Editing McDonnell Douglas F-15 Eagle (section)

==Development==

===Early studies===
The F-15 can trace its origins to the early [[Vietnam War]], when the [[United States Air Force|U.S. Air Force]] and [[United States Navy|U.S. Navy]] fought each other over future tactical aircraft. [[United States Secretary of Defense|Defense Secretary]] [[Robert McNamara]] was pressing for both services to use as many common aircraft as possible, even if performance compromises were involved. As part of this policy, the USAF and Navy had embarked on the [[General Dynamics F-111 Aardvark|TFX (F-111)]] program, aiming to deliver a medium-range [[interdiction aircraft]] for the Air Force that would also serve as a long-range [[interceptor aircraft]] for the Navy.{{sfn|Neufeld|2007|p=42}}

In January 1965, Secretary McNamara asked the Air Force to consider a new low-cost tactical fighter design for short-range roles and [[close air support]] to replace several types like the [[North American F-100 Super Sabre|F-100 Super Sabre]] and various [[light bomber]]s then in service. Several existing designs could fill this role; the Navy favored the [[Douglas A-4 Skyhawk]] and [[LTV A-7 Corsair II]], which were pure [[attack aircraft]], while the Air Force was more interested in the [[Northrop F-5]] fighter with a secondary attack capability. The A-4 and A-7 were more capable in the attack role, while the F-5 less so, but could defend itself. If the Air Force chose a pure attack design, maintaining air superiority would be a priority for a new [[airframe]]. The next month, a report on light tactical aircraft suggested the Air Force purchase the F-5 or A-7, and consider a new higher-performance aircraft to ensure its air superiority. This point was reinforced after the loss of two [[Republic F-105 Thunderchief]] aircraft to obsolete [[MiG-17]]s attacking the [[Thanh Hóa Bridge]] on 4 April 1965.{{sfn|Neufeld|2007|p=42}}

In April 1965, [[Harold Brown (Secretary of Defense)|Harold Brown]], at that time director of the [[Assistant Secretary of Defense for Research and Engineering|Department of Defense Research and Engineering]], stated the favored position was to consider the F-5 and begin studies of an "F-X".<ref group=N>"F-X" should be read as "Fighter, Unknown designation number", but is often translated as "Fighter-Experimental".</ref> These early studies envisioned a production run of 800 to 1,000 aircraft and stressed maneuverability over speed; it also stated that the aircraft would not be considered without some level of ground-attack capability.{{sfn|Neufeld|2007|p=43}} On 1 August, General [[Gabriel P. Disosway|Gabriel Disosway]] took command of [[Tactical Air Command]] and reiterated calls for the F-X, but lowered the required performance from Mach 3.0 to 2.5 to lower costs.{{sfn|Neufeld|2007|p=44}}

[[File:220725-F-F3405-0004.jpg|thumb|Test facility craftsman [[Jack Culpepper]] adjusts a model of the F-15 Eagle before it undergoes aerodynamic testing in the mid-1970s in the 4-foot transonic wind tunnel at Arnold Air Force Base, Tennessee]]
An official requirements document for an air superiority fighter was finalized in October 1965, and sent out as a [[request for proposal]]s to 13 companies on 8 December. Meanwhile, the Air Force chose the A-7 over the F-5 for the support role on 5 November 1965,<ref>Munzenmaier, Walter. "'LTV A-7D/K Corsair II: The 'SLUF' in USAF and USANG Service 1968–1993," Famous Aircraft of the USAF and USAG, Volume 1.</ref> giving further impetus for an air superiority design as the A-7 lacked any credible air-to-air capability.

Eight companies responded with proposals. Following a downselect, four companies were asked to provide further developments. In total, they developed some 500 design concepts. Typical designs featured [[variable-sweep wing]]s, weight over {{convert|60000|lb|kg}}, included a top speed of [[Mach number|Mach]] 2.7 and a [[thrust-to-weight ratio]] of 0.75.<ref name=Jenkins_p5-7>Jenkins 1998, pp. 5–7.</ref> When the proposals were studied in July 1966, the aircraft were roughly the size and weight of the TFX F-111, and like that aircraft, were designs that could not be considered an air-superiority fighter.{{sfn|Neufeld|2007|p=46}}

===Smaller, lighter===
[[File:F-15A first prototype 2.jpg|thumb|right|McDonnell Douglas F-15A (S/N 71-0280) during the type's first flight|alt=Jet aircraft with distinctive orange markings banking left over desert, with landing gears extended]]

Through this period, studies of combat over Vietnam were producing worrying results. Theory had stressed long-range combat using missiles and optimized aircraft for this role. The result was highly loaded aircraft with large radar and excellent speed, but limited maneuverability and often lacking a gun. The canonical example was the [[McDonnell Douglas F-4 Phantom II]], used by the USAF, USN, and [[U.S. Marine Corps]] to provide air superiority over Vietnam, the only fighter with enough power, range, and maneuverability to be given the primary task of dealing with the threat of Soviet fighters while flying with visual engagement rules.<ref name=Davies_p9-11 />

In practice, due to policy and practical reasons,<ref name=Davies_p9-11 /> aircraft were closing to visual range and maneuvering, placing the larger US aircraft at a disadvantage to the much less expensive [[day fighter]]s such as the [[Mikoyan-Gurevich MiG-21|MiG-21]]. Missiles proved to be much less reliable than predicted, especially at close range. Although improved training and the introduction of the [[M61 Vulcan]] cannon on the F-4 did much to address the disparity, these early outcomes led to considerable re-evaluation of the 1963 Project Forecast doctrine.<ref>{{cite book|title=Technology and the Air Force: A Retrospective Assessment|url=https://books.google.com/books?id=l-cjq0nIJEsC|publisher=DIANE Publishing|isbn=978-1-4289-1358-5|page=[https://books.google.com/books?id=l-cjq0nIJEsC&pg=PA44 44-47]|access-date=11 October 2016|archive-date=13 March 2023|archive-url=https://web.archive.org/web/20230313154835/https://books.google.com/books?id=l-cjq0nIJEsC|url-status=live}}</ref><ref>[https://media.defense.gov/2010/May/26/2001330294/-1/-1/0/AFD-100526-038.pdf Harnessing the genie: science and technology forecasting for the Air Force] {{Webarchive |url=https://web.archive.org/web/20230313154834/https://media.defense.gov/2010/May/26/2001330294/-1/-1/0/AFD-100526-038.pdf |date=13 March 2023}} AIR STAFF HISTORICAL STUDY (1988).</ref> This led to [[John Boyd (military strategist)|John Boyd]]'s [[energy–maneuverability theory]], which stressed that [[extra power]] and maneuverability were key aspects of a successful fighter design and these were more important than outright speed. Through tireless championing of the concepts and good timing with the "failure" of the initial F-X project, the "[[fighter mafia]]" pressed for a lightweight day fighter that could be built and operated in large numbers to ensure air superiority.{{sfn|Neufeld|2007|p=46–47}} In early 1967, they proposed that the ideal design had a [[thrust-to-weight ratio]] near 1:1, a maximum speed further reduced to Mach 2.3, a weight of {{convert|40000|lb|kg}}, and a [[wing loading]] of {{convert|80|lb/sqft|kg/m2}}.{{sfn|Neufeld|2007|p=47}}

By this time, the Navy had decided the F-111 would not meet their requirements and began the development of a new dedicated fighter design, the VFAX program. In May 1966, McNamara again asked the forces to study the designs and see whether the VFAX would meet the Air Force's F-X needs. The resulting studies took 18 months and concluded that the desired features were too different; the Navy stressed loiter time and mission flexibility, while the Air Force was now looking primarily for maneuverability.{{sfn|Neufeld|2007|p=49}}

===Focus on air superiority===
In 1967, the [[Soviet Union]] revealed the [[Mikoyan-Gurevich MiG-25]] at the [[Domodedovo International Airport|Domodedovo airfield]] near [[Moscow]].<ref name=Davies_p9-11>Davies 2002, pp. 9–11.</ref><ref>"In July 1967, at Domodedovo airfield near Moscow, the Soviet Union unveiled a new generation of combat aircraft… [codenamed] Foxbat by NATO": "Development" in ''Modern Fighting Aircraft'', 1983.</ref> The MiG-25 was designed as a high-speed, high-altitude interceptor aircraft, and made many performance tradeoffs to excel in this role.<ref name=Bowman_p193>Bowman 1980, p. 193.</ref> Among these was the requirement for very high speed, over Mach 2.8, which demanded the use of [[stainless steel]] instead of [[aluminum]] for many parts of the aircraft. The added weight demanded a much larger wing to allow the aircraft to operate at the required high altitudes. However, to observers, it appeared outwardly similar to the very large F-X studies, an aircraft with high speed and a large wing offering high maneuverability, leading to serious concerns throughout the Department of Defense and the various arms that the US was being outclassed. The [[Mikoyan-Gurevich MiG-23|MiG-23]] was likewise a subject of concern, and it was generally believed to be a better aircraft than the F-4. The F-X would outclass the MiG-23, but now the MiG-25 appeared to be superior in speed, ceiling, and endurance to all existing US fighters, even the F-X.{{sfn|Neufeld|2007|p=48}} Thus, an effort to improve the F-X followed.<ref>Davies and Dildy 2007, p. 12.</ref>

Both Headquarters USAF and TAC continued to call for a multipurpose aircraft, while both Disosway and Air Chief of Staff [[Bruce K. Holloway]] pressed for a pure air-superiority design that would be able to meet the expected performance of the MiG-25. During the same period, the Navy had ended its VFAX program and instead accepted a proposal from [[Grumman]] for a smaller and more maneuverable design known as VFX, later becoming the [[Grumman F-14 Tomcat]]. VFX was considerably closer to the evolving F-X requirements. The Air Force in-fighting was eventually ended by the worry that the Navy's VFAX would be forced on them; in May 1968, it was stated that "We finally decided – and I hope there is no one who still disagrees – that this aircraft is going to be an air superiority fighter".{{sfn|Neufeld|2007|p=49}}

[[File:F-15 Eagle Cockpit.jpg|thumb|F-15A [[cockpit]]|alt=Cockpit of jet fighter with circular dials and gauges: A control stick protrude from between where the pilot's legs would be.]]
In September 1968, a request for proposals was released to major aerospace companies. These requirements called for single-seat fighter having a maximum take-off weight of {{convert|40000|lb|kg}} for the air-to-air role with a maximum speed of Mach 2.5 and a thrust-to-weight ratio of nearly 1:1 at mission weight.<ref name=Jenkins_p8-10>Jenkins 1998, pp. 8–10.</ref> It also called for a twin-engined arrangement, as this was believed to respond to throttle changes more rapidly and might offer commonality with the Navy's VFX program. However, details of the avionics were left largely undefined, as whether to build a larger aircraft with a powerful radar that could detect the enemy at longer ranges was not clear, or alternatively a smaller aircraft that would make detecting it more difficult for the enemy.{{sfn|Neufeld|2007|p=52}}

Four companies submitted proposals, with the Air Force eliminating [[General Dynamics]] and awarding contracts to [[Fairchild (aircraft manufacturer)|Fairchild Republic]], [[North American Aviation|North American Rockwell]], and [[McDonnell Douglas]] for the definition phase in December 1968. The companies submitted technical proposals by June 1969. The Air Force announced the selection of McDonnell Douglas on 23 December 1969; like the Navy's VFX, the F-X skipped much of the prototype phase and jumped straight into full-scale development to save time and avoid potential program cancellation.<ref name=Jenkins_p9-11>Jenkins 1998, pp. 9–11.</ref> The winning design resembled the twin-tailed F-14, but with fixed [[wing]]s; both designs were based on configurations studied in wind-tunnel testing by NASA.<ref>Davies and Dildy 2007, p. 14.</ref>

[[File:De McDonnell Douglas F-15A Eagle (CR 77-092) van 32nd Tactical Fighter Squadron (2157 054017).jpg|thumb|left|An early USAF F-15A]]
Formally named the "Eagle" upon its introduction, the aircraft's initial versions were the F-15 single-seat variant and TF-15 twin-seat variant; after the F-15C was first flown, the designations were changed to "F-15A" and "F-15B". These versions would be powered by new [[Pratt & Whitney F100]] engines to achieve a combat thrust-to-weight ratio in excess of 1:1. A proposed 25-mm Ford-Philco [[GAU-7 cannon]] with [[caseless ammunition]] suffered development problems and was dropped in favor of the standard M61 Vulcan gun. The F-15 used conformal carriage of four [[AIM-7 Sparrow|Sparrow]] missiles like the Phantom. The fixed wing was put onto a flat, wide [[fuselage]] that also provided an effective [[lifting body]] surface. The airframe was designed with a 4,000 hour service life, although this was later increased through testing and life extension modifications to 8,000 hours and some would fly beyond that.<ref name="lifespan">{{cite web |url= https://www.acc.af.mil/News/Article-Display/Article/1073678/nellis-f-15s-odometer-hits-10000-flight-hours/ |title=Nellis F-15's Odometer Hits 10,000 Flight Hours |work=U.S. Air Force |date=6 February 2017}}</ref> The first F-15A flight was made on 27 July 1972, with the first flight of the two-seat F-15B following in July 1973.<ref name=Spick_p130-1>Spick 2000, pp. 130–131.</ref>

The F-15 has a "[[look-down/shoot-down]]" [[radar]] that can distinguish low-flying moving targets from ground [[clutter (radar)|clutter]]. It would use computer technology with new controls and displays to lower pilot workload and require only one pilot to save weight. Unlike the F-14 or F-4, the F-15 has only a single [[aircraft canopy|canopy]] frame with clear vision forward. The USAF introduced the F-15 as "the first dedicated USAF air-superiority fighter since the [[North American F-86 Sabre]]".<ref>{{cite book |title=The Cutting Edge: A Half Century of U.S. Fighter Aircraft R&D |chapter=Chapter 5: Return of the Air Superiority Fighter |chapter-url=https://www.rand.org/content/dam/rand/pubs/monograph_reports/1998/MR939.pdf |archive-url=https://web.archive.org/web/20121013133518/http://www.rand.org/content/dam/rand/pubs/monograph_reports/1998/MR939.pdf |archive-date=13 October 2012 |url-status=live |location=Santa Monica, California |publisher=[[RAND Corporation]] |year=1998 |isbn=0-8330-2595-3 |last1=Lorell |first1=Mark A. |last2=Levaux |first2=Hugh P. |access-date=21 July 2022}}</ref>

The F-15 was favored by customers such as the Israel and Japan air arms. Criticism from the [[fighter mafia]] that the F-15 was too large to be a dedicated [[dogfight]]er and too expensive to procure in large numbers, led to the [[Lightweight Fighter]] (LWF) program, which led to the USAF [[General Dynamics F-16 Fighting Falcon]] and the middle-weight Navy [[McDonnell Douglas F/A-18 Hornet]].<ref>Jenkins 2000, pp. 1–8.</ref>

===Upgrades and further development===
{{main|McDonnell Douglas F-15E Strike Eagle|Boeing F-15EX Eagle II}}
[[File:F-15, 71st Fighter Squadron, in flight.JPG|thumb|USAF F-15C during [[Operation Noble Eagle]] patrol, 2007]]
The single-seat F-15C and two-seat F-15D models entered production in 1978 and conducted their first flights in February and June of that year.<ref name=Jenkins_p33-4>Jenkins 1998, pp. 33–34.</ref> These models were fitted with the Production Eagle Package (PEP 2000), which included {{convert|2000|lb|kg}} of additional internal fuel, provisions for exterior [[conformal fuel tank]]s (CFT), and an increased maximum takeoff weight up to {{convert|68000|lb|kg}}.<ref name=green /> The increased takeoff weight allows internal fuel, a full weapons load, conformal fuel tanks, and three external fuel tanks to be carried. The [[APG-63]] radar uses a programmable signal processor (PSP), enabling the radar to be reprogrammable for additional purposes such as the addition of new armaments and equipment. The PSP was the first of its kind in the world, and the upgraded APG-63 radar was the first radar to use it. Other improvements included strengthened landing gear, a new digital central computer,<ref>Davies and Dildy 2007, p. 115.</ref> and an overload warning system (OWS), which allows the pilot to fly up to 9&nbsp;''g'' at all weights.<ref name=Jenkins_p33-4 />

The F-15 Multistage Improvement Program (MSIP) was initiated in February 1983 with the first production MSIP F-15C produced in 1985. Improvements included an upgraded central computer; a Programmable Armament Control Set, allowing for advanced versions of the [[AIM-7]], [[AIM-9]], and [[AIM-120A]] missiles; and an expanded Tactical Electronic Warfare System that provides improvements to the ALR-56C radar warning receiver and [[AN/ALQ-135|ALQ-135]] countermeasure set. The final 43 F-15Cs included the Hughes [[APG-70]] radar developed for the F-15E (see below); these are sometimes referred as Enhanced Eagles. Earlier MSIP F-15Cs with the APG-63 were upgraded to the [[APG-63(V)2|APG-63(V)1]] to improve maintainability and to perform similar to the APG-70. Existing F-15s were [[retrofitted]] with these improvements. Also beginning in 1985, F-15C and D models were equipped with the improved P&W F100-PW-220 engine and digital engine controls, providing quicker throttle response, reduced wear, and lower fuel consumption. Starting in 1997, original F100-PW-100 engines were upgraded to a similar configuration with the designation F100-PW-220E starting.<ref>Davies and Dildy 2007, pp. 168–69.</ref> In 2000, the [[APG-63(V)2]] [[active electronically scanned array]] (AESA) radar was retrofitted to 18 U.S. Air Force F-15C aircraft.<ref>[https://www.fas.org/man/dod-101/sys/ac/docs/n19991208_992202.htm "18 APG-63(V)2."] {{Webarchive |url=https://web.archive.org/web/20201112025711/https://fas.org/man/dod-101/sys/ac/docs/n19991208_992202.htm |date=12 November 2020}} ''Fas.org'', 8 December 1999. Retrieved: 30 December 2010.</ref> The ZAP (Zone Acquisition Program) missile launch envelope has been integrated into the operational flight program system of all U.S. F-15 aircraft, providing dynamic launch zone and launch acceptability region information for missiles to the pilot by display cues in real-time.<ref>{{cite web |title=ZAP Missile Launch Envelope |url=https://www.faac.com/training-simulators/military/air/zap-missile-launch-envelope/ |website=faac.com |publisher=FAAC / Arotech |access-date=18 November 2019 |date=14 March 2017 |archive-date=27 September 2020 |archive-url=https://web.archive.org/web/20200927083646/https://www.faac.com/training-simulators/military/air/zap-missile-launch-envelope/ |url-status=live}}</ref>

[[File:F-15E with the speed brake up.jpg|thumb|upright|F-15E with [[Air brake (aircraft)|speed brake]] deployed and CFTs fitted]]
Although the Air Force's F-X requirements were focused on air superiority, McDonnell Douglas had quietly included a basic secondary ground attack capability in the F-15's design since the beginning and also performed early internal studies for enhancing that capability.<ref>[https://www.scribd.com/doc/94122923/PS-940-F-15-Armament-Handbook-Oct-1979 "PS 940 F-15 Armament Handbook, Oct-1979."] {{Webarchive |url=https://web.archive.org/web/20140111061705/http://www.scribd.com/doc/94122923/PS-940-F-15-Armament-Handbook-Oct-1979 |date=11 January 2014}} ''scribd.com.'' Retrieved: 29 November 2012.</ref> In 1979, McDonnell Douglas and F-15 radar manufacturer, [[Hughes Aircraft|Hughes]], teamed to privately develop a [[strike fighter]] version of the F-15. This version competed in the Air Force's [[Enhanced Tactical Fighter|Dual-Role Fighter]] competition starting in 1982. The [[McDonnell Douglas F-15E Strike Eagle|F-15E]] strike variant was selected for production over General Dynamics' competing [[F-16XL]] in 1984; it is a two-seat, dual-role, totally integrated fighter for all-weather, air-to-air, and deep [[air interdiction|interdiction]] missions.<ref>Davies 2003, pp. 15–16, 25, 31–32.</ref> The rear cockpit is upgraded to include four multipurpose [[cathode-ray tube]] displays for aircraft systems and weapons management. The digital, triple-redundant [[EG&G|Lear Siegler]] [[aircraft flight control system]] permits coupled [[Terrain-following radar|automatic terrain following]], enhanced by a [[ring laser gyroscope|ring-laser gyro]] inertial navigation system.<ref>Lambert 1993, p. 523.</ref> For low-altitude, high-speed penetration and precision attack on tactical targets at night or in adverse weather, the F-15E carries a high-resolution [[AN/APG-63 radar family|APG-70]] radar and [[LANTIRN]] pods to provide [[thermography]].<ref name=Jenkins_p97 /> The F-15E would be developed into the [[McDonnell Douglas F-15E Strike Eagle#F-15 Advanced Eagle variants|F-15 Advanced Eagle]] family, which features [[fly-by-wire]] controls; the Advanced Eagle is currently the basis of all current F-15 production.<ref name="janes.com">{{cite web |title=Qatar agrees purchase of F-15QA fighters from US |url=http://www.janes.com/article/71443/qatar-agrees-purchase-of-f-15qa-fighters-from-us |author=Gareth Jennings |date=15 June 2017 |publisher=Jane's |archive-url=https://web.archive.org/web/20170615102902/http://www.janes.com/article/71443/qatar-agrees-purchase-of-f-15qa-fighters-from-us |archive-date=15 June 2017 |url-status=dead}}</ref>

[[File:AN-APG-63V3.jpg|thumb|left|AN/APG-63(V)3]]
Beginning in 2006, with the threat of curtailed procurement of the [[Lockheed Martin F-22 Raptor|F-22]] that was to replace all air superiority F-15s, USAF planned to modernize 179 F-15Cs in the best material condition in order to maintain fighter fleet size by retrofitting the [[APG-63 and APG-70 radars|AN/APG-63(V)3]] AESA radar and updated cockpit displays; the first upgraded aircraft was delivered in October 2010.<ref>Davies and Dildy 2007, pp. 161–65.</ref><ref name=Upgrade_radar>[https://combataircraft.keypublishing.com/2018/07/19/new-usaf-f-15c-radar-upgrades/ "New USAF F-15C Radar Upgrades."] {{Webarchive |url=https://web.archive.org/web/20230313154842/https://www.key.aero/ |date=13 March 2023}} ''Combat Aircraft'', Key Publishing, 19 July 2018. Retrieved: 14 March 2019.</ref> A significant number of F-15s were equipped with the [[Joint Helmet Mounted Cueing System]].<ref name=F-15_upgrades_2006>[https://www.spacewar.com/reports/Air_Force_Will_Get_New_Bomber_Upgrades_To_Fighters_999.html "Air Force will get new bomber, upgrades to fighters."] {{Webarchive |url=https://web.archive.org/web/20190804154116/http://www.spacewar.com/reports/Air_Force_Will_Get_New_Bomber_Upgrades_To_Fighters_999.html |date=4 August 2019}} ''Spacewar.com'', 5 October 2006. Retrieved: 1 September 2011.</ref> Lockheed Martin developed an [[infrared search and track]] (IRST) sensor system for tactical fighters such the F-15C, eventually resulting in the AN/ASG-34(V)1 IRST21 sensor mounted in the Legion Pod; the AN/AAQ-33 Sniper XR pod was also integrated as a makeshift interim IRST solution.<ref>[http://www.lockheedmartin.com/news/press_releases/2010/MFC_042810_LM_DevelopingF-15C_IRST.html "Lockheed Martin Developing System Requirements for F-15C IRST Program."] {{Webarchive |url=https://web.archive.org/web/20100504214359/http://www.lockheedmartin.com/news/press_releases/2010/MFC_042810_LM_DevelopingF-15C_IRST.html |date=4 May 2010}} ''Lockheed Martin.'' Retrieved: 30 December 2010</ref> A follow-on upgrade called the Eagle Passive/Active Warning Survivability System (EPAWSS) was planned.<ref>Trimble, Stephen. [https://www.flightglobal.com/news/articles/us-air-force-looks-to-dramatically-extend-f-15-service-life-365200/ "US Air Force looks to dramatically extend F-15 service life."] {{Webarchive |url=https://web.archive.org/web/20190816184720/https://www.flightglobal.com/news/articles/us-air-force-looks-to-dramatically-extend-f-15-service-life-365200/ |date=16 August 2019}} ''Flightglobal'', 23 November 2011.</ref> Boeing was selected in October 2015 to serve as prime contractor for the EPAWSS, with [[BAE Systems]] selected as a subcontractor. The EPAWSS is an all-digital system with advanced electronic countermeasures, radar warning, and increased chaff and flare capabilities in a smaller footprint than the 1980s-era Tactical Electronic Warfare System. More than 400 F-15Cs and F-15Es were planned to have the system installed.<ref>[https://www.ainonline.com/aviation-news/defense/2015-10-01/boeing-bae-develop-new-electronic-warfare-suite-f-15 Boeing, BAE To Develop New Electronic Warfare Suite for F-15] {{Webarchive |url=https://web.archive.org/web/20200420225524/https://www.ainonline.com/aviation-news/defense/2015-10-01/boeing-bae-develop-new-electronic-warfare-suite-f-15 |date=20 April 2020}} – Ainonline.com, 1 October 2015</ref>

In September 2015, Boeing unveiled its 2040C Eagle upgrade (also called "Golden Eagle"), designed to keep the F-15 relevant through 2040. Seen as a necessity because of the low numbers of F-22s procured, the upgrade builds upon the company's [[F-15SE Silent Eagle]] concept with low-observable features. Most improvements focus on lethality including quad-pack munitions racks to double its missile load to 16, [[conformal fuel tank]]s for extended range, "[[Talon HATE]]" communications pod to communicate with fifth-generation fighters, the APG-63(V)3 AESA radar, long-range Legion IRST pod, and EPAWSS electronic warfare suite.<ref>[https://www.flightglobal.com/news/articles/boeing-doubles-f-15c-missile-load-in-2040c-eagle-u-416766/ Boeing doubles F-15C missile load in '2040C' Eagle upgrade] {{Webarchive |url=https://web.archive.org/web/20150917080521/https://www.flightglobal.com/news/articles/boeing-doubles-f-15c-missile-load-in-2040c-eagle-u-416766/ |date=17 September 2015}} – Flightglobal.com, 15 September 2015</ref><ref>{{cite news |url=https://boeing.mediaroom.com/2014-09-16-Boeing-Completes-Design-Review-for-U-S-Air-Force-s-Talon-HATE-Program |title=Boeing Completes Design Review for U.S. Air Force's Talon HATE Program |last1=Sampson |first1=Cheryl |date=16 September 2016 |website=mediaroom.com |publisher=Boeing |access-date=31 December 2015 |archive-date=13 December 2015 |archive-url=https://web.archive.org/web/20151213013314/http://boeing.mediaroom.com/2014-09-16-Boeing-Completes-Design-Review-for-U-S-Air-Force-s-Talon-HATE-Program |url-status=live}}</ref><ref>{{cite web|url=https://boeing.mediaroom.com/2015-10-01-Boeing-Selected-as-Prime-for-EPAWSS-Electronic-Warfare-Suite-Program|title=News Releases/Statements|website=MediaRoom|access-date=26 June 2017|archive-date=30 June 2017|archive-url=https://web.archive.org/web/20170630111502/http://boeing.mediaroom.com/2015-10-01-Boeing-Selected-as-Prime-for-EPAWSS-Electronic-Warfare-Suite-Program|url-status=live}}</ref><ref>{{cite web|url=https://www.baesystems.com/en-us/article/boeing-selects-bae-systems-to-develop-new-electronic-warfare-system-for-u-s--air-force-s-f-15-fighter-aircraft|title=Boeing selects new EPAWSS system for U.S. Air Force Fighter Aircraft|website=BAE Systems – United States|access-date=26 June 2017|archive-date=30 August 2017|archive-url=https://web.archive.org/web/20170830102303/http://www.baesystems.com/en-us/article/boeing-selects-bae-systems-to-develop-new-electronic-warfare-system-for-u-s--air-force-s-f-15-fighter-aircraft|url-status=live}}</ref> The 2040C upgrade for the F-15C/D was not pursued, owing to the airframes' age that made it not economically sustainable, but many of the components such as EPAWSS and AESA radar were continued for F-15E upgrades as well as new-build [[F-15EX Eagle II]] ordered by USAF in 2020; the F-15EX took advantage of existing Advanced Eagle production line for export customers to minimize lead times and start-up costs to replace the remaining F-15C/Ds, whereas F-22 production restart was considered cost-prohibitive.<ref name="F15EX_selection"/>