Aircrafts / Fighters / United States / F-15 Eagle

Number of Engines 2
Total Thrust (kg) 22 500
Length (m) 19.43
Height (m) 5.69
Wingspan (m) 13.06
Top Speed (km/h) 2 983
Ceiling (m) 19 697
Max. Takeoff Weight (kg) 30 060
Range (km) 5 556
Crew 2
Date Deployed 1972
Unit Cost ($) 43 000 000
Overview Background Service Variants Gallery

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.

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 have 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 are 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 breakrate prevalent in the mid-1990s, and extend the F-15C service life well beyond 2014.
The F-15E structure is rated at 16,000 flight hours, double the lifetime of earlier F-15s.

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