For balance it would be a mess. Imagine being able to take essentially TWO Strike Eagles into a GRB match.
I mean you already have backups and it’s not like Russia doesn’t have the same capability but with separate aircraft classifications too making it cheaper to bring the Su-34 and SU-30SM in the same match with more powerful missiles.
This wouldn’t be a concern
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So the second one will have x2 price. It’s useless. Better to take F/A-18 and F-15E
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Considering how easy it is to dodge sams in the F-15E given its bonkers speed, and how many weapons you have, I don’t think points will be a massive issue.-
Along with this, I don’t think the U.S needs MORE CAS options.
It will be cost 1800+ SP. Better to take F/A-18 and after F-15E
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Need? Not really
Want? Ofc
Or the F-16C which has more CAS options than the 18C.
Or this, yes.
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This is already going to be the case when either a “late” Strike Eagle or F-15EX is added, regardless of where the F-15K ends up.
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Both are still missing a considerable number of options, and the F-16 is basically missing 2 entire pylons of options outside of 2000LB LGb for “‘some reason’”
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imagine they classify f15ex as a fighter (because its currently replacing f15c) and you can have 2 f15e without increasing spawn costs
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The upper surfaces of the intake channels are similar in function to LEVCON. 1:30 min.
The following is taken from “The Search for an Advanced Fighter: A History from the XF-108 to the Advanced Tactical Fighter” by Maj. Robert P. Lyons, Jr., 1986.
FIGHTER EXPERIMENTAL (FX): PRECURSOR TO THE F-15
Dr. Alain C. Enthoven, Assistant Secretary of Defense for Systems Analysis, still argued in 1968 that the F-111 would cost less than the FX, though its unit cost at that time was $12.9 million. He contended, moreover, that aircraft were needed only as missile launching platforms, and could therefore be low cost standoff machines. By now, however, the Air Force leadership sought to avoid at all costs the earlier mistakes of the F-111. The new family of fighters introduced by the Soviets at the 1967 Moscow Air Show reinforced the Air Force’s decision to modernize its air combat fighter force regardless of any residual pressure for multi-service or multi-mission commonality. Air Force Chief of Staff, General J. P. McConnell, testified at a Senate hearing that the sole purpose of the FX was to secure air superiority, and any attempts to expand that mission to include close ground support capability would occur “over my dead body”. During the three years of Concept Formulation from 1965 to 1968 all the disparate issues were debated and the background analyses performed; the consensus was the aircraft would be a single-point-designed air-superiority fighter.
The government and industry also investigated over 500 conceptual variations to determine the qualities needed by the new advanced fighter. This new Air Force fighter would have a single seat, two engines, radar and infrared missiles, and would reintroduce a gun for dogfighting. (The F-111 also had a gun, but to this day it is rarely employed.) The information was issued on 30 September 1968 requesting proposals for Contract Definition from eight airframe manufacturers. Fairchild-Hiller, McDonnell-Douglas, and North American survived the first competition and produced outstanding proposals. McDonnell Douglas won the FX, now called F-15, development and production contact competition on 23 December 1969 after months of technical evaluation.
Although the F-15 was another “paper airplane” like the F-111, and drew the wrath of many who wanted to return to the days of purchasing only airplanes that had proved themselves as prototypes, it did feature concurrent, separate prototyping of key elements of the weapon system. Westinghouse Electric Corp. and Hughes Aircraft Co. won contracts on 5 November 1968 for competitive attack radar development programs, with a fly-off for production twenty months later. General Electric and Pratt & Whitney won competitive engine development contracts in August 1968 awarded jointly by the Navy and Air Force for F-14B/F-15 fighters. At the end of the eighteen month contracts, one engine would be selected for production. Hughes and Pratt & Whitney were the respective winners. And, finally, Philco Ford won a contract to develop the GAU-7A 25 mm caseless ammunition gun.
Reversion to an aircraft designed for a specific mission and the increased use of prototyping were only two of the significant changes in the F-15 program over the F-111 program. Total package procurement was now replaced by an incremental contracting strategy with incentives and milestones to be passed before the next increment took effect. No one above the Air Force program manager overturned the source selection decisions, and most importantly, the Air Force program director became responsible for the daily program decisions with no interference from the DoD. He reported directly to the Commander of Air Force Systems Command, the Chief of Staff, and the Secretary of the Air Force.
The F-15 program marked a reversal of Defense Secretary McNamara’s policies and practices, and in large measure was a response to the F-111’s shortcomings. The program to produce the first true air-superiority fighter since the F-86 more than twenty years before was in good shape and took the search for an advanced fighter into the 1970s.
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what I hear is buff f15
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Flight model wise, it is pretty alright. Of course the E doesn’t have its ordnance. All the Eagles miss the BOL pods. Their radars are pretty nerfed into the ground.
Other than that, they are pretty good
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Continuing this will be the section on the F-15 itself. Spoiled because it’s incredibly long:
The Good Stuff :)
F-15
After analyzing air combat from the earliest days through the Vietnam War, and considering the Soviet stable of new fighters, the F-15 was designed for high maneuverability at supersonic speeds up to about Mach 2. Dogfight tactics dictated supersonic speed to arrive at the air battle. But once engaged, fighters almost invariably slowed to around Mach 1 in the midst of the “fur ball,” where maneuverability became the key to a kill. Thus the primary requirement for the F-15 was high maneuverability with high, but not blinding, supersonic speed. The new Energy Maneuverability theory of Colonel John Boyd and Thomas Christie showed that to change a fighter’s direction without losing speed required low wing loading (aircraft weight divided by wing area, in units of pounds per square foot or kilograms per square meter) and high thrust-to-weight ratio.
This new advanced fighter would not feature variable sweep wings like the F-111, nor would it use the new supercritical wing technology. It used instead a fixed wing with no extraneous high lift devices (such as leading edge slats), but only electrically controlled plus or minus 30 degree trailing edge flaps. Aeronautical Systems Division selected a simple, clean wing for the aircraft after analyzing 800 variations of over 100 wings. (One of these wing variations was retrofitted to the F-4E to give it high maneuverability with leading edge slats.) The F-15’s wing design was optimized for the highest efficiency low drag at high lift near Mach 1. It used conventional and conical camber to meet the requirement for efficient transonic flight.
With an aircraft operating weight of about 40,000 pounds, the F-15’s 608 square foot wing provided a low wing loading (called for by the Energy Maneuverability theory) of 54 to 56 pounds per square foot. To keep weight down, the aircraft was designed with 26.7% titanium in the bottom surface of the wing and in the aft fuselage skin, stringer, and firewall bulkhead; 35.5% aluminum in the top wing surface and the forward fuselage; and 37.8% composites (in the horizontal stabilators and vertical tails) and other materials (for example, boron skinned honeycomb). The airframe was of semimonocoque, skin stringer construction and was a multi-stiffened design with redundant load paths for survivability. This arrangement of materials assured high G tolerance and low weight.
To ensure high maneuverability and high thrust-to-weight ratio, the F-15 used two fuselage-mounted 25,000 pound thrust Pratt & Whitney F100 engines, a smokeless engine specially developed for the F-15. It was an advanced turbofan afterburning engine with a variable geometry nozzle, a 13-stage compressor, and a 4-stage turbine using lightweight materials. Each engine inlet had an automatic 3-stage variable ramp to optimize airflow to the engine at all angles of attack. Even at takeoff weight, the F-15 had a thrust-to-weight ratio greater than one to one, and at combat weight its thrust-to-weight approached 1.4 to 1.0. Never before had a U.S. fighter achieved this performance.
This unique combination of airframe and engines made the F-15 accelerate and maneuver better than any fighter in history; as an index of maneuverability, it could sustain 5 G load indefinitely! At a gross weight of 37,400 pounds, the airframe G limit was 7.33 Gs. These high G levels allowed exceptionally steep banks and tight turns, so that the F-15 could perform radical maneuvers without damage.
But could a pilot handle the Gs? Could the pilot perform aerial combat in such an environment? Instead of dealing with an occasional high G maneuver, F-15 pilots would work in an aircraft that produced a sustained high G environment. General Momyer noted the F-15 had more G potential than a pilot can physically take, and Major General Benjamin N. Bellis, the F-15 Program Director, was concerned that we may be reaching the physical limits for fighter pilots. The test program begun in 1972 proved, however, that the F-15’s pressure regulated anti-G suit, augmented flight controls, and fully integrated avionics suite, allowed its pilots to outperform pilots of any other contemporary fighter aircraft.
The F-15 was indeed a fighter pilot’s airplane. Its flight control system used hydraulic actuators with a new two-channel Control Augmentation System (CAS) to distribute pilot commands. The CAS sensed control surface responses and added or subtracted deflection to them to achieve the desired handling properties. The aircraft’s fire control system was based on the Hughes AN/APG-63 pulse Doppler radar. This radar had a clean screen display in its look-down-shoot-down mode, and could detect and track multiple targets at long or short range. These unprecedented capabilities were the result of digital signal processing. Even though the F-108 and F-12A would have used the GAR-9 target search radar, the F-15 was the first fighter to emphasize both long range target acquisition/tracking radar and IFF (Identification Friend or Foe). The weapon delivery system also used an inertial navigation system to keep track of target and airframe positions, and an IBM digital computer to control overall avionics integration and performance. All targeting and flight information was displayed on a Head-Up and Head-Down display. And with the automatic Armament Control System and a full suite of electronic countermeasures equipment, the F-15 was a potent one-man weapon system.
Compared with the F-111, the F-15 had surprisingly few problems and changes during its development phase. It eventually used an M61 20 mm gun because of problems developing the 25 mm caseless ammunition for the Philco gun. And the Pratt & Whitney F100 engine qualification test slipped eight months until October 1973 when an engine exploded at 132 hours of a congressionally mandated 150 hour operational test. (The engine problem was traced to faulty turbine blades.) The engine also experienced difficulties with slow acceleration and afterburner relight at altitude. But all other F-15 problems were fairly minor.
After the Air Force approved the airframe in 1970, a major design review showed a need to redesign the engine inlets and radome, move the horizontal surfaces and wing slightly aft of their original positions, and increase the fin area and height. During development test and evaluation 4.5 square feet of the trailing edge of the wingtips was shaved off, giving the wing a raked appearance. The leading edge of the stabilator was also changed to a sawtooth configuration. These changes improved flutter performance and interference of airflow among the aircraft’s surfaces, as did changing the shape and the area of the speed brake from 20 to 31.5 square feet. The speed brake change and a beefed up undercarriage and CAS also improved the aircraft’s crosswind landing performance. The FX’s exhaustive investigation of requirements and concepts, and the F-15’s easily reprogrammed all-digital avionics and tough ground tests payed off in a relatively trouble free development and flight test program.
The F-15 rolled out on 26 June 1972, made its first flight 27 July 1972, and was flown supersonically for the first time on 3 August 1972. In 1974 the F-15’s avionics was demonstrated in a successful intercept of a high altitude Mach 3 SR-71 reconnaissance aircraft. The aircraft also demonstrated Mach 2.55 flight, 103,000 feet altitude, 9.0 positive Gs and 3.0 negative Gs, 110 degrees angle of attack (more than vertical), 6.0 Gs at 50,000 feet and Mach 2.3, and slow speed performance of 15 knots at a 67 degree angle of attack. And, in Project Streak Eagle in the last two weeks of January 1975, the F-15 broke all eight time-to-climb records for altitudes from 3,000 to 30,000 meters formerly held by a Navy F-4 since 1962 and a MiG-25 Foxbat since 1973. The F-15 also demonstrated outstanding performance against seven U.S. fighters and attack aircraft in Air Combat Maneuvering tests in 1975.
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From article :
The aircraft also demonstrated Mach 2.55 flight, 103,000 feet altitude, 9.0 positive Gs and 3.0 negative Gs, 110 degrees angle of attack (more than vertical), 6.0 Gs at 50,000 feet and Mach 2.3, and slow speed performance of 15 knots at a 67 degree angle of attack
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Does anyone know if our upgraded F-15A ingame has 1553A bus?
@warthogboy09 @tripod2008 you guys know a lot more about this stuff than I do
iirc for it to have flares/chaff it would have had to have some of the MSIP upgrades. but idk if 1553A would be included in that
in game its more of a Hodge-podge so gaijin can just make up whether it has it or not
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