Of course they receive the same missile, but isn’t the only thing they really benefit from the kinetic advantage of IRIS-T as compared to the Sidewinder (Which ones do they use by the way? AIM-9M?)?

I suggest you take a look at the link provided by KKM57P in post #102.
Its in German, but the pics speak for themselves.

The last 2 pics show the area where the analog IRIS-T can be locked to a target (in red) compared to digital use with helmet. Thats the only advantage.
(Note the pink area, in analog use the missile stays locked there)

Reminds me of the LCA somehow…

Anyway, what the F-5 really needs is not a new wing, but stronger engines.

It might. It might not. It might a whole lot of different things. Going on what things might is a very slippery slope that just invites a lot of speculation (and trouble). The Typhoon might go M4 and run on butterflies and kisses. 😉

The Rafale actually reached Mach 2 in test flights but max. operational speed is still given as M1.8.
I think its the same with the Gripen.

Serious planning
BAE have done at least two full studies into the “marinisation” of Typhoon. The first of these was, to my certain knowledge, validated by the users’ Typhoon Joint Structures Team. This is far from being ‘fantasy figures’ – there are detailed drawings and carefully worked out figures (down to sink rates, proportion of carrier landings, impact on airframe life, allowable GPS timing errors (25 ms!) – everything you could think of), as the drawings (which are the tip of the iceberg) would indicate. There are detailed drawings showing four or more main undercarriage variations and the associated structural changes to the wing, for example.

Fantasy figures
According to the “Phase 3 Eurofighter Navalisation Study (July 1998)” the weight penalty for ski jump was 340-kg and for catapault launch 460-kg.

“How can you know the weight penalties or the cost?”
I know the weight penalties because I have the document.

I know the broad costs because I’ve spoken to people who know.

Those are exactly the kind of exaggerated figures I was talking about. Sounds all nice on paper if you want to sell stuff. Even the Rafale M gains more than that compared to the C so…
I would take that data with more than a grain of salt.

Actually, though there would be penalties (the weight penalties are surprisingly low), and though there are ways in which a Rafale M would be a better carrierborne aircraft, the cost of completing some or all of UK Tranche 3 to Typhoon (N) standards would not be all that high, and the unit price might well be lower than the final price of Dave-B.

How can you know the weight penalties or the cost? At this stage where theres no serious planning, any fantasy figures provided by the manufacturer are useless. 5 to 10 times more than that is probably right. 😀

Besides, such modifications have proven to be very costly in the past.

You think the EF can fly from carriers as-is? LOL

It probably can.
Landing will be more of a problem though. 😀

Use of ski jump plus “restraining device” (dont know the proper word) should even allow for some decent load, like on Russian carrier.

I never got that actually, looking at posts in f-16.net, the ratio is about fifty-fifty.

Unfortunately, theres no f-15.net. I bet the ratio there would be around 100 to nil. 😀

The air to ground stuff for the F-16 is practiced by the F-16C groups, not the ones with the National Guard which are flying upgraded F-16As. The air to ground stuff is also practiced by the F-15s that are either Strike Eagles, or any Eagle updated with the multi-role APG-63V1.

USAF doesnt fly F-16A anymore. The F-16A and C units tasked with air defence often didnt have the secondary A-G role, true, but I dont think theres any A-A only F-16 unit left.
No F-15C unit does A/G, regardless of radar model.

One problem occurring with the F-15 groups is that the plane is aging, and the more it ages, the more training restrictions are placed on it, including allowable G limits. An F-15C group may get more BFM practice than an F-16C group, but the latter may probably push the edge of their aircraft more during those practice times, like hitting 9G.

True, there are speed limits and some engine models are detuned though I’m not aware of any g limits.
But remember 9g isnt that important in bfm. Think about the F-18.

You’ll want to note that’s a -132 powered F-16.

I noticed now. 🙂
That must be the hottest F-16 around.
But the 132 engine gains most of its additional thrust from its afterburner, so it doesnt matter much.