>
…
Adrian

I repeat my question, is 9G a constant limitation for all service Mach numbers?
I dont interesting of skin airframe effects at overloads higher then 9G.
My interest lies only in service permitted limitations.

I can not open your reference on AICG forum… Is it reference lively?
http://www.acig.org works very bad. Sometimes i can not open this site too.
Do you work with this site successfully?

COBRA:

At speed equal 450mph CAS you are strongly restricted by max. permitted overload=8-9G’s (at low anf middle altitudes. At high altitudes your max.pitching moment will be restricted by effectivenes of gorizontal tail).
If you pull stick full back you will have only 8-9G or higher if you overpover the limiter of extreme regimes. And in dependence of altitude you will brake up to corner speed or lose consciousness because of hight constan overload.
Therefore cobra, huk and so supermaneures can be achieved only at speeds lower then corner speed while classical aircraft maneuver capabilities are restricted by permissible AoA. The main idea of supermaneures is high agility which can be achieved only at low speeds (an not so hight G’s)
And 450mph=833 Kmh, not 724Kmh 🙂

F-15E:
I said about serial F-15E, not about Strike Eagle and more early ideas..

F-22,Rafale, etch…

Dont forget of new Russian perspective fighter – PAKFA project.. 😎

MPJay:
>I’ve recently aquired the F/A-18E and F flight manual>

Hey, does this manual has the Part XI-Performance Data A1-F18EA-NFM-200?
I found F-18E/F FM also but unfortunately without Performance Data section.. 🙁

Adrian 44:

>No….. it varies because air pressure varies at different altitudes>

G limit of 9G at M<0.85 and 7G at M>0.85 on MiG-29 can be achieved at low and middle altitudes when sufficient effectiveness of horizontal tail in existence.
So I am interesting have the F-15,16 such limitation caused by strength of airframe.

>As for “Max Q” (maximum dynamic stress) refers to all the stresses generated by the envirement, vibration from the engines, stresses on on control surfaces, etc.. At lower altitudes the air is thicker and speeds tend to be lower. At higher altitudes the air is thinner, stresses due to the envirement are less and the speeds are higher.>

Thank you for campaign against illiteracy, but I finished an aviation University and realize it.. 🙂
My question concerns only airframes limations of real F-15,16..

>> Trans-sonic regime is not so critical for air-to-air combat capability.>
Sorry but I mean only low and middle altitudes, were the corner speed is lower M~0.9
Because I think that main area of air combats lie not higher than middle altitudes.

>iCV At Turn Turn
Sea Level Rate Radius
F-15A ________ 26.5° 1,250 feet
MiG.-29A/S ___ 24.0° 1,490 feet
Su-27 ________ 25.0° 1,150 feet
Su-33 ________ 24.0° 1,280 feet>

I know that for Su-27 the value of 25 deg per sec. is wrong. Flanker has very high CLmax, wich in combination with G/S gives very high iCV.
At all airshows Su-27 demonstrates this capability.
So Su-33 value also wrong.
As for MiG-29, it has also more higher iCV, espeshially on without-roll maneuveres..

>F-15A ________ 26.5° 1,250 feet>
Is it also from Av.Week?
Eagle has low G/S, but CLmax is also very low because F-15 has not leading edge flaps!
And G limit of F-15A is 7.33G. I think that real iCV of F-15A is lower than 26.5 deg per sec.

>It has a normal limit of nine “G’s” but, when doing the cobra or the hook, if the entry speed is up near 450 mph, the aircraft will experience 13G’s!>

Maximum value of CAS in the beginning of Cobra maneuver always demonstrates near 450 km/hour = 450/1.852= 240 mph. The aircraft will experience only 4-5G’s!

>The April 01, 1974 issue of Aviation Week. >

In 1974 F-15C and especially E dos not exists yet. And may be exists more modern sources of information concern Eagles?

aerospacetech :

>Not a fair comparison; the Su-27 carries a load more internal fuel.>

Of course.

GUES, I find Flight Manual collection:

http://www.flight-manuals-on-cd.com/Home2.html

MAKES EXCHANGE ! 🙂

dionis:
‘Data from Lock On’

Thank you, but LockOn is not official document.

ROOSTA:
‘I think they are both fly by wire ‘

No, f-b-w only F-16. F-15 has classic mechanical control system.

MPJay:
‘In the Raptor, the high pitchrate flight control gain scheme is called “Mongo Mode” ‘

Have you more detailed information about this?

Adrian 44:
‘F-15C ____ 7.33 G’s
F-15E ____ 9.0 G’s (that is with a full bomb load! What speed, altitude, etc. ?
F-16C ____ 9.0 G’s

I don’t know what the maximum G-load for the F-22 is but;
“Max Q” is Mach 1.1 at 17,000 at 7G’s

Su-27 ____ 13.0 G’s ‘

Su-27 has only classical 8-9G limit.
Were information about F-15C,E was obtained for?

aerospacetech :

‘F-15 was designed for 7.33Gs but I thought the G limit was increased later on.’

So, is it overload value constant for all M numbers?

GUES, HAVE YOU ANY OFFICIAL DOCUMENTS ABOUT THIS TOPIC?
SUCH AS FLIGHT MANUAL, OPERATIONAL MANUAL, ETC..

I HAVE ONLY THE A-10A FLIGHT MANUAL.