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40 years after the F-15 Eagle’s first flight, Glenn Beasley examines the ever-evolving life of the aircraft to date and plans for the next iteration.

This article includes a hitherto unpublished account from then Sqn Ldr Roger Beazley, who was one of two pilots involved with the evaluation flying during Britain’s short-lived interest in the type.

40 Years and CountingThe Changing Face of the F-15

Words: Glenn Beasley

Images: As credited

40 Years and CountingThe Changing Face of the F-15

The F-15 is Born

TheThe USAF announced that McDonnell Douglas was the successful bidder on the 23rd December 1969, with the winning design sharing more than a passing resemblance to the F-14, which had earlier been rejected. The new Pratt & Whitney F100 engines enabled a thrust-to-weight ratio of greater than 1, and the first flight took place on the 27th July 1972, as YF-15A (71-0280) rotated from Edwards Air ForceForce Base with test pilot Irving L Burrows at the controls . The USAF had its first dedicated air superiority fighter since the F-86 Sabre, but critics suggested it was too large to be an effective dogfighter and too expensive to purchase in large quantities.

Originally designated TF-15A, 71-0291 was the second of two dual-seat development aircraft and the first Eagle to visit Britain. It is seen here about to begin its impressive demonstration routine at a rain-soaked Farnborough in September 1974 (Lindsay Peacock)

Fsuccessful fighter aircraft, the F-15 has continually proven itself over the past four decades, in both peacetime and combat, but also reinvented itself to retain its relevance in the world of 21st century warfare.

TheThe story begins in the late 1960s, with the United States Air Force (USAF) issuing a requirement for an air-superiority fighter with both air-to-air and air-to-ground capabilities. Coupled with this request was the discovery, by US intelligence services, that the Russians had developed the Mikoyan MiG-25 Foxbat. The Foxbat’s huge tail-planes and vertical stabilisers fooled American analysts into thinking it waswas a highly manoeuvrable fighter, rather than the high speed interceptor it actually was.

Rethink Required

During the Vietnam War, the shortcomings of USAF fighter aircraft such as the F-4 Phantom had been exposed. With difficulties such as an inability to engage potential threats Beyond Visual Range (BVR), along with disappointing missile performance at closer ranges, the need for a new platform was seen as a matter of urgency.

TheThe requirement was for a high-speed interceptor, with impressive acceleration and a rapid rate of climb to match. The specification also called for an excess of power and the manoeuvrability to win any dogfight. The design submitted by McDonnell Douglas featured a large wing surface area that was aerodynamic and would permit the aircraft to turn tightly as a result of the power delivered by itsits two proposed Pratt & Whitney F100 engines. Computerised flight control systems would also allow the pilot to maintain control of the aircraft without losing concentration in a dogfight, where split seconds could be the difference between winning or being shot down. It wasn’t the classic fly-by-wire that pilots know and love today, but it was a radical leap forward in the capabilities afforded to the fighter pilots of the USAF at that time.afforded to the fighter pilots of the USAF at that time.

When the USAF rejected the US Navy’s VFX programme, which ultimately led to the development of the Grumman F-14 Tomcat, a total of four companies submitted proposals for a relatively lightweight air superiority fighter, with a maximum take-off weight of 40,000lbs, a maximum speed of Mach 2.5 and a thrust-to-weight ratio of 0.97.

rom the outset, capturing everything there is to know about the F-15 Eagle in its 40th birthday year seemed like a daunting prospect. Arguably the world’s most

The USAF announced that McDonnell Douglas was the successful bidder on the 23rd December 1969, with the winning design sharing more than a passing resemblance to the F-14, which had earlier been rejected. The new Pratt & Whitney F100 engines enabled a thrust-to-weight ratio of greater than 1, and the first flight took place on the 27th July 1972, as YF-15A (71-0280) rotated from Edwards Air ForceForce Base with test pilot Irving L Burrows at the controls . The USAF had its first dedicated air superiority fighter since the F-86 Sabre, but critics suggested it was too large to be an effective dogfighter and too expensive to purchase in large quantities. First of the many. F-15A prototype 71-0280 at Edwards AFB in 1974. It retains the original

colour scheme, albeit with faded dayglo, but displaying its original McDonnell Douglas parentage (Lindsay Peacock Collection)

Originally designated TF-15A, 71-0291 was the second of two dual-seat development aircraft and the first Eagle to visit Britain. It is seen here about to begin its impressive demonstration routine at a rain-soaked Farnborough in September 1974 (Lindsay Peacock)

Two years later, in September 1976, F-15B 71-0291 returned to the UK for its second appearance at the Farnborough air show. By this time, the original blue colour scheme had been replaced by a colourful and patriotic Bicentennial paint job in recognition of the USA’s 200th anniversary (Lindsay Peacock)

Another of the F-15A development aircraft, 71-0288 carried Sparrow and Sidewinder missiles when it appeared on static display at Edwards in 1977. The high visibility colour scheme was typical of these early Eagles (Lindsay Peacock)

Also to be seen at the Edwards show in 1977, F-15A 71-0282 featured an uncharacteristic shark’s mouth motif, as well as a number of other adornments on fuselage and fin. It also appears to be tethered for an unknown reason (Lindsay Peacock)

Two years later, in September 1976, F-15B 71-0291 returned to the UK for its second appearance at the Farnborough air show. By this time, the original blue colour scheme had been replaced by a colourful and patriotic Bicentennial paint job in recognition of the USA’s 200th anniversary (Lindsay Peacock)

Eight additional development aircraft were obtained with FY72 funding, F-15A 72-0115 being typical of these machines. Photo reference markings and an Air Force Flight Test Center badge can be seen on the fuselage. Four other aircraft from this batch eventually passed to Israel (Lindsay Peacock Collection)

Also to be seen at the Edwards show in 1977, F-15A 71-0282 featured an uncharacteristic shark’s mouth motif, as well as a number of other adornments on fuselage and fin. It also appears to be tethered for an unknown reason (Lindsay Peacock)

Service Entry

Deliveries commenced of the single-seat ‘A’ model and two-seat ‘B’ model to the USAF in November 1974, just over two years after the first flight, a timescale that would be unheard of by today’s standards. The first deliveries to a combat squadron were to the 555th Tactical Fighter Squadron, 58th Tactical Fighter Training Wing at Luke Air Force Base, Arizona, where pilots underwent the transition to fly the F-15.

One of the first Eagles to see service with an operational USAF unit, F-15A 73-0103 was initially assigned to Luke AFB, AZ. High visibility markings adorn this aircraft when serving with the 58th Tactical Fighter Training Wing’s 555th Tactical Fighter Training Squadron in September 1976 (Lindsay Peacock Collection)

The first fully operational outfit was the 1st Tactical Fighter Wing at Langley AFB, Virginia, which received its initial Eagle on 9 January 1976. F-15A 74-0101 was an early delivery and is seen at home base in May 1976, complete with a yellow fin stripe indicating assignment to the 27th Tactical Fighter Squadron (Lindsay Peacock Collection)

It just couldn’t stay away… Back again at Farnborough in September 1980, F-15B 71-0291 had been modified to serve as the Strike Eagle prototype. In distinct contrast to previous visits, it now features the dreadfully drab “European One” camouflage and an impressive array of ordnance (Lindsay Peacock)

Service Entry

Deliveries commenced of the single-seat ‘A’ model and two-seat ‘B’ model to the USAF in November 1974, just over two years after the first flight, a timescale that would be unheard of by today’s standards. The first deliveries to a combat squadron were to the 555th Tactical Fighter Squadron, 58th Tactical Fighter Training Wing at Luke Air Force Base, Arizona, where pilots underwent the transition to fly the F-15.

Constantly Evolving

FurtherFurther development took place in 1978 with the first flights of the enhanced ‘C’ and ‘D’ models. Improvements included an additional 2,000lbs of fuel capacity, provision for carrying exterior conformal fuel tanks and an increased maximum take-off weight of 68,000lbs. The APG-63 radar was the first of its kind to use a programmable signal processor (PSP), which allowed the radar to be reprogrammed for additional features such as the addition of new armament and other equipment. The C and D versions also had strengthened landing gear, new computercomputer systems and an overload warning system to allow pilots to fly at very high g-loads, at all weights.

The F-15E Strike Eagle

It was in 1979 that McDonnell Douglas also began to work with radar manufacturer Hughes in development of a new version of the aircraft, the two-seat F-15E Strike Eagle, and production began in 1984 after the type won the USAF’s Dual-Role Fighter competition to replace the F-111F. This all-weather air-to-ground strike version entered service with the USAF in 1989 and has, like its sister model, proved a highly capable and effective strike platform, proven in combat on numerous occasions. The Strike Eagle now sits alongside the best multi-rolemulti-role combat aircraft in the world and can rightly claim to be a true swing role fighter. The Strike Eagle added to the attributes of the original F-15 in terms of air superiority, with state of the art ground-attack capabilities, using the LANTIRN (Low-Altitude Navigation and Targeting Infra-Red for Night) system, permitting terrain avoidance and infra-red forward-looking targeting systems.

One of the first Eagles to see service with an operational USAF unit, F-15A 73-0103 was initially assigned to Luke AFB, AZ. High visibility markings adorn this aircraft when serving with the 58th Tactical Fighter Training Wing’s 555th Tactical Fighter Training Squadron in September 1976 (Lindsay Peacock Collection)

It just couldn’t stay away… Back again at Farnborough in September 1980, F-15B 71-0291 had been modified to serve as the Strike Eagle prototype. In distinct contrast to previous visits, it now features the dreadfully drab “European One” camouflage and an impressive array of ordnance (Lindsay Peacock)

The Japan Air Self-Defense Force (JASDF) was also evaluating the F-15 in 1975 as a potential replacement for its F-104J Starfighters. Early JASDF Eagles were built in the United States before production commenced under license through Mitsubishi, with the first of these, designated ‘J’ models, flying for the first time in August 1981. In total, Mitsubishi built 163 Js and 36 DJ (the two-seat version of the J) models. These Japanese Eagles are famous for their often very attractive liveries and are still being upgraded to improve areas such as radar performance, data-link capability and external armaments.

Almost as soon as the F-15 entered into service with the USAF, it was attracting interest from potential export customers. Under the Peace Fox I and II programs, Israel procured its first batch of 23 aircraft in 1975, with deliveries beginning in the following year. Under Peace Fox III, 18 further C and D models were acquired and a further five through Peace Fox IV. After the first Gulf War in 1991, 18 ex-USAF A and B models were also purchased. In addition, Israel went on to purchase a custom export version in the shape of the F-15I Ra’am, which translates as ‘Thunder’. Twenty five jets were ordered in 1994 and all were in Israeli hands by 1999.

ISRAEL

A JASDF F-15J from 305 Hikotai seconds from touchdown at its home base of Hyakuri AB (Paul Dunn)

The magnificent colours of the Israeli Air Force’s F-15I Ra’am, seen on display at Ramat David during the 2012 Israeli Independence Day celebatrations (Chris Wood)

JAPAN

Overseas CUSTOMERS

The Japan Air Self-Defense Force (JASDF) was also evaluating the F-15 in 1975 as a potential replacement for its F-104J Starfighters. Early JASDF Eagles were built in the United States before production commenced under license through Mitsubishi, with the first of these, designated ‘J’ models, flying for the first time in August 1981. In total, Mitsubishi built 163 Js and 36 DJ (the two-seat version of the J) models. These Japanese Eagles are famous for their often very attractive liveries and are still being upgraded to improve areas such as radar performance, data-link capability and external armaments.

Almost as soon as the F-15 entered into service with the USAF, it was attracting interest from potential export customers. Under the Peace Fox I and II programs, Israel procured its first batch of 23 aircraft in 1975, with deliveries beginning in the following year. Under Peace Fox III, 18 further C and D models were acquired and a further five through Peace Fox IV. After the first Gulf War in 1991, 18 ex-USAF A and B models were also purchased. In addition, Israel went on to purchase a custom export version in the shape of the F-15I Ra’am, which translates as ‘Thunder’. Twenty five jets were ordered in 1994 and all were in Israeli hands by 1999.

SAUDI ARABIA

A RSAF F-15S blasts off from Nellis AFB during Red Flag 08-2.2 (Paul Filmer)

A JASDF F-15J from 305 Hikotai seconds from touchdown at its home base of Hyakuri AB (Paul Dunn)

The magnificent colours of the Israeli Air Force’s F-15I Ra’am, seen on display at Ramat David during the 2012 Israeli Independence Day celebatrations (Chris Wood)

The Royal Saudi Air Force (RSAF) was another customer and initially received a combination of C and D variants, but also received an export version of the Strike Eagle, the F-15S, of which 72 were delivered under the Peace Sun IX agreement. They currently equip three squadrons in the RSAF and further exports are in the pipeline with the development of the F-15SA, with a potential acquisition of 84 aircraft and upgrades also being offered for the F-15S. It has been suggested that the RSAF may go ahead and purchase these further aircraft in the near future, which would add approximately $30 billion towards the F-15’s overseas sales record. would add approximately $30 billion towards the F-15’s overseas sales record.

The JASDF's aggressor unit, the Hiko Kyodotai, is equipped with Eagles. Most aircraft are two-seat F-15DJs such as this one, and most feature unique and colourful schemes. (Paul Dunn)

Paul Filmer

Joe Copalman

SOUTH KOREA

SINGAPORE

The fifth and final nation to acquire the F-15 was the Singapore Air Force. Its version is designated the F-15SG and is widely acknowledged to be the most advanced Strike Eagle delivered to date. Singapore’s requirement for 24 new fighters saw the F-15SG selected in September 2005, and the first batch of aircraft were delivered in 2009. The SG is the first Eagle variant to feature the Raytheon AN/APG-63(V)2 AESA radar, and the variant is able to deliver a range of air-to-air weapons plus Joint Direct Attack Munitions (JDAM) and the AGM-154 Joint Stand-Off Weapon (JSOW).

South Korea meanwhile, operates its own export version, the F-15K Slam Eagle, which was developed specifically to meet the Republic of Korea’s FX requirement. After a first phase acquisition of 40 Slam Eagles, costing $4.2 billion, a further acquisition phase, designated FX-2, saw the purchase of a further 21 Slam Eagles. Deliveries of this highly capable version of the Strike Eagle commenced in October 2005 and delivery of all the airframes should have been completed by the end of March 2012.

UK Interest

In this 40 year anniversary of the iconic F-15 Eagle’s first flight it is perhaps worth remembering the UK’s short, intense and politically charged interest in the F-15 Eagle.

CoupledCoupled with the aircraft’s planned appearance at Farnborough in 1974, indeed the first Farnborough “International”, there was much UK interest in the US aircraft. The Tornado Air Defence Variant (ADV) was not seen by many in London as totally suitable for the UK Air Defence Role and with the obvious high level support of McDonnell Douglas (the Boeing Company hadhad yet to take over), a joint plan was hatched to assess the aircraft following its appearance at Farnborough.

Plans were made and profiles developed, led principally by the RAF’s Central Trials and Tactics Organisation (CTTO), with Wg Cdr Mike Shaw - Commanding Officer of the Phantom Operational Conversion Unit at RAF Coningsby - selected as CTTO’s pilot. Sqn Ldr Roger Beazley, the Senior Pilot at the Fighter Test Squadron at Boscombe Down, was also selectedselected to be part of the team to look specifically at the handling qualities and performance aspects of the aeroplane. It is his recollections of the period which are the source of these notes.

In the event, the whole Farnborough issue became too political (and therefore too difficult) and, although McDonnell Douglas offered familiarisation flights to a number of foreign air force pilots during the Farnborough Airshow, Flight International Magazine reported that the UK MoD vetoed RAF aircrew becoming involved. Nevertheless, and somewhat bizarrely,bizarrely, Beazley was tasked to go to Farnborough to carry out a cockpit assessment on the aircraft with the two provisos that he would be in civilian clothes and that the task was to be completed prior to the public arriving on site. This early morning assessment was successfully completed and a well earned McDonnell Douglas breakfast subsequently enjoyed!

Interest was reinvigorated some months later with the assessment now to be carried out in the US using the same but a smaller team; both Shaw and Beazley retained their places as assessment pilots. The work was to begin at the manufacturer’s HQ at Lambert Field, St Louis, Missouri (covering technical briefings, the fitting of flying clothing and familiarisation in the F-15 developmentdevelopment flight simulator) with the flying taking

place at the firm’s flight test facility at Edwards Air Force Base (EAFB), California. This was some 13 months after the aircraft had originally been at Farnborough.

Again,Again, political sensitivity was highlighted to those taking part including a specific briefing in the UK Embassy in Washington, DC. However, “cover” appeared to have been was blown when the team arrived at their hotel near Lambert Field where the hotel’s electronic sign usually reserved for advertising special steak nights and the like, announced “Welcome to the RAF Pilots here to fly the F-15 Eagle”!to the RAF Pilots here to fly the F-15 Eagle”!

The details outlined below refer to the F-15A as it was in 1975. The assessment was flown in the two-seat TF-15A, allowing the UK pilots to concentrate on the aircraft and its weapons system whilst the back seat McDonnell Douglas test pilot handled air traffic and the local procedures. This was standard flight test practice in assessing “foreign” aircraft in a “foreign” location.

Sqn Ldr Roger Beazley poses for a pre-flight shot before test flying TF-15A 71-0291 from McDonnell Douglas’ flight test facility at Edwards Air Force Base in 1975 (Image courtesy of Roger Beazley)

A Monster

InitialInitial impressions centred on the surprise of how big the aircraft really was, along with its enormous wing area. The Eagle was aggressively attractive and seemed to have a sense of purpose. With a span of 42ft and length of 65ft, it was 18ft high to the top of the fin and, once sat in the cockpit, the pilot’s eyes were only slightly less than 10ft off the ground. The cockpitcockpit was roomy and perhaps, unsurprisingly, not unlike the F-4 Phantom. With the canopy rails below the level of the pilot’s elbows the view from the cockpit was quite outstanding. Once airborne however, when applying high bank and pitch angles and rapid rolling, the extraordinary view needed some getting used to. The duck-egg blue finish and lowlow visibility markings made it look the true fighter aircraft it really was

No Fly-By-Wire

The original F-15A was a fairly straight-forward aircraft: hydro/mechanically driven flight controls with three axis auto-stabilisation and flight control system but no “fly-by-wire” as found in most fighters these days. Weighing in at some 28,000lbs empty, 42,000lbs with full internal fuel, the max weight could be as high as 53,000lbs with three external fuel tanks. TheThe aircraft carried 1800 US gallons fuel internally and 3600 US gallons with external tanks.

Powerplants

Powered by two General Electric F100 turbofan engines with reheat (the US used the term afterburners) the aircraft had a positive power to weight ratio which meant (dependant on external load) the aircraft could accelerate in a vertical climb. Engine inlet air passed through complex variable intake moving ramp systems to control shockwaves atat the engine face and the exhaust system used variable nozzles principally to modulate thrust, particularly in reheat.

Engine starting was straightforward with no requirement for an external power source. Sitting high in the cockpit, the view was exceptionally good. Prior to taxying a number of checks were completed including the alignment of the inertial system, speed-brake and flaps checks and a somewhat complicated flight control check to prove relationshipsrelationships between the control surfaces (the aircraft had an aileron-stabilator control system and a aileron-rudder interconnect).

Taxying was easy again because of the view, although at light weights the aircraft would tend to “run away” due to the high residual thrust from the idling engines.

Getting Airborne

OnOn lining up on the runway, the engines were advanced to 80% RPM to stable airflows and temperatures and after a second or two, the brakes released and power advanced to full with or without reheat as necessary. Take off was straightforward, and in full cold the acceleration was impressive and in reheat quite breathtaking. At 120kts the aircraft was rotatedrotated to 10° nose up and flown off. Gear and flaps were then retracted.

The initial target climb speed was 350kts converting to Mach 0.9 as height was gained. In a reheat climb the same speeds were used resulting in an impressive 40° nose up attitude.

Handling

General handling once airborne was a joy with the mechanical coordination of the flight controls working well – trim changes were minimal. There were only two issues remembered – that already mentioned of needing to get used to the very low canopy rails (providing the exceptional view) and a slight hint of proverse yaw in turns. Conventional aircraftaircraft tend to display adverse yaw under such circumstances. The pressurised cockpit was quiet and well ventilated.

The Head-Up Display (HUD) was clear but in Beazley’s view was too cluttered for the most effective air-to-air work. The Raytheon AN/APG-63 X Band Pulse Doppler radar was not overly impressive. It was still in its early stages of development and, although good in the pure air-to-air role, suffered from false locks when looking down. This radar however, turnedturned out to be an impressive bit of kit once fully developed, and it must be remembered that this aircraft was assessed before the type went into USAF service.

RTB

Recovery was flown by throttling back to some 70% RPM and with 10° nose down a comfortable speed of 300kts was achieved. The rate of descent could be increased by the use of the airbrake. The air traffic pattern was initially flown at 250kts, decreasing to 200kts for the lowering of gear and flaps. The final approach was flown using the angle of attack (AOA) on-speedon-speed indicator in the HUD assisted by a very useful velocity vector ‘bug’. Instrument approaches were flown at 2.5° rather than the standard 3° conventionally used in other aircraft.

Arriving just short of the touch-down point the aircraft was gently flared with the big wing generating a ground effect which was noticeable prior to the aircraft gently touching down. If fast, the aircraft floated (embarrassingly), and if a little slow the touch-down was firm. By using the AOA on-speed indicator there was no excuse for a poor approach andand landings were easy. Once on the ground the aircraft was rotated to about 12° > 14° nose up for aerodynamic braking. At 60kts the aircraft was de-rotated (a US term!) and, once the nose-wheel was on the ground, gentle wheel braking commenced.

Back on the Ground

Following the after landing checks one engine was shut down and taxying was carried out on the remaining engine to reduce the effects of the high idle thrust.

Conclusions

Carrying out the task in the US enabled the team to fly a more effective assessment than would have been the case in the UK. In Beazley’s view the original UK-basedUK-based trials plan developed by CTTO was over-complicated and might well have obscured some of the issues which emerged flying a more straightforward series of flights at EAFB.

TheThe team was very impressed with the aircraft, although at the stage the assessment was flown the radar was slightly disappointing – that was very much sorted in later development. The Eagle went into USAF service about a year after the UK flights. Returning to the UK, the necessary reports and debriefings were carried out – and as far as the team waswas concerned, nothing was heard thereafter! The Tornado ADV, or F.2, went into service several years after the F-15 but was not really fully developed until some years later still in the form of the F.3.

Beazley explained that he felt privileged to fly the Eagle only three years after its first flight and prior to the aircraft entering service with the USAF. During his tour at Boscombe Down he considered himself fortunate to fly a range of fighter/strike aircraft - the Phantom, Buccaneer, Jaguar, Tornado and the F-111 - but it was only when he flew the F-15 Eagle that he foundfound something which was comparable both in performance and handling to the BAC Lightning on which he completed his first front line RAF tour.

Operational Record

TheThe F-15 is perhaps best-known for its impressive record in aerial combat, with over 100 victories and no losses, recorded to date. It was the export customers of the F-15 that had the first opportunity to blood the type in combat. The earliest victories were achieved by Israeli examples during the 1982 Lebanon War, these including 23 Syrian MiG-21 Fishbeds and 17 MiG-23 Floggers. Fishbeds and 17 MiG-23 Floggers.

During Operations Desert Shield and Desert Storm over Iraq in 1990-91, USAF F-15s were accountable for 36 of the 39 air-to-air victories achieved by coalition forces. F-15C, D and E models all took part in the conflict. Royal Saudi Air Force F-15C pilots had downed an Iranian F-4E Phantom II in 1984 and also achieved two kills during Desert Storm, shooting down two Iraqi Mirage F1 fighters.down two Iraqi Mirage F1 fighters.

A pair of F-15Cs from the 422TES over the Nellis Ranges during Red Flag 11-2 (Paul Filmer)

The instantly recognisable tail-code ‘BT’ adorns this 36th TFW F-15C from Bitburg AFB, Germany. Pictured at RAF Mildenhall’s Air Fete ‘90 (Gareth Stringer)

Main - 84-0019, a 493rd FS, 48th FW, F-15C sits on the ramp at Malta International Airport as the sun sets. This particular jet carries two ‘kill’ markings, having shot down two Iraqi Air Force Su-25s on 2 June 1991 (Kevin Wills)

over the former Yugoslavia in 1999, four MiGs from the Federal Republic of Yugoslavia were the F-15’s prey. Most recently, the F-15 has seen action in Afghanistan and as part of the NATO coalition efforts over Libya, codenamed Odyssey Dawn.

A huge efflux trail is left behind by this Eagle as it departs Elmendorf AFB, AK, in spectacular fashion (Karl Drage)

This 32nd TFS ‘Wolfhounds’ F-15C from Soesterberg AFB in the Netherlands is seen at RAF Upper Heyford for a 1990 change of command ceremony (Kevin Wills)

Main - 84-0019, a 493rd FS, 48th FW, F-15C sits on the ramp at Malta International Airport as the sun sets. This particular jet carries two ‘kill’ markings, having shot down two Iraqi Air Force Su-25s on 2 June 1991 (Kevin Wills)

Other notable contributions to live combat situations have included deployment to Operation Southern Watch, the enforcement of the no-fly zone in southern Iraq, and NATO’s operations in Kosovo during Operation Allied Force. During operations

48th FW F-15E recovers to RAF Lakenheath as the sun sets on its Suffolk home airfield (Karl Drage)

A 389th FS, 366th FW, F-15E tucks the gear up on departure from Nellis AFB during a Red Flag 08-2 launch (Karl Drage)

A 492nd FS F-15E caught at low level in Wales (Glenn Beasley)

The Strike Eagle’s proven ability as a multi-role combat aircraft was clearly demonstrated during Desert Storm and over the former Yugoslavia, particularly during operations in some of the most difficult weather conditions. As a true swing-role aircraft, with the flexibility to change the focus of the mission in-flight, the Strike Eagle has been a vital component for both the USAF and NATO during recent conflicts. For example, the ability to offload air-to-ground ordnance and then provide Combat Air Patrol (CAP) for other NATO forces has proven to be a highly valuable attribute.for other NATO forces has proven to be a highly valuable attribute.

Main - A 391st FS, 366th FW, ‘Bold Tigers’ F-15E sits off the wing of the KC-135 after taking fuel during a Tiger Meet Of The Americas mission (Kevin Jackson)

48th FW F-15E recovers to RAF Lakenheath as the sun sets on its Suffolk home airfield (Karl Drage)

A 389th FS, 366th FW, F-15E tucks the gear up on departure from Nellis AFB during a Red Flag 08-2 launch (Karl Drage)

A spectacular evening departure from RAF Lakenheath (Karl Drage)

A 492nd FS, 48th FW, F-15E recovers to Nellis AFB during Red Flag 08-4 (Paul Filmer)

Main - A 391st FS, 366th FW, ‘Bold Tigers’ F-15E sits off the wing of the KC-135 after taking fuel during a Tiger Meet Of The Americas mission (Kevin Jackson)

Staying at the Cutting Edge

AndAnd so, how has the F-15 stayed at the top for forty years? You cannot ignore the advances in fighter technology which have occurred during the F-15’s lifetime, with fly-by-wire on aircraft such as the F-16 and stealth technology now incorporated into aircraft like the F-22 Raptor. GAM wanted to find out how the F-15 keeps on performingperforming and who better to ask than the most extensive operator of the type, the United States Air Force.

Major Julius C. Romasanta is from the 65th Aggressor Squadron at Nellis Air Force Base, Nevada, and is one of the most experienced USAF F-15C pilots. He knows all about flying the aircraft to its limits as part of the simulated ‘Red’ air force during the regular Red Flag exercises held at the base. He shared his thoughts about why the F-15 had been so successful for so long. had been so successful for so long.

“Firstly, it's admittedly a large aircraft and yes, it can be seen by the naked-eye from pretty far away. But that size also means it can carry a lot of fuel, for longer loiter times, a lot of weapons (eight missiles in all, which is more than any other USAF aircraft except for the F-22), and a big, powerful radar, allowing it to detect and engage targets furtherfurther away than any other USAF aircraft, other than the F-22 once again. Even though the F-16 is a newer aircraft, and has been upgraded extensively over the years, it has never been able to match those capabilities.

“Also, the F-15C is highly versatile, in that it is lethal in both the BVR and WVR (Within Visual Range) arenas. Its powerful radar and long-range missiles are complemented by its ability to either pull high Gs or fly at extremely slow airspeeds. Its lack of a high-tech flight control computer allows pilots to fly the F-15C at much higher angles-of-attack thanthan the F-16, giving us offensive advantages in certain dog-fighting regimes.”

It’s fair to say that you probably would be struggling to get a better testimony as to why the F-15 is so good at what it does than from someone like Major Romasanta. A 65th AGRS F-15C in a new spliter camo scheme launches from Nellis AFB during Red Flag 12-3 (Paul Filmer)

Above - One of the 65th AGRS’ F-15Cs in the two-tone brown camo scheme gets airborne from Nellis AFB with the unmistakable sight of the Las Vegas Motor Speedway in the background (Karl Drage)

A 65th AGRS F-15C in a new spliter camo scheme launches from Nellis AFB during Red Flag 12-3 (Paul Filmer)

Above - One of the 65th AGRS’ F-15Cs in the two-tone brown camo scheme gets airborne from Nellis AFB with the unmistakable sight of the Las Vegas Motor Speedway in the background (Karl Drage)

Above - A 422nd TES F-15C landing in quite stunning light at Nellis AFB in 2008 (Paul Filmer)

Above - A 60th FS, 33rd FW, ‘Fighting Crows’ (now defunct) F-15D gets airborne from Elmendorf AFB, AK, with a lucky incentive ride recipient in the back-seat (Karl Drage)

Above - A 65th AGRS F-15C pulls away from the Last Chance checkpoint at Nellis AFB ahead of a Red Flag 07-2 mission (Karl Drage)

The Future

F-15sF-15s continue to serve with distinction around the world of course, and the production line at Boeing’s St Louis factory is still busy with export variants for Singapore and the Republic of Korea continuing to roll off the line. The potential for the sale of the F-15SA variant to the Royal Saudi Air Force could ensure that Eagle production continues up until 2020, almost fifty years after the prototype first took to the air; a fairly remarkable statistic.remarkable statistic.

Both the USAF C and the E models have plenty of life left in them too. The F-15C is currently under evaluation to determine whether its service life can be doubled from 8,000 flying hours to 16,000 hours, while development of upgrades continues. The C is currently slated to continue in service to around 2030, and the E through to 2035, suggesting the type may exceed fifty years in service with the USAF; an incredible achievementachievement given the advancement in fighter aircraft over the last five decades. The one blemish on an otherwise impeccable safety record was the crash of a 131st Fighter Wing, Missouri ANG, F-15C on 2 November 2007, following a catastrophic structural failure that resulted in the aircraft breaking up in flight. The 85th TES, 53rd Wg, ‘Boss Jet’ peels away from the KC-135 tanker after taking fuel during a Red

Flag 07-2 mission (Karl Drage)

The Future

F-15sF-15s continue to serve with distinction around the world of course, and the production line at Boeing’s St Louis factory is still busy with export variants for Singapore and the Republic of Korea continuing to roll off the line. The potential for the sale of the F-15SA variant to the Royal Saudi Air Force could ensure that Eagle production continues up until 2020, almost fifty years after the prototype first took to the air; a fairly remarkable statistic.remarkable statistic.

Both the USAF C and the E models have plenty of life left in them too. The F-15C is currently under evaluation to determine whether its service life can be doubled from 8,000 flying hours to 16,000 hours, while development of upgrades continues. The C is currently slated to continue in service to around 2030, and the E through to 2035, suggesting the type may exceed fifty years in service with the USAF; an incredible achievementachievement given the advancement in fighter aircraft over the last five decades. The one blemish on an otherwise impeccable safety record was the crash of a 131st Fighter Wing, Missouri ANG, F-15C on 2 November 2007, following a catastrophic structural failure that resulted in the aircraft breaking up in flight.

Karl Drage

Paul Filmer

Keeping Up Appearances

AsAs the various upgrades and enhanced variants continue to maintain the F-15’s relevance, the aircraft still manages to retains its beauty as a fighter aircraft. Whilst some combat aircraft quickly show their age in terms of their shape and architecture, the F-15 (in this author’s opinion at least) continues to cut through the air with precisionprecision and grace. The F-15 has been there and back and done the job time and time again. Its combat record is unblemished and is highly regarded by both those who operate her and respected by would-be opponents. Certainly, when speaking to USAF F-15 crews, they are always very enthusiastic about their aircraft, its capabilitiescapabilities and its ability to do the job. The F-15 very much deserves its 40th birthday celebration.

Keeping an eye on proceedings at Last Chance (Karl Drage)

F-15SE Silent Eagle’s unveiling (Boeing)

What has kept the F-15 as such an attractive proposition both for its parent customer and air forces around the world has been its ability to reinvent itself and remain relevant in the changing world of air combat. This is the age of stealth, and the F-15 is even taking its own journey into that dimension of modern day warfare, in the form of the F-15SE Silent Eagle, adding new design features to a tried and tested airframe. Enhancements such as stealthy coatings applied to the leading edges of the aircraft and intake radar blocking equipment could significantly reduce the aircraft’s radar profile. Other key elements of this new generation of Strike Eagle includeinclude BAE Systems’ Digital Electronic Warfare Systems (DEWS), new Conformal Weapons Bays (CWB) and digital fly-by-wire controls. A truly 21st century F-15 Eagle.

F-15SE ‘Silent Eagle’

Keeping an eye on proceedings at Last Chance (Karl Drage)

F-15SE Silent Eagle’s unveiling (Boeing)

Turning final at Hyakuri AB against the setting sun is this F-15J from 305 Hikotai (Paul Dunn)

#836 is NASA’s F-15B Research Testbed and is seen here at Edwards AFB (Kevin Wills)

There are few more impressive sights in aviation than an F-15E at low-level leaving huge, white ‘streamers’ in its wake, as this 48th FW machine shows here (John Higgins)

What has kept the F-15 as such an attractive proposition both for its parent customer and air forces around the world has been its ability to reinvent itself and remain relevant in the changing world of air combat. This is the age of stealth, and the F-15 is even taking its own journey into that dimension of modern day warfare, in the form of the F-15SE Silent Eagle, adding new design features to a tried and tested airframe. Enhancements such as stealthy coatings applied to the leading edges of the aircraft and intake radar blocking equipment could significantly reduce the aircraft’s radar profile. Other key elements of this new generation of Strike Eagle includeinclude BAE Systems’ Digital Electronic Warfare Systems (DEWS), new Conformal Weapons Bays (CWB) and digital fly-by-wire controls. A truly 21st century F-15 Eagle.

This ex-122nd FS, 159th FW, Louisiana Air National Guard F-15A was still a relatively recent arrival at the 309th AMARG when this picture was taken in January 2009. It was one of the last A-models to be withdrawn (Karl Drage)

The IS tail-code indicates that this F-15C hails from the 57th FIS based at Keflavik, Iceland. The squadron was deactivated in 1995. 79-0021 is seen here landing at RAF Coningsby in July 1991 (Kevin Wills)

The second generation air superiority version was the F-15C which entered service with the 18th Tactical Fighter Wing at Kadena, Okinawa in 1979. Displaying all three squadron badges on the intake wall, 78-0533 is seen at Tyndall AFB, Florida, while participating in the 1982 “William Tell” competition (Lindsay Peacock)

Training for what they do best: Flying low and fast, this F-15E Strike Eagle from the 492nd Fighter Squadron at RAF Lakenheath works its way through the Welsh valleys (Glenn Beasley)

The IS tail-code indicates that this F-15C hails from the 57th FIS based at Keflavik, Iceland. The squadron was deactivated in 1995. 79-0021 is seen here landing at RAF Coningsby in July 1991 (Kevin Wills)

Above - A pair of Hiko Kyodotai F-15DJs taxi towards the runway at Hyakuri AB (Paul Dunn)

Above - Having started out life as an F-15A with USAF, NASA acquired this aircraft in 1976 and used it for more than 25 advanced research projects. As the markings on the nose indicate, #835 was the F-15 HIDEC (Highly Integrated Digital Electronic Control) airframe, and it is seen here in open storage at Edwards AFB (Kevin Wills)

Above - A close-up of the office of this F-15C from RAF Lakenheath taking on gas from a KC-135R from RAF Mildenhall (Glenn Beasley)

Training for what they do best: Flying low and fast, this F-15E Strike Eagle from the 492nd Fighter Squadron at RAF Lakenheath works its way through the Welsh valleys (Glenn Beasley)

Sincere thanks are extended to everyone involved in the making of this article. Here’s to many more years of F-15 Eagle operations!