Meet McDonnell Douglas / Boeing F-15 Eagle
The F-15 began as an air-superiority fighter, with the first F-15A flight in July 1972. The Air Force records the C and D entering its inventory in 1979, followed by a family that also includes the two-seat, dual-role F-15E. High thrust-to-weight ratio and low wing loading are the features the service emphasizes in explaining its manoeuvrability.
History & design
Air superiority and the strike branch
The Air Force distinguishes the single-seat A/C from the two-seat B/D/E. The E adds a strike mission and a digital flight-control system supporting coupled terrain following. Those roles and systems belong to the variants named by the fact sheet.
United States Air Force · F-15 Eagle ↗USAF F-15 fact sheet, features and background.
The DC Designs family package
The developer’s product listing records the C/D/E/I scope and later addition of the EX. Its earlier manual covers the original four named variants, rather than every later EX system.
DC Designs · Just Flight - DC Designs F-15 C, D, E & I Eagle (MSFS) ↗DC Designs Eagle product variants and EX addition.
Handling and pitch trim in the manual
The manual describes the rendition’s computer-controlled handling and pitch-trim operation. Those functions form part of its simulation of the Eagle cockpit and response.
DC Designs / Just Flight · DC Designs F-15 Eagle Manual ↗DC Designs F-15 manual, original C/D/E/I scope.
Systems & details
Different displays within the Eagle package
The DC Designs guide distinguishes the C/D analog HSI from the screen-based navigation display used elsewhere in the package. It describes VOR or TACAN tracking, course deviation, ADF indication and ground-speed information alongside the autopilot controls. Its weapons screen also depicts the selected external stores. These are features of the documented C, D, E and I renditions; a later EX addition needs its own system scope rather than inheriting every detail from this earlier manual.
In your simulator
No released simulator product is listed for this aircraft in the developers reviewed. Announced products are excluded.
Manuals & resources
Read the original documentation from the people who created it. Manuals open on their publisher’s website.
Manual
DC Designs F-15 Eagle ManualDC Designs / Just Flight · DC Designs F-15 manual, original C/D/E/I scope.Aircraft background
Just Flight - DC Designs F-15 C, D, E & I Eagle (MSFS)DC Designs · DC Designs Eagle product variants and EX addition. F-15 EagleUnited States Air Force · USAF F-15 fact sheet, features and background.Built-in force-feedback profiles
Read the documentary basis, editable starting settings and remaining questions for the aircraft you fly. Each explanation refers to the exact profile revision shown.
Catalogue programme-20261011-v3 · 5 profile choices
DC Designs F-15C Eagle
DC Designs · Free and Pro · Revision 2 · Inherited starting point
MSFS 2020 · MSFS 2024
The F-15 began as an air-superiority fighter, with the first F-15A flight in July 1972.
DC Designs F-15D Eagle
DC Designs · Free and Pro · Revision 2 · Inherited starting point
MSFS 2020 · MSFS 2024
The F-15 began as an air-superiority fighter, with the first F-15A flight in July 1972.
DC Designs F-15E Eagle
DC Designs · Free and Pro · Revision 2 · Inherited starting point
MSFS 2020 · MSFS 2024
The F-15 began as an air-superiority fighter, with the first F-15A flight in July 1972.
DC Designs F-15EX Eagle
DC Designs · Free and Pro · Revision 2 · Inherited starting point
MSFS 2020 · MSFS 2024
The F-15 began as an air-superiority fighter, with the first F-15A flight in July 1972.
DC Designs F-15I Eagle
DC Designs · Free and Pro · Revision 2 · Inherited starting point
MSFS 2020 · MSFS 2024
The F-15 began as an air-superiority fighter, with the first F-15A flight in July 1972.
DC Designs F-15I Eagle
The F-15 began as an air-superiority fighter, with the first F-15A flight in July 1972.
Aircraft and simulator scope
- DC Designs F-15I Eagle · DC Designs · MSFS 2020 · Add-on starting point
- DC Designs F-15I Eagle · DC Designs · MSFS 2024 · Add-on starting point
The simulator model and controls
DC Designs F-15I Eagle is the selected DC Designs configuration.
How this profile feels
The spring stays independent of airspeed. A separate aerodynamic term adds speed-dependent control load.
Pitch-trim relief is off. Autopilot following is off.
Aircraft and configuration
The F-15 began as an air-superiority fighter, with the first F-15A flight in July 1972. The Air Force records the C and D entering its inventory in 1979, followed by a family that also includes the two-seat, dual-role F-15E. High thrust-to-weight ratio and low wing loading are the features the service emphasizes in explaining its manoeuvrability.
Handling and pitch trim in the manual
The manual describes the rendition’s computer-controlled handling and pitch-trim operation. Those functions form part of its simulation of the Eagle cockpit and response.
About the values
Strengths are normalized hardware-feel settings. They set the effect balance; hand force depends on the device and its limits. The IAS reference is a tuning value.
Documentary review and sources
These decisions describe the documentary basis and remaining gaps for this revision. Aircraft documentation and a starting setting describe different kinds of evidence.
Aircraft and variant
InheritedDC Designs F-15I Eagle is the selected DC Designs configuration.
Flight controls
InheritedThe F-15 began as an air-superiority fighter, with the first F-15A flight in July 1972.
Trim
InheritedThe manual describes the rendition’s computer-controlled handling and pitch-trim operation. Pitch relief is off, with stored authority 0; roll authority is 0.
Autopilot and stability
InheritedAutopilot following is off; the configured spring and load retain the hardware feel.
Equipment
InheritedThe F-15 began as an air-superiority fighter, with the first F-15A flight in July 1972. The Air Force records the C and D entering its inventory in 1979, followed by a family that also includes the two-seat, dual-role F-15E. High thrust-to-weight ratio and low wing loading are the features the service emphasizes in explaining its manoeuvrability.
Speeds and limits
InheritedThe indicated-speed references set the profile response scale; they are separate from aircraft operating limits.
Simulator integration
InheritedThe profile targets msfs2020, msfs2024. Add-on-specific controls use only the supported references configured by this profile.
Force-feedback settings
InheritedThe settings define the profile’s effect balance. Device output limits affect physical hand force.
Starting settings and their rationale
These configured values are starting estimates. The explanations describe what each setting controls; physical validation appears separately below.
| Setting | Starting value | What it controls and why |
|---|---|---|
| Spring strength | Starting value0.74 | What it controls and whyThe manual describes the rendition’s computer-controlled handling and pitch-trim operation. The baseline spring is 0.74. Low-speed spring blending is off. |
| Master force gain | Starting value0.85 | What it controls and whyScales overall profile strength while preserving effect balance, subject to device and output limits. |
| Profile force gain | Starting value0.25 | What it controls and whyThe aerodynamic-load gain is 0.25 with an indicated-speed reference of 300 KIAS. The hydraulic-load factor of 0.35 scales that modeled term; it is a selected artificial-feel approximation. |
| Force tuning speed/reference | Starting value300 kt | What it controls and whySets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Spring response reference speed | Starting value65 kt | What it controls and whySets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Aileron force scale | Starting value0.72 | What it controls and whyRoll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | Starting value1 | What it controls and whyScales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Trim feel | Starting valueDisabled | What it controls and whyRetained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| Trim relief | Starting valueDisabled | What it controls and whyAllows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| Autopilot follow | Starting valueDisabled | What it controls and whyAutopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot neutral hold | Starting valueDisabled | What it controls and whyPermits centering hold during a supported AP state, separate from following a moving target. |
| Output force limit | Starting value0.55 | What it controls and whyCaps directed-force output. Native spring effects and device limits remain separate. |
All 44 starting settings and their rationale
The settings define the profile’s effect balance. Device output limits affect physical hand force.
| Setting | Starting value | What it controls and why |
|---|---|---|
| Spring strength | Starting value0.74 | What it controls and whyThe manual describes the rendition’s computer-controlled handling and pitch-trim operation. The baseline spring is 0.74. Low-speed spring blending is off. |
| Spring deadband | Starting value0.04 | What it controls and whySets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Profile force gain | Starting value0.25 | What it controls and whyThe aerodynamic-load gain is 0.25 with an indicated-speed reference of 300 KIAS. The hydraulic-load factor of 0.35 scales that modeled term; it is a selected artificial-feel approximation. |
| Master force gain | Starting value0.85 | What it controls and whyScales overall profile strength while preserving effect balance, subject to device and output limits. |
| QBlend Enabled | Starting valueDisabled | What it controls and whyAllows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| QSpring Minimum Factor | Starting value0.55 | What it controls and whySets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| QSpring Start Knots | Starting value8 kt | What it controls and whySets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| Spring response reference speed | Starting value65 kt | What it controls and whySets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Force tuning speed/reference | Starting value300 kt | What it controls and whySets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Airspeed spring stiffening gain | Starting value0 | What it controls and whyThe high-speed spring-stiffening gain is 0. No additional speed-driven stiffening is added; this does not disable independent aerodynamic loading. |
| Airspeed spring stiffening limit | Starting value5 | What it controls and whyLimits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | Starting value0.72 | What it controls and whyRoll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | Starting value1 | What it controls and whyScales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Output force limit | Starting value0.55 | What it controls and whyCaps directed-force output. Native spring effects and device limits remain separate. |
| Trim feel | Starting valueDisabled | What it controls and whyRetained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| Trim relief | Starting valueDisabled | What it controls and whyAllows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| Elevator Authority | Starting value0 | What it controls and whyThe manual describes the rendition’s computer-controlled handling and pitch-trim operation. Pitch relief is off, with stored authority 0; roll authority is 0. |
| Aileron Authority | Starting value0 | What it controls and whyScales supported roll-trim relief and permitted centre movement. Zero removes roll response. |
| Force Trim Enabled | Starting valueDisabled | What it controls and whyEnables local force trim, separate from aircraft-owned trim and add-on integration qualification. |
| GLoad Enabled | Starting valueEnabled | What it controls and whyAllows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it. |
| Rate Damping Enabled | Starting valueEnabled | What it controls and whyEnables rate damping with the configured coefficients and control law. |
| Autopilot follow | Starting valueDisabled | What it controls and whyAutopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot follow authority | Starting value0.1 | What it controls and whySets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| Autopilot neutral hold | Starting valueDisabled | What it controls and whyPermits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot neutral hold strength | Starting value0.6 | What it controls and whySets admitted AP neutral-hold strength; inactive while neutral hold is disabled. |
| Enabled | Starting valueEnabled | What it controls and whyEnables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Gain | Starting value0 | What it controls and whySets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Gain | Starting value0 | What it controls and whySets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Gain | Starting value0 | What it controls and whySets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Maximum flap index | Starting value3 | What it controls and whySets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Minimum flap index | Starting value2 | What it controls and whySets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Gain | Starting value0 | What it controls and whySets gear aerodynamic buffet; movement and ground-contact cues are separate. |
| Shaker Enabled | Starting valueDisabled | What it controls and whyPermits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Stick shaker amplitude | Starting value0.5 | What it controls and whySets triggered shaker strength; inactive while the shaker feature is disabled. |
| Enabled | Starting valueEnabled | What it controls and whyEnables ground effects; each still needs its own strength and contact or motion telemetry. |
| Gain | Starting value0.4 | What it controls and whySets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Gain | Starting value0.25 | What it controls and whySets gear-bump texture during ground motion, separate from touchdown impact. |
| Gain | Starting value0.65 | What it controls and whySets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Gain | Starting value0 | What it controls and whySets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Enabled | Starting valueDisabled | What it controls and whyEnables engine cues with nonzero settings and valid running-engine telemetry. |
| Gain | Starting value0 | What it controls and whySets estimated engine vibration using configured telemetry and response, not measured cockpit vibration. |
| Enabled | Starting valueEnabled | What it controls and whyEnables accessory cues with configured strengths and observed accessory movement. |
| Gain | Starting value0.12 | What it controls and whySets texture from observed flap movement; a command without movement does not establish the cue. |
| Gain | Starting value0.025 | What it controls and whySets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
Limits and open questions
- Fixed powered/augmented-control spring estimate. The simplified manual FBW description is not promoted into an assertion that every original F15 variant has identical real control architecture.
- Pitch trim indication and takeoff setting do not establish physical inceptor-neutral displacement. Automatic neutral shift disabled.
- Convenience autopilot modes are documented, but no calibrated servo demand is published. AP-follow and neutral hold remain disabled.
- Read-only motion and accessory telemetry. No guessed custom servo outputs, input compensation or hardware writes outside the production Armed force path. Installed identity remains unobserved. EX support is grounded in the updated product release, while the older manual only supports shared control context.
- 300 KIAS is an estimated control-feel reference, not cruise TAS, V-speeds or an operating limit.
- Spring 0.74, lateral scale 0.7, trim relief 0/0; editable estimates, not measured hand forces.
- Physical and installed-aircraft checks are deferred. Save this profile as the aircraft default if telemetry omits its developer or configuration.
- Only actual accessory-position changes drive movement textures. No pressure-dependent failures, guessed servo outputs or input compensation.
Physical validation
No physical force validation is recorded in this public catalogue for this revision. Documentary review and software checks do not establish how a particular device feels.
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