McDonnell Douglas F-15 Eagle
F-15 Eagle | |
---|---|
USAF F-15C, 44th Fighter Squadron, 2019 | |
Role | Air superiority fighter |
National origin | United States |
Manufacturer | |
First flight | 27 July 1972 |
Introduction | 9 January 1976[1] |
Status | In service |
Primary users | United States Air Force |
Produced | 1972–1997 |
Number built | F-15A/B/C/D/J/DJ: 1,198[2] |
Variants | |
Developed into |
The McDonnell Douglas F-15 Eagle is an American twin-engine, all-weather tactical fighter aircraft designed by McDonnell Douglas (now part of Boeing). Following reviews of proposals, the United States Air Force (USAF) selected McDonnell Douglas's design in 1969 to meet the service's need for a dedicated air superiority fighter. The Eagle first flew in July 1972, and entered service in 1976. It is among the most successful modern fighters, with over 100 victories and no losses in aerial combat, with the majority of the kills by the Israeli Air Force.[3][4]
The Eagle has been exported to many countries including Israel, Japan, and Saudi Arabia. Although the F-15 was originally envisioned as a pure air superiority fighter, its design included a secondary ground-attack capability that was largely unused.[5] It proved flexible enough that an improved all-weather strike derivative, the F-15E Strike Eagle, was later developed, entered service in 1989 and has been exported to several nations. Several additional F-15 variants have been produced.
The USAF had planned to replace all of its air superiority F-15s with the F-22 Raptor by the 2010s, but the severely reduced F-22 procurement forced the service to operate some F-15C/Ds until 2026 and replace them with newly built F-15EX Eagle II in order to retain adequate number of air superiority fighters. The F-15E Strike Eagle is expected to continue operating in the USAF into the 2030s. The F-15 is in service with numerous countries, with production of enhanced variants ongoing.
Development
Early studies
The F-15 can trace its origins to the early
In January 1965, Secretary McNamara asked the Air Force to consider a new low-cost tactical fighter design for short-range roles and
In April 1965,
An official requirements document for an air superiority fighter was finalized in October 1965, and sent out as a request for proposals to 13 companies on 8 December. Meanwhile, the Air Force chose the A-7 over the F-5 for the support role on 5 November 1965,[9] giving further impetus for an air superiority design as the A-7 lacked any credible air-to-air capability.
Eight companies responded with proposals. Following a downselect, four companies were asked to provide further developments. In total, they developed some 500 design concepts. Typical designs featured variable-sweep wings, weight over 60,000 pounds (27,000 kg), included a top speed of Mach 2.7 and a thrust-to-weight ratio of 0.75.[10] When the proposals were studied in July 1966, the aircraft were roughly the size and weight of the TFX F-111, and like that aircraft, were designs that could not be considered an air-superiority fighter.[11]
Smaller, lighter
Through this period, studies of combat over Vietnam were producing worrying results. Theory had stressed long-range combat using missiles and optimized aircraft for this role. The result was highly loaded aircraft with large radar and excellent speed, but limited maneuverability and often lacking a gun. The canonical example was the
In practice, due to policy and practical reasons,
By this time, the Navy had decided the F-111 would not meet their requirements and began the development of a new dedicated fighter design, the VFAX program. In May 1966, McNamara again asked the forces to study the designs and see whether the VFAX would meet the Air Force's F-X needs. The resulting studies took 18 months and concluded that the desired features were too different; the Navy stressed loiter time and mission flexibility, while the Air Force was now looking primarily for maneuverability.[17]
Focus on air superiority
In 1967, the
Both Headquarters USAF and TAC continued to call for a multipurpose aircraft, while both Disosway and Air Chief of Staff Bruce K. Holloway pressed for a pure air-superiority design that would be able to meet the expected performance of the MiG-25. During the same period, the Navy had ended its VFAX program and instead accepted a proposal from Grumman for a smaller and more maneuverable design known as VFX, later becoming the Grumman F-14 Tomcat. VFX was considerably closer to the evolving F-X requirements. The Air Force in-fighting was eventually ended by the worry that the Navy's VFAX would be forced on them; in May 1968, it was stated that "We finally decided – and I hope there is no one who still disagrees – that this aircraft is going to be an air superiority fighter".[17]
In September 1968, a request for proposals was released to major aerospace companies. These requirements called for single-seat fighter having a maximum take-off weight of 40,000 pounds (18,000 kg) for the air-to-air role with a maximum speed of Mach 2.5 and a thrust-to-weight ratio of nearly 1:1 at mission weight.[22] It also called for a twin-engined arrangement, as this was believed to respond to throttle changes more rapidly and might offer commonality with the Navy's VFX program. However, details of the avionics were left largely undefined, as whether to build a larger aircraft with a powerful radar that could detect the enemy at longer ranges was not clear, or alternatively a smaller aircraft that would make detecting it more difficult for the enemy.[23]
Four companies submitted proposals, with the Air Force eliminating
The Eagle's initial versions were the F-15 single-seat variant and TF-15 twin-seat variant. (After the F-15C was first flown, the designations were changed to "F-15A" and "F-15B"). These versions would be powered by new Pratt & Whitney F100 engines to achieve a combat thrust-to-weight ratio in excess of 1:1. A proposed 25-mm Ford-Philco GAU-7 cannon with caseless ammunition suffered development problems. It was dropped in favor of the standard M61 Vulcan gun. The F-15 used conformal carriage of four Sparrow missiles like the Phantom. The fixed wing was put onto a flat, wide fuselage that also provided an effective lifting surface. The airframe was designed with a 4,000 hour service life, although this was later increased through testing and extension modifications to 8,000 hours and some would fly beyond that.[26] The first F-15A flight was made on 27 July 1972, with the first flight of the two-seat F-15B following in July 1973.[27]
The F-15 has a "look-down/shoot-down" radar that can distinguish low-flying moving targets from ground clutter. It would use computer technology with new controls and displays to lower pilot workload and require only one pilot to save weight. Unlike the F-14 or F-4, the F-15 has only a single canopy frame with clear vision forward. The USAF introduced the F-15 as "the first dedicated USAF air-superiority fighter since the North American F-86 Sabre".[28]
The F-15 was favored by customers such as the Israel and Japan air arms. Criticism from the
Further development
The single-seat F-15C and two-seat F-15D models entered production in 1978 and conducted their first flights in February and June of that year.
The F-15 Multistage Improvement Program (MSIP) was initiated in February 1983 with the first production MSIP F-15C produced in 1985. Improvements included an upgraded central computer; a Programmable Armament Control Set, allowing for advanced versions of the
In 1979, McDonnell Douglas and F-15 radar manufacturer,
Beginning in 2006, with the threat of curtailed procurement of the
In September 2015, Boeing unveiled its 2040C Eagle upgrade (also called "Golden Eagle"), designed to keep the F-15 relevant through 2040. Seen as a necessity because of the low numbers of F-22s procured, the upgrade builds upon the company's
Design
Overview
The F-15 has an all-metal semi-monocoque fuselage with a large-cantilever, shoulder-mounted wing. The wing planform of the F-15 suggests a modified cropped delta shape with a leading-edge sweepback angle of 45°. Ailerons and a simple high-lift flap are located on the trailing edge. No leading-edge maneuvering flaps are used. This complication was avoided by the combination of low wing loading and fixed leading-edge conical camber that varies with spanwise position along the wing. Airfoil thickness ratios vary from 6% at the root to 3% at the tip. [citation needed]
The
The F-15's maneuverability is derived from low
The F-15 was shown to be capable of controlled flight with only one wing after an Israeli F-15D suffered a mid-air collision with an A-4 Skyhawk that removed most of the right-wing, in the 1983 Negev mid-air collision. While the A-4 was instantly disintegrated with the pilot being automatically ejected, the F-15 was sent into an uncontrollable roll. Through the application of full afterburner as well as a landing at twice the normal speed, pilot Zivi Nedivi managed to land successfully at Ramon Airbase. Subsequent wind-tunnel tests on a one-wing model confirmed that controllable flight was only possible within a very limited speed range of +/- 20 knots and angle of attack variation of +/- 20 degrees. The event resulted in research into damage adaptive technology and a system called "Intelligent Flight Control System".[53]
Avionics
A multimission
The HUD projects all essential flight information gathered by the integrated avionics system. This display, visible in any light condition, provides the pilot information necessary to track and destroy an enemy aircraft without having to look down at
The F-15's versatile
The improved
Weaponry and external stores
A variety of air-to-air weaponry can be carried by the F-15. An automated weapon system enables the pilot to release weapons effectively and safely, using the head-up display and the avionics and weapons controls located on the engine throttles or control stick. When the pilot changes from one weapon system to another, visual guidance for the selected weapon automatically appears on the head-up display.[56]
The Eagle can be armed with combinations of four different air-to-air weapons: AIM-7F/M Sparrow missiles or AIM-120 AMRAAM advanced medium-range air-to-air missiles on its lower fuselage corners, AIM-9L/M Sidewinder or AIM-120 AMRAAM missiles on two pylons under the wings, and an internal 20 mm (0.79 in) M61 Vulcan Gatling gun in the right wing root.[57]
Low-drag conformal fuel tanks (CFTs), initially called Fuel And Sensor Tactical (FAST) packs, were developed for the F-15C and D models. They can be attached to the sides of the engine air intakes under each wing and are designed to the same load factors and airspeed limits as the basic aircraft.[57] These tanks slightly degrade performance by increasing aerodynamic drag and cannot be jettisoned in-flight. However, they cause less drag than conventional external tanks. Each conformal tank can hold 750 U.S. gallons (2,840 L) of fuel.[58] These CFTs increase range and reduce the need for in-flight refueling. All external stations for munitions remain available with the tanks in use. Moreover, Sparrow or AMRAAM missiles can be attached to the corners of the CFTs.[31] The USAF 57th Fighter-Interceptor Squadron based at NAS Keflavik, Iceland, was the only C-model squadron to use CFTs on a regular basis due to its extended operations over the North Atlantic. With the closure of the 57 FIS, the F-15E is the only variant to carry them on a routine basis. CFTs have also been sold to Israel and Saudi Arabia.
Operational history
Introduction and early service
The largest operator of the F-15 is the
The first kill by an F-15 was scored by Israeli Air Force (IAF) ace Moshe Melnik in 1979.[60] During IAF raids against Palestinian factions in Lebanon in 1979–1981, F-15As reportedly downed 13 Syrian MiG-21s and two Syrian MiG-25s. Israeli F-15As and Bs participated as escorts in Operation Opera, an air strike on an Iraqi nuclear reactor. In the 1982 Lebanon War, Israeli F-15s were credited with 41 Syrian aircraft destroyed (23 MiG-21s and 17 MiG-23s, and one Aérospatiale SA.342L Gazelle helicopter). During Operation Mole Cricket 19, Israeli F-15s and F-16s together shot down 82 Syrian fighters (MiG-21s, MiG-23s, and MiG-23Ms) without losses.[61]
Israel was the only operator to use and develop the air-to-ground abilities of the air-superiority F-15 variants, doing so because the fighter's range was well beyond other combat aircraft in the Israeli inventory in the 1980s. The first known use of F-15s for a strike mission was during Operation Wooden Leg on 1 October 1985, with six F-15Ds attacking PLO Headquarters in Tunis with one GBU-15 guided bombs per aircraft and two F-15Cs restriking the ruins with six Mk-82 unguided bombs each.[62] This was one of the few times air-superiority F-15s (A/B/C/D models) were used in tactical strike missions.[63] Israeli air-superiority F-15 variants have since been extensively upgraded to carry a wider range of air-to-ground armaments, including JDAM GPS-guided bombs and Popeye missile.[64]
Royal Saudi Air Force F-15C pilots reportedly shot down two Iranian Air Force F-4E Phantom IIs in a skirmish on 5 June 1984.[65][66]
Anti-satellite trials
The
The third test flight involved a retired
Gulf War and aftermath
The USAF began deploying F-15C, D, and E model aircraft to the
On 11 November 1990, a Royal Saudi Air Force (RSAF) pilot defected to Sudan with an F-15C fighter during Operation Desert Shield. Saudi Arabia paid US$40 million (~$82.5 million in 2023) for return of the aircraft three months later.[76] RSAF F-15s shot down two Iraqi Mirage F1s during the Operation Desert storm.[77] One Saudi Arabian F-15C was lost to a crash during the Persian Gulf War in 1991.[78] The IQAF claimed this fighter was part of two USAF F-15Cs that engaged two Iraqi MiG-25PDs, and was hit by an R-40 missile before crashing.[79]
They have since been deployed to support
Structural defects
All F-15s were grounded by the USAF after a Missouri Air National Guard F-15C came apart in flight and crashed on 2 November 2007. The newer F-15E fleet was later cleared for continued operations. The USAF reported on 28 November 2007 that a critical location in the upper longerons on the F-15C was the failure's suspected cause, causing the fuselage forward of the air intakes, including the cockpit and radome, to separate from the airframe.[82]
F-15A through D-model aircraft were grounded until the location received detailed inspections and repairs as needed.
On 8 January 2008, the USAF Air Combat Command (ACC) cleared a portion of its older F-15 fleet for return to flying status. It also recommended a limited return to flight for units worldwide using the affected models.[85] The accident review board report, which was released on 10 January 2008, stated that analysis of the F-15C wreckage determined that the longeron did not meet drawing specifications, which led to fatigue cracks and finally a catastrophic failure of the remaining support structures and breakup of the aircraft in flight.[86] In a report released on 10 January 2008, nine other F-15s were identified to have similar problems in the longeron. As a result, General John D. W. Corley stated, "the long-term future of the F-15 is in question".[87] On 15 February 2008, ACC cleared all its grounded F-15A/B/C/D fighters for flight pending inspections, engineering reviews, and any needed repairs. ACC also recommended release of other U.S. F-15A/B/C/Ds.[88]
Later service
The F-15 had a combined air-to-air combat record of 104 kills to no losses through 2008[update]. The F-15's air superiority versions, the A/B/C/D models, have not suffered any losses to enemy action.[3][89] Over half of F-15 kills have been achieved by Israeli Air Force pilots.
On 16 September 2009, the last F-15A, an
To keep the F-15C/D viable, the fleet saw a series of upgrades, with 179 aircraft receiving the AN/APG-63(V)3 AESA radar starting in 2010 along with eventual addition of IRST pods and cockpit enhancements.[41][42] However, problems with the aging fleet meant the F-15C faced cuts or retirement in the USAF's FY 2015 budget in response to sequestration.[94][95] By the mid 2010s, the aging F-15C/D fleet was no longer economically sustainable to the 2030s as hoped,[N 2] and the USAF chose to forgo the more comprehensive F-15 2040C upgrade proposed by Boeing; in April 2017, USAF officials announced plans to retire the F-15C/D in the mid-2020s and press other aircraft such as F-16s into roles occupied by the F-15 while exploring options to recapitalize its fighter fleet.[96]
In late 2018 and early 2019, following a series of DoD Cost Analysis and Program Evaluation (CAPE) Office studies on affordably recapitalizing the fighter fleet, the Pentagon in its FY 2020 budget requested new-build F-15EXs — an advanced variant based on the export F-15QA then in production — to replace the F-15Cs and supplement the F-22s to maintain fighter fleet size, with planned total procurement of 144 aircraft.[97] This allowed USAF to use the existing export production line to quickly and affordably bring fighters into operational service, as restarting the F-22 line was considered cost-prohibitive.[50][98] In 2022, it was announced the USAF plan to retire their fleet of F-15C/Ds by 2026, while the F-15Es would retire in the 2030s.[99]
Yemen Civil War
During the
On 21 March 2018, Houthi rebels released a video where they hit and possibly shot down a Saudi F-15 in Saada province.[103] In the video a R-27T air-to-air missile adapted for surface-to-air use was launched and appeared to hit a jet. As in the video of the previous similar hit recorded on 8 January, the target, while clearly hit, did not appear to be downed. Saudi forces confirmed the hit, while saying the jet landed at a Saudi base.[104][105] Saudi official sources confirmed the incident, reporting that it happened at 3:48 pm local time after a surface-to-air defense missile was launched at the fighter jet from inside Saada airport.[106][107]
After the
Variants
Basic models
- F-15A
- Single-seat all-weather air-superiority fighter version, 384 built in 1972–1979[114]
- F-15B
- Two-seat training version, formerly designated TF-15A, 61 built in 1972–1979[114]
- F-15C
- Improved single-seat all-weather air-superiority fighter version, 483 built in 1979–1985.[114] The last 43 F-15Cs were upgraded with AN/APG-70 radar and later the AN/APG-63(V)1 radar.
- F-15D
- Two-seat training version, 92 built in 1979–1985.[114]
- F-15J
- Single-seat all-weather air-superiority fighter version for the Japan Air Self-Defense Force 139 built under license in Japan by Mitsubishi Heavy Industries in 1981–1997, two built in St. Louis.[114]
- F-15DJ
- Two-seat training version for the Japan Air Self-Defense Force. 12 built in St. Louis, and 25 built under license in Japan by Mitsubishi in the period 1981–1997.[114]
- F-15N Sea Eagle
- The F-15N was a carrier-capable variant proposed in the early 1970s to the U.S. Navy as an alternative to the heavier and, at the time, considered to be "riskier" technology program, the Grumman F-14 Tomcat. It did not have a long-range radar or the long-range missiles used by the F-14. The F-15N-PHX was another proposed naval version capable of carrying the AIM-54 Phoenix missile, but with an enhanced version of the AN/APG-63 radar on the F-15A. These featured folding wingtips, reinforced landing gear and a stronger tailhook for shipboard operation.[115][116]
- F-15 2040C
- Proposed upgrade to the F-15C, allowing it to supplement the infra-red search and track, doubling the number of weapon stations, with quad racks for a maximum of 16 air-to-air missiles, Eagle Passive/Active Warning Survivability System (EPAWSS), conformal fuel tanks, upgraded APG-63(V)3 AESA radar and a "Talon HATE" communications pod allowing data transfer with the F-22. This upgrade program was not pursued due to the age of the existing airframes, but some of the upgrades were applied to the new-build F-15EX.[117][118]
Strike Eagle derivatives
- F-15E Strike Eagle
- Two-seat all-weather multirole strike version, fitted with conformal fuel tanks. It was developed into the F-15I, F-15S, F-15K, F-15SG, and is the basis of the F-15 Advanced Eagle family. Over 400 F-15E and derivative variants produced since 1985.
- F-15 Advanced Eagle
- Further development of the F-15E with revised wing structure and digital fly-by-wire and is the basis for the F-15SA, F-15QA, F-15EX, and other variants. Current production baseline.
- F-15SE Silent Eagle
- A proposed F-15E variant from March 2009 with a reduced radar cross-section via changes such as replacing conformal fuel tanks with conformal weapons bays and canting the twin vertical tails 15 degrees outward, which would reduce their radar signature while providing a slight boost to lift to help offset the loss of conformal fuel tanks.[119][120]
- F-15EX Eagle II
- Two-seat Advanced Eagle version for the USAF, can be fitted with conformal fuel tanks.
Prototypes
Twelve prototypes were built and used for trials by the F-15 Joint Test Force at Edwards Air Force Base using McDonnell Douglas and United States Air Force personnel. Most prototypes were later used by NASA for trials and experiments.
- F-15A-1, AF Serial No. 71-0280
- Was the first F-15 to fly on 11 July 1972 from Edwards Air Force Base, it was used as a trial aircraft for exploring the flight envelope, general handling and testing the carriage of external stores.
- F-15A-1, AF Ser. No. 71-0281
- The second prototype first flew on 26 September 1972 and was used to test the F100 engine.
- F-15A-2, AF Ser. No. 71-0282
- First flew on 4 November 1972 and was used to test the APG-63 radar and avionics.
- F-15A-2, AF Ser. No. 71-0283
- First flew on 13 January 1973 and was used as a structural test aircraft, it was the first aircraft to have the smaller wingtips to clear a severe buffet problem found on earlier aircraft.
- F-15A-2, AF Ser. No. 71-0284
- First flew on 7 March 1973 it was used for armament development and was the first aircraft fitted with an internal cannon.
- F-15A-3, AF Ser. No. 71-0285
- First flew on 23 May 1973 and was used to test the missile fire control system and other avionics.
- F-15A-3, AF Ser. No. 71-0286
- First flew on 14 June 1973 and was used for armament trials and testing external fuel stores.
- F-15A-4, AF Ser. No. 71-0287
- First flew on 25 August 1973 and was used for spin recovery, angle of attack and fuel system testing, it was fitted with an anti-spin recovery parachute. The aircraft was loaned to NASA from 1976 for engine development trials.
- F-15A-4, AF Ser. No. 71-0288
- First flew on 20 October 1973 and was used to test integrated aircraft and engine performance, it was later used by McDonnell Douglas as a test aircraft in the 1990s.
- F-15A-4, AF Ser. No. 71-0289
- First flew on 30 January 1974 and was used for trials on the radar, avionics and electronic warfare systems.
- F-15B-1, AF Ser. No. 71-0290
- The first two-seat prototype originally designated the TF-15A, it first flew on 7 July 1973.
- F-15B-2, AF Ser. No. 71-0291
- First flew on 18 October 1973 as a TF-15A and used as a test and demonstration aircraft. In 1976 it made an overseas sales tour painted in markings to celebrate the bicentenary of the United States. Also used as the development aircraft for the F-15E as well as the first F-15 to use Conformal Fuel Tanks.
Research and test
- F-15 Streak Eagle (AF Ser. No.72-0119)
- An unpainted F-15A stripped of most avionics demonstrated the fighter's acceleration capabilities. The aircraft broke eight time-to-climb world records between 16 January and 1 February 1975 at Grand Forks AFB, ND. It was delivered to the National Museum of the United States Air Force in December 1980.[121] Undergoing restoration in 2023 to be put on display in 2024.[citation needed]
- F-15 STOL/MTD (AF Ser. No. 71-0290)
- The first F-15B was converted into a short takeoff and landing, maneuver technology demonstrator aircraft.[122] In the late 1980s it received canard flight surfaces in addition to its usual horizontal tail, along with square thrust-vectoring nozzles. It was used as a short-takeoff/maneuver-technology demonstrator (S/MTD).[123]
- F-15 ACTIVE (AF Ser. No. 71-0290)
- The F-15 S/MTD was later converted into an advanced flight control technology research aircraft with thrust vectoring nozzles.[122]
- F-15 IFCS(AF Ser. No. 71-0290)
- The F-15 ACTIVE was then converted into an intelligent flight control systems research aircraft. F-15B 71-0290 was the oldest F-15 still flying when retired in January 2009.[123]
- F-15 MANX
- Concept name for a tailless variant of the F-15 ACTIVE, but the NASA ACTIVE experimental aircraft was never modified to be tailless.[citation needed]
- F-15 Flight Research Facility (AF Ser. No. 71-0281 and AF Ser. No. 71-0287)
- Two F-15A aircraft were acquired in 1976 for use by NASA's Dryden Flight Research Center for numerous experiments such as: Highly Integrated Digital Electronic Control (HiDEC), Adaptive Engine Control System (ADECS), Self-Repairing and Self-Diagnostic Flight Control System (SRFCS) and Propulsion Controlled Aircraft System (PCA).[124] 71-0281, the second flight-test F-15A, was returned to the Air Force and became a static display at Langley AFB in 1983.[citation needed]
- F-15B Research Testbed (AF Ser. No. 74-0141)
- Acquired in 1993, it was an F-15B modified and used by NASA's Dryden Flight Research Center for flight tests.[125]
Operators
This article only covers the F-15A, B, C, D, and related variants. For the operators of other F-15E-based variants, like the F-15E, F-15I, F-15S, F-15K, F-15SG, or F-15EX, see McDonnell Douglas F-15E Strike Eagle.
- Israel
- Israeli Air Force has operated F-15s since 1977. The IAF has 84 F-15A/B/C/D/I aircraft in service as of 2022.[126]
- Japan
- Japan Air Self-Defense Force operates 155 Mitsubishi F-15J and 44 F-15DJ fighters produced under license by Mitsubishi Heavy Industries.[127]
- Saudi Arabia
- Royal Saudi Air Force has 232 F-15C/D/S/SA fighters in operation as of 2024.[126]
- United States
- United States Air Force operates 168 F-15C and 18 F-15D total aircraft as of mid-2022.[128][129]
Notable accidents
A total of 175 F-15s have been lost to non-combat causes as of June 2016. However, the F-15 aircraft is very reliable with only 1 loss per 50,000 flight hours.[134][135]
- On 1 May 1983, an Israeli Air Force F-15D collided mid-air with an A-4 Skyhawk during a training flight, causing the F-15's right wing to shear off almost completely. Despite the damage, the pilot was able to reach a nearby airbase and land safely – albeit at twice the normal landing speed. The aircraft was subsequently repaired and saw further combat action.[136]
- On 26 March 2001, two US Air Force F-15Cs crashed near the summit of Ben Macdui in the Cairngorms during a low flying training exercise over the Scottish Highlands.[137] Both Lieutenant Colonel Kenneth John Hyvonen and Captain Kirk Jones died in the accident, which resulted in a court martial for an RAF air traffic controller, who was later found not guilty.[138][139]
- On 2 November 2007, a 27-year-old F-15C (AF Ser. No. 80-0034) of the St. Louis, Missouri. The pilot, Major Stephen W. Stilwell, ejected but suffered serious injuries. On 3 November 2007, all non-mission critical F-15s were grounded pending the crash investigation's outcome.[140][141] By 13 November 2007, over 1,100 F-15s were grounded worldwide after Israel, Japan and Saudi Arabia grounded their aircraft as well.[142] F-15Es were cleared on 15 November 2007 pending individual inspections.[143] On 8 January 2008, the USAF cleared 60 percent of the F-15A/B/C/D fleet to fly.[85] On 10 January 2008, the accident review board released its report, which attributed the crash to the longeron not meeting specifications.[86] On 15 February 2008, the Air Force cleared all F-15s for flight, pending inspections and any needed repairs.[88] In March 2008, Stilwell filed a lawsuit against Boeing which was later dismissed in April 2009.[144][145]
Specifications (F-15C)
Data from USAF fact sheet,[146] Jane's All the World's Aircraft,[147] Combat Legend, F-15 Eagle and Strike Eagle,[148] Florida International University,[149] USAF F-15A/B/C/D Flight Manual (TO 1F-15A-1)[150]
General characteristics
- Crew: 1
- Length: 63 ft 9 in (19.43 m)
- Wingspan: 42 ft 10 in (13.06 m)
- Height: 18 ft 6 in (5.64 m)
- Wing area: 608 sq ft (56.5 m2)
- Airfoil: root: NACA 64A006.6; tip: NACA 64A203[151]
- Empty weight: 28,000 lb (12,701 kg)
- Gross weight: 44,500 lb (20,185 kg)
- Max takeoff weight: 68,000 lb (30,844 kg)
- Fuel capacity: 13,455 lb (6,103 kg) internal[1]
- Powerplant: 2 × Pratt & Whitney F100-PW-220 afterburning turbofans, 14,590 lbf (64.9 kN) thrust each dry, 23,770 lbf (105.7 kN) with afterburner
Performance
- Maximum speed: Mach 2.5 (1,650 mph, 2,655 km/h) at high altitude[N 3]
- Mach 1.2, 800 kn (921 mph; 1,482 km/h) at sea level[N 4]
- Combat range: 1,061 nmi (1,221 mi, 1,965 km) for interdiction mission
- Ferry range: 3,000 nmi (3,500 mi, 5,600 km) with conformal fuel tanks and three external fuel tanks
- Service ceiling: 65,000 ft (20,000 m)
- g limits: +9
- Rate of climb: 67,050[152] ft/min (340.6 m/s) (with 3 pylons)[153]
- Wing loading: 73.1 lb/sq ft (357 kg/m2)
- Thrust/weight: 1.07 (1.26 with loaded weight and 50% internal fuel)
Armament
- Guns: 1× M61A1 Vulcan 6-barrel rotary cannon, 940 rounds
- Hardpoints: Total 9: two under-wing (each with additional two missile launch rails), four under-fuselage (for semi-recessed carriage of AIM-7 Sparrows) and a single centerline pylon station, optional fuselage pylons (which may include conformal fuel tanks) with a capacity of 16,000 lb (7,300 kg), with provisions to carry combinations of:
- Missiles:
- 4× AIM-7 Sparrow
- 4× AIM-9 Sidewinder
- 8× AIM-120 AMRAAM
- Other:
- up to 3 × 600 US gallons (2,300 L) external drop tanks for ferry flight or extended range/loitering time.
- MXU-648 Cargo/Travel Pod – to carry personal belongings, and small pieces of maintenance equipment.[114]
- Missiles:
Avionics
- Radar:
- Countermeasures:
- Northrop Grumman Electronic Systems AN/ALQ-131 electronic countermeasures pod[156]
- Hazeltine AN/APX-76 or Raytheon AN/APX-119 Identify Friend/Foe (IFF) interrogator[157]
- AN/ALQ-128 Electronic Warfare Warning Set (EWWS) – part of Tactical Electronic Warfare Systems (TEWS)[156]
- Loral AN/ALR-56 Radar warning receivers (RWR) – part of TEWS[158]
- Northrop Grumman Electronic Systems ALQ-135 Internal Countermeasures System (ICS) – part of TEWS[156]
- Marconi AN/ALE-45 Chaff/Flares dispenser system – part of TEWS[159]
- Joint Helmet Mounted Cueing System[155]
- Lockheed Martin Legion Pod with AN/ASG-34(V)1 IRST
Aircraft on display
Although the F-15 continues to be in use, a number of older USAF and IAF models have been retired, with several placed on outdoor display or in museums.
Germany
F-15A
Netherlands
F-15A
- 74-0083 (marked as 77–0132) – Nationaal Militair Museum, Kamp Zeist, former Camp New Amsterdam AB. Aircraft was based at Camp New Amsterdam and left as a gift when the base was closed in 1995.[162]
Japan
F-15A
- 74-0088 – Kadena AB[163]
Israel
F-15A
Saudi Arabia
F-15B
- 71-0291 - painted in false Saudi markings as '1315' at Royal Saudi Air Force Museum[citation needed]
United Kingdom
F-15A
- 74-0131 – Wings of Liberty Memorial Park, RAF Lakenheath[166]
- 76-0020 –
United States
F-15A
- 71-0280 – 37th Training Wing HQ Parade Ground, San Antonio, Texas[168]
- 71-0281 – Tactical Air Command Memorial Park, Joint Base Langley-Eustis, Hampton, Virginia[169]
- 71-0283 – Defense Supply Center Richmond, Richmond, Virginia[170]
- 71-0285 – Boeing Avionic Antenna Laboratory, St. Charles, Missouri[171]
- 71-0286 – A GF-15A; St. Louis, Missouri, in storage. Previously on display at Octave Chanute Aerospace Museum, Rantoul, Illinois[172]
- 72-0119 "Streak Eagle" – at the Wright-Patterson AFB, Dayton, Ohio[173]
- 73-0085 – Robins AFB, Warner Robins, Georgia[174]
- 73-0086 – Louisiana Military Museum, New Orleans, Louisiana[175]
- 73-0099 – Robins AFB, Warner Robins, Georgia[176]
- 74-0081 –
- 74-0084 – Alaska Aviation Heritage Museum, Anchorage, Alaska[178]
- 74-0095 – Tyndall AFB, Panama City, Florida[179] This aircraft was flipped and severely damaged by Hurricane Michael in October 2018.[180]
- 74-0114 –
- 74-0117 –
- 74-0118 – Pima Air & Space Museum, Tucson, Arizona[183]
- 74-0119 – Castle Air Museum, Atwater, California[184]
- 74-0124 –
- 75-0026 – National Warplane Museum, Elmira Corning Regional Airport, New York[186]
- 75-0033 – Eglin Parkway entrance to Eglin AFB, Florida[187]
- 75-0045 – USS Alabama Battleship Memorial Park, Mobile, Alabama[188]
- 76-0008 – March Field Air Museum at March ARB, Riverside, California[189]
- 76-0009 – Kingsley Field Air National Guard Base, Klamath Falls, Oregon[190]
- 76-0012 – Air Heritage Aviation Museum, Beaver County Airport, Beaver Falls, Pennsylvania[191]
- 76-0014 – Evergreen Aviation Museum, McMinnville, Oregon[192]
- 76-0018 – Oahu, Hawaii[193]
- 76-0024 –
- 76-0027 – Wright-Patterson AFB, Dayton, Ohio[195]
- 76-0037 – Holloman AFB, New Mexico[196]
- 76-0040 – Cape Cod, Massachusetts[197]
- 76-0042 - United States Air Force Academy, Colorado Springs, Colorado
- 76-0048 – McChord AFB, Washington[198]
- 76-0057 - Nellis Air Force Base, Las Vegas, Nevada.[199] Aircraft previously bore "Vegas Strong" paint scheme to honor victims of Oct 1, 2017 shooting.[200]
- 76-0063 –
- 76-0066 – Portland Air National Guard Base, Oregon[202]
- 76-0067 – Dyess Air Force Base, Linear Air Park display area on base[203]
- 76-0076 (marked as 33rd Fighter Wing F-15C 85–0125) – roadside park, DeBary, Florida[204]
- 76-0080 – Jacksonville Air National Guard Base, Florida[205]
- 76-0088 – 131st Bomb Wing Heritage Park, Whiteman AFB, Missouri[206]
- 76-0108 –
- 76-0110 – gate guard,
- 77-0068 – Arnold AFB, Manchester, Tennessee[209]
- 77-0084 – 412th Test Wing at Edwards Air Force Base, California and Nellis Air Force Base, Nevada[210]
- 77-0090 –
- 77-0102 – 102d Fighter Wing aircraft scrambled in first response to terrorist air attacks on 11 September 2001[212]
- 77-0146 – Veterans Park, Callaway, Florida[213]
- 77-0150 – Yanks Air Museum, Chino, California[214]
F-15B
- 73-0108 –
- 73-0114 – Edwards AFB, California[216]
- 75-0084 – Russell Military Museum, Russell, Illinois[217]
- 77-0154 - Sheppard Air Force Base, Witchita Falls, Texas[218]
- 77-0159 - Volk Field Air National Guard Base, Camp Douglas, Wisconsin[219]
- 77-0161 – Seymour Johnson AFB, Goldsboro, North Carolina[220]
F-15C
- 79-0022 – 22nd Fighter Squadron deployed from Bitburg AB, Germany to Incirlik AB, Turkey.
- 79-0078 – ]
- 80-0014 – Langley AFB, Virginia[citation needed]
- 86-0156 - National Museum of the United States Air Force - On display in the Cold War Gallery. This aircraft scored two MiG-29 kills of the Yugoslavia Air Force during Operation Allied Force flown by Captain Jeff "Claw" Hwang of the 493rd Fighter Squadron, 48th Fighter Wing based at RAF Lakenheath, UK.[citation needed]
Notable appearances in media
The F-15 was the subject of the
The F-15 has also been a popular subject as a toy, and a fictional likeness of an aircraft similar to the F-15 has been used in cartoons, books, video games, animated television series, and animated films.
See also
- Fourth-generation jet fighter
Related development
- McDonnell Douglas F-15E Strike Eagle
- McDonnell Douglas F-15 STOL/MTD
- Mitsubishi F-15J
- Boeing F-15EX Eagle II
Aircraft of comparable role, configuration, and era
Related lists
References
Notes
- ^ "F-X" should be read as "Fighter, Unknown designation number", but is often translated as "Fighter-Experimental".
- ^ The F-15C/D airframes would have an average age of 37 years by 2021; 75% were beyond their certified service lives leading to groundings from structural issues, and life extensions were deemed too expensive.
- ^ Mach 2.0 (1,320 mph, 2,124 km/h) at high altitude with CFTs.[citation needed]
- ^ 700 kn (806 mph; 1,296 km/h) at low altitude with CFTs.[citation needed]
- ^ Although several F-15C aircraft were produced with APG-70 radar, all have been retrofitted to the AN/APG-63(V)1 configuration.
- ^ Both active AF and ANG F-15Cs will receive another (up to) 48 V3 units between 2009 and 2015, over the existing 19 aircraft.
Citations
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- ^ Davies and Dildy 2007, p. 249.
- ^ a b Davies and Dildy 2007, inside cover.
- ^ Spick 2000, p. 127.
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- ^ Munzenmaier, Walter. "'LTV A-7D/K Corsair II: The 'SLUF' in USAF and USANG Service 1968–1993," Famous Aircraft of the USAF and USAG, Volume 1.
- ^ Jenkins 1998, pp. 5–7.
- ^ Neufeld 2007, p. 46.
- ^ a b c Davies 2002, pp. 9–11.
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- ^ Neufeld 2007, p. 46–47.
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- ^ Neufeld 2007, p. 48.
- ^ Davies and Dildy 2007, p. 12.
- ^ Jenkins 1998, pp. 8–10.
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- ^ Davies and Dildy 2007, p. 14.
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Bibliography
- Aloni, Shlomo. Israeli F-15 Eagle Units in Combat (Osprey Combat Aircraft #67). Oxford, UK: Osprey Publishing Limited, 2006. ISBN 978-1-84603-047-5.
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- Davies, Steve. Boeing F-15E Strike Eagle, All-Weather Attack Aircraft. London: Airlife Publishing, Ltd., 2003. ISBN 1-84037-378-4.
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- Davies, Steve. F-15C/E Eagle Units of operation Iraqi Freedom (Osprey Combat Aircraft #47). Oxford, UK: Osprey Publishing Limited, 2004. ISBN 978-1-84176-802-1.
- Davies, Steve and Doug Dildy. F-15 Eagle Engaged, The World's Most Successful Jet Fighter. ISBN 978-1-84603-169-4.
- Eden, Paul and Soph Moeng, eds. The Complete Encyclopedia of World Aircraft. London: ISBN 0-7607-3432-1.
- Gething, Michael J. F-15 Eagle (Modern Fighting Aircraft). ISBN 0-668-05902-8.
- Green, William and Gordon Swanborough. The Complete Book of Fighters. New York: ISBN 0-7607-0904-1.
- Gunston, Bill. American Warplanes. New York: ISBN 0-517-61351-4.
- Huenecke, Klaus. Modern Combat Aircraft Design. ISBN 0-87021-426-8.
- Jenkins, Dennis R. F/A-18 Hornet: A Navy Success Story. New York: McGraw-Hill, 2000, pp. 1–8. ISBN 0-07-134696-1.
- Jenkins, Dennis R. McDonnell Douglas F-15 Eagle, Supreme Heavy-Weight Fighter. ISBN 1-85780-081-8.
- Lambert, Mark, ed. Jane's All the World's Aircraft 1993–94. ISBN 0-7106-1066-1.
- Neufeld, Jacob (2007) [Spring 2001]. The F-15 Eagle: Origins and Development 1964–1972. Air Power History (Today's Best Military Writing ed.). ISBN 978-1-4299-1069-9. Retrieved 22 April 2017.
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Further reading
- Braybrook, Roy. F-15 Eagle. London: Osprey Aerospace, 1991. ISBN 1-85532-149-1.
- Crickmore, Paul. McDonnell Douglas F-15 Eagle (Classic Warplanes series). New York: Smithmark Books, 1992. ISBN 0-8317-1408-5.
- Drendel, Lou. Eagle (Modern Military Aircraft Series). Carrollton, Texas: Squadron/Signal Publications, 1985. ISBN 0-8974-7271-3.
- Drendel, Lou and Don Carson. F-15 Eagle in action. Carrollton, Texas: Squadron/Signal Publications, 1976. ISBN 0-89747-023-0.
- Fitzsimons, Bernard. Modern Fighting Aircraft, F-15 Eagle. London: Salamander Books Ltd., 1983. ISBN 0-86101-182-1.
- Gething, Michael J. and Paul Crickmore. F-15 (Combat Aircraft series). New York: Crescent Books, 1992. ISBN 0-517-06734-X.
- Kinzey, Bert. The F-15 Eagle in Detail & Scale (Part 1, Series II). El Paso, Texas: Detail & Scale, Inc., 1978. ISBN 0-8168-5028-3.
- Rininger, Tyson V. F-15 Eagle at War. Minneapolis, Minnesota: Zenith Press, 2009. ISBN 978-0-7603-3350-1.