The McDonnell Douglas YC 15 first prototype (72 1875), an advanced military STOL transport, made the type’s maiden flight on 26 August 1975. Designed to contend against Boeing YC 14 pro¬totypes for the USAF’s advanced medium short take off and landing transport (AMST) requirement, it had an externally blown flap system that depended on the slipstream from four turbofan engines. The first flight was made three months ahead of schedule and the two YC-15 prototypes flew for three years before the test program ended.
YC-15 Engines: 4 x Pratt & Whitney JT-8D-17, 71.1kN Max take-off weight: 68000 kg / 149915 lb Wingspan: 33.6 m / 110 ft 3 in Length: 37.9 m / 124 ft 4 in Height: 13.2 m / 43 ft 4 in Wing area: 161.7 sq.m / 1740.52 sq ft Max. speed: 805 km/h / 500 mph Range w/max.fuel: 4800 km / 2983 miles Crew: 2-3
The genesis of the Explorer dates to 1986, when company engineers hit upon the idea of using the latest technology, such as an all-composite main rotor and MDHS’ own no-tail-rotor (NOTAR) anti-torque system, as a basis for a new eight-seater design which would give excellent performance at affordable cost. The MD Explorer is the first commercial helicopter totally designed using computer-aided design techniques and only after a detailed market survey of over 177 operators asking them what they wanted from a new utility helicopter in terms of flight performance and general layout in a 1800 to 3600kg helicopter.
MDHS decided to go ahead with design work in January 1989 with a senior advisory council formed from risk-sharing partners in the $200 million programme. The Explorer is created using computer-aided design (CAD) techniques. The Explorer is the first helicopter to have a major portion of its primary structure constructed from composites. This is most evident in the fuselage, which is manufactured by Hawker de Havilland in Australia. Skins, floors, mb/keel beam and aft-fuselage assemblies are made from a pre-impregnated carbon-fibre composite with a toughened epoxy resin system produced by Hexel. Hawker de Havilland refined manufacturing techniques after the first three fuselage units and standardised on a final design which is around 10% lighter than the development fuselages, weighing in at just 260kg. Metallic parts consist of the titanium roof which provides protection from fire in the engine area, the main frames, fittings and forward-cockpit structure. Two aluminium plough beams form the primary structural support for the nose and provide enhanced crash-protection. In the event of a forward impact with the ground, the beams are designed to keep the nose of the helicopter from tipping down. In the passenger configuration, the Explorer’s 1.44m-wide cabin provides enough space for two rows of three 480mm seats , with a seventh passenger seated in the co-pilots position. Without seats, the helicopter has a completely flat floor which is accessible via a rear-access door and large sliding doors on either side of the cabin. The tailboom and empennage are all-composite primary structures made by MDHS using the same carbon composite and toughened resin as the fuselage. Like the fuselage, the early tailboom design was altered slightly for the final-production configuration to give a 25% weight saving. As the tailboom is hollow to accommodate the NOTAR system, it has aerodynamic surfaces on the inside, as well as the outside. Slots run the length of the right-hand side of the boom to allow air to escape and create the Coanda effect at the heart of the NOTAR principle.
Initially known as MDX, then MD 900 (proposed MD 901 with Turbomeca engines was not pursued. Hawker de Havilland of Australia designed and manufactures airframe; Canadian Marconi tested initial version of integrated instrumentation display system (IIDS) early 1992; Kawasaki completed 50 hour test of transmission early 1992. Other partners include Aim Aviation (interior), IAI (cowling and seats) and Lucas Aerospace (actuators).
Ten prototypes and trials aircraft, of which seven (Nos. 1, 3-7 and 9) for static tests, were built. The first flight (No.2/N900MD) was on 18 December 1992 at Mesa, Arizona, followed by No.8/N900MH 17 September 1993 and No.10/N9208V 16 December 1993; first production/demonstrator Explorer (No.11/N92011) flown 3 August 1994.
FAA certification 2 December 1994; first delivery 16 December 1994; JAA certification July 1996; FAA certification for single-pilot IFR operation achieved January 1997. Type certificate transferred to MDHI on 18 February 1999.
This new technology helicopter received type certification on 21 December 1994 from the FAA which was only 23 months after first flight. This was one of the shortest certification periods ever recorded for a new helicopter and was also the first new design passenger and utility rotorcraft certified by the FAA in more than ten years.
FAA certification of uprated PW207E engine achieved in July 2000, providing 11% more power for take-off and 610m increase in hovering capability OEI in hot-and-high conditions; first delivery of PW207E-engined Explorer to Police Aviation Services, UK, 27 September 2000. “100th production” Explorer (actually 89th overall, including prototypes) delivered 1 March 2002 to Tomen Aerospace Corporation of Japan for ENG operations by Aero Asahi of Hiroshima. Total fleet time stood at more than 120,000 hours by December 2002.
MDHS begun delivery of the Explorer with a target direct-operating cost of $389/h and a base price of $3.16 million at 1995 exchange rates.
The Explorer has been built largely from composite materials and is powered by twin Pratt & Whitney Canada PW 206A turboshafts and has a maximum gross weight of 2950kg. It can lift 1150kg internally, or 1350kg externally and weighs only 1350kg empty. The helicopter incorporates a range of new technologies to improve safety and performance and reduce operating costs. These include the NOTAR yaw control system, composite, bearingless main rotor with five blades. Digital avionics including FADEC, diagnostics and an Integrated Instrument Display System. The liquid crystal Integrated Instrument Display System (IIDS) replaces traditional cockpit instruments by presenting aircraft operating information in a digital format and icon symbology on two six-inch screens. The system also records operating data for on-board health and usage monitoring, providing technicians with accurate information for performing maintenance functions.
The NOTAR anti-torque system features all-composites five-blade rotor of tapered thickness with parabolic swept outer tip with bearingless flexbeam retention and pitch case; tuned fixed rotor mast and mounting truss for vibration reduction; replaceable rotor tips; maximum rotor speed 392 rpm; modified A-frame construction from rotor mounting to landing skids protects passenger cabin; energy-absorbing seats absorb 20 g vertically and 16 g fore and aft; onboard health monitoring, exceedance recording and blade track/balance.
Mechanical engine control from collective pitch lever is back-up for electronic FADEC. Automatic stabilisation and autopilot available for IFR operation. The transmission overhaul life 5,000 hours; glass fibre blades have titanium leading-edge abrasion strip and are attached to bearingless hub by carbon fibre encased glass fibre flexbeams; rotor blades and hub on condition.
The baseline MD 900 is powered by two Pratt & Whitney Canada PW206E turboshafts with FADEC, each rated at 463kW for 5 minutes for T-O, 489kW for 2.5 minutes OEI and 410kW maximum continuous. Transmission rating 820kW for T-O, 746kW maximum continuous, 507kW for 2.5 minutes OEI and 462kW maximum continuous OEI.
Fuel contained in single tank under passenger cabin, capacity 564 litres, of which 553 litres are usable. Single-point refuelling; self-sealing fuel lines.
Accomodation is for two pilots or pilot/passenger in front on energy-absorbing adjustable crew seats with five-point shoulder harnesses/seat belts; six passengers in club-type energy-absorbing seating with three-point restraints; rear baggage compartment accessible through rear door; cabin can accept long loads reaching from flight deck to rear door; hinged, jettisonable door to cockpit on each side; sliding door to cabin on each side.
Hydraulic system, operating pressure 34.475 bar.
With 14 feet of flat floor space in the rear cabin, the Explorer is expected to undertake a multitude of civil missions from general utility to offshore transportation, corporate flight, tourist flights and air medical services. In the EMS configuration the Explorer can accommodate two patients, two attendants and life support equipment in addition to the flight crew.
The 100th Explorer registered in 2002 (to become seventh for Netherlands police); total of 108 manufactured by December 2002; first delivery 16 December 1994 to Petroleum Helicopters Inc (PHI) which ordered five; second delivery (N901CF) December 1994 to Rocky Mountain Helicopters for EMS duties with affiliate Care Flight unit of Regional Emergency Medical Services Authority (REMSA) in Reno, Nevada. Total of two delivered in 1994, 12 in 1995, 15 in 1996, one in 1997, four in 1998, 11 in 1999, 16 in 2000, 20 in 2001 and four in 2002; initial (MD 900) series comprised 40 aircraft including three flying prototypes; FW207E engine from 64th production (67th overall) aircraft.
MD Enhanced Explorer: Improved version, announced September 1996; originally MD 902, but now known as “902 Configuration”. Main features include Pratt & Whitney Canada PW206E engines with increased OEI ratings; transmission approved for dry running for 30 minutes at 50% power; improved engine air inlets, NOTAR inlet design and engine fire suppression system, and more powerful stabiliser control system, resulting in 7% increase in range. 4% increase in endurance and 113kg increase in payload over Explorer. First flight (N9224U; c/n 900-0051, 41st Explorer) 5 September 1997, FAA certification to Category A performance standards (including continued take-off with one failed engine) and single-pilot IFR operation achieved 11 February 1998; JAA certification for Category A performance achieved July 1998. Retrofit kits to convert Explorers to Category A standard. First Enhanced Explorer delivery in May 1998 to Tomen Aerospace of Japan. PW206E replaced by PW207E from late 2000, beginning at c/n 900-0077, allowing further MTOW increase to 2,948kg.
MH-90 Enforcer: Beginning March 1999, under a programme code-named Operation New Frontier, the US Coast Guard used two leased MD 900 Explorers for shipboard anti-drug smuggling operations. Armed with a pintle-mounted M240 7.62mm minigun at the door station. In September 1999 the MD900s were exchanged for two leased MD 902 Enhanced Explorers. These subsequently replaced by Agusta A 109s. Six delivered to Mexican Navy at Acapulco (two each respectively in May and December 1999 and April 2000) for anti-drug operations, equipped with 12.7mm General Dynamics GAU-19/A Gatling guns, and 70mm rocket pods; further four in process of delivery. Weapons qualification trials were completed at Fort Bliss, Texas in November 2000.
Combat Explorer: Displayed at Paris Air Show, June 1995; demonstrator N9015P (No.15), an MD 900 variant. Can be configured for utility, medevac or combat missions; armament and mission equipment may include seven- or 19-tube 70mm rocket pods, 12.7mm machine gun pods, chin-mounted FLIR night pilotage system and roof-mounted NightHawk surveillance and targeting systems. Combat weight 3,130kg; two P&WC PW206A engines. No customers announced by January 2000, but N9015P became one of initial two MH-90s (with third prototype, N9208V).
February 19, 1999: Boeing sold MD commercial line to RDM The dutch company bought the ex Mc Donnell Douglas models MD 500E and MD 530F single-engine helicopters with conventional tail rotors, the MD 520N and MD 600N single-engine NOTAR helicopters and the MD Explorer series of twin-engine, eight-place helicopters.
Costs: US$2.285 million (2002); direct operating cost US$408.11 (2002) per hour.
McDonnell Douglas MD 902 Explorer Engine: 2 x Pratt & Whitney Canada PW206E, 630 shp Length: 32.316 ft / 9.85 m Height: 12.008 ft / 3.66 m Rotor diameter: 33.825 ft / 10.31 m Wing area: 3939.624 sqft / 366.0 sq.m Max take off weight: 6504.8 lb / 2950.0 kg Weight empty: 3214.9 lb / 1458.0 kg Max. speed: 160 kts / 296 km/h Cruising speed: 140 kts / 259 km/h Initial climb rate: 2795.28 ft/min / 14.2 m/s Service ceiling: 18497 ft / / 5638 m Wing load: 1.64 lb/sq.ft / 8.0 kg/sq.m Range: 313 nm / 580 km Crew: 2 Payload: 8pax
MD Explorer Engine: 2 x Turbomeca Arrius 2C Instant pwr (Turbomeca engine): 480 kW. Rotor dia: 10.3 m MTOW: 2700 kg Useful load: 1165 kg Max cruise: 150 kts Max range: 600 km Seats: 8
MD Explorer Engine: 2 x P&WC PW206A Gross wt: 2,722kg Empty operating wt: 1,481kg Useful load: 1,163kg Fuel capacity wt (600litres): 438/472kg Main rotor dia: 10.34m Length: 9.86m Height: 3.66m Skid width: 2.23m Passengers: 7. Crew: 1 Max cruise speed @ ISA 38oC: 135kt (@sea level ISA: 139kt) Max range: 530km Max endurance: 3.5hr Hover Out of ground effect @ ISA: 3,353m (@lSA+20o: 2,073m) Hover in ground effect @ ISA 3901m (@lSA+20o: 2,621m) Climb rate: 14.2m/s Ceiling: 20,000ft
MD 900 Explorer Engines: 2 x Pratt & Whitney PW 206B turboshaft, 469kW Rotor diameter: 10.31m Length with rotors turning: 11.83m Fuselage length: 9.85m Height: 3.66m Fuselage width: 1.63m Max take-off weight: 3057kg Empty weight: 1481kg Max speed: 278km/h Cruising speed: 250km/h Rate of climb: 14.2m/s Hovering ceiling: 3840m Service ceiling: 6100m Range: 530-600km Payload: 1360kg Crew: 1-2 Passengers: 6
On 8 November 1994, McDonnell Douglas announced their plans to develop an eight-place version of their popular MD520N helicopter. They surprised the world’s press in January 1995 when they flew their new helicopter to Heli-Expo 95 in Las Vegas, Nevada. The prototype, then known as MD 630N (N630N, converted from MD 530F demonstrator), first flew 22 November 1994, 138 days after project approval. After their public debut at Heli-Expo the first year’s production was sold out on the first day.
Production go-head was given on 28 March 1995, at which time designation changed to MD 600N; and a prototype was first flown with production standard engine and rotor system on 6 November 1995.
The 600N has a 33in lengthened fuselage centre section with double, centre opening doors, which gives access to a six-foot long flat floor with seating for five passengers in this rear cabin and three across the front seats. The complete fuselage of these helicopters are built under contract by helicopter manufacturer Kaman Aerospace. The six bladed fully articulated main rotor system shares many components with the MD500 series machines, and power comes from an 800-shp Rolls-Royce Allison 250-C47M turboshaft engine, which is derated to 600 shp for take-off and 530 shp for maximum continuous. The engine is equipped with FADEC as well as a manual backup hydro-pneumatic fuel system.
Production prototype (N600RN) first flown 15 December 1995, and became certification test vehicle leading to FAR Pt 27 certification, but was destroyed in ground fire 28 May 1996, following emergency landing after rotor/tailboom strike during abrupt control reversal tests. This resulted in changes to tailboom/rotor clearance; third prototype (N605AS) flown 9 August 1996; further accidents to N630N on 4 and 21 November 1996 and on 18 January 1997, all during autorotational descents, culminated in total loss and delayed certification and first delivery, originally scheduled for 18 December 1996, to 15 May and 6 June 1997, respectively. MD 600N certified on MD500 certificate. The FAA Certification was received on 15 May 1997. The first delivery was on 6 June 1997, N605AS, to AirStar Helicopters.
The 630N features a stretched MD 520N airframe (less than 1% new parts) by means of 0.76m plug aft of cockpit/cabin bulkhead and 0.71m plug in tailboom, combined with more powerful engine, uprated transmission and six-blade main rotor. Cabin has flat floor to assist cargo handling, and will feature quick-change interior configurations to suit multiple-use operators. Intended for civil, utility, offshore, executive transport, medevac, aerial news gathering, touring, law enforcement and other noise-sensitive operations; also adaptable for armed scout, utility and other military missions.
Powered by one 603kW Rolls-Royce 250-C47M turboshaft, derated to 447kW for T-O (5 minutes) and 395kW maximum continuous, with FADEC. Transmission manufactured from WE43A magnesium alloy for lower weight, greater strength and enhanced corrosion resistance, rating 447kW. Fuel contained in two crashworthy bladder tanks in lower fuselage, total capacity 440 litres, of which 434 litres are usable.
The electrical system comprises 28V 200Ah starter-generator and 28V 17Ah Ni/Cd battery. 24V auxiliary power receptacle inside starboard cockpit door standard.
In July 1998, Boeing completed a year-long envelope expansion programme for the MD 600N leading to FAA approval for operation at a density altitude of 2,135m at a T-O weight of 1,746kg and at a density altitude of 1,220m at a T-O weight of 1,860kg. Other performance enhancements approved by the FAA included provision for doors-off operation at speeds up to 213km/h, operation at temperatures -40°C/52°C, lifting up to 968kg on the external cargo hook, making slope landings up to 10° in any direction, operation with emergency floats and for installation of a movable landing light and additional wire strike protection on the fuselage. The MD 600N also completed HIRF trials at NAS Patuxent River, Maryland. Yaw-stability augmentation system (Y-SAS) was under development during 2000, aimed at reducing pilot workload during extended flights and in turbulent conditions.
Total of 68 registered by May 2003. Launch customer AirStar Helicopter of Arizona (two, of which first delivered 6 June 1997); Saab Helikopter AB of Sweden and Rotair Limited of Hong Kong ordered one each in June 1995; other customers include Guangdong General Aviation Company (GGAC) of the People’s Republic of China, which took delivery of one MD 600N in November 2000, during Airshow China 2000 in Zhuhai, Los Angeles County Sheriff’s Department Aero Bureau (three), Orange County, California, Sheriff’s Department, Indianapolis, Indiana. Police Department (one), Presta Services of France (one), Turkish National Police, which ordered 10 in December 2000 for delivery during 2002 (subsequently postponed to 2003), UND (University of North Dakota) Aerospace (one), West Virginia State Police (one) and the US Border Patrol (45, of which 11 delivered by end of 1998. when procurement halted pending evaluation of UAVs for border patrol role). Deliveries totalled 15 in 1997, 21 in 1998, six in 1999, seven in 2000, two in 2001 and two in 2002.
Costs: US$1.315 million (2002).
February 19, 1999 : Boeing sold MD commercial line to RDM The dutch company bought the ex Mc Donnell Douglas models MD 500E and MD 530F single-engine helicopters with conventional tail rotors, the MD 520N and MD 600N single-engine NOTAR helicopters and the MD Explorer series of twin-engine, eight-place helicopters.
Military variants known as Defenders (AH-6E, MH-6F) carry TOW missiles, FLIR, mast-mounted sight, etc. The Model 530 Defender (has refined aerody¬namics and more power the OH-6), and AH-6 (Model 530 version for US Special Forces).
February 19, 1999: Boeing sold MD commercial line to RDM The dutch company bought the ex Mc Donnell Douglas models MD 500E and MD 530F single-engine helicopters with conventional tail rotors, the MD 520N and MD 600N single-engine NOTAR helicopters and the MD Explorer series of twin-engine, eight-place helicopters.
MD 530N
Commercial MD 520N and uprated (485 kW Rolls Royce 250-C30) MD 530N NOTAR helicopters announced February 1988 and officially launched January 1989. The first production prototype MD 530N (N530NT) flew on 29 December 1989, but this variant not pursued.
Flight testing of the MD 530N indicated capabilities greater than expected. With only 25.2 hours logged, a series of aerobatic manoeuvres were performed during June 1990, including loops, rolls, hammerheads and Split ‘S’ manoeuvres. In other tests the envelope was expanded to a maximum internal gross weight of 33500 lb / 1520 kg.
MD530F Engine: 1 x Allison 250-C30, 650 shp Instant pwr: 313 kW Rotor dia: 8.35 m MTOW: 1405 kg Useful load: 685 kg Max cruise: 135 kts Max range: 381 km HIGE: 14,300 ft HOGE: 12,000 ft Crew: 1 Pax: 3 Seats: 5
530MG Defender Engine: 1 x Allison 250-C30 Installed pwr: 317 kW Rotor dia: 8.4 m Fuselage length: 9.8 m No. Blades: 5 Empty wt: 664 kg MTOW: 1610 kg Payload: 901 kg Max speed: 240 kph ROC: 505 m/min Ceiling: 4200 m HIGE: 2315 m HOGE: 1770 m Fuel cap (+aux): 240 lt ( 80 lt ) Range: 443 km Crew: 1 Pax: 5
In 1976 engineers at McDonnell Douglas Helicopter Company (then Hughes) decided to explore the theories of Henri Marie Coanda (1885-1972), a Romanian-born aeronautical engineer and inventor, who put forward the concept that air flowing over a curved surface tends to follow the curve of that surface. The “Coanda Effect” is seen working when air flows over the surface of an airfoil. Under this effect, the aerody¬namics of the tailboom itself could be tapped to provide the bulk of the anti-torque force required. It is this principle which is at the heart of the NOTAR system embodied in the MD520N. The front half of the helicop¬ter is virtually identical to the MD 500E, but in place of a conventional tailboom and tail rotor mechanism, the MD 520N has a variable pitch fan totally enclosed within the tailboom, circulation control slots on the side of the boom, and vertical stabilizers and direct jet thruster. The variable pitch fan is driven off the back of the Allison 250-C20R turboshaft engine and, with help from the main rotor system down-wash, draws air via a grill into the enclosed tailboom, and provides low-pressure, high-mass airflow. Air is forced out through the circulation slots on the right side of the boom. Air exits the slots at about four times the velocity of the rotor downwash, which keeps the downwash attached to the curvature of the boom, resulting in the horizontal equivalent of lift, just like a vertical wing, and the Coanda Effect generates anti-torque force.
The direct jet thruster is located at the end of tailboom on the left side, and provides directional control plus assists with anti-torque. Even the engine exhaust stack helps out here, as it is canted to the left. However the bulk of the anti-torque required (eg 60-70 percent in hover) is provided by the Coanda Effect. Directional control above in forward flight above about 20 knots comes largely from the left vertical stabilizer, which is linked to pilot’s pedals. The effectiveness of this system is such that the MD 520N is approved for hovering in 30 knot crosswinds, and has been flown sideways at speeds signifi-cantly higher.
The first flight of an OH-6A NOTAR concept-demonstrator was made on 17 December 1981. The commitment to full-scale development and production was made in 1987. An extensive modifications during 1985 with second blowing slot, new fan, 250-C20B engine and MD 500E nose, led to flight testing resuming on 12 March 1986 and completed in June. The demonstrator was retired to US Army Aviation Museum, Fort Rucker, Alabama, October 1990.
Commercial MD 520N and uprated (485 kW Rolls Royce 250-C30) MD 530N NOTAR helicopters announced February 1988 and officially launched January 1989. The first production prototype MD 530N (N530NT) flew on 29 December 1989, but this variant not pursued.
First flight 520N (N520NT) on 1 May 1990 and first production 520N 28 June 1991. The 520N was certified on 12 September 1991 on the MD500 type certificate and the first production aircraft 520N (N521FB) delivered to Phoenix Police Department 31 October 1991. MD 520N set new Paris to London speed record in September 1992, at 1 hour 22 minutes 29 seconds.
The structure is the same as the MD 500E/530F, except graphite composites tailboom; metal tailplane and fins; new high-efficiency fan with composites blades fitted in production aircraft. NOTAR system components now have twice the lifespan of conventional tail rotor system assemblies. During 1993, NOTAR system components’ warranty increased from two to three years. Thicker fuselage skins, to reduce surface rippling, was to be introduced during 2001.
The single Rolls-Royce 250-C20R turboshaft, derated to 317kW for T-O (5 minutes) and 280kW maximum continuous. Improved, heavy-duty transmission, rating 447kW, derated to 317kW for T-O, 280kW maximum continuous, on production aircraft from June 1995. Fuel capacity 235 litres.
Believed to be the quietest turbine helicopter, based on FAA certification test noise figures, the main rotor rpm 477; main rotor tip speed 208m/s; NOTAR system fan rpm 5,388. A redesigned diffuser in NOTAR tailboom and revised fan rigging was introduced from early 2000 and available for retrofit; combined with uprated Rolls-Royce 250-C20R+ engine; these improvements increase the aircraft’s payload capability,
Customers had a total of 99 registered by mid-2002. Four delivered in 2000, two in 2001 and four in 2002. Law enforcement agencies flying MD 520Ns include Phoenix, Arizona (first operator; two more delivered in early 2002); Burbank, Glendale, Huntington Beach, Los Angeles, Ontario and San Jose, California; Hernando County, Florida; Orange County, Florida; Jefferson County, Kentucky, which took delivery of one in March 2002; Prince George County, Clinton, Maryland, which took delivery of two on 4 October 2000; Hamilton County, Ohio, which has seven 520Ns; El Salvador, whose Policia Nacional Civil took delivery of two in 1996; San Juan, Puerto Rico; Honolulu, Hawaii; and Calgary, Alberta, Canada. Other operators include the Tata Group of Mumbai, India, Weetabix Ltd, UK, and Belgian Gendarmerie (two). The unit cost was US$980,000 (2002).
Héli-Max Ltée from Trois-rivières, Québec, Canada was the first Canadian operator of MD520N model. They bought 6 of them.
The advanced technical successor to both the DC 9 and MD 80, the MD 90, was launched in 1989 and entered passenger service with Delta Air Lines in April, 1995. Four and a half feet longer than the MD-88, it allowed for ten more passenger seats. Unlike any of its forebears the MD 90 is powered by International Aero Engines V2500 turbofans rated at 11.1 kN (2,500 lb) take off thrust and has a non stop range of 3,862km (2,082nm) with full payload.
The MD-90 made its first flight on 22 February 1993, three days ahead of schedule. The aircraft took off from the main runway at Long Beach Municipal Airport at 9.44am for a 4 hr 56 min flight.
During 1991, McDonnell Douglas received 27 MD-80/90 orders.
The MD 90 was selected in 1992 as the China Trunkliner for domestic and regional routes. In 1994, an amended co production agreement for 40 aircraft was signed by McDonnell Douglas and the China National Aero Technology Import and Export Corporation. This agreement called for the production of 20 MD 90s in Shanghai and the direct sale of 20 aircraft from Douglas Aircraft in Long Beach. With the merger of Boeing and McDonnell Douglas the co production agreement was cancelled.
Boeing announced that it will discontinue both the MD-80 and MD-90 series in January 2000. The MD series of aircraft evolved into what became the Boeing 717.
MD-90 Engines two 25,000- lb. International Aero V2525D5 turbofans Gross wt. 156,000 lb Empty wt. 88,000 lb Cruise speed 437 kts Range 2,085- 3,022 nm Seats 141-187
The MD-80 series of aircraft were a stretched improvement of the DC-9. The first version of the jet was literally a re-engined DC-9. McDonnell Douglas launched the MD 80 in October 1977, as an advanced, quieter and more fuel efficient successor to the DC 9. Three years later on October 5, 1980, it entered airline service. Like the venerable DC 9, the new aircraft was offered to the market in a choice of passenger configurations and operating ranges. It was designated MD 80 to reflect its ability to meet the needs of the 1980s and beyond.
The aircraft was offered in five versions the standard size MD 81, MD 82, MD 83 and MD 88, plus the smaller MD 87. A blend of new and mature technology, the MD 80s were the first aircraft in their class to meet the stringent US FAA Stage III noise regulations for new designs, operating costs were among the lowest in commercial aviation and fuel consumption per passenger was up to 30% lower than the commercial jets they replaced. Thus, the three ‘E’s design objectives environment, economy and energy were satisfied.
In 1983 Douglas abandoned the famed ‘DC’ and adopted ‘MD’ for its designations, the DC-9 family becoming the MD-80 series. It proved to be by far the most successful of all versions, combining high capacity with good operating economy and very competitive first cost.
Pratt & Whitney JT8D 200 series turbofans power the MD 80. The MD 81 is certified with 209 engines, but higher thrust 217A and 217C plants are available for aircraft operating from high altitude, high temperature airports. The smaller MD 87 uses the 217C or 219 for short field operations and extended range flights. The MD 80 retains many of its predecessor’s features. For example, the airframe is basically the same as that of the DC 9 except that the MD-80 incorporates greater use of composites and has increased fuselage length and wingspan. By the autumn of 1997 the combined total of DC-9s and MD 80s in airline service exceeded 2,000 aircraft.
The MD-80 entered service with Swissair on 5 October 1980, at a weight of 140,000lb. This soon became the MD-81, the baseline version for a growing family. The MD-82, announced in April 1979, introduced -217 engines of 20,000-lb thrust, giving better performance from difficult airports, and 25 have been assembled in China.
The MD-83 is a longer-range model, with 21,000-lb -219 engines making possible a weight of 160,000lb, mainly accounted for by two extra fuel tanks in the underfloor area in place of cargo.
The MD-87, announced in January 1985, is odd man out, with a shorter fuselage seating up to 130; it also introduces aerodynamic improvements and a taller vertical tail, one of its features, a rear knife -edge instead of a tailcone, now being standard on all models.
The MD-88 version, announced in January 1986, combines most of the new features and adds a modern cock¬pit and improved cabin.
During 1991, McDonnell Douglas received 27 MD-80/90 orders.
Boeing announced that it would discontinue both the MD-80 and MD-90 series in January 2000.
MD-80 Max wt: 140,000 lb Max speed: 498kts (925km/h)
MD-81 Engines 2 x 18,550-lb. s.t. Pratt & Whitney JT8D turbofans. Non stop range: 2,900km (1,560nm) Max speed: 498kts (925km/h) Seats 142-172 Gross wt. 140,000 lb Empty wt. 78,420 lb Fuel capacity 4,812 gal Max cruise 500 kts Long range cruise 440 kts Ceiling 35,000+ ft Range 1,563-2,630 nm Takeoff distance 7,250 ft Landing distance 4,860 ft
MD-82 Engine: 2 x Pratt & Whitney JT8D-217, 20,000 lb st Pax seats: 172 Crew: 2 Length: 45.06m Height: 9.04m Wingspan: 32.87m Max speed: 498kts (925km/h) Max range: 3798 km
MD-83 Engine: 2 x -219, 21,000 lb st Max wt: 160,000 lb Non stop range: 4,635km (2,498nm) Max speed: 498kts (925km/h)
MD-87 Pax seats: 130 Non stop range: 4,400km (2,372nm) Optional range: 5,250km (2,830nm) Max speed: 498kts (925km/h)
MD-88 Non stop range: 3,780km (2,037nm) Max speed: 498kts (925km/h)
The MD-11 is a direct descendent from the DC-10, revealed at Paris Air Show 1985. British Caledonian ordered nine on 3 December 1986 and the official programme launch was on 30 December 1986.
The McDonnell Douglas MD-11 is an advanced-technology tri-jet designed to fulfil many airlines needs into the ‘90’s and beyond. After obtaining commitments for 92 aircraft from customers, the McDonnell Douglas board of directors gave the go-ahead for the MD-11 and the program was launched on the 30th of December 1986. On the 4th of March 1987 McDonnell Douglas saw the fabrication of the first parts for the MD-11 and the assembly of the first MD-11 began with the riveting of a portion of the nose on the 9th of March 1988 at Long Beach, California.
The MD-11 was very much an international aircraft with components being manufactured in many parts of the world. These included the vertical stabiliser, rudder and winglets from ‘Aeritalia’ in Italy, the wing and fuselage fillets from ‘Korean Air’ in Korea, the overwing fuel tanks, horizontal stabilizer and elevators from ‘Casa’, in Spain, and the outboard flaps from ‘Embraer’, in Brazil. One of the most noticeable differences between the DC-10 and the MD-11, has been the addition of winglets. These are seven feet high and have a lower segment of 2 feet 6 inches with an overall area of 40 square feet each side.
The advanced flight deck is designed for a two man flight deck crew using the latest digital technology to automate systems management via six, eight inch Cathode Ray Tube (CRT) displays.
The MD-11 flight deck concept was developed by a combined team of pilots, flight engineers and human factor experts, and operates on the ‘dark cockpit’ philosophy, that is. 99 percent of the time all light switches, warnings, and other devices are off. A light only goes on to alert, this assuring prompt pilot attention.
All alert information is displayed on the engine ‘CRT’ and action is taken by activating the switches on the overhead panels. The six ‘CRTs’ are used to display primary flight deck informa¬tion – two are to provide primary flight data; two are for naviga¬tion; one is for engine/alert displays, and the remaining one for systems. The ‘Honeywell/McDonnell Douglas’ designed flight deck also has a dual advanced flight management system, a dual advanced digital flight control system, wind shear detection and guidance devices.
The MD-11 had normal, abnormal and emergency checklist functions performed automatically rather than simply being displayed to the crew. No other new generation aircraft had the same level of automated systems management as the MD-11, however actions such as dumping fuel, or shutting down engines, were still left to the crew.
The MD-11 had been ordered by 29 customers and 312 commitments in all. The McDonnell Douglas MD-11 took off for its first flight from Long Beach ‘ California on 10 January 1990 (N111MD).
During the flight, the aircraft, which was powered by General Electric CF6-80C2 high bypass turbofan engines, reached altitudes of 25,000 ft and speeds of up to 300 knots. It is designed for a maximum level flight speed of 588 mph at altitudes of up to 43,000 ft. Other powerplants offered were the Pratt & Whitney PW4460 and Rolls-Royce Trent 650.
Of the five aircraft in the flight test programme (four with GE engines, one with P&W), the first flight of third prototype powered by P&W PW4460s, was on 26 April 1990
A fifth MD-11 brought the total test programme hours to 2,000.
Certification came on 8 November 1990 and deliveries began the same year. The first-three MD-11 off the production line were delivered to Federal Express, while American Airlines were the first passenger airline to receive the MD-11 (at the end of 1990). The 100th MD-11 was delivered on 30 June 1993. As of November 1996, McDonnell Douglas had made 146 sales of the MD-11 aircraft.
Several variants included long range MD-11ER, the MD11CF freighter and two combination freighter/passenger aircraft. Certification with the R-R Trent 650 was discontinued, and the fuselage production line was moved from San Diego to Long Beach during early 1996.
MD-11F N624FE Sydney, Australia January 2007
Boeing elected to cease production of the MD-11 in February 2000, after the delivery of the 200th aircraft (D-ALCN) which was delivered to Lufthansa Cargo on 22 February 2000.
MD-11 Engines: 3 x General Electric CF6-80C2D1F turbofans, 61,500 lb MTOW: 273.28 tonne MLW: 195.04 tonne Wing span: 169 ft 6 in (51.7m) Wing area: 3,648 sq.ft (339 sq.m) Length: 200 ft 10 in (61.2m) Fuel cap: 117.468 tonnes Range: 12,741 km Pax cap: 293.
MD-11 Seats 315-400 Gross wt. 602,500 lb Empty wt. 277,000 lb Fuel capacity 32,185 USG Engines 3 x 58,000-lb. s.t. Pratt & Whitney PW4358 turbofans Top speed 644 mph Cruise 588 mph Ceiling 45,000+ ft Range 5,010 miles Takeoff distance 10,100 ft Landing distance 6,470 ft
MD-11P Engines: 3 x General Electric CF6-80C2D1F turbofans, 273kN Max take-off weight: 273300 kg / 602527 lb Empty weight: 125870 kg / 277497 lb Wingspan: 51.6 m / 169 ft 3 in Length: 61.2 m / 200 ft 9 in Height: 17.6 m / 57 ft 9 in Wing area: 338.9 sq.m / 3647.89 sq ft Max. speed: 962 km/h / 598 mph Cruise speed: 876 km/h / 544 mph Ceiling: 11000 m / 36100 ft Range w/max.fuel: 11000 km / 6835 miles Range w/max.payload: 9270 km / 5760 miles Crew: 2 Passengers: 293-405
The McDonnell Douglas F/A-18 Hornet is a twin-engine carrier-based attack fighter derived from the YF-17 Cobra attempt at a new USAF lightweight fighter, on which the USN was a minor partner (the F-17 lost out to the YF-16).
The Navy preferred the YF-17 over the winning F-16 Fighting Falcon, because of its twin-engine design. For the Navy version, Northrop teamed with McDonnell Douglas and when the two services ended up choosing different aircraft, McDonnell Douglas became the primary contractor for the Navy design (McDonnell Douglas merged with Boeing in 1997).
The Navy’s design concept originated from Vice Admiral Kent Lee. An experienced naval aviator in WWII, he and his supporters pushed for a cheap and lightweight strike fighter, to complement the F-14 Tomcat which had become operational and was just being introduced to the carrier air wings in 1973.
The F/A-18 has a digital fly-by-wire flight control system, the cockpit equipped with three multi function displays. The entire avionics suite is digital. The F-18 is powered by two 71 2kN General Electric F404 reheated turbofans, and equipment includes a Hughes APG-65 radar with air-to-air and air-to-surface modes giving intercept and attack capabilities, a Ferranti/Bendix headup display, Kaiser multifunction displays, and Litton INS. Other externally carried sensors include laser tracker and Flir pods. As a carrier-capable platform, the F/A-18 maintains folding wings. The Hornet is capable of air-to-air refuelling.
The first of 11 full-scale development (FSD) Hornets flew on November 18, 1978, and was followed by the first production aircraft in April 1980. F/A-18 Hornets (A and B variants) entered service in 1983, replacing the F-4 Phantom II and the A-7 Corsair II. F/A-18A/B were single and two seat aircraft. The F-18B two-seat trainer retains full operational capability with only a six per cent reduction in internal fuel capacity.
FY1986 and subsequent purchases are of the upgraded F-18C/D variants, which have AIM-120 Amraam and infrared Maverick compatibility, airborne self-protection jammers, Naces ejection seats, and improved computers. The first F-18C flight occurred in mid-1986. After a production run of 371 F/A-18As, manufacture shifted to the F/A-18C/D single and two seat variants in September 1987. Seventy-seven F-18A single-seaters and eight F-18B two-seaters delivered during 1986, including 24 for the USMC.
MDC handed over the 500th F-18 Hornet, an A model for the USMC, in May 1987.
Although the single seat variants, A and C, were first equipped with the AN/APG-65 radar, since 1994 all US Hornets feature the improved AN/APG-73 radar. The second seat of the B and D models is often manned by a weapon system operator or instructor.
F/A-18
Test¬ing of a reconnaissance version, the US Navy F-18(R) continued. The nose-mounted 20mm rotary cannon was replaced by a sensor pallet with panoramic camera and infrared linscan. The aircraft can be reconfigured overnight for strike missions.
Licence-assembly of Hornets continued in Australia in 1987, where GAF has deliv¬ered more than 20 to the Royal Australian Air Force.
The CF-18 is the designation used for the Canadian licensed built aircraft. The Canadian Armed Forces purchased 138 examples of the CF-18 including 24 CF-18B two-seaters.
The first prototype F/A-18E Super Hornet flew on November 29, 1995.
The F/A-18E/F “Super Hornet” arrived in 2002 and represented an aircraft that was 20 percent larger and more powerful than the base Hornets. The Super Hornet is produced by a consortium of contractors that includes Boeing and Northrop Grumman. The tandem-seat Super Hornet was designed to be ultra-capable in both strike and interceptor roles and squadrons are already operating on various USN carrier battle groups. The Super Hornet is built on the F414-GE-400 series of powerplants, which stands as a highly advanced modified version of the original F404 turbofans, bigger air intakes, and the airframe itself is longer. A 33% larger internal fuel capacity and larger ordnance carrying capacity improves the range significantly. As a whole, the Super Hornets, despite their advanced infrastructure, is compiled of less parts than the original Hornets making the Super Hornet that much easier to maintain. Additional hardpoints make the Super Hornet a viable replacement to the F-14 Tomcat and A-6 Intruders.
F/A-18E Super Hornet
The F/A-18E (single seat) and F/A-18F (two seat) Super Hornets provides increased range and improved combat mission endurance. The Super Hornet also makes use of an increased payload. F/A-18F Super Hornets with a WSO in the rear seat are replacing the F-14 Tomcat.
The US Navy took delivery of its first Super Hornet in 1999. Super Hornets are larger than the original models with many detail improvements. Their increased wing area allows them to carry more stores further on their extra hardpoints. They are most easily recognised by their rectangular engine air intakes.
The Royal Australian Air Force was to obtain 24 Boeing F/A-18F Super Hornets by 2010, until the full introduction into service of the F-35 Lightning Joint Strike Fighter. Twenty-four F/A-18F Super Hornets were to replace the F-111s at Nos 1 and 6 Squadrons at RAAF Base Amberley from 2010.
Boeing modified an F/A-18 Super Hornet as the EA-18 airborne electronic attack (concept) aircraft, carrying three ALQ-99 jamming pods.
The EF-18 designation is also used for Spanish F/A-18A/B Hornets (EF-18A and EF-18B) where the E stands for Espanga.
The RF-18 which is a dedicated reconnaissance version.
The Boeing EA-18G Growler electronic warfare variant, to replace the EA-6B Prowler, differs from the F/A-18F in several areas. It is wired in production differently with additional wiring and databuses from the wing stations and various fuselage antennae points. The nose gun is replaced with additional avionics for jamming missions, and carries two ALQ-218 tactical jamming receivers pods on the wingtips, and between one and five AN/ALQ-99 jammers on centreline and wing stations. There remains two wing and two should stations. It is also equipped with the APG-79 AESA radar.
The F/A-18 first saw combat action in 1986, when Hornets from the USS Coral Sea (CV-43) flew SEAD missions against Libyan air defenses during the attack on Benghazi.
Ten F/A-18’s were lost in the Gulf War, most to surface to air missiles although one was alleged to have been shot down by an Iraqi MiG-25PD in the first hours of the air campaign. F/A-18’s were credited with two kills, both of MiG-21’s, during that conflict.
Operators: US Navy, US Marine Corps, Australia, Canada, Finland, Kuwait, Malaysia, Spain, Switzerland.
F/A-18A Engine: 2 x General Electric F404-400 turbofan, 7258 kg / 16,000 lb Wingspan: 11.43m / 37 ft 6 in Length: 17.07 m / 56 ft 0 in Wing area: 37.2 sq.m Empty wt: 10,460 kg MTOW: 21,887 kg / 48,253 lb Fuel internal: 6140 lt Max speed: 1912 kph / 1188 mph / 1.8 Mach Initial ROC: 45,000 ft / min Ceiling: 15,240 m TO run: 425 m Ldg run: 850 m Range: 3706 km / 2303 sm Combat radius: 740+ km Armament: 1 x 20 mm / 570 rds Hard points: 7 + 2 wing tips Max external load: 17,000 lb / 7711 kg Air refuel: Yes
F/A-18A (from early 1992) Engine: 2 x General Electric F404-GE-402 turbofans, 78.73 kN (17,700 lb st) with afterburning. Length 17.07m (56 ft 0 in) Height 4.66m (15 ft 3 in) Wing span 11.43m (37ft 6 in) Take-off weight (clean) 10.455 kg (23,050 lb) Max Take-Off Weight 25.401 kg (56,000 lb) Max level speed at altitude Mach 1.8+ / 1.915+ km/h / 1,190+ mph) Combat ceiling about 15,240m (50,000 ft) Armament: one 20mm M61A1 Vulcan six-barrel cannon with 570 rounds Disposable stores: 7031 kg (15,500 lb) Hardpoints 9
F/A-18B Engines: 2 x General Electric F404-GE-400 turbofan, 16,000lb / 7,258kg thrust Length: 17.1 m Wingspan: 12.4 m Height: 4.7 m Empty Weight: 23,049lbs (10,455kg) Maximum Take-Off Weight: 55,997lbs (25,400kg) Maximum Speed: Mach 1.8 / 2200 kph Maximum Range: 2,073miles (3,336km) Combat radius: 740km Rate-of-Climb: 45,000ft/min (13,716m/min) Service Ceiling: 50,033ft (15,250m; 9.5miles) Armament: 1 x M61 20mm cannon Hardpoints: 9 (including wingtip mounts) Seats: 2
F/A-18C
F/A-18D Seats: 2
F/A-18E Engines: 2 x General Electric F414-GE-400, 10000kg / 72.5kN Max take-off weight: 29937 kg / 66000 lb Empty weight: 13387 kg / 29513 lb Wingspan: 11.43 m / 37 ft 6 in Length: 18.31 m / 60 ft 1 in Height: 4.88 m / 16 ft 0 in Wing area: 46.45 sq.m / 499.98 sq ft Max take-off weight: 20000 kg / 44093 lb Max. speed: 1.8M Ceiling: 15240 m / 50000 ft Range: 1500 km / 932 miles Crew: 1
F/A-18F Super Hornet Engines: 2 x General Electric F414-GE-400 turbofan, 9,800kg. 22,000lbs thrust with afterburner. Length: 60.07ft (18.31m) Width: 44.69ft (13.62m) Height: 16.01ft (4.88m) Wing area: 46.45 sq.m / 499.98 sq ft Empty Weight: 30,565lbs (13,864kg) Maximum Take-Off Weight: 47,003lbs (21,320kg) Maximum Speed: Mach 1.6 / 1,960 kph Ferrying range: 2,700km Combat radius 740km Service Ceiling: 49,213ft (15,000m; 9.3miles) Armament: 1 x M61 20mm cannon Hardpoints: 11 Ordnance: 17,750 lb Crew: 2
In September 1968, the USAF issued a request for proposals for a new FX fighter. The Air Force wanted a single air superiority fighter able to defeat the Mach 3 MiG 25 Foxbat, the MiG 21 Fishbed, and the MiG 23 Flogger. McDonnell was short listed and in late 1969 was selected to develop and produce the F-15 under the direction of Air Force Systems Command, full scale development being authorised in January 1970.
In February 1970, the Pratt & Whitney F100 turbofan was selected for development and a few months later the Hughes APG-63 radar was chosen for the F-15.
The initial contract called for 18 single-seat F-15As and two TF-15 trainers (re-designated F-15B in December 1977). The first F-15A was rolled out in June 1972, and made its maiden flight on 27 July 1972, to be joined by the first two-seater on 7 July 1973. Most of the major test hurdles had been successfully negotiated by late 1974, clearing the way for the Eagle to join TAC’s inventory.
The F-15 was the first USAF fighter to be developed under the DoD “Fly-Before-Buy” concept, but funding for long-lead items for the first wing of aircraft was released late in 1972, followed by full production funding in early 1973. The second wing was ordered late 1974. The first production aircraft was flown on 25 September 1974.
On 14 November 1974 President Gerald Ford formally accepted the first aircraft (actually a two-seat TF-15A designated F-15B) to be handed over to TAC at Luke AFB, Arizona. Initial operational capability was declared in July 1975, with delivery of the 24th aircraft, and the first wing was completely equipped by the end of 1976. From the outset the USAF planned a force of 729 production aircraft, of which 589 had been delivered by 1 May 1981.
The first two models to enter service were the F-15A single-seater and TF-15A (later F-15B) combat-capable tandem two-seater. Both variants had the APG-63 radar and 10855kg Pratt & Whitney F100-P-100 afterburning turbofans, with AIM-7 Sparrow air-to-air missiles along the bottom of its large inlet ducts and 20mm cannon mounted in the right inboard wing. The two-seat F-15B combat trainer which first flew on 7 July 1973 is about 360kg heavier than the F-15A fighter, but retains most of its combat capability. The Eagle is equipped with Hughes APG-63 pulse-Doppler radar with computerised data-processing and the F-15 pioneered the HOTAS (hands on throttle and stick) concept.
The 1st Tactical Fighter Wing at Langley AFB, Virginia, was the first USAF recipient of the F-15A, while the first operational aircraft in Europe were assigned to the 36th TFW at Bitburg AB, West Germany.
The production totalled 366 and 58 respectively for the US Air Force plus 19 and two respectively for the Israeli Air Force.
Israel, the first export country, ordered 40 F-15 under the ‘Peace Fox’ program. Delivery started in 1976 on an initial batch of 25 aircraft. At least one Syrian MiG-23 has been shot down in clashes with Israeli F-15s over Lebanon.
Japan’s programme to acquire the F-15 began in 1975. The first of the two single-seat F-15Js produced by the parent company was accepted on 29 July 1980, with the second following on 29 July, and after 39 test flights with ASDF pilots, were ferried to Japan landing at Kadena Air Base on 1 March 1981. Essentially similar to the USAF’s F-15C, the F-15J differs in having various avionics changes, the Tactical Electronic Warfare System – the TEWS pod being omitted from the tip of the port fin.
Continuing procurement of the F-15A variant enabled two more TAG wings and one more USAFE squadron to be equipped between 1977-9, production thereafter switching to the F-15C and the basically similar two-seat F-15D.
In June 1979 deliveries of the improved and more advanced F-15C single-seat (flown for the first time on 27 February 1979) and F-15D two-seat models began. Equipped with AGP-70 radar (with a programmable digital signal processor, synthetic-aperture ground mapping and track-while-scan air-to-air capability), an uprated powerplant, and provision for low-drag conformal packs carrying fuel and fitted with tangential attachments for weapons. The two variant were built for the USAF, Israel and Saudi Arabia and are still operated today. These variants were also built under licence in Japan by Mitsubishi and designated F-15J.
F-15D
In addition, it is also compatible with the company-developed FAST (Fuel And Sensor Tactical) packs, whereby conformal fuel tanks and/or sensor packages can be attached to the outside of each air inlet. Extra fuel tanks conform to the sides of the fuselage and hold an additional 10,000 lb / 4536 kg of fuel to supplement the 11,600 lb / 5260 kg of internal fuel, or a variety of sensors (such as reconnaissance cameras, infra-red equipment, radar warning receivers, laser designators and low-light-level television cameras to be carried. Thus, overall capability the Eagle has been significantly enhanced. Operational deployment of the F-15C and F-15D began in 1979. The 18th TFW at Yridena, Okinawa, was the first unit to receive this version, re-equipment of this Wing’s three squadrons being effected between September 1979 and April 1980. Subsequent deliveries were made to existing Eagle units, most of which were progressively re-equipped during the early 1980s.
The first single-seat air superiority F-15C incorporating MSIP enhancements was rolled out in June 1985.
Renowned as an extremely capable interceptor, the F-15D Eagle was modified in 1980 to perform in the all-weather interdictor role whilst still retaining the ability to operate as an air superiority aircraft. This private venture, first known as the Strike Eagle, first flown on 8 July 1980, was redesignated McDonnell Douglas F-15E Enhanced Eagle when the USAF expressed interest in the concept and conducted an evaluation between November 1982 and April 1983. Together with the delta-winged General Dynamics F-16E, the Enhanced Eagle was competing for selection in the USAF’s Derivative Fighter Program as a supplement and eventual replacement for the General Dynamics F-111.
The dual-role F-15E Strike Eagle is basically a converted F-15B/D trainer for the ground-attack role. It has a total of 18 external hardpoints.
On 11 December 1986 the F-15E made its first flight and the US Air Force announced that it was to order 392 examples though this requirement was later reduced to 200 and deliveries began in 1988, initially to the 405th TTW for training and then the 4th TFW for operations, replacing the F-4E. The rear cockpit of the prototype (a converted F-15B trainer) has been fitted with four multi-purpose cathode ray tubes (CRTs) for information display to the systems operator and three more CRTs are to be installed for the pilot in production versions. Beneath the nose-cone, high resolution radar provides long-range ground-mapping of remarkable clarity, whilst forward looking infra-red (FLIR) gives close range images of similar quality. In combination, these systems allow rapid target identification in all weathers and ensure accurate weapon delivery. Ordnance carriage has been improved by addition of bomb attachment points on the ‘conformal’ wing-root fuel and sensor packs, resulting in less drag and freeing wing pylons for additional fuel tanks. Called Tangential Carriage, the modification extends the Eagle’s endurance by 40 per cent in some cases. During proving trials, the F-15E demonstrated an ability to take off at a weight of 34020 kg (75,0001b), some 3175kg (7,0001b) above the previous maximum.
McDonnell Douglas F-15E Strike Eagle
The type has an advanced nav/attack system with APG-70 main radar as well as several radar and infra-red navigation and targeting options displayed to the rear seat, leaving the pilot free to concentrate on tactical flying using his head-up display. Equipment installed in the F-15E includes the LANTIRN night nay/attack pod system, FLIR sensors, threat-warning displays, digital map displays, APG-70 radar, a wide-angle HUD an improved mission computer and provision for AIM-120 AMRAAM missiles and the integral M61 Vulcan cannon.
F-15E Strike Eagle
21 Strike Eagles were exported to Israel designated F-15I. The Israeli Defence Force/Air Force aircraft have been involved in several dogfights with Syrian MiG-21s and MiG-23s and are officially confirmed as having shot down at least one MiG-25. On 7 June 1981, Israeli F-15s escorted F-16s making the strike against Iraq’s Osirak nuclear powerplant, covering a radius of 966km.
On the 1st of November 1968, Japan signed a letter of agreement with Mc Donnell Douglas and it was also announced that it would become one of the few countries worldwide that was going to license-produce this aircraft. Over the following years, the Nihon Koku Jietai (Japan Air Self-Defence Force) received a total of 154 F-4EJ and RF-4Es. The F-4EJs (the export version for Japan) were mostly similar to the F-4Es, although the Japanese aircraft had their in-flight refuelling and ground-attack capabilities removed to align with Japan’s defensive posture, the F-4EJs were delivered without the AN/AJB-7 bombing computer system.
The first two F-4EJs (JASDF serials 17-8301 and 17-8302) were built by McDonnell Douglas in St Louis and first flew on January 14, 1971. The next 11 F-4EJs (JASDF serials 27-8303/8307, 37-8307/8310, and 47-8311/8313) were built by McDonnell Douglas in kit form and were assembled in Japan by Mitsubishi Heavy Industries, Ltd. The first Japanese-assembled aircraft (27-8303) flew on May 12, 1972. Seven more F-15Js single-seat version based on F-15C were to be assembled by August 1982, leading to manufacture by Mitsubishi against contracts placed for a total of 45 F-15Js and 12 two-seat F-15DJs (including two aircraft assembled in the USA by McDonnell Douglas). Funding of 43 more F-15Js in the FY82 budget brought total procurements to 100. Subsequently, Mitsubishi built all the rest 127 F-4EJ during the following nine years. The last example was delivered to the JASDF on May 20, 1981.
Mitsibishi produced 213 McDonnell Douglas F- 15J/DJ fighters for the JASDF by 1998.
Japan also acquired 14 RF-4Es built by McDonnell Douglas to serve in the reconnaissance role. These RF-4Es were delivered between November 1974 and June 1975. They were virtually identical to the USAF RF-4C, with the only differences being the deletion of certain equipment such as the radar homing and the warning suite which had not been released for export to Japan.
The F-4EJs entered service with the JASDF in August 1972 with a total of six squadrons operating the aircraft: the 301st, 302nd, 303rd, 304th, 305th and 306th squadrons. The RF-4Es equipped the 501st that had previously operated one of the less-well-known Sabre models, the RF-86F.
Korea ordered the Boeing F-15K to replace its F-4 Phantom II fleet. The F-15K is more advanced than the original F-15E, it has better radar and improved systems and a helmet-mounted cueing system.
Saudi Arabia ordered the F-15 variant and took delivery of 72 downgraded F-15Es, redesignated F-15S.
The F-15 Eagle has a perfect combat record of 101 victories and zero defeats. F-15s downed four Mig-29 fighters during the Balkan conflict and 33 of the 35 fixed-wing aircraft Iraq lost in air combat during Operation Desert Storm.
Singapore ordered the F-15SG (previously known as F-15T), another customized advanced derivative of the F-15E Strike Eagle, to replace the A-4 Skyhawk in the ground-attack role.
The McDonnell Douglas F-15S/MTD, AF71290, is the prototype F-15B modified under a $US117.8 million programme for the US Air Force Wright Aeronautical Laboratories to investigate short take-off and landing using vectored thrust jet nozzles and canards mounted on the engine intakes. The aircraft’s first flight was made on 7 September 1988 and after the fitment of the thrust vectoring reversing nozzles on the jet pipes these were flown for the first time on 10 May 1989. The aircraft was involved in a 13 month, 100 flight test schedule at Edwards. The aircraft’s controllable canard foreplanes are adapted tailplanes from the F/A-18 Hornet and can operate independently of each other for pitch and roll manoeuvres having a 20 degree dihedral.
The US signed a US$29.4 billion deal to sell 84 new F-15 fighter jets to Saudi Arabia in December 2011. The sale includes the 84 advanced Boeing F-15SA fighters with Raytheon Co radar equipment and digital. electronic warfare systems. Also included are upgrades that wilI bring Saudi Arabia’s 70 older F-15s up to the new standard, as well as HARM, AGM-88 AntiRadiation Missfies; Laser JDAM and Enhanced Paveway munitions and related equipment and services. The first new F-15s’ were expected to be delivered to Saudi, Arabia in early 2015.
By 1990, since the development two-seat Strike Eagle was displayed in 1984, this all-weather interdictor/strike aircraft has entered service with the USAF’s 4th TFW and production of 200 was underway. Powered by 23,800 lb st (10 800 kgp) P& W F100-PW-220s, the F-15E The F-15E has a range of 2,400 nm (4,445 km).
The Boeing F-15EX Eagle II represents the ultimate evolution of the F-15, thoroughly modernised to remain relevant against emerging threats.
The F-15EX incorporates 21st-century technology, including an APG-82 AESA radar, advanced cockpit displays, digital fly-by-wire controls, and the Eagle Passive Active Warning Survivability System (EPAWSS), a sophisticated electronic warfare suite that drastically improves survivability against modern air defence systems.
Powered by twin Pratt & Whitney F100-PW-229 engines, each producing 29,000 pounds of thrust, the F-15EX reaches Mach 2.5 (approximately 3,100 km/h).
It can carry up to 22 air-to-air missiles or a mix of air-to-ground ordnance. The US Air Force planned to acquire 144 F-15EX aircraft at $87 million each to replace aging F-15C/D models.
F-15EX_Eagle_II
F-15 wing skin panel of aluminium-lithium alloy – lighter than conventional aluminium alloys
F-15A Engines: 2 x Pratt & Whitney F-100-PW-100, 29,000 lb. Wing span: 42 ft 9.75 in (13.05 m) Length: 63 ft 9.75 in (19.45m) Height: 18 ft 7.25 in (5.67m). Wing area: 56.5 sq.m / 608.16 sq ft Take-off weight: 18145-25000 kg / 40003 – 55116 lb Empty weight: 12245 kg / 26996 lb Max. speed: 2655 km/h / 1650 mph Ceiling: 20400 m / 66950 ft Range w/max.fuel: 8000 km / 4971 miles Range w/max.payload: 4500 km / 2796 miles Seats: 1 Internal fuel: 5278 kg (11,635 lb) Armament: 1 x 20mm Vulcan, 6800kg ordnance
F-I5B / TF-15A Engines: 2 x Pratt & Whitney, 29,000 lb. Wing span: 42 ft 9.75 in (13.05 m) Length: 63 ft 9.75 in (19.45m) Height: 18 ft 7.25 in (5.67m). Seats: 2 Weight: F-15A + approximately 363 kg (800 lb)
F-l5C Engine: 2 x P&W F100-220, 105.73 kN (23,770 lb st) Installed thrust (dry/reheat): 134 / 211 kN Span: 13.05 m (42ft 9.75in) Length: 19.43 m (63 ft 9in) Height: 5.63m (18ft 5.5in) Wing area: 56.48 sq.m (608 sq.ft) Wheel base: 5.42m (17ft 9.5in) Wheel tract: 2.75m (9ft .025in) Empty wt: 12,247 kg (27,000 lb) Take-off weight (clean): 20,244 kg (44,630 lb) MTOW: 30,845 kg (68,000 lb) Internal fuel: 6,103 kg (13,455 lb) Conformal fuel tank capacity: 4536 kg (10,000 lb) Max speed: 2.5+ Mach Time to height: 1 min / 12,200 m Service ceiling: 18,300 m TO run: 274 m Ldg run: 840 m Fuel internal (external): 6100 kg (9820 kg) Air refuel: Yes Combat radius: 1062 nm. Seats: 1 Hardpoints: 9 Armament: one 20mm M61A1 Vulcan six-barrel cannon with 940 rounds; 10,705 kg (23,600 lb) disposable stores
F-15D MTOW: 68,000 lb Fuel internal: 6100 kg Fuel external: 9820 kg Seats: 2
F-15E Powerplant: two 10855-kg (23,930-lb) thrust Pratt & Whitney F100-PW-100 afterburning turbofans. Span 13,05 m (42 ft 9¾ in) Length 19.43 m (63 ft 9 in) Height 5.63 m (18 ft 5½ in) Wing area 56.5 sq.m (608 sq ft). Maximum speed Mach 2.5 + at altitude Maximum speed 1481 km/h (920 mph) at sea level Ceiling 20000 m (65,610 ft) Endurance 5 hours 15 min Armament: one M61A1 Vulcan 20-mm gun (with 940 rounds) External load: 24,000 lb / 10,885 kg Hardpoints: 3 fuselage / 6 fuel pack Seats: 2
F-15E Eagle Engines: two 23,450-lb (10,637-kg) reheated thrust Pratt & Whitney F100-P-220 turbofans. Maximum speed 1,650+ mph (2,655+ km/h) or Mach 2.5+ at 36,000 ft (10,975 m) Climb to 39,370 ft (12,000 m): 1 minute 0 seconds Service ceiling 60,000 ft (18,290 m) Radius 1,150+ miles (1,851+ km) Empty weight 31,700 lb (14,379 kg) Maximum take-off 81,000 lb (36,742 kg) Wing span 42 ft 9.75 in (13.05 m) Length 63 ft 9 in (19.43 m) Height 18 ft 5.5 in (5.63 m) Wing area 608.0 sq ft (56.48 sq.m) Armament: one 20-mm multi-barrel cannon, up to 24,250 lb (11,000 kg) disposable stores.
F-15E Powerplant: two 129.45 kN (29,100 lb st) Pratt & Whitney F100-PW-229 turbofans Length 19.43m (63 ft 9 in) Height 5.63m (18 ft 6 in) Wing span (over tip launchers) 13.05m (42ft 10 in) Take-off weight (‘clean’) 14.515 kg (32,000 lb) Max Take-Off Weight 36.741 kg (81,000 lb) Wing loading: 133.25 lb/sq.ft / 650.0 kg/sq.m Max level speed at high altitude (‘clean’) 2,655+ km/h (1,650+ mph) Service ceiling: 60039 ft / 18300 m Max rate of climb at sea level 15,240+ m (50,000+ ft)/min Range int. fuel: 686 nm / 1270 km Max range 4,455 km (2,762 miles) Armament: one 20mm M61A1 Vulcan six-barrel cannon with 512 rounds; 11.000 kg (24,250 lb) ordnance Hardpoints: 18 Crew: 2
