The graph doens’t tell the whole story/truth. Just like the tailerons on an unstable conventional configuration, the elevons helps control the pitch moment. As the canard is a moving surface it works in conjunction with the elevons to control pitch. The advantage for the delta/canard is that positive lift is avaliable all the time, even when initiating a pitch moment. The control surface inputs to achieve a similar pitch rate is considerably smaller for a delta/canard. More lift, less drag. It’s a lift/lift situation. The canard works as a moveable LEX. It is adjusted automatically to give optimum lift/drag at all speeds and AoA, contrary to the considerably less flexible and draggy LEX on the F-16, MiG-29 etc.

The graph you posted is made by Dwight Looi of the WAFF forums. I’d be careful to build a case on it.

Robban

I disagree with you, i think the main advantage of the unstable canard configuration is it will have a very strong pitch up force at turns so it will enhance its ITR greatly, but here we have to see a new element, while making unstable a tailed aircraft you are making it a better supercruiser, since a tailheavy aircraft needs kill lift on a canard wing configuration by reducing canard lift; in the other hand the aircraft with tailplanes can use its lift to reduce its tendency to pitch down its tail.
The T-50 uses thrust vectoring to reduce its vertical tail size and supersonic trim leaving the tailplanes for roll increasing supersonic agility.
The T-50 also uses LERXes to reduce supersonic trim.

The F-22 does the same but probably its thrust vectoring is not as good since it has been proven tail size reduction can be achieved by use of thrust vectoring or the americans saw an all moving tail might create roll unstabilities on the F-22.

The T-50 has an all moving vertical tail reflecting the reduced size done by use of thrust vectoring.

interesting drawing
http://img245.imageshack.us/f/canardvstailhc5.jpg/
In a conventional configuration the tailplane needs a down force to stabilize the nose down force but in a unstable it needs an up force to balance the tail heavy aircraft it is exactly the opposite in the canard wing aircraft
at the begining of the pitch up force an unstable canard delta wing configuration will allow its lift to generate a pitch up force but as it nears its max pitch up speed it will generate a nose down force, exactly the opposite is with an unstable tailplane wing configuration.

Long time ago in a Typhoon thread i read of engine maker making a case for
TVC on Typhoon, saving 5% or so fuel during flight.

That must be true because Paul Metz claims thrust vectoring greatest gains are at supersonic maneouvring see.

Kopp:

There is some debate in the fighter community about the relevance of thrust-vectoring in this day and age of Helmet Mounted Displays and 4th Generation heaters. What advantages do you see in having thrust vectoring, and how does it influence both instantaneous and sustained turning performance in the F-22A?

Metz:

Thrust-vectoring is often thought of in terms of the classic ‘dogfight’ where one aircraft is trying to out-turn his opponent at ever decreasing airspeeds. Whether a pilot should ever engage in these slow speed fights is a matter that is hotly debated within the fighter pilot community. Certainly, there is general agreement that it is best to not get slow – ever. With the advent of the helmet mounted sight, 4th generation heat seeking, off-boresight missiles the slow dogfight becomes even more dangerous. ‘To slow or not to slow’ are questions of tactics and best left to the expert fighter pilots of the future. The F-22’s thrust-vectoring can provide remarkable nose pointing agility should the fighter pilot choose to use it.What is not widely known is that thrust-vectoring plays a big role in high speed, supersonic maneuvering. All aircraft experience a loss of control effectiveness at supersonic speeds. To generate the same maneuver supersonically as subsonically, the controls must be deflected further. This, in turn, results in a big increase in supersonic trim drag and a subsequent loss in acceleration and turn performance. The F-22 offsets this trim drag, not with the horizontal tails, which is the classic approach, but with the thrust vectoring. With a negligible change in forward thrust, the F-22 continues to have relatively low drag at supersonic maneuvering speed. . But drag is only part of the advantage gained from thrust vectoring. By using the thrust vector for pitch control during maneuvers the horizontal tails are free to be used to roll the airplane during the slow speed fight. This significantly increases roll performance and, in turn, point-and-shoot capability. This is one of the areas that really jumps out to us when we fly with the F-16 and F-15. The turn capability of the F-22 at high altitudes and high speeds is markedly superior to these older generation aircraft. I would hate to face a Raptor in a dogfight under these conditions.

Kopp:

http://www.ausairpower.net/API-Metz-Interview.html

5%:confused:
In which setting kiwin?

Thanks

The article says a general increase of 5% at all speeds, they say in order to increase STR even with TVC you need to increase TWR but again the gains are modest, by modest is not like people usualy imaging, but you can reduce turn radius 15% even with this modest gains which is a lot at any setting

well how about the production mock up, it’d change the smile to a gaper

haha good one:D i like the gaper

what are you talking about man?

if you have any idea about the subject, I invite you to go here:

http://www.csgnetwork.com/aircraftturninfocalc.html

just put in the values and then, please, tell us where my “mathematics” are wrong. (speed and STR)

Simply i was talking about a simple fact how much TVC will improve STR? i asked you that and now you are dodging me the answer.
TVC is not magic it does improve turn performance but even improving only the turn radius by reducing it 15% it is a great improvement.
But the STR only will be improved a little in the range of 5%.

Most of the F-22 STR is result of aerodynamics, the Su-35BM, MiG-29OBT, S-30MKI and F-22 will have gains in STR and ITR but these are not like some we believe in the order of 100% or 10 deg/s, these are modest but with an important reduction of turn radius.

TVC is most effective as post stall device where you need to turn the aircraft at low speeds where it becomes a more important factor as a vertical vector but in reality to improve turn rates you still need lift and thrust