Editing McDonnell Douglas F-15 Eagle (section)

===Overview===
[[File:Eagle-pd.png|thumb|upright=1.35|Variable geometry engine air intake ramps with internal Pitot tubes and automatic control for constant optimal airflow to engines. Above: open intake, aligned ramp. Below: closed intake, inclined ramp]]
[[File:F-15 takeoff.jpg|thumb|F-15C executing a maximum-performance takeoff|alt=Gray jet fighter taking off at steep angle of attack, with full afterburner, as evident by hot gas ejected from its engines]]
[[File:F–15 Eagle.ogv|thumb|Video showing the F-15's maneuverability in simulated dogfighting]]

The F-15 has an all-metal semi-[[monocoque]] fuselage with a large-[[cantilever]], shoulder-mounted wing. The wing planform of the F-15 suggests a modified cropped [[Delta wing|delta]] shape with a leading-edge sweepback angle of 45°. Ailerons and a simple high-lift flap are located on the trailing edge. No leading-edge maneuvering flaps are used. This complication was avoided by the combination of low wing loading and fixed leading-edge conical camber that varies with spanwise position along the wing. Airfoil thickness ratios vary from 5.9% at the root to 3% at the tip.<ref name="Selig"/><ref>{{cite journal |title=The F-15 wing development program |url=https://arc.aiaa.org/doi/10.2514/6.1980-3044 |doi=10.2514/6.1980-3044 |journal=The Evolution of Aircraft Wing Design; Proceedings of the Symposium |publisher=American Institute of Aeronautics and Astronautics (AIAA) |date=March 1980 |location=Dayton, Ohio |last1=Niedling |first1=L. |series=Meeting Paper Archive }}</ref>{{refn|6.6% when the airfoil is projected to the centerline, 5.9% at the wing root.|group=N}}

The [[empennage]] is of metal and composite construction, with twin aluminum alloy/[[composite material]] [[honeycomb structure]] [[vertical stabilizer]]s with [[boron]]-composite [[Skin (aeronautics)|skin]], resulting in an exceptionally thin tailplane and rudders. Composite horizontal [[stabilator|all-moving tails]] outboard of the vertical stabilizers move independently to provide roll control in some flight maneuvers; the horizontal tails have a [[Leading-edge extension#Dogtooth extension|dogtooth notch]] to mitigate [[Aeroelasticity|flutter]]. The F-15 has a spine-mounted [[air brake (aircraft)|air brake]] and [[Retractable landing gear|retractable]] [[tricycle gear|tricycle]] [[landing gear]]. It is powered by two [[Pratt & Whitney F100]] [[axial compressor|axial flow]] [[turbofan]] engines with [[afterburner]]s, mounted side by side in the fuselage and fed by rectangular inlets with variable [[intake ramp]]s. The [[cockpit]] is mounted high in the forward fuselage with a one-piece windscreen and large canopy for increased visibility and a 360° field of view for the pilot. The airframe consists of 37.3% aluminum, 29.2% honeycomb, 25.8% titanium, 5.5% steel, and 2% composites and fiberglass; the structure began to incorporate advanced [[superplastic forming|superplastically]] formed titanium components in the 1980s.<ref>{{cite journal |last=Coad |first=Steve |title=The F-15 Strike Eagle: the F-15 Eagle's air superiority is achieved through a combination of unprecedented maneuverability and acceleration, range, weapons, and avionics |journal=Advanced Materials & Processes |volume=161 |issue=4 |date=April 2003 |publisher=[[ASM International]]}}</ref>

The F-15's maneuverability is derived from low [[wing loading]] (weight to wing area ratio) with a high [[thrust-to-weight ratio]], enabling the aircraft to turn tightly at up to 9 ''g'' without losing [[airspeed]].{{refn|Prior to the implementation of the overload warning system, the F-15 was limited to 7.33 ''g''.|group=N}} The F-15 can climb to {{convert|30000|ft}} in around 60 seconds. At certain speeds, the dynamic [[thrust]] output of the dual engines is greater than the aircraft's combat weight and drag, so it has the ability to accelerate vertically. The weapons and flight-control systems are designed so that one person can safely and effectively perform air-to-air combat.<ref name=eden>Eden and Moeng 2002, p. 944.</ref> The A and C models are single-seat variants; these were the main air-superiority versions produced. B and D models add a second seat behind the pilot for training, although they are also fully combat capable. E models use the second seat for a [[weapon systems officer]]. Visibly, the F-15 has a unique feature ''vis-à-vis'' other modern fighter aircraft; it does not have the distinctive "turkey feather" aerodynamic exhaust petals covering its [[De Laval nozzle|engine nozzles]]. Following problems during development of its exhaust petal design, including dislodgment during flight, the decision was made to remove them, resulting in a 3% [[aerodynamic drag]] increase.<ref>Davies and Dildy 2007, pp. 46–47.</ref>

The F-15 was shown to be capable of controlled flight with only one wing after an [[1983 Negev mid-air collision|Israeli F-15D suffered a mid-air collision]] with an [[Douglas A-4 Skyhawk|A-4 Skyhawk]] that removed most of the right wing, in the [[1983 Negev mid-air collision]]. While the A-4 was instantly disintegrated with the pilot being automatically ejected, the F-15 was sent into an uncontrollable [[Aircraft principal axes|roll]]. Through the application of full [[afterburner]] as well as a landing at twice the normal speed, pilot Zivi Nedivi managed to land successfully at [[Ramon Airbase]]. Subsequent wind-tunnel tests on a one-wing model confirmed that controllable flight was only possible within a very limited speed range of ±20&nbsp;knots and angle of attack variation of ±20&nbsp;degrees. The event resulted in research into damage-adaptive technology and a system called "Intelligent Flight Control System".<ref>{{cite web |url=https://www.nasa.gov/centers/dryden/pdf/88798main_srfcs.pdf |archive-url=https://web.archive.org/web/20051223021558/http://www1.nasa.gov/centers/dryden/pdf/88798main_srfcs.pdf |archive-date=23 December 2005 |title=The Story of Self-Repairing Flight Control Systems |last=Tomayako |first=James E. |editor-first=Christian |editor-last=Gelzer |series=Dryden Historical Study No.&nbsp;1 |publisher=NASA |access-date=29 September 2021 |url-status=live}}</ref>