Ai r F o r c e P ROGRAMS

F-15E Radar Modernization Program (RMP)

Executive Summary
• F-15E Radar Modernization Program (RMP) developmental
flight testing began in January 2011. The RMP demonstrated
incremental progress towards operational effectiveness,
suitability, and mission capability during developmental test
activities throughout FY11. IOT&E is scheduled to begin in
June 2012.
• The Air Force Operational Test and Evaluation Center
(AFOTEC) conducted an Operational Assessment (OA) from
January 5 through April 29, 2011, to assess RMP progress
towards operational effectiveness, suitability, and mission
capability in support of the program’s Milestone C decision.
• During the OA period, RMP demonstrated functional
equivalence to the legacy F-15E radar in some of the system’s
air-to-air modes and made progress in meeting air-to-air - Longer range and higher resolution air-to-ground radar
detection and track capabilities under limited and highly mapping.
scripted test conditions. However, short range air-to-air - Improved ground moving target track capability.
capabilities and air-to-ground capabilities were insufficiently • The RMP upgrade is also intended to address legacy F-15E
mature to demonstrate functional equivalence during FY11 radar system suitability shortfalls including: poor reliability,
developmental flight test. parts obsolescence, and high sustainment costs. The Air Force
• Two significant shortfalls were uncovered during FY11 intends to retrofit the RMP across the existing F-15E fleet.
developmental testing: unanticipated electromagnetic • The RMP APG-82(V)1 design leverages capabilities from
interference (EMI) between the radar and aircraft Ultra High currently fielded AESA radar systems. The APG 82(V)1
Frequency (UHF) radio, and aircraft Environmental Control antenna and power supply are currently in use on the F-15C
System (ECS) component failures and in-flight cautions APG-63(V)3 program, and the radar receiver/exciter and
associated with RMP system integration on the aircraft. Common Integrated Sensor Processor are based on F/A-18E/F
Resolution of these shortfalls is ongoing and should be APG-79 AESA system.
completed prior to IOT&E. • Other hardware and software modifications comprising the
RMP effort include a more powerful ECS, updates to the
System aircraft Operational Flight Program and Electronic Warfare
• The F-15E is a twin engine, tandem seat, fixed wing, all software, a new radio frequency tunable filter, and aircraft
weather, multi-role fighter aircraft. The F-15E has a fully modifications to include a new wideband radome and wiring
missionized cockpit and a multimode air intercept and changes.
air-to-ground radar, giving the aircrew the capability to
employ air-to-air and air-to-ground munitions, a 20-millimeter Mission
cannon, and countermeasures for evading enemy fire. A unit equipped with the F-15E conducts all weather, day and
• The RMP replaces the F-15E legacy APG-70 mechanically night missions to include:
scanned radar with an active electronically scanned array • Offensive and Defensive Counterair
(AESA) system designated as the APG-82(V)1. The RMP • Conventional Air Interdiction and Nuclear Strike
is designed to retain functionality of the legacy radar system • Close Air Support and Strike Coordination and
while providing expanded mission employment capabilities to Reconnaissance
include: • Suppression of Enemy Air Defenses
- Near-simultaneous interleaving of selected air-to-air and • Combat Search and Rescue
air-to-ground functions.
- Enhanced air-to-air and air-to-ground classified combat Major Contractors
identification capabilities. • The Boeing Company – Saint Louis, Missouri
- Longer range air-to-air target detection and enhanced track • Raytheon – El Segundo, California
capabilities.

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Activity
• The Air Force conducted F-15E RMP testing in accordance track performance was generally worse than the WVR
with the DOT&E-approved Test and Evaluation Master Plan capabilities of the legacy APG-70 radar.
and OA plan. - RMP air-to-ground capabilities were relatively immature
• The RMP began developmental flight testing on during the assessment period, and revealed air-to-ground
January 18, 2011. From January through July 2011, the map quality and ground moving target track were generally
program completed 48 of 110 planned developmental test worse than the legacy APG-70 system.
sorties and accrued 178.6 flight test hours. • Several RMP capabilities were not assessed during the OA
• AFOTEC conducted an OA from January 5 through period and remain to be accomplished in post Milestone
April 29, 2011, to assess RMP progress towards operational C developmental testing. These include: air-to-air and
effectiveness, suitability, and mission capability in support air-to‑ground weapons employment, electronic warfare
of the program’s Milestone C decision. The OA consisted of capabilities, and integrated air-to-air and air-to-ground radar
developmental flight testing, hardware-in-the-loop laboratory employment in an operationally-representative environment.
testing, and Joint Preflight Integration of Munitions and • During the OA period, observed system reliability,
Electronics Systems testing to evaluate RMP-configured maintainability, and availability, suggest the RMP is
F-15E avionics performance in a controlled electromagnetic progressing towards meeting operational suitability
environment. The OA flight test encompassed 39 RMP sorties requirements. However, achieving the Air Force software
and 93.2 flight test hours across five early developmental radar stability requirement by IOT&E may not be feasible.
operational flight program software releases. Suitability-related findings from the operational assessment
• During the OA, aircrew observed severe UHF radio noise include the following:
when operating in air-to-air modes during flight testing. - There were no hardware failures in 130.5 radar operating
Subsequent ground testing revealed that the noise was due to hours, suggesting a minimum mean time between
EMI between the APG-82(V)1 AESA transmitter/receiver and critical failure (MTBCF) of 81.1 hours (80 percent lower
the radios. To resolve the problem, the program is pursuing confidence bound) was achieved during the assessment
the incorporation of software changes to the radar timeline period.
and pulse shape in subsequent developmental testing prior to - The RMP Capabilities Production Document (CPD)
IOT&E. specifies that RMP shall not degrade aircraft availability
• The Air Force Program Executive Office granted Milestone C below that of legacy APG-70 radar-equipped F-15Es.
approval for RMP in September, 2011, authorizing low-rate Point estimates for aircraft availability (86.7 percent),
initial production for the first six radar sets. aircraft maintainability (15.3 mean maintenance hours per
• IOT&E is currently scheduled to begin in June 2012 and flight hour), and radar system maintainability (0.13 mean
complete in November 2012. maintenance hours per flight hour) satisfy that requirement.
- The majority of RMP maintenance activity during the
Assessment assessment period was associated with aircraft ECS
• The RMP demonstrated incremental progress towards component failures and in-flight cautions. Sensitivity of
achieving systems operational performance and suitability the legacy ECS avionics cooling monitor unit (ACMU) to
goals during FY11 developmental testing. RMP liquid cooling system flow rate fluctuations triggered
• During the OA period, the RMP demonstrated legacy numerous ECS cautions during in flight testing. Corrective
APG-70 radar functionality in long-range air-to-air and some action to modify the ACMU and aircraft software interface
air‑to‑ground modes as well as progress towards satisfying is ongoing and must be resolved prior to IOT&E.
other RMP requirements as follows: - The RMP mean time between software anomaly (MTBSA)
- Qualitative aircrew surveys suggest legacy APG-70 point estimate of 1.15 hours at the end of the assessment
pilot‑vehicle interface functionality has been retained. The period (within an 80 percent confidence interval of 0.89
RMP demonstrated functional equivalence to APG-70 to 1.51 hours) is consistent with the program’s projected
long-range air-to-air modes and air-to-ground modes and software stability at this early stage of development.
capabilities. However, RMP within visual range (WVR) However, achieving the RMP CPD requirement of 30 hours
capabilities had not demonstrated similar legacy radar MTBSA at IOT&E will require very aggressive software
functionality by the end of the assessment period. stability growth across the remainder of the program’s
- Limited quantitative performance data indicate basic developmental test period. The RMP shares over 90
long-range air-to-air detection and track capabilities percent software code commonality with the Navy’s F/A-
against non-maneuvering targets are progressing to meet 18E/F APG-79 radar. Over the past five years, APG-79
or exceed RMP specifications. Similarly, air-to-air combat software stability has achieved approximately 18 hours
identification (CID) data indicate early performance is mean operating hours between operational mission failure
meeting specification at ranges beyond legacy APG-70 despite an accumulated 100,000 fleet flight hours. Given
capabilities. However, WVR target acquisition and RMP’s commonality with the APG-79, the pending

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incorporation of air-to-ground CID and RMP anti-tamper Recommendations

software capabilities, and the aggressive MTBSA growth • Status of Previous Recommendations. This is the first annual
path required in the remaining developmental test period, report for this program.
the Air Force is not likely to meet the 30 hour MTBSA • FY11 Recommendations. The Air Force should:
requirement. 1. Continue to address and resolve ECS and UHF EMI
- Unexpected EMI between the RMP and the F-15E UHF shortfalls identified during the OA prior to IOT&E.
radios occurred during the assessment period. When 2. Consider either amending the RMP 30-hour MTBSA
operating in air-to-air modes, UHF noise severely impeded requirement or structuring the program (in particular,
aircrew operations. Since the end of the assessment period, adding time and resources for additional development) such
the Air Force has conducted ground tests indicating radar that it is able to achieve the desired performance measure.
software changes should reduce or eliminate the EMI
without adversely affecting RMP performance. Resolution
of this EMI problem is required prior to IOT&E.

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