F-15 A-D.
Yes, the F-15, like the F-4, F-5 or F-14, uses Units AoA. The conversion to actual AoA is different for each of those aircraft. In the F-15, the conversion is not linear. But we can say that 30 True AoA is roughly 40 CPU- Cocpit Units.
MiG 29 9-12
In the original, this is so…
4.In these two cases, this is not the maximum angle of attack that can be obtained on the MiG-29, for example, in combat or on trials…
Not that I am aware of… wanted to do that back in November but irl things (especially exams…) prevented me from being very active since then
I mean, I besides the Instructor being the bloody garbage that it is and @skilz2kil bug report on SEP, MiG-29 should be pretty accurate, although it will face UFOs, right ?
Yes, f16s and gripens will still dominate, but maybe it’ll be able to match the f15A, m2k and f14b
The interesting difference between the MiG 29 and the F-15 is that the MiG 29 uses a Pitch-kicker system, the F-15 has no such system to limit the stick but aerodynamically gets buffet and wing rock which will limit the pilot, but can get above 40 AoA if the pilot knows where and how.
Again about the F-15…
For some reason you want to “fit” the F-15 to the desired figure of 30 degrees, this is not quite true…
So technically MiG-29 can use more AoA than the F-15 while still being maneuverable ? (Having roll and rudder control I assume)
HE is not trying to fit it in. It can.
F15D at at 20k ft (6,100 m) doing a 70° turn at steady altitude
You can fly it with impunity at 30 AoA units at any weight and symmetric-asymmetric load. Beyond it depends on type of maneuver and symmetric-asymmetric load but you can take it to 45 AoA units depending how you are.
On the F15, AoA (°) + 10 = AoA units
There’s no limit but forces increase slightly on it.
testing units. But operationally has no such limits
look at the F15D charts above. Pull up manauever data exists aswell. Not straight line and ROLL CAS off.
It has no maximum AoA with CAS on
In fact, due to how it’s designed the FCS inputs are reduced, Yaw and roll are washed out to prevent inputs that would induce spins from them acting funky.
The F-15 had a more advanced flight control system than the MiG-29. The MiG-29’s pitch kicker could be exceeded, had the F-15 not had such an advanced FCS the limited would likely have been lower as well. As they said, they think they can open the limits up more in the future and surely they did. Even aircraft without airframe design made purely for aerobatic flights such as the F-35 can do post-stall maneuvers with full control of when they enter / exit the stall and without significant departure symptoms or instabilities almost purely thanks to the modern FCS.
The limit of 30 units of AoA was at the time when the AoA properties were tested. A little later it was raised to about 35-40 true AoA in the mid-1970s.
So YOU all came to the conclusion (which I wrote about earlier) at the beginning of the controversy on this issue…
They are also obtainable with CAS On
G=1*/cos(70)=2.92
I don’t see anything incredible here.
CAS is not disabled by the pilot, why would he do that ? CAS allows the pilot to fly the aircraft more safely and achieve a higher AoA. Maybe the misconception has gotten in here that when an F-15 goes into a spin the CAS portion of the controls disengages itself to allow the pilot to bring the aircraft out of the spin, but a lot of other aircraft have that. In the MiG 29, the F-15 has a similar downward roll with increasing AoA, achieving similar AoA at low speeds. While the MiG 29 limit at 26 AoA is more pronounced, the roll kicker must not be exceeded ( written in the MiG 29 manual). The F-15 can reach up to a true stable AoA of 35+ with CAS on. Depends on configuration, speed, altitude, etc.
I don’t think the Mig 29 is more controllable than the F-15 at higher AoA, it will be close together.
CAS will allow the aircraft to be flown more precisely and safely. CAS has its own logic to set more, less or no control surface deflections. Thanks to CAS the pilot can achieve slightly higher AoA than if CAS was off. The CAS is turned off by the pilot sometime in the first familiarization flights on the F-15, when it is necessary to become familiar with how the aircraft will react if the CAS is off. Otherwise, it is left on.
CAS switches off automatically on spin, the pilot has direct control to recover the spin
This reduction in roll rate and loss of lateral control are among the essential characteristics of the MiG 29 ?
I always had the notion that the f15 was slightly better than the mig29 for that matter
