page_title: McDonnell Douglas F-15E Strike Eagle
section_title: Enhanced Tactical Fighter
hierarchical_section_title: McDonnell Douglas F-15E Strike Eagle / Development / Enhanced Tactical Fighter
caption_attribution_description: McDonnell Douglas F-15E Prototype. Side view of prototype F-15E.
context_page_description: The McDonnell Douglas F-15E Strike Eagle is an American all-weather multirole strike 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 F-15E Strike Eagles can be generally distinguished from other US Eagle variants by darker aircraft camouflage, conformal fuel tanks mounted along the engine intake ramps and a tandem-seat cockpit.
  The Strike Eagle has been deployed for military operations in Iraq, Afghanistan, Syria, and Libya, among others. During these operations, the strike fighter has carried out deep strikes against high-value targets and combat air patrols, and provided close air support for coalition troops. It has also been exported to several countries.
context_section_description: In March 1981, the USAF announced the Enhanced Tactical Fighter program to procure a replacement for the F-111. The program was later renamed the Dual-Role Fighter (DRF) competition. The concept envisioned an aircraft capable of launching deep air 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 fighter capability, coupled with the fact that it was 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 takeoff weight of more than 75,000 pounds (34 t), and validated 16 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-engined F-16XL was a promising design, which with its radically redesigned cranked-delta wing, greatly boosted performance; if selected, the single- and two-seat versions were to be designated F-16E and F-16F, respectively. On 24 February 1984, the USAF chose the F-15E; key factors in the decision were the F-15E's lower development costs 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. Production continued into the 2000s with 236 produced for the USAF through 2001.
caption: The second TF-15A, AF Ser. No. 71-0291, used as an F-15E demonstrator
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