Things changed after F-16 became block52 version and much more hearvier than primary version
It has a batch of graphs in the presentation, but for those who want the meat, here it is. They assume clean aircraft, no externals, 100% internal fuel, level turns (no slices) and A/B thrust.
AT SEA LEVEL:
The two aircraft are horrendously close, with the graphs almost overlapping in many regions. The F-16 has slightly superior Ps curves, suggesting higher sustained turn rate. The Ps benefits it VERY SLIGHTLY down to 220 knots (all knot figure seem to be in TAS). In INSTANTANEOUS turn rate, the MIG is superior, has smaller radius, up to corner airspeed of the F-16, around 375 knots at this altitude, the MiG corner is at around 360 looking at the graph. At this altitude, the F-16 enjoys a speed advantage.
AT 15,000 FEET
The MiG-29 can only hold a 7.5G sustained turn versus the F-16’s 8.6 (this is the Block 52 version versus what apparently is a Fulcrum-A). The MiG-29 gets a small sustained turn advantage up to 485 knots. In instantaneous turn, the MIG is superior, with smaller radius up to 475knots (the F-16’s corner airspeed at THAT altitude looking at the chart). The MiG corner airspeed seems to be around 450.
TAKING IT UP TO 30,000 FEET
The MiG-29 gets an advantage in all respects until 850knots. ‘Nuff said.
I know that this ignores roll rates, avionics and others, but it is still a MOST interesting.
And it makes sense, and it is one of the theories which explains all the suppositions.
1)Sometimes MiG pilots came a turn rate advantage, sometimes the F-16 pilots, and not just in speed. The difference could potentially be explained here.
2)A F-16 is a ground-pounder oriented fighter, therefore it would probably be optimized for low-altitude work. A MiG-29 is a high altitude air superiority fighter, which along with its abysmal range performance down low would well result in an emphasis on high-altitude work. High altitude is also where the AWACS are, a target for the MiGs.
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