The F-15 "Eagle" / "Strike Eagle"

The McDonnell Douglas F-15 Eagle emerged from the complex and extensive set of requirements established by the USAF. Configuration of the twin-engine aircraft is characterized by a high-mounted wing, twin vertical tails mounted at the rear of the short fuselage, and large, horizontal-ramp variable- geometry external-compression inlets located on the sides of the fuselage ahead of the wing. The horizontal-tall surfaces are mounted in the low position on fuselage extensions on either side of the exhaust nozzles.

Propulsion of the F-15 is supplied by two Pratt & Whitney F100-PW-100 afterburning turbofan engines of 23,904/14,780 pounds thrust each. Developed especially for the F-15, these high-pressure-ratio engines are reported to have much improved efficiency over earlier engines for fighter aircraft.

The wing planform of the F-15, shown in figure 11.36, 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 utilized, although such flaps were extensively analyzed in the design of the wing. This complication was avoided, however, by the combination of low wing loading and fixed leading-edge camber that varies with span wise position along the wing. Airfoil thickness ratios vary from 6 percent at the root to 3 percent at the tip.

To succeed in the air-to-air role, a plane needs the right airframe in combination with strong powerplant and avionics. The plane's designers understood this and stretched technology to the limits. It was determined that a very low wing loading combined with heavy thrust from the engines would be required. US fighter aircraft of the period were going faster (Mach 2 plus), but were heavy and lacked maneuverability compared to their Soviet counterparts. When combined with a capable airframe, better maneuverability can be achieved by maximizing thrust, thereby maximizing energy. The Pratt & Whitney F100 Turbofan engine provides the needed thrust. Each engine is capable of producing 15,000 pounds of thrust at maximum power, and 25,000 pounds of thrust in afterburner. This gives the Eagle a total of 50,000 pounds of thrust. In other words, a nominally loaded F-15 Eagle of 48,000 pounds has a thrust-to-weight ratio of 1.04 pounds of thrust to each pound of aircraft weight. Thrust of this caliber allows an F-15 to accelerate while going straight up! A specially modified F-15A Eagle known as the "Streak Eagle" was able to out climb a Saturn V Moon Rocket to almost 60,000 feet. This same aircraft flew to 98,430 feet (30,000 meters) in 207.80 seconds (less than 3 minutes and 30 seconds).

The wing loading of the F-15 is significantly lower and the thrust loading much greater than corresponding values for earlier fighter aircraft. At the lower weights to be expected during combat, wing loadings as low as 55 pounds per square foot and static thrust-to-weight-ratios of as much as 1.35 might be expected. (As the Mach number increases at a given altitude, the thrust of the afterburning turbofan also increases. For example, the thrust of the F-15 engine at sea level and Mach 0.9 is nearly twice the sea-level static value.) The values of these parameters represent a significant departure from previous fighter design philosophy and resulted from the energy-maneuverability concepts employed in specifying the aircraft.

To understand the design of the F-15 and its unique capabilities, some insight into the meaning of maneuverability and its relation to several aircraft design parameters is necessary. The maneuvering capability of an aircraft has many facets, but one of the most important of these is its turning capability. In a combat situation between two opposing fighters flying at the same speed, the aircraft capable of turning with the shortest radius of turn without losing altitude usually has the advantage. This assumes equality of many other factors such as aircraft stability and control characteristics, armament, and, of course, pilot skill.

In steady, turning flight the lift developed by the wing must balance not only the weight of the aircraft but the centrifugal force generated by the turn. (The term "balance" is used here in a vector sense; that is, the lift vector must equal the sum of the weight and centrifugal force vectors.) The load factor is defined as the ratio of the lift in the turn to the weight of the aircraft and is usually expressed in g units, where g is the acceleration due to gravity. Thus, a 2-g turn is one in which the wing must develop a lift force twice the weight of the aircraft. The value of the load factor is uniquely defined by the aircraft angle of bank. For example, 2-g and 5-g turns require bank angles of 60 and 78.5 respectively. Finally, for a given bank angle and thus load factor, the turning radius varies as the square of the speed; for example, doubling the speed of the aircraft increases the turning radius by a factor of 4. It would then appear that two different aircraft flying at the same speed would have the same turning radius; however, this conclusion is not necessarily correct. The maximum load factor and associated turning radius may be limited by wing stalling. For a given speed and altitude, stalling occurs as a function of the wing maximum lift coefficient and the wing loading in straight and level flight. Clearly then, the turning capability of different aircraft types may vary widely.

Two other important aircraft physical parameters may also limit turning performance. First, at a given speed and altitude, the aircraft drag increases rapidly with lift coefficient; as a consequence, the available thrust may not be sufficient to balance the drag at some load factors that the wing can sustain. In this case the aircraft loses altitude in the turn, an undesirable situation in combat. As for maximum lift coefficient, the drag rise with increasing lift depends upon the wing design and Mach number, as well as upon the added drag required to trim the aircraft at high lift coefficients. Finally, the turning performance may be limited by the control power available in the horizontal tail for trimming the aircraft at the high maneuvering lift coefficients.

These ideas are embodied in a technique for describing and specifying fighter aircraft maneuverability. Known by the term "energy maneuverability," the technique involves the specification of desired aircraft climb and/or acceleration capability for various combinations of speed, altitude, and turning load factor. The quantity specified for each of these combinations is labeled "specific excess power" Ps and is simply the excess power available per unit aircraft weight as compared with the power required to maintain constant altitude in the turn.

The lightly loaded airframe is combined with an equally impressive flight control system. A hydraulically actuated, mechanically controlled flight control system is augmented by an electronic system known as the Control Augmentation System (CAS). This system takes the stick inputs from the pilot and deflects the flight controls in the proper direction at the proper rate for optimal aircraft handling. This system allows the pilot to fly the aircraft to the limits of its capabilities without losing control of the aircraft. The CAS can also actuate the flight controls via pilot input if the hydro-mechanical system is damaged.

In order to win air-to-air battles, the pilot must be able to see, shoot, evade, and destroy the adversary first. The Eagle has an impressive array of weapons and avionics which allow it to get the advantage. The APG-63 and 70 radars allow crews to see targets that are as far away as 100 miles. These "Eyes" are able to ferret out the targets even if the targets are flying at high speeds at low altitudes. A Tactical Electronic Warfare System (TEWS) lets the aircrew know if any threat is present. The Heads-up-Display (HUD), and the Hands on Throttle and Stick (HOTAS), allow the Pilot to select, track and shoot the adversary without having to look back into the cockpit.

The F-15's versatile pulse-Doppler radar system can look up at high-flying targets and down at low-flying targets without being confused by ground clutter. It can detect and track aircraft and small high-speed targets at distances beyond visual range down to close range, and at altitudes down to tree-top level. The radar feeds target information into the central computer for effective weapons delivery. For close-in dog fights, the radar automatically acquires enemy aircraft, and this information is projected on the head-up display.

The AN/APG-63 radar is a highly flexible, all-weather multimode radar. The APG-63 radar combines long range acquisition and attack capabilities with automatic features to provide the instant information and computations needed during air-to-air and air-to-surface combat. The APG-63 has been operational since 1973. In 1979, it was the first airborne radar to incorporate a software programmable signal processor. The PSP allows the system to quickly respond to new tactics or accommodate improved modes and weapons through software reprogramming rather than by extensive hardware retrofit. The APG-63 is no longer in production but remains in service. Almost 1,000 APG-63s had been delivered when production ended in 1986. About 700 are still operational in F-15As, Bs, and early model Cs and Ds operated by the U.S. Air Force and the air forces of Israel, Japan, and Saudi Arabia.

The APG-63 radar has an average mean time between failure less than 15 hours. APG-63 LRUs have become increasingly difficult to support both in the field and at the depot. First, individual parts have become increasingly unavailable from any source; incorporating newer technology parts often entails module redesign and fails to address the root cause. Second, continuing reliability deterioration impacts both sustainment, particularly during deployment, as well as ACC's ability to implement two-level maintenance. In addition, the APG-63 radar has virtually no remaining processing and memory capacity to accommodate software upgrades to counter evolving threats.

The AN/APG-63(V)1 radar is a reliability/maintainability upgrade including state-of-the-art hardware with significant growth opportunities to address user requirements. As part of a radar retrofit program for the US Air Force, the APG-63(V)1 is being produced to replace outmoded APG-63 radars installed in F-15 C/D aircraft models, providing F-15s with world-leading radar capabilities. The (v)1 is an upgrade to the out-of-production Raytheon APG-63 and APG-70 radars. The upgrade includes a new transmitter, receiver, data processor, low-voltage power supply and signal data converter. It provides a 10-fold increase in radar reliability while increasing system capacity for future growth. The radar incorporates components designed for improved reliability and lower failure rates and enhanced diagnostics for improved fault detection and fault isolation. Along with other design features, these should improve radar reliability to 120 hours MTBM, an order of magnitude better than the existing APG-63. Boeing, which builds the F-15 in St. Louis, is responsible for installing the (v)1 components, which are primarily supplied by Raytheon. Raytheon is supplying radar and spare systems, data requirements, program management, and test equipment to support this retrofit program. Boeing has integrated virtually all subsystems on the F-15 since the aircraft entered production. In March 2001 the Air Force's 27th Fighter Squadron at Langley Air Force Base in Virginia became the first unit to receive a production (v)1 system. At least 170 U.S. Air Force F-15s are expected to receive the (v)1 upgrade. Production deliveries are scheduled from October 2000 through June 2005 at a rate of two to three systems per month. It is expected that over 160 APG-63(V)1 radar systems will have been delivered to the US Air Force by mid-2005. Other nations that now operate F-15s are also interested in upgrading to this system.

In December 2000 Boeing Company delivered to the US Air Force the final three of 18 F-15C aircraft it refitted with Raytheon's APG-63(v)2 Active Electronically Scanned Array (AESA) radar, providing the Air Force the world's first operational fighter jets with the advanced-technology radar system. The AESA radar has an exceptionally agile beam, and provides nearly instantaneous track updates throughout the field of vision. Other benefits of the radar include enhanced multi-target tracking capability and elimination of the need for a hydraulic system. Addition of AESA technology substantially increases pilot situational awareness, while enhancing reliability and maintainability. The AESA radar allows the pilot to detect, track and destroy multiple enemy aircraft at significantly longer ranges. The AN/APG-63(V)2 is compatible with current F-15C weapon loads, features upgraded identification-friend-or-foe and environmental control systems, and enables pilots to take full advantage of AIM-120 Advanced Medium Range Missile capabilities. It can simultaneously guide multiple missiles to several targets widely spaced in azimuth, elevation, or range.

The AN/APG-63(V)2 is a major radar upgrade for the US Air Force F-15C aircraft. Retaining controls and displays nearly identical to those of its predecessor, the AN/APG-63(V)1, the new system adds an active electronically scanned array (AESA) radar to proven AN/APG-63(V)1 radar components. In an AESA system, the traditional mechanically scanning radar dish is replaced by a stationary panel covered with an array of hundreds of small transmitter-receiver modules. Unlike a radar dish, these modules have more combined power and can perform different detection, tracking, communication and jamming functions in multiple directions simultaneously. An AESA offers greater precision to detect, track and eliminate multiple threats more quickly and effectively than traditional radar. Because the AESA eliminates the hydraulic and electrical systems associated with mechanically operated radars, its reliability and maintainability are dramatically improved.

In addition to the F-15C AESA, Raytheon is developing AESAs for the F/A-18E/F Super Hornet. The Boeing Phantom Works unit led a team that received a $250 million contract to install the AESA radar, upgrade the aircraft's environmental control systems and install an advanced identification friend or foe system. Honeywell Aerospace and BAE Systems, respectively, provided the latter systems. The Air Force F-15 System Program Office's Projects Team at Wright-Patterson Air Force Base, Ohio, managed the program for the U.S. government.

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

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

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

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

The Eagle can be armed with combinations of four different air-to-air weapons: AIM-7F/M Sparrow missiles or AIM-120 Advanced Medium Range Air-to-Air Missiles on its lower fuselage corners, AIM-9L/M Sidewinder or AIM-120 missiles on two pylons under the wings, and an internal 20mm Gatling gun (with 940 rounds of ammunition) in the right wing root.

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

Low-drag, conformal fuel tanks were especially developed for the F-15C and D models. Conformal fuel tanks can be attached to the sides of the engine air intake trunks under each wing and are designed to the same load factors and airspeed limits as the basic aircraft. Each conformal fuel tank contains about 114 cubic feet of usable space. These tanks reduce the need for in-flight refueling on global missions and increase time in the combat area. All external stations for munitions remain available with the tanks in use. AIM-7F/M Sparrow and AIM-120 missiles, moreover, can be attached to the corners of the conformal fuel tanks.

Conformal Fuel Tanks [CFT] are carried in pairs and fit closely to the side of the aircraft, with one CFT underneath each wing. By designing the CFT to minimize the effect on aircraft aerodynamics, much lower drag results than if a similar amount of fuel is carried in conventional external fuel tanks. This lower drag translate directly into longer aircraft ranges, a particularly desirable characteristic of a deep strike fighter like the F-15E.

As with any system, the use of CFTs on F-15s involves some compromise. The weight and drag of the CFTs (even when empty) degrades aircraft performance when compared to external fuel tanks, which can be jettisoned when needed (CFTs are not jettisonable and can only be downloaded by maintenance crews). As a result, CFTs are typically used in situations where increased range offsets any performance drawbacks; for example, F-15s flying alert missions out of Keflavik, Iceland often encounter unforseen weather changes forcing them to fly more than 500 miles to an alternate landing field in Scotland or Norway. In the case of the F-15E, CFTs allow air-to-ground munitions to be loaded on stations which would otherwise carry external fuel tanks. In general, CFT usage is the norm for F15Es and the exception for F-15C/D's.

The Eagle’s history is long and distinguished. It began as a Air Force fighter study in the early 1960s and was known as the Fighter Experimental (FX). By 1967 the Air Force began development of a new high performance fighter aircraft that would be extremely agile and would be capable of gaining and maintaining air superiority through air-to-air combat. The new design had to be optimized for combat with the power and agility to overcome any current or projected Soviet threat. The F-15 was the first air-to-air fighter requested by the Air Force since the F-86 Sabre. The resulting F-15 Eagle had an unequaled combination of performance, firepower, and avionics. It was the benchmark -- the plane to beat.

Experience in the Vietnam conflict showed the F-4 Phantom II to have maneuvering performance inferior to that of the Soviet-built MiG-21. In response to this finding, the USAF developed a set of requirements for a dedicated air-superiority fighter with a maneuvering capability greater than any existing or foreseeable-future fighter aircraft.

Using lessons learned in Vietnam, the USAF sought to develop and procure a new, dedicated air superiority fighter. Such an aircraft was desperately needed, as no USAF aircraft design solely conceived as an air superiority fighter had become reality since the F-86 Sabre. The intervening twenty years saw a number of aircraft performing the air-to-air role as a small part of their overall mission, such as the primarily air-to-ground F-4 Phantom and the F-102, F-104 and F-106 interceptor designs. The result of the FX study was a requirement for a fighter design combining unparalleled maneuverability with state-of-the-art avionics and weaponry.

McDonnell Douglas, North American Rockwell, and Fairchild-Republic submitted proposals in the ensuing design competition. Many of the basic design features of U.S. fighter aircraft have resulted from technology pioneered at NASA's Langley Research Center. In 1967, Langley disseminated the results of in-house studies of a fighter configuration known as LFAX-8, which incorporated several features that would later be evident in the F-15 aircraft. Some of these features were

In 1968, the Department of Defense requested that NASA respond to the F-15 request for proposals (RFP) in a manner similar to the industry contractors. The key person behind the NASA participation was Dr. John Foster, Director of the Defense Department Research and Engineering organization. He requested the participation for two reasons. First, Foster felt that NASA’s aircraft designs for the F-15 mission would embody advanced technology and serve as the upper limit of technology for industry proposals. Second, NASA and its problem-solving expertise could minimize risks and problems later in the development program. Four fighter concepts were studied in great detail:

Industry design teams visited Langley during the efforts and were continually updated on the advantages, disadvantages, and technical maturity of the configurations. The NASA team also briefed high ranking DOD officials. The LFAX-4 and LFAX-8 embodied features that would subsequently be evident in the McDonnell Douglas F-15 and Northrop Grumman F-14 aircraft. The LFAX-8 design made an indelible impression on the McDonnell Douglas design team, which embraced the fundamental layout of the NASA configuration. The cranked-wing design of the LFAX-8 had to be modified by McDonnell Douglas as the requirements for transonic maneuvering became more important. Another modification to the LFAX-8 involved the installation of a larger radar dish in the nose than the NASA team had allowed for in their design. The installation required a larger diameter nose cone, and although the NASA researchers deplored the increased supersonic drag caused by the larger nose, the final design incorporated the larger dish.

An industry-wide competition ended on December 23, 1969 when McDonnell Douglas was awarded the contract for the F-15.

Previous experiences with the F-111 and other advanced fighter concepts indicated that an extremely large portion of the subsonic cruise drag of modern twin-engine fighters is contributed by the aft end of the configuration (approaches 50 percent for some configurations). Careful tailoring of the engine inter-fairings and tail surfaces could prevent excessive aft-end drag. Configuration changes to the initial F-15 design significantly reduced the subsonic cruise drag of the aircraft. Specifically, the ventral fins were removed and the height of the vertical tails was increased to compensate for the resulting loss of directional stability.

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

The F-15C Eagle air superiority fighter was developed to arrive early during a battle, dominate enemy aircraft, and control access to the battle from the sky. Overall, these missions were performed frequently for short durations, with rapid airfield maintenance and quick turnaround times. During Desert Storm, the F-15C aircraft flew longer missions, refueled in flight, and provided air superiority over the battlefield to engage enemy aircraft while escorting other aircraft.

The F-15C routinely operates at medium altitudes (20,000 to 30,000 feet above mean sea level [MSL]) and flies missions up to 2 hours in duration with aerial refueling. Powered by two engines that each provide 18,000 pounds of thrust, the F-15C achieves speeds in excess of 1,650 miles per hour. In normal air-to-air combat modes, the F-15C uses power settings ranging from above 90 percent to afterburner. F-15Cs generally use afterburner to achieve supersonic speeds.

The Boeing F-15C Eagle is the most capable and lethal air-to-air fighter currently in service worldwide. The F-15C has an air combat victory ratio of 95-0 making it one of the most effective air superiority aircraft ever developed. The US Air Force claims the F-15C is in several respects inferior to, or at best equal to, the MiG-29, Su-27, Su-35/37, Rafale, and EF-2000, which are variously superior in acceleration, maneuverability, engine thrust, rate of climb, avionics, firepower, radar signature, or range. Although the F-15C and Su-27P series are similar in many categories, the Su-27 can outperform the F-15C at both long and short ranges. In long-range encounters, with its superior radar, the Su-27 can launch a missile before the F-15C does, so from a purely kinematics standpoint, the Russian fighters outperform the F-15C in the beyond-visual-range fight. The Su-35 phased array radar is superior to the APG-63 Doppler radar in both detection range and tracking capabilities. A few F-15Cs are equipped with the APG-63(V2) Active Electronic Scanned Array (AESA) radar and Fighter Data Link (FDL). Additionally, the Su-35 propulsion system increases the aircraft's maneuverability with thrust vectoring nozzles. Simulations conducted by British Aerospace and the British Defense Research Agency compared the effectiveness of the F-15C, Rafale, EF-2000, and F-22 against the Russian Su-35 armed with active radar missiles similar to the AIM-120 Advanced Medium Range Air-to-Air Missile (AMRAAM). The Rafale achieved a 1:1 kill ratio (1 Su-35 destroyed for each Rafale lost). The EF-2000 kill ratio was 4.5:1 while the F-22 achieved a ratio of 10:1. In stark contrast was the F-15C, losing 1.3 Eagles for each Su-35 destroyed.

Although the slogan of the F-15's original design team was "Not a pound for air-to-ground," the F-15 has long been recognized as having superior potential in the ground attack role. In 1987 this potential was realized in the form of the F-15E Strike Eagle. The F-15E became the newest fighter in Tactical Air Command when the 405th Tactical Training Wing, Luke Air Force Base, Ariz., accepted delivery of the first production model in April 1988. The 4th Fighter Wing at Seymour Johnson Air Force Base, N.C., was the first operational F-15E Strike Eagle wing in the Air Force.

While new to the operational inventory, F-15E Strike Eagles were among the first airframes tasked to react to events in the Persian Gulf in August 1990. The 4th Fighter Wing deployed two F-15E squadrons to Southwest Asia in August and December of that year, and spearheaded an attack on Iraqi forces Jan. 16, 1991. The war was brought to a swift and successful conclusion in late February 1991.

Unlike previous models, the F-15E uses two crew members, a pilot and a weapon systems officer. The two engine dual role fighter capable of speeds up to MACH 2.5. It is capable of carrying an external payload of up to 24,500 pounds, to include fuel tanks, weapons pylons, missiles, and bombs. The maximum takeoff weight of the F- 15E is 81,000 pounds. The basic empty weight is 36,500 pounds. Considered to be the most advanced tactical fighter aircraft in the world, the F-15E is the fifth version of the Eagle to come off the McDonnell Douglas assembly line in St. Louis, Mo., since 1972. While retaining the best features of its predecessors, the "E" model is equipped with an array of new avionics and electronics systems.

The mission of the Strike Eagle is as succinct as that of its air-to-air cousin: to put bombs on target. While previous models of the Eagle are assigned air-to-air roles, the "E" model is a dual-role fighter. It has the capability to fight its way to a target over long ranges, destroy enemy ground positions, and fight its way back out. The F-15E performs day and night all weather air-to-air and air-to-ground missions including strategic strike, interdiction, OCA and DCA. Although primarily a deep interdiction platform, the F-15E can also perform CAS and Escort missions. The F-15E is especially configured for the deep strike mission, venturing far behind enemy lines to attack high value targets with a variety of munitions.

The Strike Eagle accomplishes this mission by expanding on the capabilities of the air superiority F-15, adding a rear seat WSO (Weapon Systems Operator) crewmember and incorporating an entirely new suite of air-to-ground avionics.

One of the most important additions to the F-15E is the rear cockpit, reserved for a weapon systems officer (WSO). On four television-like screens, the WSO can display information from the radar, electronic warfare or infrared sensors, monitor aircraft or weapon status and possible threats, select targets, and use an electronic "moving map" to navigate. Two hand controls are used to select new displays and to refine targeting information. Displays can be moved from one screen to another, chosen from a "menu" of display options.

In addition to three similar screens in the front seat, the pilot has a transparent glass screen (head-up display) at eye level that displays vital flight and tactical information. The pilot doesn't need to look down into the cockpit, for instance, to check weapon status. At night, the screen is even more important because it displays a video picture, generated by the forward-looking infrared (FLIR) sensor, that is nearly identical to a daylight view of the world.

Strike Eagles are equipped with LANTIRN, enhancing night PGM delivery capability. The F-15E outbord and inboard wing stations and the centerline can be loaded with various armament. The outboard wing hardpoint are unable to carry heavy loads and are assign for ECM pods. The other hardpoints can be employed for various loads but with the use of multiple ejection racks (MERs). Each MER can hold six Mk-82 bombs or "Snakeye" retarded bombs, or six Mk 20 "Rockeye" dispensers, four CBU-52B, CBU- 58B, or CBU-71B dispensers, a single Mk-84 (907 kg) bomb F- 15E can carry also "smart" weapons, CBU-10 laser guided bomb based on the Mk 84 bomb, CBU-12, CBU-15, or another, laser, electro-optical, or infra-red guided bomb (including AGM-G5 "Maverick" air-to-ground) missiles. For air-to-ground missions, the F-15E can carry most weapons in the Air Force inventory. Italso can be armed with AIM 7F/M Sparrows, AIM-9M Sidewinders, and AIM-120 advanced medium range air-to-air missiles (AMRAAM) for the air-to-air role. The "E" model also has an internally mounted 20mm gun which can carry up to 450 rounds.

Advanced avionics systems give the F-15E the capability to fight at low altitude, day or night, and in bad weather. An inertial navigation system, developed by Honeywell, uses a laser gyro to continuously monitor the aircraft's position and provide information to the central computer and other systems, including a digital moving map in both cockpits.

At the heart of the F-15E is the APG-70 radar. In the air-to-air mode, the APG-70 can provide range, altitude, airspeed, and other information on aircraft at ranges exceeding 100 miles. The Hughes Aircraft Company APG-70 radar system allows aircrews to detect ground targets from longer ranges. For example, the crew can pick out bridges and airfields on the radar display from more than 80 miles away, while at closer ranges targets as small as vehicles can be easily detected. One feature of this system is that after a sweep of a target area, the image on the screen can be frozen while the radar itself is turned off to avoid enemy detection systems. The APG-70 can produce near photo quality images of the ground by using synthetic aperture radar (SAR) technology. SAR imaging is made possible by enhancing the radar returns received from the process known as the Doppler Shift. One job of the APG-70 is to locate aircraft flying close to the ground while the F-15E is flying well above them (20,000 - 30,000 feet above them for example). A pulse radar looking down on the earth would see EVERYTHING -- mountains, buildings, lakes, and the aircraft. This would make it difficult (or impossible) to find an aircraft flying at low altitude. A continuous wave radar (or other radar using Doppler technology) will only "see" objects that are moving (the radar's computer will filter out the speed of the F-15E). Thus, the Doppler shift gives advanced radars like the APG-70 the ability to see aircraft flying at very low altitudes.

Considered the cream of the new avionics crop is the Low-Altitude Navigation and Targeting Infrared for Night (LANTIRN) system manufactured by Martin Marietta. The system consists of two pods attached to the exterior of the aircraft. The navigation pod contains terrain-following radar which allows the pilot to safely fly at a very low altitude following cues displayed on his head up display (HUD). This system also can be coupled to the aircraft's auto pilot to provide "hands off' terrain-following capability.

The second pod, the targeting pod, contains a laser designator and a tracking system that mark an enemy for destruction from as far away as 10 miles. Once tracking has been started, targeting information is automatically handed off to infrared air-to-surface missiles or laser-guided bombs.

The LANTIRN system gives the F-15E unequaled weapons delivery accuracy during the day or night and in poor weather. According to the former commander of Tactical Air Command, Gen. Robert D. Russ, "Two F-15Es with four crew members and 12,000 pounds of conventional bombs will be able to do the same damage to a pinpoint target that only yesterday took eight F-4s, 16 crew members and 48,000 pounds of conventional bombs."

The F-15E Strike Eagle's tactical electronic warfare system [TEWS] is an integrated countermeasures system. Radar, radar jammer, warning receiver and chaff/flare dispenser all work together to detect, identify and counter threats posed by an enemy. For example, if the warning receiver detects a threat before the radar jammer, the warning receiver will inform the jammer of the threat. A Strike Eagle's TEWS can jam radar systems operating in high frequencies, such as radar used by short-range surface-to-air missiles, antiaircraft artillery and airborne threats. Current improvements to TEWS will enhance the aircraft's ability to jam enemy radar systems. The addition of new hardware and software, known as Band 1.5, will round out the TEWS capability by jamming threats in mid-to-low frequencies, such as long-range radar systems. The equipment went into full production in late 1999.

The cockpit design of the F-15E is one reason it is the most versatile and capable fighter flying today. Seven programmable multi-function displays provide the aircrew with a wealth of information that no aircraft flying today can match. Most functions can be controlled by switches on the throttles and the control stick (referred to as "HOTAS" or Hands On Throttle And Stick). This allows the pilot to control the aircraft's systems without having to remove his hands from the aircraft controls (a significant advantage in demanding phases of flight like an instrument approach in the weather.) The programmable nature of the multi-purpose displays is another outstanding feature that greatly aids the aircrew. For example, the WSO has four displays available in the rear cockpit. On a night low-level mission (using the Terrain Following Radar to fly 500 feet above the ground) most WSOs will have the following information on the displays: Terrain Following Radar, Heads-Up Display (HUD), Air-to-Air radar, Moving Map display. Since each display is programmable, the aircrew can program three separate displays on each multi-function display. Therefore, the WSO can have the engine display (providing the engines' "vital" signs) on the same screen as the Moving Map display. By moving a switch on the hand controller, the engine display replaces the Moving Map display. Hitting the switch again returns the multi-function display to the Moving Map (or the third option if one was programmed).

The F-15E is powered by two Pratt & Whitney F100-PW-220 engines which incorporate advanced digital technology for improved performance. For example, with a digital electronic engine control system, F-15E pilots can accelerate from idle power to maximum afterburner in under four seconds, a 40 percent improvement over the previous engine control system. Faster engine acceleration means quicker takeoffs and crisper response while maneuvering. Each engine can produce 25,000 pounds of thrust.

Each of the low-drag conformal fuel tanks that hug the F-15E's fuselage can carry 750 gallons of fuel. The tanks hold weapons on short pylons rather than conventional weapon racks, reducing drag, and further extending the range of the Strike Eagle. Conformal Fuel Tanks were introduced with the F-15C in order to extend the range of the aircraft. The CFTs are carried in pairs and fit closely to the side of the aircraft, with one CFT underneath each wing. By designing the CFT to minimize the effect on aircraft aerodynamics, much lower drag results than if a similar amount of fuel is carried in conventional external fuel tanks. This lower drag translate directly into longer aircraft ranges, a particularly desirable characteristic of a deep strike fighter like the F-15E. As with any system, the use of CFTs on F-15s involves some compromise. The weight and drag of the CFTs (even when empty) degrades aircraft performance when compared to external fuel tanks, which can be jettisoned when needed (CFTs are not jettisonable and can only be downloaded by maintenance crews). As a result, CFTs are typically used in situations where increased range offsets any performance drawbacks. In the case of the F-15E, CFTs allow air-to-ground munitions to be loaded on stations which would otherwise carry external fuel tanks. In general, CFT usage is the norm for F-15Es and the exception for F-15C/D's.

The Strike Eagle's flight control system is among the best flying today. It provides excellent handling characteristics throughout the F-15E's vast flight envelope. This remarkable system allows the F-15E to fly at speeds ranging from Mach 2.5 to airspeeds below 150 knots. In addition, it provides exceptional maneuverability. Like most systems on the F-15E, the flight control system has two separate systems for redundancy (either system is perfectly capable of flying the aircraft by itself). The hydro-mechanical system (mechanical controls that are hydraulically operated) and the Control Augmentation System (CAS) work together to provide manual and automatic control of the aircraft.

The hydro-mechanical system provides inputs to the three primary flight controls - ailerons, rudders, and the stabilator. The ailerons and rudders act fairly conventional (see Flight Controls ); however, the stabilator works in a manner unlike conventional stabilators. A conventional stabilator is used only for pitch control. The stab on the F-15E is used for pitch as well as roll. Example: When the pilot pulls aft on the stick, the stab acts conventionally and both stabs on each side of the aircraft move together (i.e. both trailing edges go up). When the pilot moves the stick to the left in the F-15E, the stabs will move in opposite directions (acting like ailerons) to help roll the aircraft. While simple in concept, the actual workings of the stab and ailerons are extremely complex due to the flight envelope of the Strike Eagle.

In most general aviation aircraft, the ailerons and elevators are controlled by the control wheel and the rudders by pedals. The Aileron-Rudder Interconnect (ARI) mechanically links the ailerons and rudders to the control stick. This system automatically applies rudder inputs to correspond with roll inputs requested by the pilot. In simple terms, it automatically deflects the rudder for coordinated turns. Flight above the speed of sound has a different set of rules. For one, very little rudder inputs are required (as a matter of fact, at high Mach numbers rudder inputs can cause structural failure); thus, the ARI disengages above Mach 1.0. Also, when landing in a cross-wind (a wind that is not directly aligned with the runway), rudder inputs can hinder techniques to counter the wind so the ARI is disabled when the wheels on the ground and the speed is above 50 knots.

The primary responsibilities of the Control Augmentation System (CAS) system are to provide increased stability (smoothing out turbulence) and to refine the flight control inputs from the pilot provided to the hydro-mechanical system. It is a fly-by-wire system that overlays the hydro-mechanical system. It incorporates a sophisticated flight control computer with numerous motion sensors to refine the inputs to the flight control surfaces to respond to the pilot's stick inputs. In other words, it precisely deflects the flight control surfaces to provide the pilot with exactly the inputs he requested based on the amount of force used to move the stick). Again, this system has several redundant systems built within it providing outstanding reliability. The CAS system is sub-divided into 3 systems - PITCH, ROLL, and YAW. (Note: The CAS system does not provide inputs to the ailerons, it uses only differential stab inputs to roll the aircraft. The hydro-mechanical system provides the only inputs to the ailerons).

The Defense Department sustained production of the F-15E by purchasing three aircraft in both FY 1998 and FY 1999. Without FY 1998 procurement, the F-15 production line would begin to close in the absence of new foreign sales. These six additional aircraft, together with the six aircraft approved by Congress in FY 1997, will sustain the present 132-plane combat force structure until about FY 2016. Under current plans by 2030, the last F-15C/D models will have been phased out of the inventory and replaced by the F-22. In June 1999 Boeing delivered the first new F-15E Eagle since 1994 to the U.S. Air Force, the first of 17 F-15Es to be delivered through early 2000. These 17 aircraft will be equipped with new advanced data processors, a new digital mapping system, provisions for an upgraded Programmable Armament Control System, expanded smart weapons carriage capability, and an embedded Global Positioning System/Inertial Navigation System for increased accuracy. Boeing had previously delivered 209 F-15Es to the US Air Force from 1987 through 1994.

In April 2001 the Boeing Company and the US Air Force finalized contract terms for 10 F-15E aircraft, which will sustain production of the fighter into 2004. Boeing began building the planes with initial funding from the Air Force's fiscal year 2000 budget. The aircraft will have several upgrades that make them the most capable F-15Es delivered to date. The planes will be the 227th-236th F-15Es produced by Boeing. Deliveries start during the first half of 2002 and will extend through the last quarter of 2004. Valued at approximately $571.1 million, the contract covers airframes and certain other components. The Air Force will purchase some items separately - such as engines - as it has in the past.

The System Program Director (SPD), located at Robins AFB GA, is the single face to the customer. In the F-15's case, this is the Combat Air Forces (CAF) which consists of Air Combat Command (ACC), USAF in Europe (USAFE) and Pacific Air Forces (PACAF), Air Education and Training Command (AETC) and the Air National Guard. The F-15 is currently flown by 21 USAF and National Guard Bureau (NGB) units and three foreign countries--Saudi Arabia, Israel, and Japan. The United Arab Emirates (UAE) is also considering entering the realm of the F-15. One of our foreign customers (Japan) has the ability to produce their own F-15s. The SPO is very sensitive to the customers' needs and desires and therefore maintains very close communication with them on all aspects of F-15 acquisition and sustainment issues.

In 1991 the F-15 took-on the role of lead platform for integrating Air Force Systems Command (AFSC) and Air Force Logistics Command (AFLC) organizations into Integrated Weapon System Management (IWSM) under the new Air Force Materiel Command (AFMC). The two commands were previously responsible for research, development and acquisition by AFSC and logistics support and sustainment for operations by AFLC. The concept of operations employed for a successful merger is known as Integrated Weapon System Management (IWSM). Under the IWSM, AFMC presents a single face to the war fighters/user and would be responsible for cradle-to-grave management of weapons. The F-15 program was one of several programs selected to prototype the IWSM concepts; the other programs included AGM-65 Maverick, Navstar Global Positioning System, Joint Surveillance and Target Attack Radar System (JSTARS), B-1B, and Life Support systems.

Since the inception of IWSM, the F-15 has served as the benchmark for other IWSM organizations to emulate as a result of our outstanding success. Today, it continues to be structured as one organization, operating out of two geographically separated locations, led by the single manager-- the F-15 System Program Director (SPD). As the single manager, the SPD is responsible for all facets of acquisition and sustainment (cradle-to-grave management) of the total F-15 weapon system which includes three major product groups, the F-15A-D (Air to Air), the F-15E (Air to Ground), and Foreign Military Sales (FMS). Everything from nuts and bolts, to avionics, to engines, to landing gears, to support equipment and trainers--all fall under the SPDs Area of Responsibility (AOR). Many of these items or subsystems are managed by other Product Group Managers (PGMs) or Material Group Managers (MGMs) located at other AFMC bases or Defense Logistics Agencies. For instance, engines are managed at San Antonio ALC, while landing gears are managed at Hill AFB. The bottom line is: If they are attached to the F-15, then the SPD has oversight.

Prior to the Air Force Materiel Command's (AFMC) merger of the Air Force Logistics Command and Air Force Systems Command, there were two different offices managing different aspects of the F-15. The F-15 AFSC office at Wright-Patterson Air Force Base managed the acquisition of the F-15E and new capabilities; while the AFLC office at Robins AFB managed the day-to-day support and modifications to the F-15 A-D fleet and two foreign military sales offices at both locations. When the flag went up on AFMC, Integrated Weapon System Management or commonly known as IWSM (pronounced i wism) was born. The formerly separate offices were combined to a stronger single office with even greater support to the men and women who fly, fight and maintain the Eagle. The success of F-15 IWSM has been a direct result of our Integrated Product Team (IPT) and Process Management Team (PMT) focus.

Even though SPO North and South are currently organized differently and in different geographic locations, they have a common bond which is the IPT and PMT process. These IPTs and PMTs are made up of functional experts (program management, engineering hardware and software, financial management, manufacturing, configuration control, contracting, production, etc) from each location. Leadership of the IPT or PMT is dependent upon the major focus for that effort . If it is a new acquisition, chances are SPO North will retain the leadership of the team. If sustainment is the driver, SPO South is more likely to be designated the lead. Regardless of whether North or South leads the team, there will be a co-lead at the opposite location. This ensures that ownership of the project is shared by both locations and all possible functional specialties have an opportunity to provide value added inputs.

In 1995 the F-15 SPO initiated a forum known as the Aircraft Configuration Management Review (ACMR). The ACMR is the result of a fighter wing's realization that the downtime associated with accomplishing Time Compliance Technical Orders (TCTOs) adversely impacted their flying program objectives. Team Eagle analyzed the circumstances and reengineered their TCTO process--instituted the ACMR process. The ACMR takes a 18-month forward look at the TCTO efforts, to include validation and verification milestones for those programs in the queue. Superintendents from each fighter wing and HQ ACC logisticians, along with our production planners, logistics/program managers review and synergize TCTO work packages.

Designed in the 1960s and built in the 1970s, the F-15A - D aircraft has now been in service for over twenty years. While the Eagle's aerodynamics and maneuverability are still on a par with newer aircraft, quantum leaps in integrated circuit technology have made the original F-15 avionics suite obsolete. The objective of the Multi-Stage Improvement Program (MSIP) was to set the Eagle in step with today's vastly improved information processing systems. Some F-15C/D aircraft (tail numbers 84-001 and higher) came off the assembly line with MSIP in place. All F-15A/B/C/D aircraft produced before 84-001 will receive the MSIP retrofit at the F-15 depot. Improvements incorporated via MSIP vary between F-15A/B and F-15C/D aircraft; the C/D MSIP has been completed. However, all air-to-air Eagles gain improved radar, central computer, weapons and fire control, and threat warning systems.

The purpose of the F-15 Multi-stage Improvement Program (MSIP) was to provide maximum air superiority in a dense hostile environment in the late 1990s and beyond. All total, 427 Eagles received the new avionics upgrades. Along with later model production aircraft, these retrofitted aircraft would provide the Combat Air Forces (CAF) with a total MSIP fleet of 526 aircraft. The MSIP upgraded the capabilities of the F-15 aircraft to included a MIL-STD-1760 aircraft/weapons standard electrical interface bus to provide the digital technology needed to support new and modern weapon systems like AMRAAM. The upgrade also incorporated a MIL-STD-1553 digital command/response time division data bus that would enable onboard systems to communicate and to work with each other. A new central computer with significantly improved processing speed and memory capacity upgraded the F-15 from 70s to 90s technology, adding capacity needed to support new radar and other systems. The original Eagle had less computer capacity than a 1990s car. Some of the work prefaced the addition of the Joint Tactical Information Distribution System, adding space, power, and cooling that would allow the new avionics to run in the harsh environments in which the Eagle operates. The new programmable armament control set (PACS) with a multi-purpose color display (MPCD) for expanded weapons control, monitoring, and release capabilities featured a modern touch screen that allowed the pilot to talk to his weapons. A data transfer module (DTM) set provided pre-programmed information that customized the jet to fly the route the pilot had planned using mission planning computers.

An upgrade to the APG-63 Radar for multiple target detection, improved electronic counter-countermeasures (ECCM) characteristics, and non-cooperative target recognition capability enabled the pilot to identify and target enemy aircraft before he was detected or before the enemy could employ his weapons. An upgrade of the advanced medium range air-to-air missile (AMRAAM), that carried up to eight missiles, represented an improvement that complimented the combat-proven AIM-7 Sparrow by giving the pilot capability to engage multiple targets to launch and leave, targeting and destroying enemy fighters before they could pose a threat. The upgraded Radar Warning Receiver (RWR) and an enhanced internal countermeasures set (ICS) on F-15C/D models improved threat detection and self-protection radar jamming capability that allowed pilots to react to threat and to maneuver to break the lock of enemy missiles.

F–15 combat capabilities can be improved substantially with upgraded radars, jammers, and helmet mounted targeting systems. The most cost effective upgrade may be a new datalink which allows aircraft to share target information. Air Force testimony to the House Appropriations Defense Committee in 1999 described the so-called "Link 16" datalink as "the most significant increase in fighter avionics since the introduction of the on-board radar." Tests with this $200,000 per aircraft upgrade to the F–15 demonstrated a five-fold increase in air combat kill ratios.

The 830th Aircraft Sustainment Group of the 330th Aircraft Sustainment Wing at Warner Robins Air Logistics Center serves as the single focal point for cradle-to-grave sustainment management for the F-15 aircraft to sustain mission effectiveness throughout the system’s life cycle. Responsible for all sustainment activities required to ensure F-15 aircraft availability is adequate for the weapon system to fulfill its assigned missions. Primary activities include engineering, worldwide logistics, weapon system readiness, and wartime sustainability support. Manages aircraft overhaul, modernization and modification programs, and unscheduled depot level maintenance repair for the F-15 aircraft to include foreign military sales.

The F-15 initial operational requirement was for a service life of 4,000 hours. Testing completed in 1973 demonstrated that the F-15 could sustain 16,000 hours of flight. Subsequently operational use was more severely stressful than the original design specification. With an average usage of 270 aircraft flight hours per year, by the early 1990s the F-15C fleet was approaching its service-design-life limit of 4,000 flight hours. Following successful airframe structural testing, the F-15C was extended to an 8,000-hour service life limit. An 8,000-hour service limit provides current levels of F-15Cs through 2010. The F-22 program was initially justified on the basis of an 8,000 flight hour life projection for the F-15. This was consistent with the projected lifespan of the most severely stressed F-15Cs, which by the turn of the century had averaged 85% of flight hours in stressful air-to-air missions, versus the 48% in the original design specification.

Full-scale fatigue testing between 1988 and 1994 ended with a demonstration of over 7,600 flight hours for the most severely used aircraft, and in excess of 12,000 hours on the remainder of the fleet. A 10,000-hour service limit would provide F-15Cs to 2020, while a 12,000-hour service life extends the F-15Cs to the year 2030. The APG-63 radar, F100-PW-100 engines, and structure upgrades would be mandatory. The USAF cannot expect to fly the F-15C to 2014, or beyond, without replacing these subsystems. The total cost of the three retrofits would be under $3 billion. The upgrades would dramatically reduce the 18 percent break rate prevalent in the mid-1990s, and extend the F-15C service life well beyond 2014.

By 2005 the F-15 Sustaining Engineering and Supply Chain Management efforts were being seriously impacted by continuing platform service life extensions. This necessitated a proactive engineering response to Diminishing Manufacturing Sources and Material Shortages (DMSMS) management. DMSMS is a condition brought about when the last known manufacturer announces the intention to discontinue production of an item or group of items still required by DoD activities for systems support. In FY 2006 the Aging Aircraft program established enabling avionics capabilities that can be affordably inserted into the legacy force structure, facilitating a force multiplier combat capability across diverse platforms. It worked to develop an affordable F-15 Heads Up Display (HUD) cathode ray tube (CRT) replacement item that can be transparently inserted into fielded assets as part of the normal repair cycle. Planned CRT advancements will eliminate an inherent F-15 failure mode, increasing the incurred CRT mean time between failure rate from under 400 hours to over 3,000 hours, and will be transferable to alternate platforms experiencing marginal HUD CRT reliability performance.

The F-15 was reportedly [Flight International, February 14, 2006] cleared for 18,000 flight hours [this must reference the F-15E]. As of 2006 the Air Force planned to upgrade and maintain around 170 F-15s through 2025. Planned improvements included the installation of a new active electronically scanned array (AESA) radar, which was expected to enter competition early in FY07, as well as integrating a new digital radar-warning receiver. The Air National Guard was upgrading 48 F-15C fighters between 2006 and 2012 with a new AESA radar, the Raytheon APG-63(V)3.

On 02 November 2007 an F-15C mishap resulted in the loss of the aircraft. The Accident Investigation Board found defects which indicated potential structural damage in the rest of the fleet. A failure of the upper right longeron, a critical support structure in the F-15C Eagle, caused the crash of a Missouri Air National Guard F-15C, four miles south-southeast of Boss, Missouri. The initial findings of the Accident Investigation Board, while at the mishap site Nov. 27, indicate the fleet of F-15s A-D might not be airworthy after a metallurgical analysis of the mishap aircraft. The findings focus specifically on the upper longerons, major structural components of the aircraft, which are located near the canopy of the aircraft and run along the side of the aircraft lengthwise.

The discovery of more structural damage in the F-15s prompted a 03 December 2007 stand-down order from Air Combat Command Commander Gen. John Corley. The stand-down does not impact the operational status of the F-15 E Strike Eagle. Maintainers performed methodical and time-intensive inspections on all F-15 Eagle A, B, C and D model aircraft, which revealed more cracks in the aircraft longerons. Maintainers at Langley initially found no cracks or evidence of fatigue in F-15 longerons; however, throughout the Air Force, maintainers had found cracks in the upper longerons of eight F-15s (as of 10 December 2007). Four of these aircraft were assigned to the Air National Guard's 173rd Fighter Wing, Kingsley Field, Ore.; two were assigned to the 18th Wing, Kadena Air Base, Japan; another was assigned to the 325th Fighter Wing, Tyndall AFB, Fla.; and one assigned to the ANG 131st Fighter Wing, St. Louis, Mo.

Every aircraft underwent all previously published time compliance technical order inspections. However, the cleared aircraft did not immediately return to flight. Technical experts at Warner Robins Air Logistics Center, Ga., developed new inspection techniques based on findings in parts of the mishap aircraft. These inspections were performed as soon as the new TCTO [time compliance technical order] was available for the affected F-15s. As part of the previous TCTO, maintenance crews around the Air Force stripped paint and performed non-destructive inspections in the F-15's upper longeron just aft of the canopies. Inspections are more than just a visual check. After the paint is stripped and bare metal is exposed, Airmen from the non-destructive inspection shop apply chemicals that reveal cracks under a black light. Other inspections in hard-to-see areas are done with a bore scope - a tool that uses a tiny camera and fits in tight areas.

According to the Air Combat Command Accident Investigation Board report [released 10 January 2008], a technical analysis of the recovered F-15C wreckage determined that the longeron didn't meet blueprint specifications. This defect led to a series of fatigue cracks in the right upper longeron. These cracks expanded under life cycle stress, causing the longeron to fail, which initiated a catastrophic failure of the remaining support structures and led to the aircraft breaking apart in flight. The one longeron, already not up to design specifications, cracked apart under the stress of a 7G turn, the colonel said. This led to the other longerons failing as well, which then caused the cockpit to separate from the rest of the fuselage. The pilot was able to eject, but suffered a broken arm when the canopy snapped off.

Air Combat Command officials cleared a portion of its F-15 A through D models to begin flying on 09 January 2008. As of that date, the Air Force had approved 60 percent of F-15 A through D models to return to service with no flight restrictions.

The F-15E structure is rated at 16,000 flight hours, double the lifetime of earlier F-15s

F-15 Eagle Specifications
Variant	C/D models	E/F models
Primary Function	Tactical fighter.	Tactical Bomber
Contractor	Boeing (McDonnell Aircraft and Missiles Systems)	Boeing (McDonnell Aircraft and Missiles Systems)
Power Plant	Two Pratt & Whitney F100-PW-100 turbofan engines with afterburners, each rated at 25,000 pounds engine ( 11,250 kilograms)	two Pratt and Whitney FIOO-P-220 turbofans each rated at 14,670 lb st (65.26 kN) dry and 23,830 lb st (106.0 kN) with afterburning or, after August 1991, two FlOO-PW-229 each rated at 17,800 lb st (79.18 kN) dry and 29,100 lb st (129.45 kN) with afterburning;
Length	63 feet, 9 inches (19.43 meters).	63 ft 9 in (19.43 m)
Height	18 feet, 8 inches (5.69 meters).	18 ft 5.5 in (5.63 m)
Wingspan	42 feet, 10 inches (13.06 meters)	42ft 9.75 in (13.05 m)
Wing aspect ratio		3.01
Wing area		608.00 sq ft (56.48 m2)
Speed	1,875 mph (Mach 2.5-plus).	1,433 kt (1,650 mph; 2655 km/h) maximum level speed 'clean' at high altitude 495 kt (570 mph; 917 km/h) cruising speed at optimum altitude
Ceiling	65,000 feet (19,697 meters).	60,000 ft (18290 m);
Operating Empty Weight		31,700 lb (14379 kg)
Maximum Takeoff Weight	68,000 pounds (30,600 kilograms).	81,000 lb (36741 kg)
fuel		13,123 lb (5952 kg) internal 21,645 lb (9818 kg) in two CFTs up to three 610-US gal (2309-liter~ drop tanks;
Range	3,450 miles (3,000 nautical miles) ferry range with conformal fuel tanks and three external fuel tanks.	3,100 nm (3,570 miles; 5745 km) ferry range with CFTs and drop tanks 2,400 nm (2,765 miles; 4445 km) with drop tanks 1,000 nm (1,150 mi; 1,853 km) Max Combat Radius 685 nm (790 miles; 1270 km) combat radius
Key Maintenance Indicators	United States Air Forces standard 81 % - Mission Capapble - Percentage of aircraft readily available to do the mission. 15 % - Not Mission Capable for Maintenance - Percentage not mission capable for maintenance reasons. 9 % - Not Mission Capable for Supply - Percentage not mission capable for supply reasons. 6 % - Abort Rate - Rate of aircraft that cannot fly sorties due to ground or air abort. 19 % - Break Rate - Number of Code 3s divided by total number of sorties flown. Different aircraft codes indicate mission capability upon completion of a sortie: Code One is mission capable. Code 2 is an aircraft with a problem but is still mission capable. Code 3 is an aircraft not mission capable until problem is fixed. 75 % - Fix Rate - Percentage of Code 3 aircraft fixed in eight-hour period. 18 % - Cannibilization Rate - Percentage of cannibalizations (parts taken from one aircraft to fix another) divided by number of sorties. 9 % - Repeat/Recur Rate - Percentage of repeats or recurs divided by total of pilot-reported discrepancies. 95 % - Maintenance Scheduling Effectiveness Rate - Percentage of maintenance scheduling actions done on time. 88 % - Flying Scheduling Effectiveness Rate - Ability to fly selected aircraft without deviation
Systems	AN/APG-63 X-band pulsed-Doppler radar [Hughes] AN/APG-70 X-band pulsed-Doppler radar [Hughes] [ on F-15E, F-15C/D, F-15A/B MSIP] AN/APX-76 IFF interrogator [Hazeltine] AN/ALQ-135(V) internal countermeasures system AN/ALQ-128 radar warning [Magnavox] suite AN/ALR-56 radar warning receiver (RWR) [Loral] AN/ALE-45 chaff/flare dispensers [Tracor]	AN/APG-70 X-band pulsed-Doppler radar [Hughes] [ on F-15E, F-15C/D, F-15A/B MSIP] AN/AVQ-26 Pave Tack AN/AXQ-14 Data Link System LANTIRN AN/APX-76 IFF interrogator [Hazeltine] AN/ALQ-135(V) internal countermeasures system AN/ALQ-128 radar warning [Magnavox] suite AN/ALR-56 radar warning receiver (RWR) [Loral] AN/ALE-45 chaff/flare dispensers [Tracor]
Crew	F-15A/C: one. F-15B/D: two.	two
Unit cost $FY98 [Total Program]	$43 million.	probably around $55 million for USAF close to $100 million (including spares and support) for export customers.
Date Deployed	July 1972	April 1988
Fuselage Lifetime	8,000 hours	16,000 hours
Production [for USAF]	360 F-15A/B 408 F-15C 61 F-15D	226 F-15E as of 2001 [236 by 2004]
Total Inventory	275 F-15A/B 410 F-15C/D	226 F-15E as of 2001 [236 by 2004]
PMAI Primary Mission Aircraft Inventory Only combat-coded aircraft and not development/ test, attrition reserve, depot maintenance, or training aircraft.	45 F-15A/B Air National Guard Air Defense Force 45 F-15A/B Air National Guard 126 F-15C/D Air Combat Command 90 F-15C/D Pacific Air Forces 36 F-15C/D US Air Forces Europe 342 F-15A/C TOTAL Approximately 100 F-15s are in storage @ AMARC	66 F-15E Air Combat Command 18 F-15E Pacific Air Forces 48 F-15E US Air Forces Europe 132 F-15E TOTAL

F-15 Eagle

F-15 Eagle

F-15C Weapon Loads

F-15E Weapon Loads

F-15C Weapon Loads

F-15E Weapon Loads