Without OWS, all F-15 variants are limited to 7,33Gs when clean, dropping to mere 3Gs on extreme 80000 pound asymetric payloads.
However as such limits are always put thinking the worst possible structural loads, there is OWS, which expands the G limits. To clarify with an example.
At 37k lb, a clean F-15C is limited to 7,33Gs without OWS, computer will log anything above as overstressed airframe.
With OWS, computer will continiously vary G limits accordingly to speed/altitude/weight; same aircraft at sea level is allowed to pull 9Gs, however at 20k feet, transonic regime it is still limited to 7,33Gs. Limit continiously varies and is shown in the Hud. at 85% and 92% of the allowable G, warnings are given. Legacy F-15As didnt have OWS, so they were limited to 7,33Gs. However in practice F-15 has no hard G limits, pilot can always pull harder to achieve higher Gs.
F-16 has no direct G limit with respect to payload weight or class but it has AOA limit (cat I/III), which in turn limits the amount of Gs pulled.
To answer the original question no; With decent payload and fuel, they are very unlikely to do 5+Gs let alone 9.
Thanks. What is the F-16s AoA limit? And that of the F-15?
“Lavi: The United States, Israel and a controversial fighter jet” book states that:
The maximum angle of attack limit for the F-16 is actually prescribed as a function of the airplane’s g-load. At 1G conditions, the airplane is limited to 25 deg AoA. At around 7G conditions, however, the airplane’s software limits the pilot to just over 20 deg AoA and at 9Gs, the airplane is limited to 15 deg AoA.
Gripen’s max AoA is slightly higher, at 26 deg AoA. Similarly for the Tejas and the JF-17- yet these two jets are 8G limited whereas the Gripen is 9G.
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