McDonnell Douglas F-15E Strike Eagle

For the game, see F-15 Strike Eagle (video game).

F-15E Strike Eagle
USAF F-15Es of the 4th Operations Group in formation
Role	Multirole fighter, strike fighter
Manufacturer	McDonnell Douglas Boeing Defense, Space & Security
First flight	11 December 1986
Introduction	April 1988
Status	Active, in production
Primary users	United States Air Force Royal Saudi Air Force Israeli Air Force Republic of Korea Air Force For other users, see operators
Number built	334+
Unit cost	F-15E: US$31.1 million (flyaway cost, 1998) F-15K: US$100 million (2006)
Developed from	McDonnell Douglas F-15 Eagle
Variants	Boeing F-15SE Silent Eagle

The McDonnell Douglas (now Boeing) F-15E Strike Eagle is an all-weather multirole fighter, derived from the McDonnell Douglas F-15 Eagle. The F-15E was designed in the 1980s for long-range, high speed interdiction without relying on escort or electronic warfare aircraft. United States Air Force (USAF) F-15E Strike Eagles can be distinguished from other U.S. Eagle variants by darker camouflage and conformal fuel tanks mounted along the engine intakes.

The Strike Eagle has been deployed in Operation Desert Storm, Operation Allied Force and Operation Odyssey Dawn carrying out deep strikes against high-value targets, combat air patrols, and providing close air support for coalition troops. It has also seen action in later conflicts and has been exported to several countries.

Development

Origins

The McDonnell Douglas F-15 Eagle had been introduced by the United States Air Force (USAF) as a replacement for its fleet of McDonnell Douglas F-4 Phantom IIs. However, unlike the F-4, the F-15 was strictly designed for the air-superiority mission with little consideration for a ground-attack role; the F-15 Special Project Office opposed the idea of F-15s performing the interdiction mission, giving rise to the phrase "Not a pound for air to ground." In service, the F-15 was a very successful fighter, with over 100 aerial combat victories and no losses in dogfights.

The second TF-15A, designated 71-0291, which saw use as an F-15E demonstrator

Despite a lack of official interest, McDonnell Douglas quietly worked on an F-15-derived interdiction fighter. The company envisaged the aircraft as a replacement for the General Dynamics F-111 Aardvark and the remaining F-4s, as well as to augment the existing F-15s. In 1978, the USAF initiated the Tactical All-Weather Requirement Study (TAWRS) which looked at McDonnell Douglas's proposal and other options such the purchase of further F-111Fs. TAWRS recommended the F-15E as the USAF's future strike platform. In 1979, McDonnell Douglas and Hughes began a close collaboration on the development of the F-15E's air-to-ground capabilities.

To assist in the F-15E's development, McDonnell Douglas modified the second TF-15A prototype, serial number 71-0291, as a demonstrator. The aircraft, known as the Advanced Fighter Capability Demonstrator, first flew on 8 July 1980. It was previously used to trial conformal fuel tanks (CFT), initially designed for the F-15 under the designation "FAST Pack", with FAST standing for "Fuel and Sensor, Tactical. It was subsequently fitted with a Pave Tack laser designator pod to allow the independent delivery of guided bombs. The demonstrator was displayed at the 1980 Farnborough Airshow.

Enhanced Tactical Fighter

The F-16XL which competed with the F-15E for the USAF's Enhanced Tactical Fighter contract

In March 1981, the USAF announced the Enhanced Tactical Fighter (ETF) program to procure a replacement for the F-111 Aardvark. The program was later renamed the Dual-Role Fighter (DRF) competition. The concept envisioned an aircraft capable of launching deep interdiction missions without requiring additional support by fighter escort or jamming. General Dynamics submitted the F-16XL, while McDonnell Douglas submitted the F-15E. The Panavia Tornado was also a candidate, but since the aircraft lacked a credible air-superiority capability, coupled with the fact that it is not American-made, it was not seriously considered.

The DRF evaluation team, under the direction of Brigadier General Ronald W. Yates, ran from 1981 through 30 April 1983, during which the F-15E logged more than 200 flights, demonstrated take off weight of more than 75,000 pounds (34 t), and validated sixteen different weapons-carrying configurations. McDonnell Douglas, to assist 71-0291 in the evaluation, added to the program other F-15s, designated 78-0468, 80-0055 and 81-0063. The single-engine F-16XL was a promising design which, with its radically-redesigned cranked-delta wing, lifted the F-16's performance enormously. In the event that they were chosen, the single- and two-seat versions would have been designated F-16E and F-16F, respectively. However, on 24 February 1984, the USAF chose the F-15E; key factors in the decision were the low development costs of the F-15E compared to the F-16XL (US$270 million versus US$470 million), a belief that the F-15E had future growth potential, and possessing twin-engine redundancy. The USAF was initially expected to procure 400 aircraft, a figure later revised to 392.

Construction of the first three F-15Es started in July 1985. The first of these, 86-0183, made its maiden flight on 11 December 1986. Piloted by Gary Jennings, the aircraft reached a maximum speed of Mach 0.9 and an altitude of 40,000 feet (12,000 m) during the 75-minute flight. This aircraft had the full F-15E avionics suite and the redesigned front fuselage, but not the aft fuselage and the common engine bay. The latter was featured on 86-0184, while 86-0185 incorporated all the changes of the F-15E from the F-15. On 31 March 1987, the first officially-completed F-15E made its first flight.

The first production F-15E was delivered to the 405th Tactical Training Wing, Luke Air Force Base, Arizona in April 1988. The F-15E reached operational capability on 30 September 1989 at Seymour Johnson AFB in North Carolina with the 4th Tactical Fighter Wing, 336th Tactical Fighter Squadron. Production continued through the 1990s until 2001 with 236 total produced for the USAF.

Variants of the F-15E have been developed for Israel (F-15I), South Korea (F-15K), Saudi Arabia (F-15S), and Singapore (F-15SG).

Upgrade programs and replacement

The F-15E will be upgraded with the Raytheon APG-82 Active Electronically Scanned Array (AESA) radar after 2007, and the first test radar was delivered to Boeing in 2010. It combines the processor of the APG-79 used on the F/A-18E/F Super Hornet with the antenna of the APG-63(V)3 AESA being fitted on the F-15C. The new radar upgrade is to be part of the F-15E Radar Modernization Program. The new radar was named APG-63(V)4 until it received the APG-82 designation in 2009.

The first production F-15E (86-0183)

While some of the F-15C/Ds have been replaced by the F-22 Raptor, there is no slated replacement for the F-15E in its primary "deep strike" mission profile. The Strike Eagle is a more recent variant of the F-15, and has a sturdier airframe rated for twice the lifetime of earlier variants. The F-15Es are expected to remain in service past 2025. The USAF has pursued the Next-Generation Bomber, a medium bomber concept which could take over the Strike Eagle's "deep strike" profile. The F-35A Lightning II is projected to eventually replace many other attack aircraft such as the F-16 Fighting Falcon and A-10 Thunderbolt II, may also take over much of the F-15E's role, however the F-15E has better combat range under payload.

Silent Eagle

Main article: Boeing F-15SE Silent Eagle

The F-15SE Silent Eagle is a proposed upgrade of the F-15E by Boeing using stealth features, such as internal weapons carriage and radar-absorbent material. Distinguishing features of this version are the conformal weapons bays (CWB) that replace the conformal fuel tanks (CFT) to hold weapons internally and the twin vertical tails canted outward 15 degrees to reduce radar cross section. Weapons storage takes the place of most of each CWB fuel capacity.

The first production F-15E, s/n 86-0183, was modified to the F-15E1 configuration to serve as a Silent Eagle demonstrator. It first flew on 8 July 2010 with a left-side conformal weapons bay, on 20 July 2010 an AMRAAM was successfully launched from the CWB. Potential customers include Israel, Saudi Arabia, Japan and South Korea.

Design

The F-15E's deep strike mission is a radical departure from the original intent of the F-15, since the F-15 was designed as an air superiority fighter under the mantra "not a pound for air-to-ground." The basic airframe, however, proved versatile enough to produce a very capable strike fighter. The F-15E, while designed for ground attack, retains the air-to-air lethality of the F-15, and can defend itself against enemy aircraft.

The F-15E prototype was a modification of the two-seat F-15B. The F-15E, despite its origins, includes significant structural changes and much more powerful engines. The back seat is equipped for a Weapon Systems Officer (WSO pronounced 'wizzo') to work the new air-to-ground avionics. The WSO uses multiple screens to display information from the radar, electronic warfare, or infrared sensors, monitor aircraft or weapons 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. Unlike earlier two-place jets (e.g. the F-14 Tomcat and Navy variants of the F-4), whose back seat lacked flying controls, the back seat of the F-15E cockpit is equipped with its own stick and throttle so the WSO can take over flying, albeit with reduced visibility.

An underside view of an F-15E Strike Eagle with landing gear down.

To extend its range, the F-15E is fitted with two conformal fuel tanks (CFTs) that hug the fuselage. These produce lower drag than conventional underwing/underbelly drop tanks. They carry 750 U.S. gallons (2,800 liters) of fuel, and house six weapons hardpoints in two rows of three in tandem. Unlike conventional drop tanks, CFTs cannot be jettisoned, thus the increased range is offset by the degraded performance from the increased drag and weight compared to a "clean" configuration. Similar tanks can be mounted on the F-15C/D and export variants, and the Israeli Air Force makes use of this option on their fighter-variant F-15s as well as their F-15I variant of the Strike Eagle, but the F-15E is the only U.S. variant to be routinely fitted with CFTs.

The Strike Eagle's tactical electronic warfare system (TEWS) integrates all countermeasures on the craft: radar warning receivers (RWR), radar jammer, radar, and chaff/flare dispensers are all tied to the TEWS to provide comprehensive defense against detection and tracking. This system includes an externally mounted ALQ-131 ECM pod which is carried on the centerline pylon when required.

The APG-70 radar system allows air crews to detect ground targets from longer ranges. One feature of this system is that after a sweep of a target area, the crew freezes the air-to-ground map then goes back into air-to-air mode to clear for air threats. During the air-to-surface weapon delivery, the pilot is capable of detecting, targeting and engaging air-to-air targets while the WSO designates the ground target. The APG-70 is to be replaced by the AN/APG-82(v)1 Active Electronically Scanned Array Radar (AESA) radar, which will begin flight tests in January 2010 with initial operational capability expected in 2014.

Its inertial navigation system uses a laser gyroscope 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. The low-altitude navigation and targeting infrared for night (LANTIRN) system is mounted externally under the engine intakes; it allows the aircraft to fly at low altitudes, at night and in any weather conditions, to attack ground targets with a variety of precision-guided and unguided weapons. The LANTIRN system gives the F-15E exceptional accuracy in weapons delivery day or night and in poor weather, and consists of two pods attached to the exterior of the aircraft. At night, the video picture from the LANTIRN can be projected on the HUD, producing an infrared image of ground contour.

F-15E cockpit

The navigation pod contains a terrain-following radar which allows the pilot to safely fly at a very low altitude following cues displayed on a heads up display. This system also can be coupled to the aircraft's autopilot to provide "hands off" terrain-following capability. Additionally, the pod contains a forward looking infrared system which is projected on the pilot's HUD which is used during nighttime or low visibility operations. The AN/AAQ-13 Nav Pod is installed beneath the right engine intake.

The targeting pod contains a laser designator and a tracking system that mark an enemy for destruction as far away as 10 mi (16 km). Once tracking has been started, targeting information is automatically handed off to infrared air-to-surface missiles or laser-guided bombs. The targeting pod is mounted beneath the left engine intake; configurations may be either the AN/AAQ-14 Target Pod, AN/AAQ-28 LITENING Target Pod or the AN/AAQ-33 Sniper Pod.

For air-to-ground missions, the F-15E can carry most weapons in the USAF inventory. It also can be armed with AIM-9 Sidewinders, AIM-7 Sparrow and AIM-120 AMRAAMs for self-defense (though the Strike Eagle retains the counter-air capabilities from its Eagle lineage, it is rarely if ever used for counter-air missions). Like the F-15C, the Strike Eagle also carries an internally mounted General Electric M61A1 20 mm cannon with 650 rounds, which is effective against enemy aircraft and "soft" ground targets.

BAE Systems produces the MIDS Fighter Data Link Terminal which improves the situational awareness of Strike Eagle crews though Link 16 sharing of data.

LIG Nex1 has been manufacturing Head-Up Display for F-15 since 2004. In February 2011, LIG Nex1 won a renewed contract to deliver 20 more HUD for the F-15 of USAF and other countries, bringing the total number of F-15 HUD delivered by LIG Nex1 to 150 by 2011. LIG Nex1 had previously participated in the HUD's development as Rockwell Collin's subcontractor in the F-15K program. LIG Nex1 is also preparing to manufacture F-15's new multi-function display and flight control computer.

Since 2004, Korea Aerospace Industries monopolized the production of the main wings and forward fuselages of new F-15 to be constructed. Production began in 2004 for the F-15K, and another production line was established in 2008 for Singapore's F-15SG. Korea Aerospace Industries will also design, develop, and manufacture the Conformal Weapons Bay (CWB) for the F-15 Silent Eagle.

Operational history

United States

Operations Desert Shield and Desert Storm

F-15Es parked during Operation Desert Shield.

The F-15E saw action in response to Iraq's invasion of Kuwait in August 1990. The 336th Tactical Fighter Squadron flew to Seeb Air Base in Oman to begin training exercises in anticipation of an Iraqi attack on Saudi Arabia; in December, the 335th and 336th squadrons relocated to Al Kharj Air Base in Saudi Arabia, closer to Iraq's border. On 17 January 1991, 24 F-15Es launched an attack upon five fixed Scud installations in western Iraq; missions against Scud sites continued through that night with a second strike consist of 21 F-15Es. At night-time, F-15Es flew hunter missions over western Iraq, searching for mobile SCUD launchers. By conducting random bombings in suspected areas, it was hoped to deter the Iraqis from setting up for a Scud launch.

On the opening night of the war, an F-15E tracked a MiG-29 and fired a AIM-9 Sidewinder, which failed to hit its target. Other F-15Es simultaneously tried to engage the lone MiG-29, but were also unsuccessful, although the MiG was eventually brought down by a missile of unknown source. On 18 January, during a strike against a petrol oil and lubricant plant near Basrah, an F-15E was lost to enemy fire, the pilot and WSO killed. F-15E crews described this mission as the most difficult and dangerous of the war as it was heavily defended by SA-3s, SA-6s, SA-8s and Rolands as well as by anti-aircraft artillery. Two nights later, a second and final F-15E was downed by an Iraqi SA-2; the crew survived and managed to evade capture for several days and even made in contact with coalition aircraft, but rescue was unable to be launched due to security issues, one airman failed to identify himself with proper codes. The two airmen were later captured by the Iraqis.

A 492 FS F-15E of the 48th Fighter Wing taking off from RAF Lakenheath

Strike Eagles were able to destroy 18 Iraqi jets on the ground at Tallil air base using GBU-12s and CBU-87s. On 14 February, an F-15E scored its only air-to-air kill: a Mil Mi-24 helicopter. While responding to a request for help by US Special Forces, five Iraqi helicopters were spotted. The lead F-15E of two acquired a helicopter via it's FLIR in the process of unloading Iraqi soldiers, and released a GBU-10 bomb. The F-15E crew thought the bomb had missed its target and were preparing to use a Sidewinder when the helicopter was destroyed. The Special Forces team estimated that the Hind was roughly 800 feet (240 m) over the ground when the 2,000 lb (910 kg) bomb hit its target. As allied bombing operation had commenced, the F-15Es disengaged from combat with the remaining helicopters.

F-15Es attacked various heavily defended targets throughout Iraq, prioritising SCUD missile sites. Missions with the objective of killing Iraqi President Saddam Hussein were undertaken, several suspected locations were bombed by F-15Es. Prior to the operation's ground war phase, F-15Es conducted tank plinking missions against Iraqi vehicles in Kuwait. Following 42 days of heavy combat, a cease fire came into effect on 1 March 1991, leading to Northern and Southern no-fly zones were established over Iraq.

Operations Southern Watch and Northern Watch

An F-15E over Iraq in 1999 for Operation Northern Watch.

Following Desert Storm, two no-fly zones over Iraq were set up, and enforced typically by US and UK aircraft. In one incident, an attack on up to 600 Kurdish refugees by Iraqi helicopters at Chamchamal, northern Iraq, was observed by a flight of F-15Es. As they were not allowed to open fire, the F-15E pilots chose to conduct several high speed passes as close as possible to the Iraqi helicopters to create severe wake-turbulence, while aiming lasers at the helicopter's cockpits of the Iraqi helicopters in an attempt to blind their crews; this limited intervention caused the crash of one Hind. Afterwards, USAF leadership ordered F-15Es not to fly below 10,000 feet (3,000 m) to deter a repetition.

F-15Es from 391st, 492d Fighter Squadron, and 494th Fighter Squadron regularly deployed to Turkey throughout the mid-to-late 1990s. In January 1993, Iraqi targets in breach of the ceasefire agreement below the 32nd parallel north were attacked; ten F-15Es conducted another punitive strike a few days later. Most missions were of a defensive nature, the Strike Eagles typically carried a wide variety of weapons on a mission, making it quite flexible. AWACS platforms were in close contact with F-15E crews, who would receive new taskings while airborne and thus could fly unplanned attacks on Iraqi targets. After 1993, violations of the no-fly zones were minimal as Iraq staged a minor withdrawl; in 1997 Turkey approved the creation of ONW and permitted US forces to use the Incirlik air base.

In December 1998, Operation Desert Fox was conducted when Iraq refused UNSCOM inspections. On 28 December 1998, three F-15Es each dropped two GBU-12 500-pound precision-guided munitions (PGMs) to successfully strike an SA-3 tracking radar and optical guidance unit. After Desert Fox, Iraq stepped up its violations of the no-fly zones, thus a number of retaliatory and pre-planned strikes were conducted by F-15Es; in ONW alone, weapons were expended on at least 105 days. Between 24 and 26 January 1999, F-15Es expended several AGM-130s and GBU-12s against SAM sites in northern Iraq near Mosul. F-15Es were the most highly-tasked of all USAF tactical fighters in the region, as they had greater range and payload compared to the F-16s. F-15Es commonly attacked ammunition bunkers, command and control facilities, KS-19 anti-aircraft batteries, and SA-3/6 launchers.^{[citation needed]}

F-15Es flew in support of Operation Provide Comfort and Operation Provide Comfort II.

Operations in the Balkans

F-15E taking off from Aviano Air Base, Italy, for an strike mission in support of Operation Allied Force on 28 March 1999.

Operation Deny Flight was a United Nations-enforced no-fly zone over Bosnia and Herzegovina as the detoriating situation in the Balkans. In August 1993, F-15Es from 492d and 494th FS deployed to Aviano, Italy. In late 1993, NATO ordered a limited F-15E strike at the Udbina airfield, targetting Serbian forces in neighbouring Croatia. Eight F-15Es armed with GBU-12s took off to attack an SA-6 anti-aircraft vehicle; the mission was cancelled mid-flight over the application of stringent Rules of Engagement. In December 1993, F-15Es were launched to destroy a pair of SA-2 sites which had opened fire on two Royal Navy Sea Harrier FRS 1s. Most missions flown were non-combat sorties, however F-15Es often came under fire. In August 1995, 90th Fighter Squadron joined the two other F-15E squadrons. The 492d and 494th had flown over 2500 sorties since Deny Flight had begun,2000 of these were credited to 492d. Near the end of August 1995, in support of NATO's Operation Deliberate Force, F-15Es flew multiple strike missions against Serbian armor and logistics around the Serbian capital, Sarajevo. On 9 September, an F-15E deployed the first GBU-15 bomb for the type, a total of nine were dropped against Bosnian-Serb ground forces and air defense targets around Banja Luka.

In response to the displacement of Kosovars and the Serbian government's rejection of a NATO ultimatum, Operation Allied Force was launched in March 1999. 26 F-15Es flew the first strikes of Allied Force against Serb surface-to-air-missile sites, anti-aircraft batteries and Early Warning radar stations. Strike Eagles were deployed to Aviano as well as RAF Lakenheath in the UK. In-theatre, F-15Es conducted Close Air Support missions, a new idea in the late 1990s which has since become a popular concept within the USAF. Nissions typically lasted around 7.5 hours, included two aerial refuellings; F-15Es would carry a mix of air-to-air and air-to-ground munitions to perform both Combat Air Patrol duties as well as strike missions in the same mission.

As mobile SAM launchers posed a considerable threat to NATO aircraft and has made successful shoot-downs, most notably of a Lockheed F-117 Nighthawk. On the F-15E, to strike from increased distances, the AGM-130 provided a stand-off strike capability. The AGM-130 is a very expensive weapon and was only used against specific targets. The WSO can steer the weapon mif-flight to the target, or even abort and steer the weapon to crash at a safe distance if a target was found to be too close to civilians; NATO crews were forbidden to attack targets in close proximity to buildings such as churches. In an event now known as the Grdelica train bombing, an F-15E fired a AGM-130 at a bridge at the same moment a passenger train was crossing, 14 civilian lives were lost as a result.^{[citation needed]}

Operation Enduring Freedom

An F-15E Strike Eagle flies over Afghanistan in support of Operation Mountain Lion in 2006.

Following the September 11 attacks in 2001, 391st Fighter Squadron left for Ahmed Al Jaber air base in Kuwait 31 days later. The unit had been scheduled to participate in Operation Southern Watch, but now they were going to support Operation Enduring Freedom. During the first attacks the F-15Es met little resistance, and for the first night's military buildings, Taliban supply depots, caves and al-Qaeda training camps were the main targets. Both the AGM-130 and GBU-15 2,000 lb (910 kg) bombs were expended, and this was the first combat experience with the GBU-15. GBU-24s and GBU-28s were used against reinforced targets, command and control centrers and cave entrances. F-15Es would often operate as two-ship flights alongside two-ship F-16Cs. Within weeks almost all targets had been destroyed and it was hard to find meaningful targets. The Taliban had access to SA-7 and FIM-92 Stinger portable surface-to-air missiles which posed no threat towards US aircraft as long as they flew above 7,000 feet (2,100 m), and the fixed SAM sites near such cities as Mazar-i-Sharif and Bagram were struck very early in the campaign, so it was a very "low-threat" environment.

Within three weeks, aircraft began to fly on-call support missions for allied ground forces where F-15Es usually carried MK-82 and GBU-12 bombs, but also other weapons were carried, and during one mission a GBU-28, two GBU-24s and six GBU-12s were released. The most frequent targets during the rest of the war were people, vehicles and convoys, and not only bombs were expended, on several occasions F-15Es used the internal gun as well. During the course of the three-month deployment in support of OEF, four 391st crews conducted the longest fighter mission in history; it lasted 15.5 hours and nine of those were spent over the target area. Two F-15Es attacked two Taliban command and control facilities, two buildings suspected to shelter Taliban fighters, and a Taliban road block. The F-15Es refueled 12 times during the mission. On 7 January 2002 the 391st FS returned home and 335th FS took over, the 391st FS had flown two to eight sorties a day during their deployment. The 391st would highlight their deployment by expending the BLU-118/B for the first time in combat; it was used to flush out Taliban fighters hiding in caves.

An F-15E from the 391st Expeditionary Fighter Squadron launches heat decoys during a close-air-support mission over Afghanistan, December 2008.

The other highlight of the deployment occurred on 4 March when a section of F-15Es supported what would be known as the Battle of Roberts’ Ridge. The F-15Es first flew an on-call Close Air Support mission for "Texas 14" on the ground by destroying a Taliban observation position. 16 minutes later, at 0141 hours, "Mako 30" had come under mortar fire and the F-15Es rushed to the location. It was soon learned that the soldier in contact with the F-15Es was not a Forward Air Controller. It was later learned that the soldier was a Navy SEAL, and part of a team searching for an MH-47E Chinook following an ambushed insertion point in the Shah-i-Kot Valley. Nonetheless, the F-15Es dropped a GBU-12, but the SEAL team was still taking fire as they moved east with two wounded and one killed in action. A second bomb was dropped, but due to the wrong coordinates being entered into the Strike Eagle's computer the weapon missed. During the effort to support the SEAL Team an MH-47 carrying a rescue team was downed by an RPG.

335th Fighter Squadron F-15E's drop JDAMs on an insurgent cave

During all this, the F-15Es had just finished refueling and were instructed to work with "Texas 14", a third team on the ridge. The F-15Es dropped eleven GBU-12s between 0252 and 0303 hours to aid the forces on the ground. Soon the F-15Es had to support the survivors from the downed MH-47 that had enemy contact some 75 meters from their position. The Strike Eagles could not use bombs, so they went with guns; they used the downed helicopters as a reference point and started to make gun passes. One Strike Eagle had to get back to the tanker, and the lone F-15E talked to AWACS to get some other aircraft to this location to strafe as well. A section of F-16s from 18th Fighter Squadron arrived and made some passes as well. It was soon decided that they had to drop bombs, as both the Strike Eagles and the Falcons had run out of ammunition. The F-15Es by now had been instructed by AWACS to return home, but they could support the forces and then return immediately after that. After some problems with radios and weapons that failed to drop, the F-15Es eventually each dropped a GBU-12 and requested to drop the remaining bombs, but were ordered to return to Al Jaber in Kuwait.

A friendly fire incident took place on 23 August 2007 when an F-15E, called in for close air support north west of Kajaki, Afghanistan, mistakenly dropped a 500 lb (230 kg) bomb on British forces, killing three soldiers. Confusion between the air controller and the F-15E air crew on the bombing coordinates led to the incident.

On the 13 September 2009, an F-15E used an AIM-9 Sidewinder to shoot down an MQ-9 Reaper over Northern Afghanistan. Operators had, for some unknown reason, lost control of the Reaper, and a Strike Eagle was dispatched to ensure that the drone did not leave Afghanistan.

Operation Iraqi Freedom

Wingtip vortices are visible upon a F-15E as it disengages from refueling with a KC-10 during Operation Iraqi Freedom

In late 2002, tension over suspected Iraqi weapons of mass destruction was growing, and so the 4th Fighter Wing at Seymour Johnson AFB was ordered to have at least one squadron ready to deploy to the Persian Gulf. The 336th was selected to deploy first, to Al Udeid Air Base, Qatar. During 11–17 January 2003, 24 aircraft deployed to the air base and preparations began which involved a briefing by planners from the Combined Air Operations Center at Prince Sultan Air Base in Saudi Arabia. The 336th was grounded for some time until 27 January when the governments of the United States and Qatar concluded their diplomatic problems and permissions to fly was finally given. The F-15Es began flying missions in support of Operation Southern Watch, mostly surveillance and reconnaissance missions as well simulated missions against potential targets in Iraq, and if needed they could attack them as well, as well as familiarize themselves with Rules of Engagements, local area procedures, working with AWACS and flying over hostile territory. During OSW F-15Es attacked targets mostly in southern and western Iraq, radars, radio relay stations, communications, command and control sites, and air defences were targeted. On one night four F-15Es fired multiple GBU-24s at the Iraqi Republican Guard/Baath Party HQ in Basrah while another flight of four destroyed a nearby Air Defense Sector HQ with six GBU-10s.

Towards the end of February the 336th received additional aircrews and the units consisted of 150 pilots and WSOs, many of them were drafted from the two non-deployable fighter squadrons at Seymour Johnson (the 333d and 334th Fighter Squadrons) and 391st Fighter Squadron at Mountain Home Air Force Base, this meant that there were four aircrews per F-15E. In early March the 335th Fighter Squadron's personnel and aircraft were deployed and joined the 336th at Al Udeid. One objective at the end of OSW was to take down Iraq's air defenses and Early Warning radar network near the border to Jordan so F-16s and Special Forces helicopters could operate from out of Jordan when the war started. Several radar sites and radio relay stations were hit in western Iraq near the "H3" airfield, during these missions coalition jets were greeted by heavy anti-aircraft artillery.

Rear view of the F-15E

At the same time as F-117 Nighthawks dropped bombs over Baghdad on 19 March, on a house where Saddam Hussein was believed to be; F-15Es dropped GBU-28s around the H3 airfield while other F-15Es conducted strikes part of OSW. On 20 March, when the war had effectively begun, F-15Es dropped AGM-130s against key communication, command and control buildings, and leadership targets in Baghdad; a few of the weapons missed intended targets, possibly having been affected by jamming operations from EA-6B Prowlers in the vicinity. Veteran-crewed F-15Es would work closely with Special Forces operating inside Iraq, such mission details are classified. F-15Es would typically circle around an area and the Special Forces directed them to attack ground targets. On more than one occasion, strafing runs using the aircraft's guns to hit threats towards the Special Forces teams were conducted, because the targets were too close for bombs to be used.

A USAF F-15E on an Operation Iraqi Freedom combat sortie, April 2004.

On 3 April 2003 a F-15E pilot mistook a M270 Multiple Launch Rocket System (MLRS) for an Iraqi surface-to-air missile site and dropped a 500 lb (230 kg) laser guided bomb, killing three and wounding five others. On 6 April 2003 an F-15E (88-1694), crewed by Captain Eric Das and Major William Watkins performed a critical interdiction mission in support of special forces. On the following day, Das and Watkins crashed while bombing targets around Tikrit. The crew were posthumously awarded the Distinguished Flying Cross and the Purple Heart for their actions.

During the war, F-15Es were credited with destroying 60% of the total force of the Iraqi Medina Republican Guard. They also scored hits on 65 MiGs on the ground, and destroyed key air defense and command buildings in Baghdad. During the war F-15Es worked closely with other jets that were deployed to Al Udeid, including RAAF F/A-18s, USAF F-16s and F-117s, RAF Panavia Tornado fighters and a detachment of US Navy F-14s from VF-154. Many aircraft used the F-15E to locate, identify and hand-off targets to them, including B-1Bs, B-52s, Navy/Marine Corps F/A-18, AV-8Bs and F-14s.

Operation Odyssey Dawn

Following the adoption of United Nations Security Council Resolution 1973 on 17 March 2011, 10 USAF F-15E fighters, and a variety of other NATO and allied aircraft were deployed to enforce the Libyan no-fly zone as part of Operation Odyssey Dawn. On 21 March 2011, an F-15E Strike Eagle 91-304 crashed near Bengazi, Libya. Both crew members parachuted into territory held by resistance elements of the Libyan population and were eventually rescued by US Marines. Equipment problems caused a weight imbalance and contributed to the crash when egressing the target area.

Israel

The F-15I is operated by the Israeli Defence Force/Air Force No 69 Squadron, which had previously operated the F-4 Phantom II. After the Gulf War in 1991, in which Israeli towns were attacked by SCUD missiles based in Iraq, the Israeli government decided that it needed a long range strike aircraft and issued a Request for Information (RFI). In response, Lockheed Martin offered a version of the F-16 Fighting Falcon, while McDonnell Douglas offered both the F/A-18 Hornet and the F-15E. On 27 January 1994, the Israeli government announced that the intention to purchase 21 modified F-15Es, designated F-15I. On 12 May 1994, the US Government authorized the purchase of up to 25 F-15Is by Israel. In November 1995, Israel ordered 4 extra F-15Is, thus 25 were built from 1996 to 1998.

The first F-15I combat mission was flown in Lebanon on 11 January 1999. The aircraft can carry: the AIM-9L, Rafael Python 4 and the Rafael Python 5 infrared-homing missiles; and the AIM-7 Sparrow and the AIM-120 AMRAAM radar-guided missiles. The Python 4 can be launched at up to 90 degrees off boresight, with the pilot aiming using the helmet-mounted sight. In 1999, Israel announced its intention to procure more fighter aircraft, and the F-15I was a possible contender. However, it was announced that the contract would go to the F-16I.^{[citation needed]}

Saudi Arabia

Starting from the first week of November 2009, Royal Saudi Air Force F-15s, along with Saudi Tornados, performed air raids against Yemeni Houthis insurgents in the northern Yemeni region of Sa'dah. This was the first time since Operation Desert Storm in 1991 that the Saudi Air Force took part in a military operation over hostile territory.

Saudi Arabia requested 84 F-15SA aircraft, upgrade of its F-15S fleet to F-15SA standard, and related equipment and weapons through a Foreign Military Sale in October 2010. The F-15SA (Saudi Advanced) variant includes the APG-63(v)3 active electronically scanned array (AESA) radar, digital electronic warfare systems (DEWS), infrared search and track (IRST) systems, and other advanced systems.

Variants

For earlier F-15A, F-15B, F-15C, F-15D, F-15J, F-15DJ and other F-15-based variants, see F-15 Eagle.

F-15E

Two-seat all-weather long-range strike and ground-attack aircraft for the USAF. A total of 236 were built from 1985 to 2001.

F-15I

An Israeli Air Force F-15I (Ra'am) from the No 69 Hammers Squadron maneuvers away after receiving fuel from a KC-135 during Red Flag 2004.

The F-15I is operated by the Israeli Air Force where it is known as the Ra'am (רעם – "Thunder"). It is a dual-seat ground attack aircraft powered by two Pratt & Whitney F100-PW-229 engines, and is based on the F-15E.

The F-15I Ra'am is similar to the F-15E, but features several different avionic systems to meet Israeli requirements. To facilitate night-time strikes, the F-15Is were initially fitted with Sharpshooter targeting pods designed for Israeli F-16s. The Sharpshooter pod was less capable than the LANTIRN pods used on USAF F-15Es, Israel later purchased 30 LANTIRN pods. The F-15Is initially lacked Radar Warning Receivers, thus Israel installed its own electronic warfare equipment, the Elisra SPS-2110, as well as a new central computer and embedded GPS/INS system. All sensors can be slaved to the Display And Sight Helmet (DASH) helmet-mounted sight, providing both crew members a means of targeting which the F-15E lacks. The F-15I uses the APG-70I radar; its terrain mapping capability can be used to locate targets that are otherwise difficult to spot—e.g., missile batteries, tanks and structures—in adverse conditions such as heavy fog or rain. The radar can detect large airliner-sized targets at 150 nautical miles, and fighter-sized targets at 56 nautical miles, althought it has a reduced resolution one-third below the standard USAF APG-70.

F-15K

The F-15K Slam Eagle (Korean: F-15K 슬램 이글) is an advanced derivative of the F-15E, operated by the Republic of Korea Air Force. Several major components were outsourced to various Korean companies as part of an offset agreement, wherein Korea was responsible for 40% of production and 25% of assembly. Fuselage and wings are supplied by Korea Aerospace Industries, flight control actuator by Hanwha Corporation, electronic jammer and radar warning receiver by Samsung Thales, Head-up display, airborne communication system, and radar by LIG Nex1, and engines by Samsung Techwin under license before final assembly at Boeing's St. Louis facility.

F-15K lands at Nellis AFB, Nevada, on 5 August 2008 to participate in Red Flag 08-4.

In 2002, ROKAF selected the F-15K for its F-X fighter program, during which the F-15K, the Dassault Rafale, the Eurofighter Typhoon and Sukhoi Su-35 were evaluated. A total 40 aircraft were ordered with deliveries beginning in 2005. On 25 April 2008, the Korean government announced the order of second batch of 21 F-15Ks, worth 2.3 trillion Korean won (US$ 2.3 billion). Aircraft of second batch differs from the first batch in having Pratt & Whitney F100-PW-229 (EEP) engines, license-produced by Samsung Techwin, for commonality with the KF-16 fleet. Republic of Korea Air Force has received 50 F-15Ks by June 2011.

The F-15K variant has several features not typically found on F-15Es, such as an AAS-42 Infra-red search and track, a customized Tactical Electronics Warfare Suite to reduce weight and increase jamming effectiveness, cockpit compatibility with night vision device, ARC-232 U/VHF radio with Fighter Data Link system, and advanced APG-63(V)1 mechanical-scanned array radar. The APG-63(V)1 radar has common digital processing equipment with the APG-63(V)3 AESA radar, and thus is upgradable to an AESA radar via antenna replacement. The F-15K is equipped with the Joint Helmet Mounted Cueing System. Weapons such as AGM-84K SLAM-ER ATA, AGM-84H Harpoon Block II, and JASSM have been integrated.

F-15S

The F-15S is a variant of the F-15E supplied to the Royal Saudi Air Force in the mid-to-late 1990s. Saudi Arabia had previously wanted the F-15F, a proposed single-seat Strike Eagle. Saudi Arabia sought to order 24 F-15Fs, but was blocked by U.S. Congress. The F-15S is almost identical to the USAF F-15E and the only major difference in the AN/APG-70 radar performance is the synthetic aperture mode. The version was initially referred to as F-15XP. 72 were built from 1996 to 1998. In October 2007, GE announced a contract with Saudi Arabia for 65 GE F110-GE-129C engines for the F-15S in a contract worth over US$300 million.

F-15SA is a new version for the Saudi Arabian Air Force. On 29 December 2011, the United States signed a $29.4 billion contract to sell 84 F-15s in the SA (Saudi Advanced) configuration. The sale includes upgrades for the older F-15Ss up to the SA standard and related equipment and services.

F-15SG

F-15SG of the 428th Fighter Squadron at Mountain Home Air Force Base.

F-15SG on approach to Darwin International Airport, 2011.

The F-15SG (formerly the F-15T) is a variant of the F-15E, currently ordered by the Republic of Singapore Air Force (RSAF) after a seven-year evaluation period involving five other fighter aircraft under consideration. The F-15SG was chosen on 6 September 2005 over the Dassault Rafale, the only remaining aircraft still in contention. The F-15SG is similar in configuration to the F-15K sold to South Korea, but differs in the addition of the APG-63(V)3 active electronically scanned array (AESA) radar developed by Raytheon. The F-15SG will be powered by two General Electric F110-GE-129 29,400 lbf (131 kN) thrust engines.^{[citation needed]}

On 22 August 2005, the US Defense Security Cooperation Agency (DSCA) notified US Congress about a potential Foreign military sales (FMS) of weapons, logistics and training in the event that the Boeing F-15 was selected by Singapore. Since the F-15 purchase has now been confirmed, it can be assumed that Singapore will follow up on this proposed weapons and logistics package, worth a further US$741 million if all options are exercised. Various weapons and hardware are included in this package such as AIM-120C, and AIM-9X missiles; GBU-38 JDAM, and AGM-154 JSOW air-to-surface weapons; Night Vision Goggles and Link 16 terminals.

The Singapore Ministry of Defence (MINDEF) on 22 October 2007, exercised the option to purchase eight more F-15SG fighters which was part of the original contract signed in 2005. Along with this buy, an additional order of four F-15SGs increases total to 24 fighters on order. The first F-15SG was rolled out on 3 November 2008. Deliveries of F-15SGs began in 2009.

Proposed variants

F-15H Strike Eagle (H for Hellas) was a 1990s proposed export version of F-15E for Greece, which was selected by the Greek Ministry of Defence and the Greek Air Force, but the government chose new F-16s and Mirage 2000-5s instead.

F-15G Wild Weasel was a proposed two-seat version to replace the F-4G Wild Weasel in the Suppression of Enemy Air Defenses (SEAD) role. The F-15G was studied in 1986. A proposed modification to F-15Cs for the SEAD role was studied in 1994–95, but F-16Cs were modified to perform this role instead.

F-15SE Silent Eagle is a further developed version of the F-15E by Boeing using fifth generation fighter features, such as internal weapons carriage and radar-absorbent material.

Operators

Current operators of the F-15 in light blue, F-15E Strike Eagle in red, both in dark blue

F-15Es from the 90th Expeditionary Fighter Squadron taxi to their parking spots on Andersen Air Force Base, Guam during exercise Valiant Shield 2006.

An F-15E Strike Eagle breaking away from a tanker.

Israel

• Israeli Air Force operates 25 F-15I "Ra'am" aircraft as of January 2011.
  • 69 Squadron – Hatzerim AFB

South Korea

• Republic of Korea Air Force has ordered a combined 61 F-15K "Slam Eagle" with one lost in an accident. It has 45 F-15Ks in use in January 2011.
  • 11th Fighter Wing (제11전투비행단), based at Daegu
    • 102nd Fighter Squadron
    • 122nd Fighter Squadron

Saudi Arabia

• Royal Saudi Air Force has 69 F-15S Eagles in service as of January 2011.
  • No. 3 Wing RSAF – King Abdullah Aziz Air Base
    • No. 92 Squadron RSAF
  • No. 5 Wing RSAF – King Khalid Air Base
    • No. 6 Squadron RSAF
    • No. 55 Squadron RSAF

Singapore

• Republic of Singapore Air Force (RSAF) has ordered 24 F-15SG fighters. It has 15 F-15SGs in use in January 2011.
  • 149 Squadron "Fighting Shikra"

United States

• United States Air Force had 221 F-15Es in operation as of January 2011. Active units are bolded.
  • Air Combat Command
    • 4th Fighter Wing – Seymour Johnson AFB, North Carolina
      • 333d Fighter Squadron
      • 334th Fighter Squadron
      • 335th Fighter Squadron
      • 336th Fighter Squadron
    • 53d Wing – Eglin AFB, Florida
      • 85th Test and Evaluation Squadron
      • 422d Test and Evaluation Squadron – Nellis AFB, Nevada
    • 57th Wing – Nellis AFB, Nevada
      • 17th Weapons Squadron
    • 366th Fighter Wing – Mountain Home AFB, Idaho
      • 389th Fighter Squadron
      • 391st Fighter Squadron
      • 428th Fighter Squadron mixed USAF/RSAF unit for training RSAF personnel on the new F-15SG (Peace Carvin V)
    • 379th Air Expeditionary Wing
    • 455th Air Expeditionary Wing – Bagram AB, Afghanistan
  • United States Air Forces in Europe
    • 48th Fighter Wing – RAF Lakenheath, England, UK
      • 492nd Fighter Squadron
      • 494th Fighter Squadron
  • Air Education and Training Command
    • 405th Tactical Training Wing / 58th Fighter Wing / 56th Fighter Wing – Luke AFB, Arizona
      • 461st Fighter Squadron – inactivated
      • 550th Fighter Squadron – inactivated
      • 555th Fighter Squadron – moved to Aviano AB, Italy & reequipped with F-16C
  • Pacific Air Forces
    • 3d Wing – Elmendorf AFB, Alaska
      • 90th Fighter Squadron – reequiped with F-22
  • Air Force Materiel Command
    • 46th Test Wing – Eglin AFB
      • 40th Flight Test Squadron
    • 412th Test Wing – Edwards AFB
      • 415th Flight Test Squadron
      • 419th Flight Test Squadron
  • Air Force Reserve Command
    • 414th Fighter Group – Seymour Johnson AFB, North Carolina
      • 307th Fighter Squadron

Accidents and losses

Main article: List of F-15 losses

Specifications (F-15E)

F-15E deploys flares during a flight over Afghanistan, 12 Nov. 2008

Data from USAF fact sheet, Davies

General characteristics

• Crew: 2
• Length: 63.8 ft (19.43 m)
• Wingspan: 42.8 ft (13.05 m)
• Height: 18.5 ft (5.63 m)
• Wing area: 608 ft² (56.5 m²)
• Airfoil: NACA 64A006.6 root, NACA 64A203 tip
• Empty weight: 31,700 lb (14,300 kg)
• Max. takeoff weight: 81,000 lb (36,700 kg)
• Powerplant: 2 × Pratt & Whitney F100-229 afterburning turbofans, 29,000 lbf (129 kN) each

Performance

• Maximum speed: Mach 2.5+ (1,650+ mph, 2,660+ km/h)
• Ferry range: 2,400 mi (2,100 nmi, 3,900 km) with conformal fuel tank and three external fuel tanks
• Service ceiling: 60,000 ft (18,200 m)
• Rate of climb: 50,000+ ft/min (254+ m/s)
• Thrust/weight: 0.93

An F-15E undergoing maintenance showing the M61 Vulcan Gatling gun with its cover removed.

A F-15E releasing a GBU-28 "Bunker Buster" during a test

Armament

• Guns: 1× 20 mm (0.787 in) M61 Vulcan 6-barreled gatling cannon, 510 rounds of either M-56 or PGU-28 ammunition
• Hardpoints: 2 wing pylons, fuselage pylons, bomb racks on CFTs with a capacity of 23,000 lb (10,400 kg) of external fuel and ordnance
• Missiles:
  
  • Air-to-air missiles:
    • 4× AIM-9M Sidewinder or 4× AIM-120 AMRAAM, and
    • 4× AIM-7M Sparrow or additional 4× AIM-120 AMRAAM
  • Air-to-surface missiles:
    • 6× AGM-65 Maverick
    • AGM-130
    • AGM-84 Harpoon
    • AGM-84K SLAM-ER
    • AGM-154 JSOW
    • AGM-158 JASSM
• Bombs:
  
  • B61 nuclear bomb
  • Mark 82 bomb
  • Mark 84 bomb
  • CBU-87 Combined Effects Munition
  • CBU-89 Gator
  • CBU-97 Sensor Fuzed Weapon
  • CBU-103 CEM
  • CBU-104 Gator
  • CBU-105 SFW
  • CBU-107 Passive Attack Weapon
  • GBU-10 Paveway II
  • GBU-12 Paveway II
  • GBU-15
  • GBU-24 Paveway III
  • GBU-27 Paveway III
  • GBU-28
  • GBU-31 JDAM
  • GBU-38 JDAM
  • GBU-39 Small Diameter Bomb
  • GBU-51 Paveway II
  • GBU-54 Laser JDAM
• Others:
  • up to 3× 600 US gallons (2,300 L) external drop tanks for ferry flight or extended range/loitering time.

LANTIRN pods mounted underneath an F-15E Strike Eagle, the AN/AAQ-13 navigation pod to the left with the AN/AAQ-14 targeting pod to the right

Avionics

• Radar:
  • Raytheon AN/APG-70
• Targeting pods:
  • LANTIRN or Lockheed Martin Sniper XR or LITENING targeting pods
• Countermeasures:
  • Northrop Grumman Electronic Systems AN/ALQ-131 electronic countermeasures pod
  • Hazeltine AN/APX-76 or Raytheon AN/APX-119 Identify Friend/Foe (IFF) interrogator
  • Magnavox AN/ALQ-128 Electronic Warfare Warning Set (EWWS) – part of Tactical Electronic Warfare Systems (TEWS)
  • Loral AN/ALR-56 Radar warning receivers (RWR) – part of TEWS
  • Northrop Grumman Electronic Systems ALQ-135 Internal Countermeasures System (ICS) – part of TEWS
  • Marconi AN/ALE-45 Chaff/Flares dispenser system – part of TEWS

See also

• 4th generation jet fighter
  

Related development

• McDonnell Douglas F-15 Eagle
• Boeing F-15SE Silent Eagle
  

Aircraft of comparable role, configuration and era

• Dassault Rafale
• Eurofighter Typhoon
• Shenyang J-11B
• Sukhoi Su-30
• Sukhoi Su-34
• Panavia Tornado
• Boeing F/A-18E/F Super Hornet
  

Related lists

• List of fighter aircraft
• List of military aircraft of the United States
  

References

Notes

Bibliography

• Clancy, Tom. Fighter Wing. London: HarperCollins, 1995. ISBN 0-00-255527-1. 
• Davies, Steve. Combat Legend, F-15 Eagle and Strike Eagle. London: Airlife Publishing, 2002. ISBN 1-84037-377-6.
• Davies, Steve. Boeing F-15E Strike Eagle, All-Weather Attack Aircraft. Airlife Publishing, 2003. ISBN 1-84037-378-4.
• Davies, Steve. F-15E Strike Eagle Units In Combat 1990–2005. Osprey Publishing, 2005. ISBN 1841769096.
• Davies, Steve and Doug Dildy. F-15 Eagle Engaged: The World's Most Successful Jet Fighter. Osprey Publishing, 2007. ISBN 1-8460-3169-9.
• Donald, David (1995). "F-15E Strike Eagle". World Airpower Journal. 21. AIRtime Publishing. 
• Jenkins, Dennis R. McDonnell Douglas F-15 Eagle, Supreme Heavy-Weight Fighter. Hinckley, UK: Midland Publishing, 1998. ISBN 1-85780-081-8.
• Rininger, Tyson. F-15 Eagle at War. Zenith Imprint, 2009. ISBN 0-7603-3350-5.
• Smallwood, William L. "Strike Eagle – Flying the F-15E In The Gulf War", Brassey's, 1994.

External links

• F-15E USAF fact sheet
• F-15E page and F-15K page on Boeing.com
• F-15E on USAF National Museum web site
• F-15E.info, a dedicated F-15E site