http://www.dsti.net/Information/News/77366
美國空軍制定F-15C/E戰鬥機的全面升級改進規劃，並計畫使之服役至2030年或2035年
2012-08-23
[據英國《飛行國際》網站2012年8月17日報導]根據美國空軍設在喬治亞州羅賓斯空軍基地的F-15飛機系統專案辦公室（SPO）一名高級官員的說法，美國空軍計畫為F-15E飛機加/換裝1台名為“先進顯示核心處理機”Ⅱ（ADCP Ⅱ）的任務電腦、1部APG-82(V)1有源相控陣雷達、1套名為“‘鷹’無源/有源告警與生存力系統”（EPAWSS）的新型電子戰系統、1套模式5型敵我識別裝置、1套用于前座飛行員的聯合頭盔提示系統（JHMCS）、1台數位式視頻記錄器。此外，該型機的軟體還將接受一系列批次升級。與此同時，美國空軍還規劃對F-15C飛機進行類似的升級改進。它正在為F-15C換裝APG-63(V)3有源相控陣雷達，並且也將為該型機加/換裝1部衛星通信電臺、ADCP Ⅱ、EPAWSS、1套模式5型敵我識別裝置、1台新型飛行資料記錄器和1台數位式視頻記錄器，並進行一系列軟體批次升級。
F-15C飛機的飛行員們歡迎這些升級，但同時提出該型機的座艙顯示系統也需升級。目前F-15C飛機是通過1台尺寸只有4英寸×4英寸（102毫米×102毫米）的顯示器為飛行員提供雷達資訊；即使是採用了玻璃座艙的F-15E飛機，其現有的座艙顯示系統也將不能完全利用各種新型感測器所產生的資訊。不過，美國空軍目前仍未計畫為其F-15C/E換裝大面積顯示器，也未計畫為其F-15E採用“解耦”的前、後座艙（波音公司已經為出口型F-15E採用這種座艙）。對此，那名F-15 SPO的高級官員表示，美國空軍正在繼續尋找機會來改變這種情況，以滿足戰士們的要求。
這名官員還透露或證實了以下資訊：
•APG-82(V)1有源相控陣雷達的研製仍在進行之中，該雷達採用了APG-63(V)3雷達的天線和APG-79有源相控陣雷達（配裝F/A-18E/F）的後端，將從2013年3月開始作戰試驗，首部生產型雷達將於2014財年初期安裝到F-15E飛機上；
•美國空軍已開始了EPAWSS的研製和集成工作，並希望在2015財年第二季度授出工程與製造研製（EMD）階段合同；
•ADCP Ⅱ是F-15飛機更好地利用新型雷達和電子戰系統所必需的，它也為未來的各種進一步升級改進提供了裕度；
•美國空軍希望在2012年11月做出ADCP Ⅱ研製項目的“里程碑B”決策，開始其工程研製；F-15E和F-15C將分別從2016財年第四季度和2017財年第四季度開始配裝ADCP Ⅱ；
•美國空軍在2015財年重新啟動F-15C的紅外搜索與跟蹤（IRST）系統專案，為F-15C加裝IRST系統可顯著提升它的空對空作戰能力；
•美國空軍不打算為F-15E加裝IRST系統，因為空戰不是該型機的主要使命任務。
該官員還談到了F-15的結構問題。他說美國空軍已為其F-15C/E進行了大量的結構升級，並為消除在服役過程中確定的結構問題而重新設計了許多部件。該機的機體結構情況良好，美國空軍目前沒有大規模的結構改進專案。該軍種為F-15機隊採用了強有力的計劃性基地級修理（PDM），這項工作的內容包括徹底的機翼大修，保證了F-15飛機的結構能夠持續堪用。美國空軍正在通過結構試驗來謀求延長其F-15機隊的服役壽命，其中已完成的F-15E、F-15C飛機結構疲勞壽命試驗分別成功驗證了16000、18000飛行小時的機體壽命，而目前美國空軍F-15E、F-15C機隊的平均飛行時數分別約為9000、8600。美國空軍曾在2009財年（F-15C）和2010財年（F-15E）各授出一份結構附加試驗合同，以證實基於已積累的/計畫的飛行時數和使用強度，F-15C和F-15E的結構分別能夠滿足服役至2030年、2035年的要求。這兩份合同規定的試驗工作分別應在2014年9月（F-15C）和2015年9月（F-15E）之前完成。（中國航空工業發展研究中心 張洋）
http://www.flightglobal.com/news/articles/usaf-plans-f-15-modernization-but-pilots-want-better-displays-375612/
USAF plans F-15 modernization, but pilots want better displays
PrintBy: Dave Majumdar Washington DC 08:58 17 Aug 2012 Source:
The US Air Force is planning a host of upgrades for its fleet of Boeing F-15Cs and F-15Es, but pilots say that without upgraded displays, they will not be able to take full advantage of those enhanced systems.
On the two-seat multirole F-15E Strike Eagle, the air force is planning to add the new Raytheon APG-82(V)1 active electronically-scanned array (AESA) radar, a new advanced display core processor II (ADCP II) mission computer, a new electronic warfare system dubbed the Eagle passive/active warning and survivability system (EPAWSS), a digital video recorder, Mode 5 identification friend or foe (IFF), and a joint helmet mounted cueing system (JHMCS) for the front seat, says a senior air force official at the F-15 system program office (SPO) at Robins AFB, Georgia. The aircraft will also receive a series of software block updates.
The air force plans to furnish the single-seat F-15C air superiority fighter fleet with a similar upgrade. The F-15C is already receiving the Raytheon APG-63(V) 3 AESA, but it will also receive the ADCP II, EPAWSS, Mode 5 IFF, a new flight data recorder, a satellite communications (SATCOM) radio, and a new digital video recorder, the F-15 SPO official says. The F-15 will also receive a series of software block updates.
Pilots applaud the improved sensors, but point out that without a major overhaul to the aircraft's displays, they will not be able to take full advantage of those new systems. "Those look like great upgrades. The part I see that is lacking is in the displays," says one highly experienced former F-15 pilot. "You have these phenomenal subsystems, but if you can't provide [sensor data] in a meaningful way to the operator, it doesn't matter."
The radar display on the F-15C is particularly problematic. "The F-15C has a phenomenal radar, but the info is displayed on a tiny four by four [inch] scope," the pilot says. Even the F-15E, which has a much more modern glass cockpit, will not be able to fully utilize the information generated by the new sensors without further modernization.
The USAF is not currently considering adding, for example, the large area display or decoupled cockpits that Boeing is offering to international F-15E customers. "However, we continue to look for opportunities to leverage to meet the warfighter's needs," the F-15 SPO official says.
The APG-82 development effort for the F-15E is continuing, the F-15 SPO official says. The new radar marries the AESA antenna from the APG-63(V) 3 with the backend electronics from the Boeing F/A-18E/F's Raytheon APG-79 AESA radar-currently in service with the US Navy. "Operational testing will start in March 2013," the official says. "The first production installation is scheduled for early fiscal year 2014."
Meanwhile, the air force has started planning for the development and integration of the EPAWSS. The service hopes to award an engineering and manufacturing development (EMD) contract in the second quarter of fiscal year 2015, the official says.
To take better advantage of the new radar and electronic warfare systems, and also to enable further upgrades, the F-15 must integrate the ADCP II computer. The air force hopes to start development of the ADCP II with a "Milestone B" decision in November 2012, the F-15 SPO official says. The first F-15E installation is planned for the fourth quarter of fiscal year 2016 while the F-15C will receive the new computer in the fourth quarter of fiscal year 2017.
The USAF also hopes to add an infrared search and track (IRST) capability to the F-15C, which could significantly boost the air-to-air capability of the venerable air superiority fighter. "The IRST program will restart in fiscal year 2015," the official says. But "the F-15E will not receive the IRST" because it is not primarily tasked with air-to-air missions.
Further modernization is a foregone conclusion as both versions of the F-15 are expected to remain in USAF service into the 2030s. Fortunately for the air force, the F-15 airframe is robust and should be able serve well into the future, the F-15 SPO official says.
"There is currently no projected requirement for a major structural mod program. Numerous structural improvements have been incorporated throughout the life of both F-15C and E models," he says. "Many parts have been redesigned to eliminate structural issues identified during service."
One of the unique features of the F 15 is that "it has very robust programmed depot maintenance (PDM) which includes a complete wing overhaul." The aircraft's structure will continue to be sustained through this PDM process, the F-15 SPO official says.
But the USAF is also working to increase the F-15's service life though structural testing.
"Previous F-15E full scale testing successfully demonstrated 16,000 flight hours of operational usage with no catastrophic failures or evidence of life limiting fatigue issues. The current fleet average is approximately 9,000 hours," the official says. "A contract for additional testing was awarded in [fiscal year 2010] to recertify the F-15E structure for service to 2035 based on current/projected flying hours and usage severity." Testing in the Strike Eagle should be completed by September 2015.
F-15C full scale testing has already demonstrated 18,000 flight hours of operational usage "with no catastrophic failures or evidence of life limiting fatigue issues. The current fleet average is approximately 8,600 hours," the F-15 SPO official says. The air force awarded a contract for additional testing on the jet in fiscal year 2009 to recertify the F-15C's structure to push its service life out to 2030. That is "based on current/projected flying hours and usage severity," the official says.
Testing on the F-15C should be complete by September 2014.
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