that the new fighter should have low wing loading with buffet-free performance at Mach 0.9, a high thrust-to-weight ratio, long-range pulse-Doppler radar with look-down/shoot-down capability, a ferry range sufficient to permit deployment to Europe without midair refuelling, and a maximum speed of Mach 2.5. A twin-engine format was preferred because of its higher reliability. The RFP also specified that a one-pilot cockpit was to be used, the development of more advanced computer systems, radar and electronics being thought to make the radar intercept officer unnecessary. The gross weight was not to exceed 40,000 pounds. The aircraft was to superior in air combat to any present or projected Soviet fighters, both in close-in visual and in beyond-visual-range air-to-air combat.

PDP contracts were awarded to Fairchild-Republic, McDonnell Douglas, and North American Rockwell on December 30, 1968. The North American Rockwell and Fairchild-Republic proposals both had single tail fins. The Fairchild-Republic proposal had its engines hanging out from the fuselage underneath a blended lift surface. The McDonnell Douglas proposal was a large, single-seat aircraft with twin-fins and a pair of turbofan engins.

By now, the FX was known as the F-15, and all three contenders were hard at work.

On December 23, 1969, the McDonnell Douglas proposal was named the winner of the contest, and the company was authorized to proceed with the design and development phase, to build and test twenty Full Scale Development (FSD) aircraft, and to manufacture 107 single-seat F-15s and two-seat TF-15s.

Principal engineering work on the F-15 was overseen by George Graff, who was head of the design team. Program manager Don Malvern organized the effort and moved it forward. Very early on, the McDonnell Douglas team rejected the idea of using a variable-geometry wing as being too complex, too heavy, and too expensive. The team selected instead a large-area, fixed-geometry wing with 45 degree sweep at the leading edge. The use of advanced avionics and electronics made it possible to use the single-seat configuration favored by the Air Force. The engines were to be a pair of Pratt & Whitney afterburning turbofans fed by lateral intakes. Armament was to consist of four AIM-7 Sparrow semi-active radar homing missiles mounted on the lower corners of the fuselage and four AIM-9 Sidewinder infrared-homing air-to-air missiles carried on wing stations. A 20-mm M61A1 cannon cannon was to be installed in the starboard wing leading edge. Provision was incorporated for the carrying of three 610-gallon drop tanks or up to 9000 pounds of air-to-ground stores, although the air-to-ground role was only secondary for the F-15.

The F-15 was ordered "off the drawing board", and there was to be no prototype as such and no competitive flyoff against other manufacturer's aircraft. This raised quite a bit of controversy, many people in the press fearing another cost overrun debacle. However, in response to criticism from Congress and the press over cost overruns and lengthy delays that had occurred in both the C-5A Galaxy and F-111 programs, the USAF had introduced a set of demonstration milestones which the contractor had to meet before the next stage of funding could be issued. For the F-15 project, the milestones began with the preliminary design review which was to be held by September 1970, and ended with a requirement that the first aircraft were to be delivered for test to the Air Force in November of 1974.

Description of airframe and control system

The F-15 is a large, twin-engined aircraft with high, shoulder-mounted fixed-geometry swept wings and twin tails. It is somewhat lighter in weight than the F-4E Phantom and since it is much more powerful, it has a much more spectacular climbing performance.

The aircraft has an all-metal semi-monocoque fuselage of 58 feet 3 inch in length. The fuselage is of conventional semi-monocoque construction, and has a central pod and lateral twin-boom configuration. The F-15 airframe contains 25.8 percent titanium by weight, most of it concentrated around the engines and in the inboard sections of the wings. The three main wing spars and the bulkheads connecting them and the frames of the engine pods are of titanium. Aft of the forward main wing spar, the fuselage skin is also of titanium. The cantilever booms outboard of each engine which carry the twin fins and horizontal stabilators are made of titanium, as are the stabilator attachments and the spars of the fins. There is a titanium firewall between the two engines to prevent a fire in one engine from spreading to the other.

The heart of the aircraft structure is a set of four carry-through frames which run across the central fuselage, each with holes cut into them to allow the engine air intake ducts to pass through. At each end, they form the main attachment points for the wings, the three aft frames being attached to the three wing spars, and the forward point attaching to a leading-edge member. Machined titanium frames in the rear fuselage maintain structural integrity and provide the main mountings for the engine installation.

Eight individual fuel tanks are located in the main inter-spar areas of the wing and in the center section of the fuselage between the intakes, for a total of 1790 US gallons of internal fuel. Three 610-gallon drop tanks can be carried, one on the fuselage centerline and one on each of the underwing pylons.

There are three separate hydraulic systems which can detect and isolate leaks in their associated subsystems and each of which can sustain the flight control systems on its own. There are two electrical systems powered by 40/50 KVA AC generators. They can operate independently.

A fire suppression system is installed, the Eagle being one of the few fighter aircraft to be so fitted. This consists of a pressurized bottle containing a non-corrosive fire retarding agent located between the engine bay firewalls. There are three nozzles that can release the agent into either engine or into the space between them.

The main landing gear legs retract into the fuselage, the legs turning 90 degrees as they retract forward to lie flat in wells underneath the fuselage. The undercarriage track is rather narrow (only 9 feet), but to consider another undercarriage configuration with a wider track would have incurred an unacceptable weight penalty. The narrow track caused some problems during crosswind landings, where the upwind wing would tend to come up, causing the aircraft to weathervane into the wind and again drift downwind. The nosewheel retracts forward into a well underneath the pilot's cockpit. It is steerable through plus or minus 15 degrees. The space between the jetpipes is occupied by a retractable field arrester hook which is used in emergency situations to stop the aircraft when the brakes have failed.

The F-15A has a very large, cantilever, shoulder-mounted fixed-geometry wing, swept back at a 45 degree-angle. The wing area is 608 square feat, offering a low wing loading and providing excellent combat agility. The wing is set at zero incidence, and has a slight amount (one degree) of anhedral in order to reduce stability in the rolling plane. The wing is a multi-celled, three spar structure with multi-stiffened skins. In contrast to some other modern fighters, the F-15A has conventional outboard ailerons, outboard ailerons, conventional flaps, and no other control surfaces. In particular, no spoilers or leading-edge extendible slats are fitted. The wing area is sufficiently large that no slotting or blowing is needed to achieve acceptably low landing speeds. The use of variable camber with movable surfaces on both the leading and trailing edges of the wing was ultimately rejected by the design team, since a design with a fixed leading edge employing conical camber offered only slightly higher supersonic drag and only marginally reduced subsonic performance, both of which were more than offset by increased advantages in terms of reduced weight, simplicity of manufacture, and ease of maintenance.

Early in the development program, the builder removed three square feet of area from the trailing edge of wing tip on each side beginning with the 4th aircraft in order to cure a problem encountered with severe buffet experienced above 30,000 feet at speeds between Mach 9.05 and 0.95 and at 6g or more. This created the characteristic raked wingtips of the F-15.

The tail unit of the F-15A is an all-metal structure consisting of twin fins and rudders made of boron composite skin over honeycomb material. The twin fins are positioned so that they make maximum use of vortices generated by the wing roots. The height of the fins ensures that they maintain full authority at high angles of attack. Having twin vertical fins rather than just one large one sacrifices weight for good high-alfa performance and better survivability. All-moving horizontal tail surfaces are mounted outboard of the vertical fins. These all-moving tailplanes are mounted somewhat below the line of the wing in order that they receive an undisturbed airflow and maintain effectiveness at high angles of attack. Stabilizers and rudders are interchangeable from side to side. The all-moving tailplanes act in unison for pitch control and differentially for roll control acting in conjunction with the ailerons.

During the flight test program, the tailplane leading edge was given a sharp dogtooth notch to generate vortices and increase its effectiveness, while curing flutter problems and eliminating buffet.

One of the characteristic features of the F-15A is the use of a large spine-mounted dorsal airbrake. This airbrake can be deployed without pitch change at any speed. During flight testing, an unacceptable amount of buffeting was produced when the speed brake was deployed to its full extension, so the extension angle was reduced and the area was increased from 20 to 31.5 square feet.

The pilot's cockpit is mounted high on the forward fuselage central pod behind a one-piece windshield. The canopy itself is a single transparency with only one transverse frame. It is hinged at the rear and opens in a clamshell-type fashion. The cockpit canopy offers excellent all-round visibility.

The aircraft is provided with a McDonnell Douglas ACES II ejection seat, with zero-zero capability. At zero airspeed, the catapult fires within 0.3 seconds, followed by the rocket sustainer in 0.45 seconds, separation of the pilot from the seat after 1.3 seconds, and opening of the parachute pack in 2.3 seconds.

The F-15A has a dual flight control system. The first of these is a conventional hydraulic system that operates through push rod linkages acting on the valves of hydraulic actuators which deflect the control surfaces. The pitch-roll control assembly is a mechanical system which modifies the response of the system and the aileron-rudder interconnect couples the rudders and stabilators so that the rudders operate automatically in conjunction with the stabilators, allowing maneuvers to be carried out using the stick alone. However, this system is made to disconnect automatically upon touchdown to eliminate the accentuation of weathervaning during landing, a problem which turned up during early flight testing. The other flight control system is an automatic control augmentation system (CAS) which is fly-by-wire. It uses electrical signals and servo motors to operate the hydraulic actuators. The CAS system includes pitch and yaw rate, angle of attack, dynamic pressure sensors, and accelerometers which continuously monitor vertical and lateral accelerations. The system computes the correct settings for the control surfaces at any combination of speed and g forces. The CAS also senses the stick forces applied by the pilot and converts them into electrical signals to apply the correct amount of deflection to the control surface activators. The CAS is a dual system in which the signals generated by each channel are compared with each other. If a difference greater than a preset amount is detected, this is interpreted as a malfunction and the CAS automatically disengages, the conventional mechanical hydraulic system taking over.

F-15A powerplant, F100.

The F-15A is powered by two Pratt & Whitney F100-PW-100 afterburning turbofans. The powerplant is designated F100-PW-100 by the company and JTF22A-25A by the USAF. It is an axial-flow turbofan with a bypass ratio of 0.7:1. There are two shafts, one carrying a three-stage fan driven by a two-stage turbine, the other carrying the 10-stage main compressor and its two-stage turbine. Normal dry thrust is 12,420 pounds, rising to a maximum thrust of 14,670 pounds at full military power. Maximum afterburning thrust is 23,830 pounds. Left and right engines are interchangeable with each other. Unlike in the F-14 Tomcat, the engines in the F-15A are mounted close together in order to minimize asymmetric handling problems when one of them is out.

The F100 dates back to August 1968 when the USAF awarded development contracts to Pratt & Whitney and General Electric for a next generation fighter engine, with the Pratt and Whitney engine being selected in 1970 by the USAF for further development. A parallel version, the F401, had been proposed for the later models of the Navy's F-14 Tomcat. However, the F401 was cancelled when the size of the Tomcat fleet was cut back in an economy move.

The engines are fed by a pair of laterally-mounted straight, two dimensional external compression air intakes. The intakes are swept forward from bottom to top, in order to ensure that an adequate amount of air is admitted to the engines at high angles of attack. The intakes are pivoted at their lower edges and can be adjusted to angles of as much as 4 degrees above or 11 degrees below the horizontal. The air intakes "nod" up or down under the control of an air data computer to keep the aperture facing directly into the airstream in order to maintain a smooth flow of air into the engines. The angle of the intakes can also be adjusted to prevent more air than necessary from being taken in to the engines. The intake surfaces have an additional function in providing extra maneuvering control, in a manner similar to the function of the canard foreplanes fitted to aircraft such as the SAAB JAS-39 Gripen. At supersonic speeds, the effectiveness of the "nodding" intakes is almost a third of that of the horizontal stabilators. The intakes stand away from the fuselage sides to prevent boundary layer air from entering the engines, making complex diffuser plates unnecessary. Downstream of the intake are moveable ramps which control the amount of air admitted to the engines. The exhausts of the F100 engine have fully-dilating nozzles to control the mass flow of air from the exhaust. The dihlating nozzles were initially fitted with "turkey-feather" vanes, but these were later removed on most aircraft.

The F100 engine had numerous teething troubles, which might have been expected for such a new and advanced aircraft engine. Initially, the Air Force had grossly underestimated the number of engine powercycles per sortie, since they had not realized how much the Eagle's maneuvering capabilities would result in abrupt changes in throttle setting. This caused unexpectedly high wear and tear on key engine components, resulting in frequent failures of key engine components such as first-stage turbine blades. Most of these problems could be corrected by more careful maintenance and closer attention to quality control during manufacturing of engine components. However, the most serious problem was with stagnation stalling.

Since the compressor blades of a jet engine are airfoil sections, they can stall if the angle at which the airflow strikes them exceeds a critical value, cutting off airflow into the combustion chamber. Stagnation stalls most often occurred during high angle-of-attack maneuvers, and they usually resulted in abrupt interruptions of the flow of air through the compressor. This caused the engine core to lose speed, and the turbine to overheat. If this condition was not quickly corrected, damage to the turbine could take place or a fire could occur. This was especially dangerous in a twin-engined aircraft like the F-15, since the pilot might not notice right away that one of his engines had failed. To correct for this, an audible warning system was attached to the turbine temperature reading.

Some stagnation stalls were caused by a "hard" afterburner start, which was a sort of mini-explosion that took place inside the afterburner when it was lit up. "Hard" afterburner starts could be caused either by the afterburner failing to light when commanded to do so by the pilot or by the afterburner actually going out. In either case, large amounts of unburnt fuel got sprayed into the aft end of the jetpipe, which were explosively ignited by the hot gases coming from the engine core. The pressure wave from the explosion then propagated forward through the duct to the fan, causing the fan to stall and sometimes even causing the forward compressor stage to stall as well. These types of stagnation stalls usually occurred at high altitudes and at high Mach numbers.

Normal recovery technique from stagnation stalls was for the pilot to shut the engine down and allow it to spool down. A restart attempt could be made as soon as the turbine temperature dropped to an acceptable level. Of course, if this happened during the stress of combat, the pilot would be dead meat.

There were frequent groundings and delays in engine deliveries while an attempt was made to fix these problem. Strikes at two major subcontractors delayed the delivery of engines. By the end of 1979, the USAF was forced to accept engineless F-15 airframes and place them in storage until sufficient numbers of engines could be delivered. A massive effort by Pratt & Whitney helped to alleviate this problem, but the F-15 suffered from an engine shortage for a long time.

The installation of a quartz window in the side of the afterburner assembly to enable a flame sensor to monitor the pilot flame of the augmentor helped to cure the problem with "hard" afterburner starts. Modifications to the fuel control system also helped to lower the frequency of stagnation stalls. In 1976 the F-15 fleet had suffered 11-12 stagnation stalls per 1000 flying hours. By the end of 1981, this rate was down to 1.5. However, the F100 even today still has a reputation of being a temperamental engine under certain conditions.

Electronics suite of F-15A.

The heart of the F-15A's electronics suite is a Hughes APG-63 X-band (8-12 GHz) coherent pulsed-Doppler radar set with look-down, shoot-down capability. It has a maximum detection range of greater than 100 miles.

This radar has several different air-to-air modes, employing different pulse repetition frequencies (PRF), depending on the type of search that is being carried out. The long-range search mode uses high and medium PRFs, which offer a compromise between the best air-to-air tracking of tail-on and nose-on targets, with the pilot selecting search ranges between 10 and 200 miles. A velocity search mode using high PRFs is intended exclusively for head-on, high-closure rate targets. For short-range search modes, medium PRF is used. This is generally chosen for engaging short-range maneuvering targets, in situtions where the Sidewinder missile or the gun is to be used. There is also a non pulse-Doppler mode using low PRF , which is useful only when "looking up", since it offers no clutter rejection. There is a beacon mode for interrogating other warplanes' IFF transponders. There is also a manual tracking mode used as a backup when the radar is not automatically tracking well, and a "sniff" mode which detects jamming and emits tiny bursts to minimize self-illumination. There is even a radar mapping mode that was made available in later versions of this radar.

Data from the APG-63 radar is processed digitally and is fed to an IBM CP-1075 central computer. Information is displayed to the pilot on either the Honeywell Vertical Situation Display or on the AVQ-20 Heads-Up Display (HUD). The Vertical Situation Display is a cathode ray tube mounted in the upper left dashboard of the control panel. It is mainly used in the long-range phase of an engagement, displaying a cleaned up radar picture and presenting target data such as altitude, IFF return, ground speed, etc. At shorter range and in actual combat, the HUD is generally used, which combines target information with vital aircraft performance figures.

The main control panel for the radar is on the console at the pilot's left side, although key functions can be controlled from switches on the throttles and stick. One control on the stick activates the automatic acquisition system at close ranges in one of three modes. First, a "boresight" mode is used to lock the radar on to the first hostile aircraft to enter the F-15s boresight, as designated by the gun reticle on the HUD. Second, a "super-search" mode locks onto the first target to enter the HUD field of view. Last, a vertical scan mode locks onto the first target into an elevation scan button. Steering and weapon information is then supplied to the pilot on the HUD.

The F-15A is equipped with the Hazeltine APX-76 IFF interrogator with Litton reply evaluator. The F-15A also has a Teledyne APX-101 IFF transponder. The Litton ASN-109 inertial navigation system carried by the F-15A is a completely passive, on-board system which does not need any external references. It is backed up by various ground-based navigation aids such as an ARN-118 TACAN, ADF, and ARN-112 ILS receivers. These aids can be used to update the inertial system. It is backed up by Honeywell ASN-108 AHRS.

Other navigation and communication receivers include a Collins-built HSI which displays navigation information on a symbolic pictorial display, Magnavox ARC-164 transceivers, Dorne and Margolin glidescope localizer antennae, and a Teledyne angle-of-attack sensor.

The F-15 carries a classified electronics warfare package known as the Tactical Electronic Warfare System (TEWS). Defensive avionics include the Northrop ALQ-135(V) internal countermeasures system, which acts on information from the Loral ALR-56C and Magnavox ALQ-128 radar warning suites and provides active jamming against enemy radar threats. The Loral ALR-56 radar warning receiver (RWR) system has external antennae mounted on the each fin tip and on both wingtips. A fifth blade-shaped antenna is mounted underneath the forward fuselage. The all solid state ALR-56 is based on a digitally-controlled dual channel receiver that scans from 6-20 GHz, while changes in the perceived threat can be accommodated by changing the software. Tracor ALE-45 chaff/flare dispensers are provided.

Armament of F-15A/B/C/D

There are three components to the Eagle's armament --- the AIM-7 Sparrow (later the AIM-120 AMRAAM) for BVR encounters, and AIM-9 Sidewinder missiles and an internal cannon for short-range encounters.

AIM-7 Sparrow

In the F-15, The AIM-7 Sparrow semi-active radar homing missile is carried on attachment points mounted on the lower outer edges of the air intake trunks, two on each side. The first Eagles to enter service with the USAF carried the AIM-7F version of the Sparrow, which introduced solid-state electronics as substitutes for the miniature vacuum tubes of the earlier versions. This miniaturization enabled the warhead to be moved forward of the wings, with the aft part of the missile being devoted almost entirely to the rocket motor. The extra space that was made available by the introduction of solid-state miniaturization made it possible to introduce a dual-thrust booster/sustainer rocket motor that enabled the effective range of the Sparrow to be essentially doubled (up to 28-30 miles) in a head-on engagement. The AIM-7L had fewer tubes and more solid state features. The AIM-7M introduced in 1982 featured a inverse-processed digital monopulse seeker which was more difficult to detect and jam and provided better look-down, shoot-down capability. The AIM-7P was fitted with improved guidance electronics, including an on-board computer based on VLSIC technology. It is intended to have better capability against small targets such as cruise missiles and sea-skimming antiship missiles.

The AIM-7M is 12 feet long and has a launch weight of about 500 pounds. The missile carries a 85-pound high-explosive blast fragmentation warhead. It has two sets of delta-shaped fins--a set of fixed fins at the rear of the missile and a set of movable fins at the middle of the missile for steering.

AIM-120 AMRAAM

From 1991 onward, the Sparrow has been replaced aboard most Eagles with the Hughes AIM-120 AMRAAM (Advanced Medium Range Air-to-Air Missile), which is a "fire and forget" weapon. The Sparrow AAM had a semi-active radar guidance system which required that the target be continuously illuminated throughout the entire duration of the engagement.

The AMRAAM is guided to the vicinity of its target by a inertial guidance unit, which can be updated if necessary by a datalink from the launching aircraft. For the final approach to the target, the AMRAAM switches over to its own high-PRF (pulse repetition frequency) active seeker and homes in on the target. Since the seeker in the nose of the AMRAAM uses active radar homing, the missile does not require that the launching aircraft illuminate the target or continue to track it after launch. If the target tries to protect itself by jamming, the AMRAAM can switch over to a medium-PRF home-on-jam mode. Although the AIM-120 handles its own terminal homing onto the target, it usually still requires radar illumination from the fighter for a portion of its initial run-in to the target.

The AMRAAM is 11.97 feet long, has a wingspan of 20.7 inches, and a diameter of 7 inches. The AMRAAM is considerably lighter than the Sparrow, weighing about 350 pounds at launch. It carries a 48-pound high-explosive directed-fragmentation warhead. Maximum speed is about Mach 4, and the maximum range is of the order of 35-45 miles.

Test firings of the AMRAAM began in 1981, with initial deployment being scheduled for the mid-1980s. However, the development of the AMRAAM turned out to be much more difficult than expected, and numerous problems turned up which required time-consuming and expensive fixes. The schedules began to slip and costs began to rise. Congress became so dissatisfied with AMRAAM that in 1986 they seriously threatened to cancel the whole program unless the original specification could be met at a unit cost of no more than $440,000. Deployment slipped into the early 1990s. A few AMRAAMs were rushed into service in the final stages of the Gulf War, but none were fired in actual combat. However, the AMRAAM has been fired in combat incidents following the Gulf War with highly successful results, although one of these involved a "friendly-fire" incident in which a pair of Blackhawk helicopters were shot down by mistake.

AIM-9 Sidewinder

Four AIM-9 Sidewinders (today AIM-9M) are carried on the underwing pylons of the F-15, two on each side. Attachment points for Sidewinder missiles are provided on each side of the underwing pylons, enabling a drop tank or a bomb ejector rack to be carried underneath the pylons at the same time as the Sidewinders.

The Sidewinder infrared homing missile dates back to 1956, but the missile has been continuously upgraded over the years. Early F-15As carried the AIM-9J, which was the first major post-Vietnam improvement of the Sidewinder missile. The J model had an expanded target-engagement cone which enabled it to be launched at any spot in the rear half of a target aircraft rather than merely at its exhaust. Compared with the Vietnam-era AIM-9G, it had a more powerful motor and an improved warhead. The AIM-9J introduced the Sidewinder Expanded Acquisition Mode (SEAM), which slaved the seeker head of the missile to the radar when in "dogfight" mode, which enabled the AIM-9J seeker head to be uncaged, slewed toward a specific target by the aircraft radar, and made to track that particular target only. The AIM-9H introduced some minor improvements. The AIM-9L introduced in 1979 was "all-aspect", and was no longer limited to engaging an enemy aircraft from the rear. The seeker head was more sensitive and was able to pick up heat from the friction off the leading edges of an aircraft's wing and was able to distinguish between aircraft and decoy flares. The AIM-9L also uses a higher-impulse rocket motor, a more powerful warhead, and a proximity fuse rigged to blow outward toward the target in order to ensure better probability of a kill. The AIM-9M introduced in 1982 had better capability to distinguish between aircraft and decoy flares, and has a low-smoke rocket motor so that it is less likely to be seen by its prey. The number of vacuum tubes was reduced to two.

The AIM-9 Sidewinder is 9.4 feet long, has a wingspan of 25 inches and a diameter of 5 inches. The missile has four tail fins on the rear, with a "rolleron" at the tip of each fin. These "rollerons" are spun at high speed by the slipstream in order to provide roll stability. The missile is steered by four canard fins mounted in the forward part of the missile just behind the infrared seeker head. The Sidewinder missile has a launch weight of about 180 pounds, and a maximum effective range of about 10 miles. The blast-fragmentation warhead weighs 21 pounds. Despite the advanced age of the basic design, the all-aspect Sidewinder remains a potent threat, exceeded in effectiveness perhaps only by the Russian-built Molniya/Vympel R-73 (known in the West as the AA-11 Archer) which combines aerodynamic and thrust-vectoring control systems.

Cannon

For the very closest air-to-air encounters, the F-15 carries a 20-mm M61A1 cannon installed in the starboard wing leading edge lip, just outboard of the upper air intake. The gun is fed by ammunition drum containing 940 rounds located inside the central fuselage just below the hinge of the large dorsal air brake. The lip on the port side of the aircraft is taken up by a receptacle for midair refuelling by the boom/receptacle method.

The Eagle was originally intended to have been armed with a 25-mm Ford-Philco GAU-7 cannon that fired caseless ammunition. Caseless ammunition offers the advantage of a higher round velocity with a flatter trajectory. In addition, it has the advantage that there are no spent casings that need to be handled. However, the feed system of the GAU-7 never did work properly, which meant that the gun could not be fired at high rates lest it jam. In addition, caseless ammunition is much more difficult to handle than conventional ammunition, and

there is always the danger of it "cooking off" inside the gun, so every part of the gun system (including the ammunition drum) had to be lined with armor, adding to the weight. Consequently, it was decided to opt instead for the 20-mm M61A1 Vulcan cannon, since it was by that time a fully-proven weapon

Bombs

Although primarily an air superiority fighter, the F-15 Eagle has a secondary air-to-ground capability. Up to 16,000 pounds of bombs, fuel tanks, and missiles can be carried, although the F-15A/B/C/D very rarely functions in a ground-attack role.

The underwing pylons can each accommodate a multiple ejector rack which can carry six 500-pound bombs. The bomb racks can be installed on the underwing pylons without disrupting the normal carriage of Sidewinder missiles.

Air-to-ground stores can also be carried on the underfuselage centerline.

A typical load consists of 18 500-pound bombs, carried 6 each on underwing and centerline ejector racks.

The F-15A/B/C/D can carry and deliver laser-guided bombs such as the GBU-10E/B Paveway II or the GBU-12D/B Paveway II. However, it does not have the capability of guiding these weapons by itself, and must rely on laser designators carried by other aircraft or by personnel on the ground.

F-15A

The F-15A was the first production version of the Eagle. There was no XF-15, since the aircraft had been ordered "off the drawing board". A total of 384 single-seat F-15A were built, including 18 Full-Scale Development (FSD) aircraft.

The initial F-15 contract called for 20 FSD aircraft--a preliminary batch of 10 single-seat F-15A (71-0280/0289) and two TF-15A two-seat (71-0290 and 71-0291) Category I versions, plus eight Category II FSD aircraft, all of them in F-15A single-seat form (72-0113/0120). Category I flight tests are carried out with the manufacturer's test pilots. Category II testing involves flight testing by a USAF joint test force consisting of pilots from Air Systems Command and the Tactical Air Command. Category III testing is the follow-on operational test and evaluation program carried out by units in the field.

One of the more unusual aspects of the Eagle development program was the use of large 3/8-scale glider models of the F-15 which were dropped from an NASA-operated NB-52B (52-0008) at the NASA Dryden Flight Research Center. The models were made of aluminum, wood, and fiberglas. They weighed 2425 pounds each and were 23 feet long. During the drops, the models were under radio control from the ground, and were directed through high angle of attack, stalling, and spinning maneuvers. At the end of the flights, the models deployed a parachute and were recovered in midair by a helicopter.

The first F-15A (sometimes called YF-15A, with the Y-prefix indicating service-test duties), serial number 71-0280, was rolled out in a ceremony at St Louis on June 26, 1972. It was dismantled, loaded aboard a C-5A, and transported out to Edwards AFB in California. It made its first flight there on July 27, 1972, company test pilot Irving Burrows being at the controls.

The first 10 single-seat Eagles were allocated to Category I of the test program. Each of the planes was allocated to a specific task in the flight test program, as follows:


Serial      First Flight       Function
------      ------------       --------
71-0280     July 27, 1972      Open the flight envelope,
                               explore handling qualities,
                               check out external stores
                               carriage.
72-0281     September 28, 1972 Tests of F100 engine
72-0282     November 4, 1972   Avionics development,
                               calibrated air speed tests.
                               First to be equipped with
                               APG-63 radar.
72-0283     January 12, 1973   Flying structural test
                               airframe
72-0284     March 7, 1973      First F-15 to be equipped
                               with the M61A1 cannon.
                               Internal gun, external fuel
                               jettison and armament tests.
72-0285     May 23, 1973       Second avionics test aircraft.
                               Avionics tests, flight control
                               evaluation, missile fire
                               control.
72-0286     June 14, 1973      Armament and external fuel
                               stores tests
72-0287     August 25, 1973    Spin recovery, high angle of
                               attack, and fuel system tests.
72-0288     October 20, 1973   Integrated aircraft/engine
                               performance tests.
71-0289     January 16, 1974   Tactical electronic warfare
                               system, radar and avionics
                               evaluation.

Some of the 12 Category I test aircraft were later delivered to the Air Force.

By October 29, 1973, 11 of the 12 Category I Eagles had flown, and a maximum speed of Mach 2.3 and an altitude of 60,000 feet had been reached. Remarkably, very few problems were encountered during flight testing. However, early in the test program, problems were encountered with buffeting and wing loading problems at certain altitudes. The solution to the problem was found to be the removal of four square feet in wing area diagonally from the wing tip, giving the Eagle its characteristic raked wingtips. A flutter problem discovered during wind tunnel testing required that a dogtooth be cut into the leading edge of the horizontal tail. The dorsal airbrake was found to cause excessive buffeting when it was in the fully-open position, and it was found necessary to increase its area from 20 to 31 square feet so that the required drag could be achieved with lower extension angles.

Production of an initial batch of 30 F-15A/B fighters was announced on March 1973. The first Eagle to be delivered to an operational USAF unit was TF-15A 73-0108, formally accepted by the 555th Tactical Fighter Training Squadron of the 58th Tactical Training Wing at Luke AFB, Arizona on November 4, 1974 in a ceremony presided over by President Gerald Ford. This wing served as the Replacement Training Unit (RTU) for F-15 operations during the initial phases of the introduction of the Eagle into service.

During the winter of 1974-75, McDonnell modified F-15A serial number 72-0119 in an attempt to set world time-to-climb records. The project was given the name Operation Streak Eagle. In an effort to save weight, all non-mission critical systems were deleted, including the flap and the speed brake, the armament, the radar, and the fire control system. The paint was even stripped off, leaving a bare metal aircraft. It weighed 1800 pounds less than the stock F-15A. The record attempts were carried out during the winter at Grand Forks AFB in North Dakota to take advantage of the cold temperatures. During the record attempts, only enough fuel was carried to make the specific flight and return to base. The aircraft broke eight existing time-to-climb records previously held by the F-4B and the MiG-25:


Altitude       Time         Date               Pilot
--------       ----         ----               -----
 3,000 meters   27.57 sec   January 16, 1975   Maj. R. Smith
 6,000 meters   39.33 sec   January 16, 1975   Maj W. R. Macfarlane
 9,000 meters   48.86 sec   January 16, 1975   Maj W. R. Macfarlane
12,000 meters   59.38 sec   January 16, 1975   Maj W. R. Macfarlane
15,000 meters   77.02 sec   January 16, 1975   Maj D. W. Peterson
20,000 meters  122.94 sec   January 19, 1975   Maj R. Smith
25,000 meters  161.02 sec   January 26, 1975   Maj D. W. Peterson
30,000 meters  207.80 sec   February 1, 1975   Maj R. Smith

The Streak Eagle is now on outdoor display at the USAF Museum at Wright Patterson AFB at Dayton, Ohio. Most of these records were later broken by the Soviet "P-42", which was a prototype for the Sukhoi Su-27 interceptor.

Deliveries to the first combat-ready wing, the 1st TFW at Langley AFB in Virginia, began in January 1976. The F-15s replaced the F-4Es that had previously been flown by this wing. In 1977, F-15As and Bs were issued to the 36th Tactical Fighter Wing based at Bitburg, Germany, marking the first overseas deployment of the Eagle. That same year, the 49th TFW at Holloman AFB in New Mexico, began to receive the Eagle. The 57th Fighter Weapons Wing at Nellis AFB, Nevada received its first F-15A/B Eagles in 1977. These were issued to the 433rd Fighter Weapons Wing and were used to train pilots destined for new Eagle squadrons.

In 1978, Eagles went to the 32nd Tactical Fighter Squadron based at Soesterberg in the Netherlands. The 32nd TFS was under Dutch Air Force control as part of its NATO mission. That same year, the 33rd TFW at Eglin AFB in Florida received F-15A/B Eagles.

The introduction of the F-15 into USAF service was not without its problems. The pilots at Luke AFB with the Tactical Training Wing found that they could not mount the planned number of sorties. There were difficulties with parts and maintenance, but the most serious problem was with the engines. The Air Force had underestimated the number of powercycles per sortie and had not realized how much the Eagle's maneuvering capabilities would result in frequent abrupt changes in throttle setting. This caused unexpectedly high wear on key engine components, resulting in frequent failures of key engine components such as first-stage turbine blades. These problems could be corrected by more careful maintenance and closer attention to quality control during manufacturing of engine components. However, the most serious problem was stagnation stalling.

Early problems with the reliability of F100 engines were largely overcome by modifications plus improvements in materials, maintenance and operating procedures. The installation of a quartz window in the side of the afterburner assembly to enable a flame sensor to monitor the pilot flame of the augmentor helped to cure the problem with "hard" afterburner starts. Modifications to the fuel control system helped to lower the frequency of stagnation stalls. In 1976 the F-15 fleet had suffered 11-12 stagnation stalls per 1000 flying hours. By the end of 1981, this rate was down to 1.5. However, the F100 even today still has a reputation of being a temperamental engine under certain conditions.

In the mid-1980s, the 21st Composite Wing (later Tactical Fighter Wing) received F-15A/B Eagles. There was an embarrassing incident on March 19, 1990, when the pilot of F-15C 80-0002 accidentally fired a live AIM9S Sidewinder which struck F-15C 81-0054. the incident was a fery mission taking live Aim-9s to King Salmon(PAKN), the pilot said he was not aware he had live missiles loaded, when they were doing a mock engagment, thew pilot had one cap 9 loaded without a recycle cable installed so the armament control panel cycled to the live station. Damage to 81-0054 was bad but she was brought back into service as the 54th FS Commanders aircraft. This incident caused the commander of the Wing to be relieved, although the damaged aircraft was able to land safely, emphasizing the high degree of structural strength and survivability that had been built into the F-15 design.

The last of the 360 F-15As and Bs that were built were delivered to fighter interceptor squadrons that had been assigned by the Tactical Air Command to the aerial defense of the United States. This organization was a descendant of the now-defunct Air Defense Command (known in its last years as the Aerospace Defense Command), which had turned over its resources to TAC in October of 1979. TAC reorganized these assets into the Air Defense Tactical Air Command (ADTAC), headquartered at Colorado Springs. The headquarters were later moved to Langley AFB. A further organization change in 1985 resulted in ADTAC becoming the First Air Force. Four TAC squadrons (5th, 48th, 57th, and 318th Fighter Interceptor Squadrons) took the F-15A/B on charge in the interceptor role, replacing the Convair F-106 Delta Dart. Some of the Eagles operated by these squadrons were wired to carry the Vought antisatellite weapon, although the ASAT program had been officially dropped at Congressional insistence in the early 1980s. The role of the Eagle in the air defense of the United States was a brief one, with the bulk of the air defense role now being carried out by the F-16A Fighting Falcon. The First Air Force's Eagle interceptor squadrons were deactivated during the early 1990s, and their planes were passed along to the Air National Guard.

Serials of F-15A Eagle:


71-0280/0281   McDonnell Douglas F-15A-1-MC Eagle
                 0281 bailed to NASA in 1975. Returned
                 to USAF in 1983, now on display at Langley AFB
71-0282/0284   McDonnell Douglas F-15A-2-MC Eagle
                 0284 to GF-15A
71-0285/0286   McDonnell Douglas F-15A-3-MC Eagle
                 0286 to GF-15A
71-0287/0289   McDonnell Douglas F-15A-4-MC Eagle
                 0287 bailed to NASA in 1976 as 835
72-0113/0116   McDonnell F-15A-5-MC Eagle
                 0116 delivered to Israel, Peace Fox I
72-0117/0120   McDonnell F-15A-6-MC Eagle
                 0117,0118 delivered to Israel, Peace Fox I
                 0119 set 8 world time-to-height records as
                 part of Operation Streak Eagle - This plane
                 is on display at WPAFB Museum.
                 0210 delivered to Israel, Peace Fox I
73-0085/0089   McDonnell Douglas F-15A-7-MC Eagle
73-0090/0097   McDonnell Douglas F-15A-8-MC Eagle
73-0098/0107   McDonnell Douglas F-15A-9-MC Eagle
74-0081/0093   McDonnell Douglas F-15A-10-MC Eagle
74-0094/0111   McDonnell Douglas F-15A-11-MC Eagle
74-0112/0136   McDonnell Douglas F-15A-12-MC Eagle
74-0143/0157   McDonnell Douglas F-15A/B Eagle
                 cancelled contract
75-0018/0048   McDonnell Douglas F-15A-13-MC Eagle
75-0049/0079   McDonnell Douglas F-15A-14-MC Eagle
75-0090/0124   McDonnell Douglas F-15A/B Eagle
                 cancelled contract
76-0008/0046   McDonnell Douglas F-15A-15-MC Eagle
76-0047/0083   McDonnell Douglas F-15A-16-MC Eagle
76-0084/0113   McDonnell Douglas F-15A-17-MC Eagle
                 0086 used for trials with Vought ASM-135A ASAT.
76-0114/0120   McDonnell Douglas F-15A-18-MC Eagle
                 0120 delivered to Israel
76-0121/0123   McDonnell Douglas F-15A Eagle
                 cancelled contract
76-1505/1514   McDonnell Douglas F-15A-17-MC Eagle
                 For Israel, Peace Fox II
76-1515/1523   McDonnell Douglas F-15A-18-MC Eagle
                 For Israel, Peace Fox II
77-0061/0084   McDonnell Douglas F-15A-18-MC Eagle
                 0084 used as test bed for APG-63 radar
77-0085/0119   McDonnell Douglas F-15A-19-MC Eagle
77-0120/0153   McDonnell Douglas F-15A-20-MC Eagle

Specification of McDonnell Douglas F-15A Eagle:

Two Pratt & Whitney F100-PW-100 (JTF22A-25A) axial-flow turbofans, each rated at 12,420 pounds dry, 14,670 pounds at full military power, and 23,830 pounds with afterburning..

Maximum speed: 1650 mph (Mach 2.5) at 36,000 feet, 915 mph at sea level. Cruising speed 570 mph. Initial climb rate 40,000 feet per minute. Service ceiling 65,000 feet. Maximum unrefuelled range 3450 miles.

Dimensions: wingspan 42 feet 9 1/2 inches, length 63 feet 9 inches, height 18 feet 5 1/2 inches, wing area 608 square feet.

Weights: 27,000 pounds empty, 40,000 pounds combat, 41,500 pounds gross, 66,000 pounds maximum takeoff.

Fuel: Maximum internal fuel 1790 US gallons. Three 610-gallon drop tanks can be carried, one on the fuselage centerline and one on each of the underwing pylons, bringing total fuel capacity to 3620 US gallons.

Armament: One 20-mm General Electric M61A1 Vulcan cannon n the starboard wing root with 940 rounds. Provision for four AIM-7F/M Sparrow or four AIM-120 AMRAAM missiles on hardpoints attached to the lower outer edges of the air intake trunks, two on each side. Four AIM-9 Sidewinders infrared-homing missiles are carried on the underwing pylons, two on each side.

F-15B two-seater

The F-15B was the two-seat training version of the F-15A. It retained the basic airframe of the F-15A without extensive structural alterations and without any changes in the overall dimensions. Initially designated TF-15A, the F-15Bs differed from the F-15A primarily in having a second seat underneath a larger canopy. In order to accommodate the second seat, the Internal Countermeasure Set (ICS) was removed and the fuel capacity was decreased slightly. The F-15A and F-15B are in other respects completely identical and carry the same armament and have essentially the same performance characteristics.

There were 2 two-seat Eagles included in the initial Category I test batch.


   Serial    First Flight        Role
   -------   ------------        -----
   71-0290   July 7, 1973        First two-seater.
   71-0291   October 18, 1973    Last category I test ship.

The first TF-15A (71-0290) was slotted between the seventh and eighth aircraft. The designation TF-15A was shortly changed to F-15B. Since then, every seventh F-15 was built in the two-seat configuration.

TF-15A 71-0291 was given a red-white-and-blue Bicentennial color scheme in 1976 and undertook a long round-the-world sales tour. One of the stops was at the Farnborough air show in Britain. In later years, 71-0291 served as the F-15E Strike Eagle demonstrator and was used to test the Eagle's proposed FAST conformal fuel tanks.

Serials:


71-0290        McDonnell Douglas F-15B-3-MC Eagle
                - Later modified as part of STOL and Maneuver
                  Technology Demonstrator program (Agile Eagle)
71-0291        McDonnell Douglas F-15B-4-MC Eagle
                - Used for evaluation of FAST Pack conformal fuel
                  tanks and LANTIRN pod. Also became development
                  aircraft for F-15E Strike Eagle
73-0108/0110   McDonnell Douglas F-15B-7-MC Eagle
73-0111/0112   McDonnell Douglas F-15B-8-MC Eagle
73-0113/0114   McDonnell Douglas F-15B-9-MC Eagle
74-0137/0138   McDonnell Douglas F-15B-10-MC Eagle
74-0139/0140   McDonnell Douglas F-15B-11-MC Eagle
74-0141/0142   McDonnell Douglas F-15B-12-MC Eagle
74-0143/0157   McDonnell Douglas F-15A/B Eagle
                - cancelled contract
75-0080/0084   McDonnell Douglas F-15B-13-MC Eagle
75-0085/0089   McDonnell Douglas F-15B-14-MC Eagle
75-0090/0124   McDonnell Douglas F-15A/B Eagle
                - cancelled contract
76-0124/0129   McDonnell Douglas F-15B-15-MC Eagle
76-0130/0135   McDonnell Douglas F-15B-16-MC Eagle
76-0136/0140   McDonnell Douglas F-15B-17-MC Eagle
76-0141/0142   McDonnell Douglas F-15B-18-MC Eagle
76-1524/1525   McDonnell Douglas F-15B-16-MC Eagle
                - For Israel, Peace Fox II
77-0154/0156   McDonnell Douglas F-15B-18-MC Eagle
77-0157/0162   McDonnell Douglas F-15B-19-MC Eagle
77-0163/0168   McDonnell Douglas F-15B-20-MC Eagle
                - 0166 used as test vehicle for Integrated Flight
                  Control/Firefly III program

F-15C

The F-15C was the next major single-seat version of the Eagle. Externally, it was virtually identical to the F-15A which preceded it, but internally there were a number of significant differences that made it a much more capable fighter aircraft.

The only external difference between the F-15A and the F-15C was the introduction on the F-15C of the capability of carrying FAST (Fuel And Sensor Tactical) packs attached to the side of the fuselage outside of each air intake. The tanks conform to the aerodynamic shape of the side of the fuselage, and when they are installed, there is very little adverse aerodynamic effect and very little degradation in performance. When the FAST packs are removed, the F-15C is externally indistinguishable from the F-15A, and the two variants can be distinguished only by a knowledge of their serial numbers. However, on the F-15C, the FAST packs are only very rarely actually taken off the aircraft. The FAST packs are now referred to as Conformal Fuel Tanks (CFTs).

Each FAST pack can carry an additional 849 US gallon of fuel. Alternatively, sensors such as reconnaissance cameras, infrared equipment, radar warning receivers and jammers, laser designation, and low-light TV cameras can be carried in place of some of the fuel in these packs. The FAST packs were first tested on an F-15B on July 27, 1974. They can be installed or removed in 15 minutes on the ground.

Even when the FAST packs are installed on the sides of the aircraft, the F-15C still retains the capability of carrying Sparrow or AMRAAM missiles on the lower corners of the fuselage. When the FAST packs are fitted, the four Sparrow missiles are mounted on their corners, and bombs or air-to-surface missiles weighing up to 4400 pounds can be carried as an alternative.

Although the FAST packs alone carry slightly less fuel than the normal three external fuel tanks, they permit the aircraft to be flown at considerably higher speeds. Maximum ferry range with the increased internal fuel capacity, the FAST packs, and three external drop tanks is 3450 miles.

Internally, the F-15C differs from the F-15A in having additional wing leading and trailing edge tanks, and additional tanks in the central fuselage, bringing total internal fuel capacity to 2070 US gallons (not counting the fuel in the FAST packs). The additional weight of fuel raised the gross weight of the F-15C to over 68,000 pounds. Consequently, tires, wheels, and brakes had to be strengthened to cope with this increased weight.

As compared to the F-15A, significant improvements were made to the electronics suite of the F-15C. The APG-63 radar of the F-15C was equipped with a Programmable Signal Processor (PSP) which is a high-speed, special-purpose computer which controls the radar modes through software rather than through a hard-wired circuit. This allows much more rapid switching of the radar between different modes for maximum operational flexibility. The use of the PSP also paved the way for the modification of the APG-63 to make it capable of carrying out radar mapping in a synthetic aperture mode. Previously, such imagery had to be processed after the mission was over on the ground by large, high-speed computers because airborne equipment was too slow to produce images in real time. SAR imagery sharpens mapping details and provides an overhead view of the target to the pilot as if he were flying directly over the target, even though he may be as much as a hundred miles away.

The first F-15C (78-0468) took of on its maiden flight on February 26, 1979. It was later used for trials with tangential carriage of bombs on the conformal tanks.

Some F-15Cs have provision for carrying up to 18 cluster bombs or six Mk 82 bombs, with the capability of releasing these weapons at supersonic speeds.

Under the Multi-Stage Improvement Program (MSIP), upgrades were progressively incorporated onto the F-15C production line and then retrofitted to earlier production F-15Cs. One of these improvements involved a significant improvement of the capabilities of the APG-63 radar fire control system. The memory capability of the APG-63 radar fire control system was increased from 96K to 1000K and the processing speed was trebled. A Programmable Armament Control Set (PACS) was installed. The Electronic Warfare Warning Set (EWWS) was modified into the more capable Tactical Electronic Warfare System (TEWS) equipped with an upgraded ALR-56C radar warning receiver and an ALQ-135 electronic countermeasures set. An overload warning system was provided to prevent pilots from accidentally exceeding 9g during combat maneuvering. The aircraft were fitted with the wiring needed to give them the capability of carrying and launching the AIM-120 AMRAAM missile, which was introduced into service on the F-15C in the early 1990s. Another part of the MSIP was the Seek Talk program, which was designed to reduce the vulnerability of the UHF radios to enemy jamming by introducing spread spectrum techniques and the use of a null steering antenna. Yet another was the Joint Tactical Information Distribution System (JTIDS), which is intended to provide a high-capacity, reliable, and jam-proof information link between various elements of deployed forces and command and control centers. Included with this program is the integration of the F-15 with the Global Positioning Satellite (GPS).

Later upgrades took place under the aegis of MSIP II. MSIP II involved the development of a new radar, the Hughes AN/APG-70. In this unit, the radar data processor memory was increased from 16K to 24K, and its processing speed was increased by a factor of three. The new unit has multiple bandwidths for high-resolution ground mapping using Synthetic Aperture Radar (SAR) technology. The first aircraft to go through MSIP II was F-15C 84-0001, first flown on June 20, 1985.

Most F-15Cs were delivered with Pratt & Whitney F100-PW-100 turbofans, but were later re-engined with more reliable but slightly lower rated (maximum afterburning thrust reduced from 23,830 to 23,450 pounds) F100-PW-220 engines. This engine was first tested on F-15A 71-0287. The -220 engine introduced single-crystal turbine airfoils, an advanced multi-zone augmentor, an increased airflow fan and a digital electronic engine control system. The new engine was introduced on the production line in November of 1985, and operational introduction took place in the spring of 1986. For the first time, F-15 pilots could confidently slam both throttles from Mil to Max AB and four seconds later get full thrust from each engine without having to worry about about the dangers of engine stagnations.

The improved F-15C/D began to be delivered to the USAF in the early 1980s. First to get the F-15C/D was the 32nd Tactical Fighter Squadron based at Soesterberg in the Netherlands, replacing the unit's earlier F-15A/Bs. These more potent Eagles then were issued to the 18th TFW at Kadena AB in Okinawa (marking the first Pacific deployment of the Eagle), and the 57th FIS at Keflavik in Iceland, and with a second squadron in the Alaskan Air command (the 54th TFS). With the exception of the 49th TFW, the F-15C/D replaced the F-15A/Bs in service with all of the USAF units that had previously been operating the Eagle. A total of 408 F-15Cs and 62 F-15Ds were delivered to the USAF. Many of the F-15A/Bs replaced by the more advanced Eagles were passed along to Air National Guard units.

Under the Multi-Stage Improvement Program (MSIP), upgrades were progressively incorporated onto the F-16C/D production line and then retrofitted to earlier production F-15Cs. The MSIP is a joint program carried out by McDonnell Douglas and the Warner Robins Logistics Center in Georgia. F-15A, B, C, and D versions are planned to go through the program. The APG-63 radar will be replaced by the more capable APG-70 radar installed on the later F-15C/D, and improved avionics will be fitted. The analog computers of the F-15A/B will be replaced by digital computers, and the digital computers of the F-15C/D will be replaced by more advanced digital computers. The weapons panel will be improved, and a cathode ray terminal similar to that found on the F-15E. The F-15C/D will be fitted with chaff/flare dispensers behind the nosewheel door. The A models that go through the MSIP will not be fitted with the conformal fuel tanks of the C, but they will be otherwise indistinguishable. However, some of the very early As (from FY 1973, 1974, and 1975) will not be upgraded under MSIP but will rather be retired and made available as gate guards or donated to museums. Some of them will be given to Israel as payment for policy decisions made during the Gulf War.

Serials of F-15C


78-0468/0495   McDonnell Douglas F-15C-21-MC Eagle
78-0496/0522   McDonnell Douglas F-15C-22-MC Eagle
78-0523/0550   McDonnell Douglas F-15C-23-MC Eagle
78-0551/0560   McDonnell Douglas F-15C Eagle
                - cancelled contract
79-0015/0037   McDonnell Douglas F-15C-24-MC Eagle
                - 0015, 0017/0019, 0023, 0024, 0028, 0031/0033
                  transferred to Saudi Arabia
79-0038/0058   McDonnell Douglas F-15C-25-MC Eagle
                - 0038,0039,0043,0045,0051,0052,0055 transferred
                  to Saudi Arabia
79-0059/0081   McDonnell Douglas F-15C-26-MC Eagle
                - 0060,0062,0063 transferred to Saudi Arabia
80-0002/0023   McDonnell Douglas F-15C-27-MC Eagle
80-0024/0038   McDonnell Douglas F-15C-28-MC Eagle
80-0039/0053   McDonnell Douglas F-15C-29-MC Eagle
80-0062/0067   McDonnell Douglas F-15C-28-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0068/0074   McDonnell Douglas F-15C-29-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0075/0085   McDonnell Douglas F-15C-30-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0086/0099   McDonnell Douglas F-15C-31-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0100/0106   McDonnell Douglas F-15C-32-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0122/0124   McDonnell Douglas F-15C-27-MC Eagle
                - for Israel, Peace Fox III
80-0125/0127   McDonnell Douglas F-15C-28-MC Eagle
                - for Israel, Peace Fox III
80-0128/0130   McDonnell Douglas F-15C-29-MC Eagle
                - for Israel, Peace Fox III
81-0002        McDonnell Douglas F-15C-32-MC Eagle
                - for RSAF
81-0020/0031   McDonnell Douglas F-15C-30-MC Eagle
81-0032/0040   McDonnell Douglas F-15C-31-MC Eagle
81-0041/0056   McDonnell Douglas F-15C-32-MC Eagle
81-0057/0060   McDonnell Douglas F-15C
                - cancelled contract
82-0008/0022   McDonnell Douglas F-15C-33-MC Eagle
82-0023/0038   McDonnell Douglas F-15C-34-MC Eagle
83-0010/0034   McDonnell Douglas F-15C-35-MC Eagle
83-0035/0043   McDonnell Douglas F-15C-36-MC Eagle
83-0044/0045   McDonnell Douglas F-15C Eagle
                - cancelled contract
83-0054/0055   McDonnell Douglas F-15C-35-MC Eagle
                - for Israel, Peace Fox III
83-0056/0062   McDonnell Douglas F-15C-36-MC Eagle
                - for Israel, Peace Fox III
84-0001/0015   McDonnell Douglas F-15C-37-MC Eagle
84-0016/0031   McDonnell Douglas F-15C-38-MC Eagle
84-0032/0041   McDonnell Douglas F-15C Eagle
                - cancelled contract
85-0093/0107   McDonnell Douglas F-15C-39-MC Eagle
                - 0102 credited with 3 kills in Gulf War
85-0108/0128   McDonnell Douglas F-15C-40-MC Eagle
85-0132/0134   McDonnell Douglas F-15C-40-MC Eagle
86-0143/0162   McDonnell Douglas F-15C-41-MC Eagle
86-0163/0180   McDonnell Douglas F-15C-42-MC Eagle

Specification of McDonnell Douglas F-15C Eagle:

Two Pratt & Whitney F100-PW-220 axial-flow turbofans, each rated at 12,420 pounds dry, 14,670 pounds at full military power, and 23,830 pounds with afterburning.

Dimensions: wingspan 42 feet 9 1/2 inches, length 63 feet 9 inches, height 18 feet 5 1/2 inches, wing area 608 square feet.

Weights: 27,000 pounds empty, 40,000 pounds combat, 41,500 pounds gross, 66,000 pounds maximum takeoff.

F-15D

The F-15D is the two-seat version of the F-15C. A total of 61 F-15Ds were built for the USAF, eight for Israel, 12 for Japan (as F-15DJs), and 16 for Saudi Arabia. The F-15D is dimensionally identical to the F-15C, and carries the same electronics suite suite and armament fit. It has essentially the same performance as well.

The first F-15D (78-0561) took off on its maiden flight on June 19, 1979.

F-15Ds for export customers were not fitted with the EWWS or TEWS.

Serials of McDonnell Douglas F-15D Eagle


78-0561/0565   McDonnell Douglas F-15D-21-MC Eagle
78-0566/0570   McDonnell Douglas F-15D-22-MC Eagle
78-0571/0574   McDonnell Douglas F-15D-23-MC Eagle
78-0575        McDonnell Douglas F-15D Eagle.
                - cancelled contract
79-0004/0006   McDonnell Douglas F-15D-24-MC Eagle
                - all transferred to Saudi Arabia
79-0007/0011   McDonnell Douglas F-15D-25-MC Eagle
79-0012/0014   McDonnell Douglas F-15D-26-MC Eagle
80-0054/0055   McDonnell Douglas F-15D-27-MC Eagle
80-0056/0057   McDonnell Douglas F-15D-28-MC Eagle
80-0058/0061   McDonnell Douglas F-15D-29-MC Eagle
80-0107/0110   McDonnell Douglas F-15D-27-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0111/0112   McDonnell Douglas F-15D-28-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0113/0114   McDonnell Douglas F-15D-29-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0115/0117   McDonnell Douglas F-15D-30-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0118/0119   McDonnell Douglas F-15D-31-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0120/0121   McDonnell Douglas F-15D-32-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0131/0132   McDonnell Douglas F-15D-27-MC Eagle
                - for Israel, Peace Fox III
80-0133/0136   McDonnell Douglas F-15D-28-MC Eagle
                - for Israel, Peace Fox III
81-0003        McDonnell Douglas F-15D-32-MC Eagle
                - For Saudi Arabia
81-0061/0062   McDonnell Douglas F-15D-30-MC Eagle
81-0063/0065   McDonnell Douglas F-15D-31-MC Eagle
81-0066/0067   McDonnell Douglas F-15D Eagle
                - cancelled contract
82-0044/0045   McDonnell Douglas F-15D-33-MC Eagle
82-0046/0048   McDonnell Douglas F-15D-34-MC Eagle
83-0046/0048   McDonnell Douglas F-15D-35-MC Eagle
83-0049/0050   McDonnell Douglas F-15D-36-MC Eagle
83-0063/0064   McDonnell Douglas F-15D-35-MC Eagle
                - for Israel, Peace Fox III
84-0042/0044   McDonnell Douglas F-15D-37-MC Eagle
84-0045/0046   McDonnell Douglas F-15D-38-MC Eagle
84-0047/0048   McDonnell Douglas F-15D Eagle
                - cancelled contract
85-0139/0131   McDonnell Douglas F-15D-39-MC Eagle
86-0181/0182   McDonnell Douglas F-15D-41-MC Eagle

F-15E

In the late 1970s, McDonnell Douglas and Hughes Aircraft collaborated in a privately-funded study of the feasibility of adapting the basic F-15 Eagle to the air-to-ground role. Back in the late 1960s, the F-15 had originally been conceived as a multi-role aircraft, but the fighter role had become paramount, and in 1975 the air-to-ground role had been set aside.

As part of this program, the McDonnell Douglas company converted the second F-15B (71-0291) under a project known as Strike Eagle. The aircraft first flew on July 8, 1980. It was equipped with a modified APG-63 radar that was equipped to use synthetic aperture radar techniques to do high-resolution ground mapping. The back seat was configured for a Weapons System Officer (WSO) who would operate the weapons delivery systems. The aircraft was equipped with the FAST conformal fuel tanks that had been introduced on the F-15C/D. The aircraft was equipped with six stub pylons on the lower corners and on the bottoms of each of the FAST packs for the carriage of bombs.

The Strike Eagle prototype was later equipped with a centerline gun pod and was provided with a Pave Tack laser designator pod (as carried by some F-4Es and F-111Fs) carried on the port side of the forward air intake. This made the aircraft capable of delivering "smart" laser-guided bombs without the assistance of a separate designator aircraft.

The Strike Eagle aircraft was displayed at the September 1980 Farnborough air show in the hope of attracting customers. In the meantime, the USAF had begun studying possible concepts for an Enhanced Tactical Fighter (ETF) that would replace the General Dynamics F-111. The USAF wanted an aircraft which could conduct the strike mission alone, without any need for fighter escort, electronic jamming aircraft, or AWACS support. In the interest of cost containment, the Air Force decided to explore the possibility that conversions of existing aircraft such as the F-15 or F-16 could meet the ETF requirement rather than to try and develop an entirely new aircraft. One of the aircraft initially considered was the Panavia Tornado, but it was ruled out fairly early in the game because of its short range and its obvious political disadvantage of not being made in the USA.

The ETF studies led to a fly-off competition between the F-15 and the cranked arrow-wing F-16XL (sometimes known as the F-16E). McDonnell Douglas provided four Eagles for the flyoff, one of them being the Strike Eagle demonstrator. F-15D serial number 80-0055 flew weapons separation tests at Elgin AFB. The Strike Eagle demonstrator aircraft flew tests at Edwards AFB evaluating the efficiency of the Synthetic Aperture Radar. F-15C serial number 78-0468 flew sorties from Edwards AFB to studyfully-instrumented performance and flying qualities. F-15D 81-0063 completed 36 operational evaluation flights from Edwards AFB. General Dynamics provided two cranked arrow-winged F-16XLs for the competition.

The F-15 was named the winner of the Dual-Role Fighter competition on February 24, 1984, partly on the basis of cost estimates. The production version of the Strike Eagle was designated F-15E. Full scale development of the F-15E began in 1984, with the first production F-15E (86-0183) flying on December 11, 1986, with test pilot Gary Jennings at the controls.

The F-15E is externally and dimensionally similar to the two-seat F-15D. However, the F-15E is internally redesigned with a stronger structure so that it can safely operate at takeoff weights as great as 81,000 pounds. The structure is cleared for 16,000 hours, double the lifetime of earlier F-15s. Space for additional avionics is provided at the expense of a slight decrease in internal fuel capacity to 2019 US gallons. The entire rear fuselage pod is manufactured from superplastic-formed and diffusion-bonded titanium, which results in a neater, lighter, and more capacious engine bay.

The heart of the F-15E's electronics suite is the AN/APG-70 radar. It is intended to be used without being detected by an enemy's air defenses. The radar supposedly can be quickly switched on to obtain an single-sweep synthetic aperture radar image of a target area located as much as 45 degrees to either side of the aircraft's flight path, then rapidly switched off seconds later, making it difficult for an enemy to pick up the emissions and track the F-15E's location and flight path. The radar map can be "frozen" on the screen, and updated periodically by new sweeps as the aircraft gets nearer to the target. The radar display terminals process the radar signals received and can provide a bird's eye view of ground targets that are of higher resolution and taken from further away than the images produced by previous radars. Roads, bridges, and airfields can be identified as far as 100 miles away, and as the F-15E nears the target image resolution becomes progressively sharper and smaller targets such as trucks, aircraft, and tanks can be distinguished.

Another key element of the F-15E's weapons delivery system is the LANTIRN (which is an acronym standing for Low-Altitude Navigation and Targeting, Infra-Red for Night) system, which consists of two pods, one carried underneath each air intake. The starboard pod is used for navigation and contains a FLIR (Forward-Looking, Infra-Red) which can be used to display a high-quality video image of the oncoming terrain on the pilot's heads-up display, enabling high-speed low-level flights to be made at night under clear weather conditions. The navigation pod also carries a terrain-following radar which is also effective in bad weather. The pilot can manually respond to cues from the system or can couple the system to the flight controls for "hands-off" automatic terrain-following flight at altitudes as low as 200 feet off the deck. The port pod is a targeting pod which contains a high-resolution tracking FLIR, a missile boresight correlator, and a laser designator. The boresight correlator is used to guide the Maverick air-to-surface missile and the laser designator is used for weapons such as laser guided bombs that home in on reflected laser light.

Front and rear cockpits are upgraded with multi-purpose cathode ray tube displays for improved navigation, weapons delivery, and systems operations. The pilot's cockpit has redesigned controls, a wide field of vision heads-up display, and three cathode ray tubes which provide multi-purpose displays of navigation, weapons delivery, and systems operations. The rear-cockpit weapons system officer has four cathode ray terminals for radar, weapons selection, and monitoring of enemy tracking systems.

The WSO has at his disposal an updated ALQ-135 electronic warfare system which features a new broadband jammer. The antennae for this system are located at the trailing edge root of the left horizontal atablizer and in the leading edge roots of both wings. This replaces the blade antennae located under the nose of the A, B, C, and C versions.

The F-15E retains the conformal fuel tank of the F-15D. The air-to-ground weapons load is raised to a maximum of 23,500 pounds by adding six tangential stubs on the corner of each conformal fuel tank for the carriage of external ordnance. The F-15E retains the 20-mm M61A1 cannon of the F-15D, although the ammunition capacity is reduced to 512 rounds. However, the F-15E retains the full air-to-air capability of the F-15D version, and can carry AIM-7M Sparrow medium-range missiles on the conformal fuel tank stubs and AIM-9M Sidewinder short-range missiles on the underwing pylons.

The F-15E is powered by the F-15C/D's pair of 24,000 lb.s.t. afterburning Pratt & Whitney F100-PW-220 turbofans. However, the engine bays were adapted so that these engines could eventually be replaced by more powerful turbofans in the 30,000 pound thrust class. Plans to deliver F-15Es with the twenty-percent more powerful F100-PW-229 engine beginning in August 1991 were delayed slightly. However, the -229 turbofans were duly installed in succeeding F-15Es.

In June 1990, the F-15E experienced its first competition with other aircraft in the USAF's Long Rifle gunnery meet. It scored first and second in the contest.

The low-altitude ride in the F-15E can be quite a bit rougher than that in the F-111 because of the lower wing loading and the higher gust response. The F-15E is better in diving attacks and low-level high-speed dash than it is in sustained low-level high speed flight. High-speed weapons separations trials performed at low level over the Nevada desert where vicious thermals are common, provided some crew discomfort. However, the accuracy and precision of the delivery of weapons in all-weather conditions was excellent.

Following completion of operational test and evaluation at Edwards AFB and Seek Eagle weapons carriage and separation tests carried out at Elgin AFB, F-15Es were first delivered to the 461th TFTS 'DEADLY JESTERS', 405th TTW at Luke AFB(KLUF), Arizona for crew training. The first operational F-15E squadron was the 336th TFS, 4th TFW at Semour Johnson AFB in North Carolina, which received its first planes in early 1989. Limited operational capability was obtained with the F-15E in October 1989, with full operational capability being projected for August 1990.

Integration of the LANTIRN system with the APG-70 radar proved to be much more difficult than expected, and the F-15E was still not fully combat-ready by the time of Desert Storm. The F-15E had only just begun to operate with the LANTIRN navigation pod and did not yet have the system's targeting pod, so it was at least temporarily capable of delivering only "dumb" bombs. Although the F-15E was still not fully combat-ready, 48 F-15Es flew in the Gulf War. F-15Es joined other Coalition aircraft in searching for and attacking Iraqi "Scud" missile launchers. These Scud hunt missions were largely unsuccessful, but the F-15Es attacked many other Iraqi targets of opportunity. Most of these sorties were flown at medium altitudes, and the F-15E did not get much of a chance to demonstrate its low-level capabilities. The full LANTIRN system was not available until near the end of the Gulf War, and even then the targeting pod still experienced problems and was not employed in combat to its full capability. Although only some of the F-15Es were equipped with their LANTIRN targeting pods by the end of the Gulf War, pilots claimed that 80 percent of the laser-guided bombs dropped by F-15Es hit their targets.

Wartime experience with the F-15E was handed on to the F-15 Combined Test Force (CTF) at Edwards AFB, which is doing work on F-15E engine, software, radar, weapons, and LANTIRN development. Even after the Gulf War was over, work still had to be done to clear the F-15E for the full set of weapons it could carry, including the Mk 20 Rockeye and CBU-87 cluster bombs, Mk-82 and Mk-84 500-lb and 1000-lb bombs, AGM-65 Maverick missiles, and GBU-10 and GBU-15 laser-guided weapons.

The 209th and last F-15E was delivered to the USAF on 11 August of 1994. However, the Royal Saudi Air Force has ordered a batch of 72 F-15Ss, scheduled for delivery in 1997-1998. If this order is allowed to stand, the Eagle production line at St Louis will be in business until the end of the century.

In mid 1994, there was a prolonged grounding of many F-15Es because of problems with their F100-PW-229 engines. The problem seems to be with stress-related cracking of the engine's fourth-stage turbine blades. This affects 75 F-15Es at Elmendorf AFB(PAED), RAF Lakenheath(EGUL), and Nellis AFB(KLSV).

Serials:


71-0291        McDonnell Douglas F-15B-4-MC Eagle
                - Used for evaluation of FAST Pack conformal fuel
                  tanks and LANTIRN pod. Also became development
                  aircraft for F-15E Strike Eagle
86-0183/0184   McDonnell Douglas F-15E-41-MC Eagle
86-0185/0190   McDonnell Douglas F-15E-42-MC Eagle
87-0169/0189   McDonnell Douglas F-15E-43-MC Eagle
87-0190/0210   McDonnell Douglas F-15E-44-MC Eagle
87-0211/0216   McDonnell Douglas F-15E Eagle
                - cancelled contract
88-1667/1687   McDonnell Douglas F-15E-45-MC Eagle
88-1688/1708   McDonnell Douglas F-15E-46-MC Eagle
89-0471/0488   McDonnell Douglas F-15E-47-MC Eagle
89-0489/0506   McDonnell Douglas F-15E-48-MC Eagle
90-0227/0244   McDonnell Douglas F-15E-49-MC Eagle
90-0245/0262   McDonnell Douglas F-15E-50-MC Eagle
91-0300/0317   McDonnell Douglas F-15E-51-MC Eagle
91-0318/0335   McDonnell Douglas F-15E-52-MC Eagle
91-0600/0605   McDonnell Douglas F-15E-53-MC Eagle
92-0364/0366   McDonnell Douglas F-15E-53-MC Eagle
96-0200/0205   McDonnell Douglas F-15E-58-MC Eagle
97-0217/0222   McDonnell Douglas F-15E-61-MC Eagle
98-0131/0135   McDonnell Douglas F-15E-62-MC Eagle

Specification of McDonnell Douglas F-15E Eagle:

Two Pratt & Whitney F100-PW-229 turbofans, each rated at 17,800 lb.s.t. dry and 29,100 lb.s.t. with afterburning.

Performance: Maximum speed Mach 2.54 (1676 mph) at 40,000 feet (short-endurance dash), Mach 2.3 (1520 mph) (sustained). Maximum combat radius 790 miles. Maximum ferry range 2765 miles.

Weights: 31,700 pounds empty, 81,000 pounds maximum takeoff.

Dimensions: wingspan 42 feet 9 3/4 inches, length 63 feet 9 inches, height 18 feet 5 1/2 inches, wing area 608 square feet.

Armament: One 20-mm M61A1 rotary cannon with 512 rounds. A maximum ordnance load of 24,500 pounds can be carried on the centerline and two underwing stations plus four tangential carriers attached to the conformal fuel tanks. In the air-to-air mission, up to four AIM-9L/M Sidewinders can be carried on the underwing stations and four AIM-7F/M Sparrow missiles can be carried on the conformal fuel tank attachments. Alternatively, up to eight AIM-120 AMRAAM missiles can be carried.

F-15 With USAF and ANG

In 1978, Eagles went to the 32nd Tactical Fighter Squadron based at Soesterberg in the Netherlonds. It is under Dutch Air Force control as part of its NATO mission. That same year, the 33rd TFW at Elgin AFB in Florida received F-15A/B Eagles.

The introduction of the F-15 into USAF service was not without its problems. The pilots at Luke AFB with the Tactical Training Wing found that they could not mount the planned number of sorties. There were difficulties with parts and maintenance, but the most serious problem was with the engines. The Air Force had underestimated the number of powercycles per sortie and had not realized how much the Eagle's maneuvering capabilities would result in frequent abrupt changes in throttle setting. This caused unexpectedly high wear on key engine components, resulting in frequent failures of key engine components such as first-stage turbine blades. These problems could be corrected by more careful engine maintenance and closer attention to quality control during manufacturing of engine components. However, the most serious problem was stagnation stalling.

Early problems with the reliability of the F100 engines were largely overcome by modifications plus improvements in materials, maintenance and operating procedures. The installation of a quartz window in the side of the afterburner assembly to enable a flame sensor to monitor the pilot flame of the augmentor helped to cure the problem with "hard" afterburner starts. Modifications to the fuel control system helped to lower the frequency of stagnation stalls. In 1976 the F-15 fleet had suffered 11-12 stagnation stalls per 1000 flying hours. By the end of 1981, this rate was down to 1.5. However, the F100 even today still has a reputation of being a temperamental engine under certain conditions.

In the mid-1980s, the 21st Composite Wing (later Tactical Fighter Wing) received F-15A/B Eagles. There was an embarassing incident on March 19, 1990, when a pilot of one of the Wing's F-15s accidentally fired a live Sidewinder round which struck and damaged another F-15. This incident caused the commander of the Wing to be relieved, although the damaged aircraft was able to land safely, emphasizing the high degree of structural strength and survivability that had been built into the F-15 design.

The last of the 360 F-15As and Bs that were built were delivered to fighter interceptor squadrons that had been assigned by the Tactical Air Command to the aerial defense of the United States. This organization was a descendant of the now-defunct Air Defense Command (known in its last years as the Aerospace Defense Command), which had turned over its resources to TAC in October of 1979. TAC reorganized these assets into the Air Defense Tactical Air Command (ADTAC), headquartered at Colorado Springs. The headquarters were later moved to Langley AFB. A further organization change in 1985 resulted in ADTAC becoming the First Air Force. Four TAC squadrons (5th, 48th, 57th, and 318th Fighter Interceptor Squadrons) took the F-15A/B on charge in the interceptor role, replacing the Convair F-106 Delta Dart. Some of the Eagles operated by these squadrons were wired to carry the Vought antisatellite weapon, although the ASAT program had been officially dropped at Congressional insistence in the early 1980s. The role of the Eagle in the air defense of the United States was a brief one, with the bulk of the air defense role now being carried out by the F-16A Fighting Falcon fighters operated by various units of the Air National Guard. The First Air Force's Eagle interceptor squadrons were deactivated during the early 1990s, and their planes were passed along to the Air National Guard.

In the late 1980s, the F-15E "Strike Eagle" ground attack version of the F-15 began to reach Air Force squadrons. The first unit to get the F-15E was the 461st Tactical Fighter Training Squadron (TFTS), which was part of the 405th Tactical Training Wing at Luke AFB in Arizona. It achieved IOC in July of 1988. The first operational F-15E unit was the 336th Tactical Fighter Squadron of the 4th Tactical Fighter Wing (now just the 4th Wing), stationed at Semour Johnson AFB in North Carolina. It achieved initial IOC in October of 1989. In June of 1990, the F-15E competed in the USAF's Long Rifle gunner meet held at Davis-Monthan AFB in Arizona and scored first and second in the contest.

Under the Multi-Stage Improvement Program (MSIP), upgrades were progressively incorporated onto the F-16C/D production line and then retrofitted to earlier production F-15Cs. The MSIP is a joint program carried out by McDonnell Douglas and the Warner Robins Logistics Center in Georgia. F-15A, B, C, and D versions are planned to go through the program. The APG-63 radar will be replaced by the more capable APG-70 radar installed on the later F-15C/D, and improved avionics will be fitted. The analog computers of the F-15A/B will be replaced by digital computers, and the digital computers of the F-15C/D will be replaced by more advanced digital computers. The weapons panel will be improved, and a cathode ray terminal similar to that found on the F-15E. The F-15C/D will be fitted with chaff/flare dispensers behind the nosewheel door. The A models that go through the MSIP will not be fitted with the conformal fuel tanks of the C, but they will be otherwise indistinguishable. However, some of the very early As (from FYs 1973, 1974, and 1975) will not be upgraded under MSIP but will instead be retired and made available as gate guards or donated to museums. Some of them will be given to Israel as payment for policy decisions made during the Gulf War.

In the early 1990s, the USAF decided to consolidate its F-111 assets. The 48th Fighter Wing based at RAF Lakenheath converted from the F-111F to the F-15E during 1992. The first to convert was the Wing's 492nd FS, with a second squadron (either the 493rd or 494th) converting later.

In the general military drawdown following the end of the Cold War, many European-based Eagle units have been transferred stateside or disbanded altogether. In early 1994, the last F-15s of the 32nd Fighter Group left Soesterberg, ending nearly 40 years of USAF presence at this Dutch base. These planes were transferred to the 101st Fighter Squadron of the Massachusetts ANG. In March of 1994, the last of the F-16s with the 36th Fighter Wing left Bitburg. After the departure of the USAF, the base will be returned to German control. The 57th Fighter Squadron at Keflavik reduced its complement of 12 F-15C/Cs to just four in 1994. This reduction was made possible by the virtual absence in recent years of Russian Bear reconnaissance aircraft which regularly used to probe Western defenses in the North Atlantic. The 555th Fighter Squadron stationed at Luke AFB was transferred to Europe, and in its place the 550th Fighter Squadron has been reactivated as the second F-15E unit at Luke. Current plans are to consolidate Strike Eagle training under the 4th Wing at Seymour Johnson AFB. Many of the USAF F-15 wings which are not being deactivated are being sharply cut back in the number of Eagles that they carry on strength--the three squadrons of the 1st Fighter Wing at Langley AFB are to reduce their complements from 24 to 18 aircraft each.

The following USAF units have operated the Eagle:


1st Fighter Wing, Langley AFB, Virginia
   27th, 71st, 94th Fighter Squadrons
   Converted to F-15A/B in 1975 and to F-15C/D in early 1980s
3rd Wing, Elmendorf AFB, Alaska
   43rd (F-15A/B and C/D) later 19th (F-15C/D), 54th (F-15C), 90th (F-15E) Fighter           Squadrons Originally designated the 21st Composite Wing, Later 21st Tactical Fighter      Wing, and now 3rd Wing.
   Converted to F-15A/B in 1982.
4th Wing, Seymour Johnson AFB, North Carolina
   333 rd, 334th, 335th, 336th Fighter Squadrons
   Converted from F-4E to F-15E in 1989-91
   Participated in Desert Storm
18th Fighter Wing, Kadena AB, Okinawa, Japan
   12th, 44th, 67th Fighter Squadrons
   Converted to F-15C/D from F-4D in 1979
32nd Fighter Squadron, Soesterberg(EHSB), Netherlands
   directly under Allied NATO control. Received first F-15A/Bs in
   1978, later reequipped with F-15C/D. Participated in Desert Storm
   Deactivated.
33rd Fighter Wing, Elgin AFB, Florida
   58th, 59th, 60th Fighter Squadrons
   Converted to F-15A/B in 1978
   To F-15C/D in 1979-80, then back to F-15A/B in 1980
   In 1983, reconverted to F-15C/D
   Participated in Desert Storm
   59 FS deacivated
36th Fighter Wing, Bitburg AB, Germany
   22nd and 53th Fighter Squadrons, 525th Tactical Fighter Squadron
   Received F-15A/B in 1977
   Later re-equipped with F-15C/D
   Participated in Desert Storm
   525th TFS was deactivated in 1992
   Whole wing deactivated
48th Fighter Wing, RAF Lakenheath
   492nd(F-15E), 493(F-15C/D) or 494th FS(F-15E)
   Converted from F-111F to F-15E in 1992
49th Fighter Wing, Holloman AFB, New Mexico
   7th, 8th, 9th Fighter Squadrons
   Converted to F-15A/B in 1977
   Last USAF unit to operate the F-15A/B
   9th FS deployed to Aaudi Arabia for Desert Storm
   Deactivated 1991-92
57th Fighter Weapons Wing, Nellis AFB, Nevada
   422nd TEWS, 433rd FWS
   Test and evaluation unit for fighter weapons and tactics
   Received F-15A/B in 1977, and F-15C/D in early 1980s
58th Tactical Training Wing, Luke AFB, Arizona
   461st TFTS, 550th TFTS, 555th TFTS
   First unit to receive F-15A/B (1974)
   Terminated training in 1979 and transferred its mission
   to 405th TTW
325th Fighter Wing, Tyndall AFB, Florida
   1st, 2nd, 95th Fighter Squadrons
   Activated in 1981 as Replacement Training Uuit for TAC and
   ANG F-15s.
   First F-15A/Bs received in 1983.
405th Tactical Training Wing, Luke AFB, Arizona
   426th TFTS, 461st TFTS, 550th TFTS, 555th TFTS
   Activated in 1979 as TAC's RTU for F-15A/B
   Converted to F-15E in 1987. 555
First Air Force, Langley AFB, Virginia
   Acquired F-15A/B in early 1980s for air defense role
5th Fighter Interceptor Squadron, Minot AFB, North Dakota
   Received first F-15A/B in 1985, replacing the F-106A.
   Deactivated 1985, planes sent to Massachusetts ANG.
48th Fighter Interceptor Squadron, Langley AFB, Virginia
   Received first F-15A/B in 1981/82, replacing the F-106A.
   Deactivated 1991, planes sent to Missouri ANG.
57th Fighter Interceptor Squadron, Keflavik NS, Iceland
   Converted to F-15C/D from F-4E in 1985
   Deactivated
318th FIS, McChord AFB, Washington
   Converted to F-15A/B from F-106A in 1983.
   Deactivated 1989, planes sent to Oregon ANG.
3246th Test Wing, Eglin AFB, Florida later became 46 TW
   2347th Test Squadron later 40 FLTS
6510th Test Wing, Edwards AFB, California
   6512th Test Squadron
Tactical Air Warfare Center, Elgin AFB, Florida
   4485th Test Squadron flies F-15A/B which were later replaced
   by F-15C/D. Also flies other types.
2347th Test Squadron, 3246th Test Wing, Air Force Materiel Command,
   Elgin AFB, Florida
   Operates a few F-15C,D, and Es.
6512th Test Squadron, 6510th Test Wing, Edwards AFB, California
   Operates a few F-15C,D, and Es for test missions

As F-15As and Bs were replaced in USAF service by later-model F-15Cs and Ds, these earlier-model Eagles were passed along to the Air National Guard.

The following Air National Guard organizations use the Eagle:


102nd Fighter Interceptor Group
   101th Fighter Interceptor Squadron, Massachusetts ANG
  First F-15A/Bs received in 1987, replacing F-106A
116th Tactical Fighter Wing
   128th Tactical Fighter Squadron, Georgia ANG
   First F-15A/Bs received in 1986, replacing F-4D
   Deactivated planes went to 159 FS Florida ANG
159th Tactical Fighter group
   122nd Tactical Fighter Squadron, Louisiana ANG
131st Tactical Fighter Wing
   110th Tactical Fighter Squadron, Missouri ANG
   converted to F-15A/B in 1991 from F-4E.
142nd Fighter Interceptor Group
   123rd Fighter Interceptor Squadron, Oregon ANG
   converted to F-15A/B in 1989/90
   Most of the planes came from the 318th FIS at McChord AFB,
   which was being disbanded.
154th Composite Group
   199th Fighter Interceptor Squadron, Hawaii ANG
   F-15A/Bs from 21st TFW replaced F-4C Phantoms in 1987
   In mid-1991, early F-15C versions were received

In the current military drawdown, many of the ANG squadrons will lose a significant number of their F-15s, which will be placed in AMARC storage. Approximately 100 F-15s are in storage at the present time (end of 1994).

F-15 Eagle with USAF in Desert Storm

On August 1, 1990, Iraqi forces invaded Kuwait. On August 6, the US launched Operation Desert Shield to defend against any Iraqi moves southward against Saudi Arabia. The 1st Tactical Fighter Wing based at Langley AFB began deployment of its F-15C/Ds to Dhahran in Saudi Arabia. On August 12, F-15Es from the 336th TFS of the 4th TFW based at Semour Johnson AFB left for the Gulf. The F-15E Strike Eagle was still not not completely ready for combat, since it did not yet have the targeting pod of its LANTIRN system installed.

The F-15C/Ds began to fly combat air patrols in cooperation with Saudi F-15Cs and British and Saudi Tornado F.Mk 3s, whereas the F-15Es began to train for the strike mission should that become necessary. During such a training mission, F-15E serial number 87-0203 crashed on September 30, 1990, killing both crewmen.

A second round of Desert Shield buildups took place in November of 1990. The 33rd TFW deployed its 58th TFS, equipped with F-15C Eagles, to Tabuk in western Saudi Arabia. The 53rd TFS of the 36th TFW based at Bitburg in Germany also deployed to Tabuk. Aircraft of the 525th TFS joined the 7440th Composite Wing based at Incirlik in Turkey. the 32nd TFS based at Soesterberg in the Netherlands also deployed to Incirlik. A second F-15E squadron, the 335th from the 4th TFW, moved to Al Kharj.

Operation Desert Storm began on the morning of January 17, 1991. Most of the air-to-air engagements during the war were fought by the F-15C, and most of these by pilots of the 58th TFS. 36 enemy aircraft were destroyed by USAF F-15Cs during the Gulf War, against zero losses. Many of the kills were against Iraqi aircraft caught by chance or attempting to flee to Iran. There was relatively little of the dogfighting at which the F-15 had been built to excel--most of the kills were made at BVR range by the AIM-7 Sparrow missile, which had performed so poorly in Vietnam but which turned in an outstanding performance in the Gulf War. Nine kills were made by the F-15C with the AIM-9 Sidewinder missile, and one kill was credited to a F-15C pilot who maneuvered his MiG-29 opponent into flying his aircraft into the ground. The F-15C's 20-mm cannon was never fired in anger during Desert Storm. In addition, the AIM-120 AMRAAM missile was not fired in anger during the war, although there were more than 1000 "captive carries" of the missile during combat missions in the last few days of the war.

One F-15C (85-0102) scored three aerial victories during Desert Storm, although not all scored by the same pilot on all three occasions. Two F-15C pilots are credited with three aerial victories apiece, although one of each pilot's victories occurred on March 22, 1991, after the war was officially over.

Although the F-15E Strike Eagle was still not fully combat-ready, 48 F-15Es flew in the Gulf War. F-15Es joined other Coalition aircraft in searching for and attacking Iraqi "Scud" missile launchers. These Scud hunt missions were largely unsuccessful, but the F-15Es attacked many other Iraqi targets of opportunity. Most of these sorties were flown at medium altitudes, and the F-15E did not get much of a chance to demonstrate its low-level capabilities. Although only some of the F-15Es were equipped with their LANTIRN targeting pods by the end of the Gulf War, pilots claimed that 80 percent of the laser-guided bombs dropped by F-15Es hit their targets. However, difficulties were still being encountered in fully integrating the LANTIRN system with the F-15E. The commitment of the targeting pod to battle seems to have been premature, and the system was not employed in combat to its full capacities.

No F-15C/D Eagles were lost in combat, although two F-15E Strike Eagles were shot down by ground fire, one on Jan 18 (88-1689) and the other on Jan 19 (88-1692). The crew of the first plane were killed, the crew of the second were taken prisoner.

The following is a list of F-15 victories during the Gulf War:


Date     Serial   Pilot         Unit       Weapon  Type of aircraft
         Number                            Used    destroyed
----     ------   -----         ----       ------  ----------------
1/17/91  85-0125  Capt John     58th TFS   AIM-7M   MiG-29
                  Kelk          33rd TFW
1/17/91  85-0105  Capt Robert   58th TFS   AIM-7M   Two Mirage F1EQ
                  E. Graeter    33rd TFW
1/17/91  85-0107  Capt Charles  58th TFS   AIM-7M   MiG-29
                  Magill (USMC) 33rd TFW
1/17/91  83-0017  Capt Steve    71st TFS   AIM-7M   Mirage F1EQ
                  Tate          1st TFW
1/17/91  85-0119  Capt Rhory    58th TFS   AIM-7M   MiG-29
                  Draeger       33rd TFW
1/19/91  85-0099  Capt Larry    58th TFS   AIM-7M   MiG-25
                  Pitts         33rd TFW
1/19/91  85-0101  Capt Richard  58th TFS   AIM-7M   MiG-25
                  C. Tollini    33rd TFW
1/19/91  85-0114  Capt Casear   58th TFS   ground   MiG-29
                  Rodrigues     33rd TFW
1/19/91  85-0122  Capt Craig    58th TFS   AIM-7    MiG-29
                  Underhill     33rd TFW
1/19/91  79-0021  Lt. Sveden    525  TFS   AIM-7    Mirage F.1
                                36th TFW
1/19/91  79-0069  Capt Prather  525  TFS   AIM-7    Mirage F.1
                                36th TFW
1/26/91  85-0104  Capt Anthony  58th TFS   AIM-7M   MiG-23
                  Schiavi       33rd TFW
1/26/91  85-0108  Capt Rhory    58th TFS   AIM-7M   MiG-23
                  Draeger       33rd TFW
1/26/91  85-0114  Capt Caesar   58th TFS   AIM-7M   MiG-23
                  Rodrigues     33rd TFW
1/27/91  84-0025  Denney        53 FS      AIM-9M   two MiG-23
                                36 TFW
1/27/91  84-0027  Powell        53 FS      AIM-7M   MiG-23,
                                36 TFW              Mirage F1EQ
1/29/91  85-0102  Capt David    58th TFS   AIM-7M   MiG-23
                  Rose          33rd TFW
1/29/91  79-0022  Capt Donald   32nd TFS   AIM-7M   MiG-23
                  Watrous       32nd TFG
2/6/91   79-0078  Capt Thomas   4th TFW    AIM-9M   two MiG-21s
                  N. Dietz      (Provisional)
2/6/91   84-0019  Lt. Robert    4th TFW    AIM-9M   two Su-25s
                  Hehemann      (Provisional)
2/7/91   85-0102  Murphy        58th TFS   AIM-7M   two Su-20/22
                                33rd TFW
2/7/91   85-0124  Parsons       58th TFS   AIM-7M   two Su-20/22
                                33rd TFW
2/7/91   80-0003  May           53th TFS   AIM-7M   unknown helicopter
                                36th TFW            (Mi-8 ?)
2/11/91  ???      Dengy         53rd TFS   AIM-7M   unknown helicopter
                                36th TFW            (Puma ?)
2/11/91  ???      McKinney      53rd TFS   AIM-7M   unknown helicopter
                                36th TFW            (Puma ?)
2/20/91  ???      ???           53rd TFS   AIM-9    Su-22
                                36th TFW
2/22/91  ???      ???           53rd TFS   AIM-9    Su-22
                                36th TFW

In addition, a two-seat F-15E scored a kill by dropping a laser-guided bomb on an airborne Iraqi helicopter on February 14. I would appreciate hearing from anyone who has any additions or corrections to this list.

After the war was officially over, F-15Cs continued to carry out combat air patrols, enforcing the "no-fly" restrictions on Iraqi fixed-wing aircraft imposed under the terms of the cease-fire. On March 22, F-15C 84-0014 flown by Capt John T. Donski of the 22nd TFS shot down one of two Iraqi Su-22s with an AIM-9 missile, the other Su-22 making a hasty landing. On March 24, F-15C 84-0010 flown by Capt Thomas N. Dietz of the 53rd TFS shot down another Su-22 violating the no-fly order. This was Capt Dietz's third kill, he having gotten a pair of MiG-21s on February 6. The pilot of another F-15C, Lt Robert Hehemann was able to claim a Pilatus PC-9 trainer which was flying in close vicinity of the downed Su-22 when its pilot baled out without a shot being fired. This was kill number three for Lt Hehemann as well.

On April 14, 1994, there was a tragic "friendly fire" incident over northern Iraq, when a pair of F-15Cs of the 52nd Fighter Wing enforcing the "no-fly" rule mistakenly shot down two UH-60 Blackhawk helicopters, killing 26 American and United Nations personnel who were carrying out humanitarian aid to Kurdish areas of Iraq. One of the helicopters was destroyed by an AIM-120, the other by a Sidewinder.

F-15 in Israel

The nation of Israel had long been interested in the F-15 Eagle for the Tsvah Haganah le Israel-Heyl Ha'Avir (Israel Defense Force-Air Force, or IDF/AF). As early is 1974, IDF/AF pilots had evaluated the TF-15A demonstrator (72-0290). They were highly impressed and wanted some of these planes for themselves.

Four FSD F-15As (serial numbers 72-0116/0118 and 72-0120) were delivered to Israel beginning on December 10, 1976 under a Foreign Military Sales project known as Peace Fox. It has been reported that the Israeli government later fell because these planes happened to arrive in Israel during the Sabbath.

These were followed in Peace Fox II by the delivery of 19 F-15As (76-1505/1523) and two F-15Bs (76-1524/1525).

In Peace Fox III, 18 F-15Cs (80-0122/0130 and 83-0054/0062) and 8 F-15Ds (80-0131-0136 and 83-0063/0064). The F-15Cs for Israel were given additional air-to-ground capability through installation of MER-10N bomb racks and a datalink pod for guiding GBU-15 glide bombs. However, it is not very often that Israeli Eagles are used in the air-to-ground role, the aircraft being used primarily in its air-superiority role. IDF/AF F-15C/Ds do not have the Electronic Warfare Warning Set (EWWS) or the Tactical Electronic Warfare System (TEWS) that had been provided on the USAF version, since these items were considered too sensitive for export. Israeli Eagles use AN/ARC-109 radios instead of AN/ARC-164s. The wiring that makes the Eagle capable of nuclear weapons delivery has been deleted. All Israeli F-15s can carry FAST pack conformal fuel tanks which are manufactured locally by Israel Aircraft Industries. These FAST packs can carry tangential bomb pylons. Israeli Eagles are equipped with the IG-7 ejection seat rather than the ACES II seats of the USAF version. They can carry the indigenous AL/L-8202 electronics countermeasures pod in addition to the US-supplied AN/ALQ-119(V) and AN/ALQ-132 pods. They can also carry the Israeli-built Shafrir and Python air-to-air infrared homing missiles.

No 106 Squadron of the IDF/AF was formed specifically to operate the F-15C/D, with No 133 Squadron operating the F-15A/B. Israel jealously guards its security, and few other squadron details are available.

The first IDF/AF action with Eagles took place on June 27, 1979, during a mission in which a mixed force of F-15s and IAI Kfirs provided top cover for other IDF/AF aircraft carrying out an attack on terrorist bases near Sidon in southern Lebanon. A number of Syrian MiG-21s attempted to intercept the attacking force, but Israeli Grumman Hawkeye AWACS aircraft detected this flight and directed the top cover against them. In the ensuing battle, five MiGs were shot down, with no losses to the IDF/AF.

On September 24, 1979, Israeli Eagles shot down five Syrian fighters. On June 27, 1980 they got one more.

On March 13, 1981 an IDF/AF F-15 shot down a MiG-25 Foxbat which had tried to intercept an Israeli RF-4E reconnaissance aircraft. This marked the first victory against the Foxbat, which had proven to be immune from interception by other IDF/AF aircraft.

On June 7, 1981, F-15s equipped with FAST packs for extended range flew top cover for F-16s that attacked and destroyed the Iraqi nuclear reactor at Osirak (Tamuz) near Baghdad, shutting down at least temporarily Saddam Hussein's nuclear weapons program.

On July 29, 1981, an F-15 shot down another MiG-25 that was trying to intercept yet another Israeli RF-4E.

In May of 1982, Israeli F-15s shot down two Syrian MiG-23 Floggers.

During Operation Peace for Galilee, the Israeli incursion into Lebanon in June of 1982, Israeli aircraft succeeded in destroying no less than 92 Syrian fighters during operations between June 5 and June 12 over the Bekaa Valley. Israeli F-15s were responsible for a large fraction of these victories, with F-16s and Kfirs being responsible for the remainder. At least three of these victories were against MiG-25s, which were shot down by using zoom climb for "snap-up" intercepts by Sparrow missiles.

In May of 1983, an Israeli F-15 was successfully landed after losing most of its starboard wing in an inflight collision. The plane was repaired and put back into service.

There is a photograph of an F-15A (tail number 802) of No 133 Squadron with four Syrian kill marks on its nose.

Some unconfirmed reports suggest that Israeli F-15s participated in the October 1, 1985 raid against PLO headquarters in Tunis.

It has been reported that Israel is to receive a batch of early production block F-15As from the USAF that were not scheduled for the MSIP (Multi-Stage Improvement Program) and would otherwise be scrapped or placed in storage. These deliveries are supposedly taking place as a quid pro quo for Israel's decision not to retaliate against Iraqi Scud launches during the Gulf War.

The IDF/AF and Israel Aircraft Industries have fitted home-built self-defense systems to their F-15s, including chaff and flare dispensers. In addition, older F-15A/B fighters had their computer systems and avionics upgraded to F-15C/D standards.

No Israeli F-15s have been lost in combat, but at least three have been lost in training accidents.

On January 27, 1994, the Israeli government announced that they intended to purchase the F-15I, which was a version of the F-15E Strike Eagle designed specifically for Israel. The F-15I is similar to the F-15E, but has some electronic components adjusted to meet Israeli requirements. Many of these components are to be built in Israel. A contract was signed on May 12, 1994 between the governments of the United States and Israel authorizing McDonnell Douglas to build 21 F-15Is for the IDFAF. The first examples will be delivered in 1997. In order to ensure a night-fighting capability, the F-15Is will be fitted with some of the 30 Sharpshooter targeting pods intended for Israel's F-16 fleet. Israel will then buy new LANTIRN pods to complete the F-15I's night vision suite.

USAF serials of IDF/AF F-15 Eagles:


72-0113/0116   McDonnell F-15A-5-MC Eagle
                - 0116 delivered to Israel, Peace Fox I
72-0117/0120   McDonnell F-15A-6-MC Eagle
                - 0117,0118 delivered to Israel, Peace Fox I
                - 0210 delivered to Israel, Peace Fox I
76-0114/0120   McDonnell Douglas F-15A-18-MC Eagle
                - 0120 delivered to Israel
76-1505/1514   McDonnell Douglas F-15A-17-MC Eagle
                - For Israel, Peace Fox II
76-1515/1523   McDonnell Douglas F-15A-18-MC Eagle
                - For Israel, Peace Fox II
76-1524/1525   McDonnell Douglas F-15B-16-MC Eagle
                - For Israel, Peace Fox II
80-0122/0124   McDonnell Douglas F-15C-27-MC Eagle
                - for Israel, Peace Fox III
80-0125/0127   McDonnell Douglas F-15C-28-MC Eagle
                - for Israel, Peace Fox III
80-0128/0130   McDonnell Douglas F-15C-29-MC Eagle
                - for Israel, Peace Fox III
80-0131/0132   McDonnell Douglas F-15D-27-MC Eagle
                - for Israel, Peace Fox III
80-0133/0136   McDonnell Douglas F-15D-28-MC Eagle
                - for Israel, Peace Fox III
83-0054/0055   McDonnell Douglas F-15C-35-MC Eagle
                - for Israel, Peace Fox III
83-0056/0062   McDonnell Douglas F-15C-36-MC Eagle
                - for Israel, Peace Fox III
83-0063/0064   McDonnell Douglas F-15D-35-MC Eagle
                - for Israel, Peace Fox III
90-0275/0279   McDonnell Douglas F-15D-50-MC Eagle
                - sold to Israel
94-0286/0294   McDonnell Douglas F-15D-56-MC Eagle
                - sold to Israel
94-0295/0310   McDonnell Douglas F-15D-57-MC Eagle
                - sold to Israel

F-15 in Saudi Arabia

The Al Quwwat al Jawwiya as Saudiya (Royal Saudi Air Force, or RSAF) is an important user of the Eagle.

The Saudi Arabian government at Riyadh initially ordered 47 F-15Cs and 15 F-15Ds under the Foreign Military Sales project Peace Sun as replacements for the BAC Lightning interceptor. The delivery of F-15s to Saudi Arabia has always been controversial, with Israel and its supporters in the US Congress being unhappy about such an advanced warplane being in the hands of a potential adversary. Although the US Congress eventually did approve the sale, a limit was imposed in 1980 which restricted Saudi Arabia to having no more than 60 Eagles in the country at any one time. The controversy over the sale to Saudi Arabia was eased somewhat by Saudi assurances that the planes would be used strictly for air defense. However, at first there were restrictions placed on the delivery of the associated conformal fuel tanks to Saudi Arabia, which would have brought Israel within range.

Bearing US markings, some of the early RSAF Eagles were used at Luke AFB to train a cadre of Saudi air and ground crews. The first F-15C/D aircraft reached IOC with RSAF units in August of 1981. In Saudi Arabia, F-15Cs and Ds were supplied to No 5 Squadron at King Fahad AFB in Taif, No 6 at King Khaled AFB in Khamis Mushayt, and No 13 at King Abdul Aziz AFB at Dharan.

On June 5, 1984, Eagles from No 6 Squadron were involved in an air battle with Iranian-piloted F-4E Phantoms which were threatening Saudi oil fields. Two of the intruders were shot down by Sparrows, marking the first (and so far only) encounter in which McDonnell-built aircraft fought each other.

Although the RSAF was more than happy with its F-15C/Ds, US Congressional opposition to the delivery of further combat aircraft to Saudi Arabia and the Kingdom's desire to diversify its supply of military hardware led to a decision to order Panavia Tornado IDS strike aircraft and ADV interceptors from Britain.

In 1989, Saudi Arabia again tried to purchase additional F-15s, and Congressional approval was sought for the delivery of 12 F-15C/Ds in 1991-92. However, political sensibilities at the time were such that the approval was not given.

The Iraqi invasion of Kuwait on August 2, 1990 changed everything. The limit of only sixty F-15 airplanes in country at any one time was quickly dropped, and 24 F-15C/D Eagles were rushed to the RSAF from USAF stocks.

During Desert Shield/Desert Storm, RSAF F-15s shared combat air patrols along with British Tornado F.Mk 3s and American F-15Cs. On January 24, 1991, Captain Ayehid Salah al-Shamrani of the No 13 Squadron of the RSAF shot down a pair of Iraqi Mirage F1s that were flying along the Persian Gulf coast. These Mirages may have been carrying Exocet missiles in preparation for an attack on Coalition naval units.

In mid-1991, McDonnell began filling the order for twelve F-15s that had been placed by Saudi Arabia before the Gulf war began. Nine of them were for F-15Cs, 3 for F-15Ds.

Saudi Arabia requested 24 additional F-15Fs, which were similar to the F-15E but without the second crew member and without some of the more advanced avionics deemed too sensitive for export.

In 1993, the Royal Saudi Air Force was given permission to purchase additional F-15s. This time, the aircraft sold to Saudi Arabia were to be downgraded versions of the F-15E Strike Eagle, designated F-15S (sometimes known as F-15XP). A total of 72 have been placed on order. A letter of offer and acceptance for the 72 aircraft was signed on May 10, 1993. The F-15S will be based on the F-15E airframe, but will be mainly fitted with F-15C/D systems for ease of maintenance. The engines will be a pair of Pratt & Whitney F100-PW-229 turbofans. 48 of the F-15Ss will be optimized for the air-to-ground mission, with the remainder being optimized for the interception role. The F-15Ss will have an APG-70 radar that is "detuned" to the capabilities of the APG-63 of the F-15C/D, and will not have the ability to do computerized mapping. In addition, the F-15S will not be provided with the ability to carry conformal fuel tanks and their associated weapons pylons. However, Saudi Arabia will receive 48 downgraded versions of the Martin Marietta LANTIRN system.

USAF serials of F-15s delivered to Saudi Arabia:


79-0004/0006   McDonnell Douglas F-15D-24-MC Eagle
                - all transferred to Saudi Arabia
79-0015/0037   McDonnell Douglas F-15C-24-MC Eagle
                - 0015, 0017/0019, 0023, 0024, 0028, 0031/0033
                  transferred to Saudi Arabia
79-0038/0058   McDonnell Douglas F-15C-25-MC Eagle
                - 0038, 0039, 0043, 0045, 0051, 0052, 0055
                 transferred to Saudi Arabia
79-0059/0081   McDonnell Douglas F-15C-26-MC Eagle
                - 0060, 0062, 0063 transferred to Saudi Arabia
80-0062/0067   McDonnell Douglas F-15C-28-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0068/0074   McDonnell Douglas F-15C-29-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0075/0085   McDonnell Douglas F-15C-30-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0086/0099   McDonnell Douglas F-15C-31-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0100/0106   McDonnell Douglas F-15C-32-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0107/0110   McDonnell Douglas F-15D-27-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0111/0112   McDonnell Douglas F-15D-28-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0113/0114   McDonnell Douglas F-15D-29-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0115/0117   McDonnell Douglas F-15D-30-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0118/0119   McDonnell Douglas F-15D-31-MC Eagle
                - for Saudi Arabia, Peace Sun
80-0120/0121   McDonnell Douglas F-15D-32-MC Eagle
                - for Saudi Arabia, Peace Sun
90-0263/0268   McDonnell Douglas F-15C-49-MC Eagle
                - sold to Saudi Arabia
90-0269/0271   McDonnell Douglas F-15C-50-MC Eagle
                - sold to Saudi Arabia
90-0272/0274   McDonnell Douglas F-15D-50-MC Eagle
                - sold to Saudi Arabia
93-0852/0863   McDonnell Douglas F-15S-54-MC Eagle
                - sold to Saudi Arabia
93-0864/0875   McDonnell Douglas F-15S-55-MC Eagle
                - sold to Saudi Arabia
93-0876/0887   McDonnell Douglas F-15S-56-MC Eagle
                - sold to Saudi Arabia
93-0888/0899   McDonnell Douglas F-15S-57-MC Eagle
                - sold to Saudi Arabia
93-0900/0911   McDonnell Douglas F-15S-58-MC Eagle
                - sold to Saudi Arabia
93-0912/0923   McDonnell Douglas F-15S-59-MC Eagle
                - sold to Saudi Arabia

F-15J and F-15DJ for Japan

So far, the only nation to build the F-15 Eagle under license is Japan. In June-July of 1975, Japanese officers carried out two flight evaluations of the F-15A/B Eagle at Edwards AFB. In December of 1977, the Japanese National Defense Council announced that the Eagle had been selected to supplement and eventually replace the Lockheed F-104J Starfighters serving with the Nihon Koku Jietai (Japanese Air Self Defense Force, or JASDF). The Japanese Eagle was to be designated F-15J, with the two-seat version being F-15DJ. They were to be the Japanese counterparts of the F-15A and B respectively.

A license was acquired for manufacture of the F-15 in Japan, with Mitsubishi being selected as the prime contractor. Initial plans were for the first two single seaters and 12 two-seaters to be built in St Louis by McDonnell under Project Peace Eagle. The remainder would be manufactured in Japan by Mitsubishi at its plant in Komaki. A similar sort of arrangement had been worked out for license manufacture in Japan of the Eagle's predecessor, the F-4 Phantom.

As it turned out, the Japanese F-15s were quite similar to the early production blocks of the USAF F-15C and D. However, Japanese Eagles were to differ from the Air Force Eagles primarily in omitting certain sensitive items of electronic countermeasures equipment, such as the ICS and EWWS sets. In their place, provisions were made for the installation of a Japanese-built radar warning system. Among the indigenous equipment fitted to the JASDF F-15J and F-15DJ aircraft is the J/ALQ-8 ECM suite and the XJ/APQ-1 radar warning system. Nuclear delivery equipment was omitted, data links were installed and MER-200P bomb racks were provided.

The first two F-15Js were built by McDonnell (USAF serials 79-0280/0281, JASDF serials 02-8801/8802. 02-8801 flew for the first time on June 4, 1980. The next eight (JASDF serials 12-8803, 22-8804/22-8810) were assembled by Mitsubishi from McDonnell-built knock-down kits. The first Japanese-assembled F-15J (12-8803) flew at the Mitsubishi plant at Komaki on August 26, 1981.

Twelve of the two seat F-15DJs were built by McDonnell Douglas, with the remainder being built by Mitsubishi.

The service evaluation was carried out by the Koku Jikkendan (Air Proving Wing) at Gifu AB on Honshu. The first front-line JASDF Eagle squadron was 202 Hikotai (Squadron) of 5 Kokudan (Air Wing), based at Nyutabaru on the southern Japanese island of Kyushu. It received its first Eagles in 1981-82, replacing the units F-104J Starfighters. 202 Hikotai acted as the OCU for the remainder of the squadrons that were to receive the Eagle. In 1986/87, Eagles began to replace the F-4EJ in JASDF service, the first unit to convert being 303 Hikotai at Komatsu.

The following JASDF units have received the F-15J and F-15DJ:


201 Hikotai of 2 Kokudan based at Chitose
	received Eagle in 1986, replacing F-104J
202 Hikotai of 5 Kokudan based at Nyutabaru
	received Eagle in 1981, replacing F-104J
203 Hikotai of 2 Kokudan based at Chitose
	received Eagle in 1983, replacing F-104J
204 Hikotai of Kokudan based at Hyakuri
	received Eagle in 1984, replacing F-104J
303 Hikotai of 6 Kokudan based at Komatsu
	received Eagle in 1986/87, replacing F-4EJ
304 Hikotai of 8 Kokudan based at Tsuiki
	received Eagle in 1990, replacing F-4EJ
305 Hikotai of 7 Kokudan based at Hyakuri
	received Eagle in 1993, replacing F-4EJ

In addition, 6 F-15DJs were assigned to the Hiko Kyodotai, an aggressor squadron based at Nyutabaru. Problems with the Mitsubishi T-2's low power and excessively-high accident rate led to a decision to adopt the F-15DJ for the agressor squadron.

JASDF Eagles were initially powered by a pair of Pratt & Whitney F100-PW-100 turbofans. From 1991, these have gradually been replaced by F100-PW-220s, which are more reliable but slightly lower-rated.

A total of 177 F-15Js and F-15DJs have been built by Mitsubishi, bringing total procurement to 191.

The JASDF has a complicated six-digit serial system. The first digit corresponds to the last digit in the procurement year (0 = 1980, 1 = 1981, etc), the second the basic class of aircraft (2 = multi-engined), the third the basic role (8 = all-weather fighter), and the last three digits the individual aircraft number in sequence.

JASDF serials of F-15J


02-8801/8802   McDonnell Douglas F-15J-24-MC Eagle
                Built by McDonnell Douglas as 79-0280/0281
12-8803        McDonnell Douglas F-15J-24-MC Eagle
                Built by McDonnell Douglas but assembled by Mitsubishi
22-8804/8806   McDonnell Douglas F-15J-24-MC Eagle
                Built by McDonnell Douglas but assembled by Mitsubishi
22-8807/8810   McDonnell Douglas F-15J-25-MC Eagle
                Built by McDonnell Douglas but assembled by Mitsubishi
22-8811/8815   McDonnell Douglas F-15J Eagle
                Built by Mitsubishi
32-8816/8827   McDonnell Douglas F-15J Eagle
                Built by Mitsubishi
42-8828/8844   McDonnell Douglas F-15J Eagle
                Built by Mitsubishi
52-8845/8863   McDonnell Douglas F-15J Eagle
                Built by Mitsubishi
62-8864/8878   McDonnell Douglas F-15J Eagle
                Built by Mitsubishi
72-8879/8895   McDonnell Douglas F-15J Eagle
                Built by Mitsubishi
82-8896/8905   McDonnell Douglas F-15J Eagle
                Built by Mitsubishi
92-8906/8913   McDonnell Douglas F-15J Eagle
                Built by Mitsubishi
02-8914/8922   McDonnell Douglas F-15J Eagle
                Built by Mitsubishi
12-8923/8928   McDonnell Douglas F-15J Eagle
                Built by Mitsubishi
22-8929/8940   McDonnell Douglas F-15J Eagle
                Built by Mitsubishi
32-8941/8943   McDonnell Douglas F-15J Eagle
                Built by Mitsubishi
42-8944/8950   McDonnell Douglas F-15J Eagle
                Built by Mitsubishi
52-8951/8957   McDonnell Douglas F-15J Eagle
                Built by Mitsubishi
62-8958/8960   McDonnell Douglas F-15J Eagle
                Built by Mitsubishi
72-8961/8963   McDonnell Douglas F-15J Eagle
                Built by Mitsubishi
82-8964/8965   McDonnell Douglas F-15J Eagle
                Built by Mitsubishi

JASDF serials of F-15DJ


12-8051/8054   McDonnell Douglas F-15DJ-26-MC Eagle
                built by McDonnell Douglas as 79-0282/0285
22-8055/8056   McDonnell Douglas F-15DJ-29-MC Eagle
                built by McDonnell Douglas as 79-0286/0287
32-8057/8058   McDonnell Douglas F-15DJ-32-MC Eagl
                Built by McDonnell Douglas as 81-0068/0069
32-8059/8060   McDonnell Douglas F-15DJ-33-MC Eagle
                Built by McDonnell Douglas as 81-0070/0071
52-8061/8062   McDonnell Douglas F-15DJ-36-MC Eagle
                Built by McDonnell Douglas as 83-0052/0053
82-8063/0066   McDonnell Douglas F-15DJ Eagle
                Built by Mitsubishi
92-8067/8070   McDonnell Douglas F-15DJ Eagle
                Built by Mitsubishi
02-8071/8073   McDonnell Douglas F-15DJ Eagle
                Built by Mitsubishi
12-8074/8079   McDonnell Douglas F-15DJ Eagle
                Built by Mitsubishi
32-8080/8087   McDonnell Douglas F-15DJ Eagle
                Built by Mitsubishi
52-8088        McDonnell Douglas F-15DJ Eagle
                Built by Mitsubishi
62-8089        McDonnell Douglas F-15DJ Eagle
                Built by Mitsubishi
72-8090        McDonnell Douglas F-15DJ Eagle
                Built by Mitsubishi
82-8091/8093   McDonnell Douglas F-15DJ Eagle
                Built by Mitsubishi
92-8093/8097   McDonnell Douglas F-15DJ Eagle
                Built by Mitsubishi(PLANNED NOT DELIVERED)
02-8098        McDonnell Douglas F-15DJ Eagle
                Built by Mitsubishi(PLANNED NOT DELIVERED)

Anyone have any later JASDF serial number information?

F-15 ASAT

In the late 1970s, even before the advent of the Strategic Defense Initiative (SDI), an anti-satellite (ASAT) mission evolved for the F-15 Eagle.

The goal of ASAT weapons is the neutralization of enemy military satellites in the event of war, particularly low-orbiting reconnaissance, ELINT, and ocean surveillance satellites. The Soviets had their own antisatellite program in which a killer satellite would rendezvous with the target satellite and explode. The American equivalent involved the arming of an F-15 Eagle with a missile which would be launched against an orbiting satellite from a zoom climb at an altitude of 80,000 feet.

In 1979, a contract was issued to Vought for an air-launched low Earth-orbit antisatellite vehicle. The Vought ASM-135A that emerged was a two-stage rocket, with a first stage derived from the AGM-69 SRAM-A and a second stage derived from the Altair III rocket. The ASM-135A weighed about 2700 pounds at launch and was 18 feet long. The payload of the ASM-135A consisted of a miniature kinetic kill vehicle which used an infrared seeker to home in on the target satellite, destroying it by impact. No explosive warhead was to be needed.

F-15A 76-0086 was modified for trials with the Vought ASM-135A. The ASM-135A was carried on the centerline station of the F-15. The aircraft had to be specially wired to accommodate the ASM-135A missile, and had to be provided with backup battery, microprocessor, and datalink for midcourse guidance.

Beginning in the early 1980s, captive flights were made with the missile in place, the aircraft zoom climbing to altitudes as high as 80,000 feet. The first actual launch of an ASM-135A from an F-15 took place in January 1984, the missile being aimed at a predetermined point in space. Subsequently, three launches of the ASM-135A were made against celestial infrared sources.

The first and only ASM-135A launch against an actual target satellite took place on September 13, 1985, when F-15A 77-0084 of the 6512th Test Squadron stationed at Edwards AFB took off from Vandenberg AFB and zoom-climbed up to 80,000 feet and then launched the ASAT against the Solwind P78-1, a gamma ray spectroscopy satellite that had been launched in February of 1979. Both the first and second stages fired successfully, and the miniature kinetic kill vehicle separated and homed in on the satellite, destroying it upon impact.

The test was a success in that it demonstrated that the basic concept was feasible. However, it enraged arms control advocates, who saw the test as a violation of a joint US/Soviet treaty forbidding the development and testing of antisatellite weapons. Solar scientists were not happy about the test either, since although the Solwind P78-1 that was killed had officially completed its mission, it was still sending back useful data.

Initial plans were made to modify twenty F-15As for the antisatellite mission and to assign them to the 48th TFS at Langley AFB in Virginia and the 318th TFS at McChord AFB in Washington. These squadrons had each received three or four F-15A/B airframes which had been rewired for ASAT operations. However, Congress was unwilling to permit any further testing of the system, and the ASAT program was officially terminated in 1988.

IFFC/Firefly III F-15

In 1981, a late production F-15B (serial number 77-0166) was modified as the test vehicle for the Integrated Flight Fire Control (IFFC)/Firefly III program. The IFFC program was undertaken by McDonnell under a contract from the Air Force for the development of a system which would modify the Eagle's fire control and flight control systems to accept control inputs from both the pilot and the IFFC flight control system and to tailor flight control response to the various weapons delivery modes. The parallel Firefly III program was conducted by General Electric under an Air Force contract for further development of the fire control system.

The coupling of IFFC with Firefly III allows for automatic positioning of the aircraft in order to attack targets that are detected by an electro-optical target designation pod. As part of the program, the F-15B carried a Martin Marietta ATLIS (Automatic Tracking Laser Illumination System) II designation pod in the port forward missile well, linked to the aircraft's fly-by-wire system via a computer. The designation pod enabled the aircraft to release air-to-ground weapons while maneuvering along a three-dimensional flight path, avoiding having to fly directly over the target and thus exposing itself to enemy ground fire.

The IFFC/Firefly III system was never adopted for production F-15s. However, the work done on the system was helpful in development of the LANTIRN navigation and targeting system which was adopted for the F-15E Strike Eagle.

NF-15B "Agile Eagle"

On October 3, 1984, the Flight Dynamics Laboratory of the Air Force's Aeronatical Systems Division awarded a contract to McDonnell Douglas for an advanced development Short Take-Off and Landing (STOL) Maneuvering Technology Demonstrator (MTD) experimental aircraft. The basic idea behind the program was to develop an aircraft that could land and take off from sections of wet, bomb-damaged runway under bad-weather conditions and under severe crosswinds and without active ground-based navigational assistance. The first two-seat F-15B (serial number 71-0290) was selected for modification as the STOL/MTD demonstrator. The project was given the name Agile Eagle.

For the first phase of the program, the F-15 STOL/MTD aircraft was fitted with movable canard aerodynamic surfaces attached to the upper edges of the forward air intakes. It was provided with a four-channel fly-by-wire integrated flight/propulsion control (IFPC) system, and an improved set of cockpit controls and displays (similar to those intended for the F-15E). In addition, the aircraft was fitted with a beefed-up undercarriage capable of handling rough field landings at high descent speeds. The APG-70 radar of the F-15B was provided with a high-resolution ground-mapping mode to enable the pilot to locate the airfield from a great distance, and a LANTIRN set was fitted to the aircraft to project an image of the airfield onto the HUD during the final landing approach.

The integrated flight/propulsion control (IFPC) system was developed by McDonnell Douglas and produced by General Electric. The IFPC manages all control parameters for the aircraft. It uses a new computer chip and employs high-level computer languages such as Ada. The system is intended to relieve the pilot of some of the more routine tasks of handling the aircraft. There are five modes of operation--conventional, short takeoff/approach, short landing, cruise and combat. Position sensors linked to the throttle, control stick and rudder pedals feed electrical signals to the IFPC system, and the computer converts them into a set of commands to the quadruply-redundant fly-by-wire activators to set the controls for the maneuvers required.

The modified 71-0290 flew for the first time on September 7, 1988, company test pilot Larry Walker being at the controls The aircraft was assigned the designation NF-15B, the N meaning that the modifications were sufficiently drastic that the aircraft was not expected to be returned to its original configuration. 43 test flights were carried out in this configuration.

In the second phase of the program, the standard circular dilating engine nozzles were replaced with rectangular two-dimensional thrust-vectoring, thrust-reversing nozzles. These nozzles were built by Pratt & Whitney out of chemically-milled, welded titanium honeycomb. They had flat upper and lower flaps that were independently driven and capable of adjusting the exhaust upwards or downwards by angles as much as 20 degrees. There were a set of vanes above and below the nozzle that made it possible for the thrust to be reversed.

The first flight with the thrust-vectoring nozzles took place on May 16, 1989. The plane was transferred to Edwards AFB for joint flight tests by the Air Force and McDonnell Douglas. The two-dimensional nozzles were first tested in flight on March 23, 1990. Test flights demonstrated that the thrust-vectoring features of the new nozzles worked as anticipated and validated the changes that had been made to the IFPC system software in order to accommodate the new thrust-vectoring nozzles. It turned out that thrust-vectoring resulted in a 25 percent reduction in takeoff roll. The thrust-reversing feature made it possible for the F-15 to land on just 1650 feet of runway. In addition, it was found possible to use thrust reversal during actual flight to produce rapid decelerations, a useful feature to have during close-in air-to-air combat. During its flying life, the F-15 STOL/MTD made numerous vectored takeoffs with rotation demonstrated at speeds as low as 42 mph. The shortest landing made by the plane took only 1366 feet, with a basic F-15 needing 7500 feet to land.

The program ended on August 15, 1991, having accomplished all of its flight objectives. The vectored thrust nozzles were returned to Pratt & Whitney.

F-15 with NASA

Two Category I F-15As, 71-0281 and 71-0287, were bailed to NASA in 1975-76 and assigned to the NASA Dryden Flight Research Center at Edwards AFB. They have been used for several experimental programs.

71-0281 was acquired on December 17, 1975, and was used for the aerodynamic testing of the shuttle's thermal protection tiles by mounting them on the inner wing leading edge. The tiles attached to the starboard wing simulated those on the leading edge of the orbiter's wing, whereas those on the port wing simulated those on the junction of the orbiter's wing and fuselage. The tiles attached to the F-15A's wing were ultimately subjected to almost 1.5 times the dynamic pressure which the Shuttle experiences during launch. 71-0281 was returned to the USAF on October 28, 1983 without ever being assigned a NASA number. It is now on display on a pedestal at Langley AFB in Virginia.

71-0287 was acquired on January 5, 1976. It was assigned the NASA number of 835. It participated in a series of tests that involved the Digital Electronic Engine Control and other advanced engine features that were planned for the Pratt & Whitney 1128 turbofan, a derivative of the F100-PW-100 which ultimately led to the development of the F100-PW-220. Later, it participated in the testing of the NASA/USAF Highly Integrated Electronic Control (HIDEC) program which involved a flight control system that was capable of detecting inflight failures and automatically reconfiguring the aircraft's control surfaces to compensate for them.

Mary, is 835 still active?

F-15XP for Saudi Arabia

In 1993, the Royal Saudi Air Force was given permission to purchase additional F-15s. This time, the aircraft sold to Saudi Arabia are to be downgraded versions of the F-15E Strike Eagle, designated F-15XP (sometimes known as F-15F or F-15S). A total of 72 have been placed on order. A letter of offer and acceptance for the 72 aircraft was signed on May 10, 1993.

The F-15XP will be based on the F-15E airframe. However, since many of the avionic systems of the USAF F-15E are deemed too sensitive for export, the F-15XP for Saudi Arabia will be fitted with less-sensitive F-15C/D systems. For example, the F-15XPs will have an APG-70 radar that is "detuned" to the capabilities of the APG-63 of the F-15C/D, and will not have the ability to do computerized mapping. In addition, the F-15XP will not be provided with the ability to carry conformal fuel tanks and their associated weapons pylons. However, Saudi Arabia will receive 48 downgraded versions of the Martin Marietta LANTIRN system. The engines of the F-15XP will be a pair of Pratt & Whitney F100-PW-229 turbofans. 48 of the F-15XPs will be optimized for the air-to-ground mission, with the remainder being optimized for the interception role.

F-15N

During the development phase of the Eagle, the US Navy was instructed in July of 1971 to take a look at a possible navalized version of the Eagle, provisionally designated F-15N. At that time, the Navy was perfectly happy with its Grumman F-14A Tomcat, which was then in its flight test phase, and was less than enthusiastic about a "Sea Eagle".

The tailhook-equipped, navalized F-15N would weigh some 2300 pounds more than the USAF F-15A. The Navy was unhappy about the fact that the F-15N aircraft would be unable to carry or launch the AIM-54A Phoenix long-range missile. Inclusion of this missile would have increased the weight even further. Consequently, the F-15N proceeded no further than the concept stage.

The US Senate briefly revived the carrier-based Eagle idea in March of 1973. However, the Navy decided instead to go with a mix of F-14 Tomcats and F/A-18 Hornets, and the F-15N was never ordered.

F-15I

The F-15I is a version of the F-15E intended for export to Israel. On January 27, 1994, the Israeli government announced that they intended to purchase the F-15I. Last-minute attempts by Lockheed's Fort Worth Division (formerly owned by General Dynamics) to interest Israel in a new version of the Fighting Falcon known as F-16ES (Enhanced Strategic) failed.

The F-15I is similar to the F-15E but has some internal electronics systems specifically adapted to meet Israeli requirements. Many of these components are to be built in Israel. A letter of offer and acceptance was signed on May 12, 1994 between the governments of the United States and Israel authorizing McDonnell Douglas to build 21 F-15Is for the IDF/AF. The first examples will be delivered in 1997.

In order to ensure a night-fighting capability, the F-15Is will initially be fitted with some of the 30 Sharpshooter targeting pods originally intended for Israel's F-16 fleet. Israel will then buy new LANTIRN pods to complete the F-15I's night vision suite.

F-15XX

In September of 1985, the USAF issued a request for proposals (RFP) for an Advanced Tactical Fighter (ATF) that would be capable of supersonic cruise and maneuver and with a range greater than that of the F-15. It was to take maximum advantage of stealth technology consistent with its primary performance goals. McDonnell Douglas teamed with Northrop in the building of two prototypes under the designation YF-23. On April 23, 1991, the Secretary of the Air Force announced that the competing Lockheed/Boeing/General Dynamics YF-22 had been selected as the winner. Current plans are for the F-15 to be gradually replaced in service by the F-22A, but this is not likely to happen for many years, especially in the current budgetary environment.

The Air Force Systems Command has been considering a proposal for a stripped, "no-frills" Eagle, sometimes known as F-15XX. It was initially considered as a possible low-cost alternative to the ATF. However, if the F-22 program stumbles or runs into budgetary problems, the F-15XX may become more attractive.

RF-15 reconnaissance Eagle

Very early in the Eagle program, McDonnell Douglas had proposed an RF-15 reconnaissance version of the Eagle. The RF-15 would have been equipped with a new nose containing cameras, side-looking airborne radar, television cameras, and a multi-spectral scanner. This proposal was rejected by the Air Force, and no dedicated reconnaissance version of the Eagle was ever built.

As a private venture named Project Peek Eagle, the second TF-15A test vehicle (71-0291) was modified with a conformal centerline pod equipped with reconnaissance cameras, imaging equipment, and data link. However, the project was not pursued beyond the test stage.

Multi-Stage Improvement Program for F-15

The Multi-Stage Improvement Program (MSIP) is a joint program carried out by McDonnell Douglas and the USAF's Warner Robins Logistics Center in Georgia. Under MSIP, upgrades were progressively incorporated onto the production line and then retrofitted to earlier production F-15Cs.

One of these upgrades involved an improvement of the capabilities of the APG-63 radar fire control system. The memory capability of the APG-63 radar fire control system was increased from 96K to 1000K and the processing speed was trebled. A Programmable Armament Control Set (PACS) was installed.

The Electronic Warfare Warning Set (EWWS) was modified into the more capable Tactical Electronic Warfare System (TEWS) with an ALQ-135 electronic countermeasures set and an upgraded ALR-56C radar warning receiver. An overload warning system was provided to prevent pilots from accidentally exceeding 9g during combat maneuvering.

The aircraft going through the MSIP were fitted with the wiring needed to give them the capability of carrying and launching the AIM-120 AMRAAM missile, which was introduced into service in the early 1990s.

Another part of the MSIP was the Seek Talk program, which was designed to reduce the vulnerability of the F-15's UHF radios to enemy jamming by introducing spread spectrum techniques and the use of a null steering antenna. Yet another was the Joint Tactical Information Distribution System (JTIDS), which is intended to provide high-capacity, reliable, and jam-proof information distribution between various elements of deployed forces and command and control centers. Another aspect of the MSIP is the integration of the F-15 with the Global Positioning Satellite (GPS).

MSIP II involved the development of a new radar, the Hughes AN/APG-70. In this unit, the radar data processor memory was increased from 16K to 24K, and its processing speed was increased by a factor of three. The new unit has multiple bandwidths for high-resolution ground mapping using SAR technology. The first MSIP II aircraft was F-15C 84-0001, first flown on June 20, 1985.

It is planned that almost all F-15A, B, C, and D versions are to go through the program. The analog computers of the F-15A/B will be replaced by digital computers, and the digital computers of the F-15C/D will be replaced by more advanced digital computers. The weapons panel will be improved, and a cathode ray terminal similar to that found on the F-15E will be fitted. The F-15C/D will be fitted with chaff/flare dispensers behind the nosewheel door. The A models that go through the MSIP will not be fitted with the conformal fuel tanks of the C, but they will be otherwise indistinguishable. However, some of the very early As (from FY 1973, 1974, and 1975) will not be upgraded under MSIP but will rather be retired and made available as gate guards or donated to museums. Some of them will be given to Israel as payment for policy decisions made during the Gulf War.

F-15 Wild Weasel

In 1994, the USAF awarded a contract to McDonnell Douglas to explore the feasibility of adapting the F-15C to the Suppression of Enemy Air Defenses (SEAD) role --- the so-called Wild Weasel mission currently performed by the two-seat F-4G Phantom II. As part of the program, it is proposed that eight F-15C aircraft be converted to fire the AGM-88 HARM antiradiation missile. Additional avionics for the SEAD role would be provided in distinctive "cheek" fairings.

If the eight aircraft in the proposal are actually funded, Initial Operational Capability (IOC) should occur in August of 2000. However, the Air Force is skeptical about the feasiblity of a modified F-15C for the Wild Weasel mission, preferring a two-seat aircraft for this role. The aircraft that the USAF would REALLY like to have for the Wild Weasel role is a modified two-seat F-15E, but this is considered much too expensive an option in the current military drawdown environment. The USAF is also considering an adaptation of the F-16 for the Wild Weasel mission, in light of Israeli success in using specially-adapted two-seat F-16s for air defense suppression missions.

Sources:

McDonnell Douglas Aircraft Since 1920, Volume II, Rene J. Francillon, Naval Institute Press, 1990.

Combat Aircraft F-15, Michael J. Gething and Paul Crickmore, Crescent Books, 1992.

The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987.

The World's Great Interceptor Aircraft, Gallery Books, 1989.

F-15 Eagle, Robert F. Dorr, World Airpower Journal, Volume 9, Summer 1992.

Air International, Airscene.

Joe Baugher