AIM-54 Phoenix missile

The aircraft design philosophies for the USN and the USAF are
different the former concentrates on turn radius performance and slow
speed maneuverability around the boat at low and medium altitudes.
While the latter (USAF), concentrates on turn rate at faster speeds
and at higher altitudes.

Current F15 drivers that I have spoken to do go slow in a dogfight
depending on the aircraft. Of course, the gist of a turn radius
fighter is to turn inside one's adversary thus preferring a one circle
fight.

Nevertheless, the F15's strength primarily lies in the transonic
regime whereas the F14's strength is in the mid to high subsonic
regime. The F15 is better by several degrees of turn rate over the F14
in this area while going slower, the F14 has several degrees of turn
rate better than the F15. Going to low subsonic speeds, the F15 is a
tad better. Going over the M1.1, the F14 is better. What's interesting
is that the peak turn rates are equal at combat alittude.

Max SEP for both aircraft is the middle of the transonic regime,
which, in fact, they are very similar (referring about the F14 F110
engine).

During the early stages of ACM/EVAL in 79, the F14A had more than
twice the engagements than that of the F15 since the aircraft had to
refuel. This was primarily due to the internal fuel capacity
differences since both aircraft didn't have external tanks. The USAF's
solution to increase the amount of engagements was to add the
centerline tank which somewhat evened up the scores.

Now to those piper shots, regardless of aircraft, how do you rate a
kill? I have seen some F15 HUD dogfight footage in which the pilot
calls a kill with a heater yet in reality there was no way he could've
hit the plane due to the speed and aspect of the aircraft as he was
flying slower. By the time the missile leaves the rail, the targeted
aircraft will already be out of the constraints of the seeker.

jd