Compared Air Combat Performances g-21 versus F-4 · Compared Air Combat Performances analysis...

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Compared Air Combat Performances analysis Mig-21 versus F-4 Phantom II – Part 3

LICENSE: This document has been created by J.M. LANGERON / TOPOLO, (http://topolo.free.fr/). All the values used to model the aircraft behavior have been computed by him, like all performance charts presented here, based on data provided by the people mentioned in the CREDITS section. If you want to use these data, or part of it, please contact the author by personal message to TOPOLO on check-six forum: (http://www.checksix-forums.com/). CREDITS: It has been possible to build this document only due to the collection of many data regarding Mig-21 performances. The group involved in this project has also spent a lot of time in reviewing this document and those mentioned in the Bibliography section. I want to thanks particularly Tomislav MESARIC for his Mig-21 knowledge and data, and Tom COOPER (ACIG.org) for his huge knowledge on military aerospace in general, the history of these aircraft in particular, and the fact that he build the working group.

A. Introduction The aim of this document is to compare the air combat performances, (mainly turning, climbing and acceleration, roll rate being out of scope not because it can be considered as non significant, but just due to lack of reliable data) of the Mig-21 to the F-4 Phantom II.

It will not be taken into account at all of weapon system capabilities, nor of aircrew training, tactics or strategy, but only focus on airframe and engine.

The current document, related to the Yom Kippur War in 1973, involving slated F-4E Block 50 (delivered to IAF in 1972/73 through Peace Echo IV) and Mig-21MF.

In all cases, the F-4 performances will be compared to those of the three Mig-21s (Mig-21M iz.96, Mig-21MF iz.96F and Mig-21bis iz.75A), in order to describe the Mig-21 performance trend.

B. Methodology description

Critical performances to be compared For each altitude, we will compare turning, climbing and acceleration capabilities.

Turning Turning capabilities will be measured by following performances:

Quickest half turn: Minimum time required to perform a 180 deg turn with maximum G-Load (structural or maximum lift limits), each aircraft starting its turn at the speed that give the shortest time.

Maximum Sustained Turn Rate: Minimum time required to perform a constant speed 360 deg turn and related radius (maximum sustained turn rate).

Minimum Sustained Turn Radius: Minimum turn radius of a constant speed 360 deg turn and required time.

WARNING: for Mig-21, two tests need to be performed, in the first one the pilot is assumed to limit the AoA to 28 degrees, according to the black sector limit of his AoA indicator, in the second test, the pilot is assumed to reach and keep the maximum lift AoA.

The first test could be considered as representative of an average Mig-21 pilot, when the second is only to be considered for high skilled – highly trained pilots.

Climbing Non turning climb: both aircraft flying at their maximum constant speed climb rate, starting from same point, what time is required for an altitude gain of 2,000ft for the fastest, how many feet above is the other one at this time.

Turning climb: both aircrafts engaged in a constant speed, constant G-load (2G at 30,000ft, 3G at 15,000ft, 4G at 5,000ft) turn, which altitude gain after 90 degrees.

Acceleration Both aircrafts perform a level flight, starting at same speed (Mach 0.5 and Mach 0.9), the performance is the horizontal distance covered after three minutes.

Also expressed by the time and distance the fastest can be late and still rejoin its target in less than 3 minutes.

Aircraft configuration definition All studied configurations are light Air-To-Air: no external tanks, 50% of internal fuel.

1973 Yom Kippur War opposed slated F-4E with four AIM-7Es, two AIM-9Ds and one ALQ-71/QRC-160-1 ECM pod to Mig-21 with two R-3S or K-13 (M and MF). We add the Mig-21bis with two R-60 for comparison purpose as it has not been involved in this conflict, but only delivered to Middle East Air Forces in the 80s.

Mig-21M combat configuration Aircraft loaded with 50% of usable internal fuel, Center Line pylon (but no CL Tank), 2 R-3S missiles with their pylon under wing.

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Compared Air Combat Performances Mig-21 versus F-4 - Opus 3


This defines a gross weight of 15,673 lbs (7,100kg) and a Drag Index of 12. Clean Aircraft (no usable fuel) : 5,760 kg 200 gun ammo (Gsh 23) : 75 kg 2 Under-wing pylon : 45 kg 1 Center line pylon : 24 kg 2 Missile rails for R-3S : 41 kg 2 Missile R-3S : 150 kg 50% internal fuel : 1,005 kg This gross weight leads to the following load factor limitation: For Mach number lower than 0.8 : 8.0 G For Mach number greater than 0.8 : 6.0 G

Mig-21MF combat configuration Aircraft loaded with 50% of usable internal fuel, Center Line pylon (but no CL Tank), 2 R-3S missiles with their pylon under wing. This defines a gross weight of 15,673 lbs (7,100kg) and a Drag Index of 12. Clean Aircraft (no usable fuel) : 5,760 kg 200 gun ammo (Gsh 23) : 75 kg 2 Under-wing pylon : 45 kg 1 Center line pylon : 24 kg 2 Missile rails for R-3S : 41 kg 2 Missile R-3S : 150 kg 50% internal fuel : 1,005 kg This gross weight leads to the following load factor limitation: For Mach number lower than 0.8 : 8.0 G For Mach number greater than 0.8 : 6.0 G

Mig-21bis combat configuration Aircraft loaded with 50% of internal usable fuel, Center Line pylon (but no CL Tank), 2 R-60 missiles with their pylon under wing. This defines a gross weight of 16,318 lbs (7,392 kg) and a Drag Index of 11. Clean Aircraft (no usable fuel) : 6,003 kg Gun ammo (250 rounds) : 95 kg 1 Center line pylon : 24 kg 2 Under-wing pylon : 50 kg 2 Missile rails for R-60 : 70 kg 2 Missile R-60 : 90 kg 50% internal fuel : 1,060 kg This gross weight leads to the following load factor limitation: For Mach number lower than 0.8 : 8.0 G For Mach number greater than 0.8 : 6.0 G For Mig-21Bis, the Special-After-Burner will always be used when possible (under 4,000m), even if only After-Burner is mentioned.

F-4E Blk.50 combat configuration. Aircraft loaded with 50% of internal fuel, four AIM-7Es under fuselage, two AIM-9D and launchers under a LAU-7/A

pylon on station 2, an ALQ-71/QRC-160-1 ECM pod on station 9 with its outboard pylon. Zero fuel weight, including oil, two equipped crew members (440 lbs) and internal gun munitions (639 rds for 373 lbs) : 33,373 lbs Fuel weight with JP-4 fuel at 6.5 lbs per gallon (60 F)

- Not Usable : 370 lbs - 50% internal fuel : 6,214 lbs - Usable (with 50%) : 5,844 lbs

Weapons: - 4 AIM-7E : 1,820 lbs - LAU-7/A + 2xAIM-9D : 828 lbs - Out Pylon + ALQ-71/QRC-160-1 : 393 lbs - Total : 3,041 lbs

This leads to a Gross Weight of 42,628 lbs.

Drag Index: 4 AIM-7E : 5.2 LAU-7/A + 2xAIM-9D : 6.0 Out Pylon + ALQ-71/QRC-160-1 : 4.1 Total : 15.3

Speed limitations:

- Due to ALQ-71/QRC-160-1 pod’s RAT limitation, 750Kts up to 25,000ft, 650Kts at 40,000ft (with linear variation between.

- Mach number below 2.4 (and below 2.0 for normal usage)

Load factor limitations: - Due to AIM-9D under LAU-7/A pylon and

launchers on station 2, subsonic and supersonic limitations are the same depending only on gross weight, that give a maximum value of 5.47.

C. Medium Level combat (15,000ft)

Turning performances

Quickest half turn Detailed comparison of half turn are described in fig 1.1 (Mig-21MF at max lift) and fig 1.2 (Mig-21MF AoA limited to 28 deg). Fly path of the 3 planes are in the figure bellow.

F-4E, even with its slats, still need more time to perform a half turn than a Mig-21MF, and do it with a larger average radius, even compared to a Mig-21MF flew in respecting the AoA index limit of 28.

The time difference is around 2s (+14%) with the Mig flew at its lift limit, and 1s (+6%) with AoA limited Mig. But the average radius difference is even more significant: +23% (or +11% with AoA limited Mig).



So in case of a High-G horizontal turn merge at 15,000ft, the F-4E will be late (a bit) and out of its opponent circle. This is clearly a situation where the Mig-21MF can take an advantage over the F-4.

If we compare with other Mig-21, the M version is very close to the MF, so the result in front of a F-4E will be the same.

Opposed to the Mig-21bis flew with its AoA limited, the slated F-4E turn in the same time, with the same radius, but if the Mig-21bis is flew more aggressively, it will take the advantage (even if less significant than with a Mig-21MF).

In any case, the F-4E will end the figure at low speed (M<0.5), that is not its best situation (as we will see later).

Time (s) required for a half turn

Average radius (ft) of the quickest half turn

As a conclusion, we can say that, even if the situation is much better with its slats, a horizontal high G turn is not the best merge for the F-4E.

On the other side, it is clearly what a Mig-21 has to do (even a Mig-21bis), as this will give it a time and radius advantage, and that it will reduce both plane speed, reaching a flight domain where the Mig-21 perform better.

Maximum Sustained Turn Rate If we focus on the Mig-21MF, as in the figure bellow, we can see that the slated F-4E turns significantly faster than the Mig-21MF, as soon as the speed is over 320Kts.

In this medium-high speed domain (M0.85/440Kts), the advantage of the F-4E is close to 1.25 d/s (+14%), so if both planes keep their speed high (more than M0.6/300Kts), the F-4E will take advantage of an horizontal turn fight.

The maximum sustained turn rates at 15,000ft are summarized in the following table:

STR deg/s

at Mach

Time for 360

F-4E Blk.50 10.00 0.85 36

Mig-21M 8.91 0.69 40

Mig-21MF 9.00 0.79 40

Mig-21bis 8.46 0.80 43

The complete sustained turn rate diagram along speed range for all planes is in the appendix (fig1.3).

Compared to other Mig-21, the situation is the same, as the Mig-21MF has the best sustained turn rate all over the speed range. The only difference is the speed under which the Mig equal the F-4: a bit more than 300Kts for Mig-21M&MF, when the Mig-21bis need to go under 250Kts.

Minimum Sustained Turn Radius

0

6,000

12,000

-6,000 0 6,000

AC1 Path

AC2 Max

Mig-21MF

t = 0smach = 0.87Ng = 6.00

t = 13.2smach = 0.52Ng = 3.99

t = 14.4smach = 0.68Ng = 4.64 Mig-21MF

AoA<28

F-4E Blk.50

t = 0smach = 0.85Ng = 5.47

t = 15.4smach = 0.46Ng = 3.13

F-4

E B

lk.5

0; 1

5.4

0

Mig

-21

M m

ax li

ft; 1

3.20

Mig

-21

MF

max

lift

; 13.

20

Mig

-21

bis

max

lift

; 14.

20

Mig

-21

M A

oA

<2

8; 1

4.6

0

Mig

-21

MF

Ao

A<

28

; 14

.40

Mig

-21

bis

Ao

A<

28; 1

5.4

0

F-4

E B

lk.5

0; 4

140

Mig

-21

M m

ax li

ft; 3

,191

Mig

-21

MF

max

lift

; 3,1

68

Mig

-21

bis

max

lift

; 3,4

85

Mig

-21

M A

oA

<2

8; 3

,65

6

Mig

-21

MF

Ao

A<

28

; 3,6

67

Mig

-21

bis

Ao

A<

28; 3

,934

0.00

2.00

4.00

6.00

8.00

10.00

12.00

0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800

Sust

ain

ed

Tu

rn R

ate

(d

/s)

CAS (Kts)

F-4E Blk.50

Mig-21MF

0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

16,000

18,000

20,000

0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800

Sust

ain

ed

Tu

rn R

adiu

s (f

t)

CAS (Kts)

F-4E Blk.50

Mig-21MF



The figure above, comparing the slated F-4E with the Mig-21MF, shows that at low speed (under 250Kts, and even more under 200), the Mig can turn inside the F-4.

Even more: when the F-4E is unable to follow a Mig-21MF under 180Kts, when the Mig reach its smaller turn radius around 150kts.

The minimum sustained turn radiuses at 15,000ft are summarized in the following table:

Turn Radius (ft)

at Mach

F-4E Blk.41 3,912 0.42

Mig-21M 3,146 0.33

Mig-21MF 2,920 0.30

Mig-21bis 3,336 0.33

And detailed in the fig1.4

Climbing performances

Non turning climb The “constant speed climb rate” of each plane is described in fig1.5. The value (in ft/s) is the climb rate when the flight path is adjusted to keep constant true air speed with Full (or Special) After-burner engaged and load factor equal to one.

Climb rate (ft/s)

Time for a 2,000ft gain

Height loss (ft)

F-4E Blk.50 454 4.4 -

Mig-21M 337 5.9 514

Mig-21MF 354 5.7 440

Mig-21bis 366 5.5 388

The figure above, comparing the F-4E and the Mig-21MF clearly shows that F-4 climb faster than the Mig at any speed (but bellow 170Kts). Close to the best climb rate speed (M0.9/460Kts), the relative advantage of the F-4 is more the 25%, when if climbs 2,000ft, the Mig-21MF will remain 450ft bellow.

That means that going into a pure vertical plane at 15,000ft will give a significant energy advantage to the F-4E, a choice that the Mig-21MF (or any other Mig-21 variant) should not do when facing a slated F-4E.

Turning Climb The “constant speed 3G climb rate” of each plane is described in fig 1.6. The value (in ft/s) is the climb rate when the flight path is adjusted to keep constant true air speed with Full (or Special) After-burner engaged and load factor equal to 3G.

If we focus on best climb rate around M0.9 (465Kts IAS), we can summarize situation in the following table:

Climb rate (ft/s)

Height loss (ft)

F-4E Blk.50 288 -

Mig-21M 175 1,776

Mig-21MF 200 1,386

Mig-21bis 198 1,411

The figure above, comparing the slated F-4E and the Mig-21MF shows that the F-4 climbs much faster at any speed in a 3G turn. Close to their best climb speed (M0.9/470Kts), after a 90deg turn (less than 16s), the Mig will be 1,400ft lower than the F-4.

So, any figure in the oblique plan at this altitude will give a significant energy advantage to the F-4. This may be the best way for the F-4 to enter the fight at the merge. On the other side, this is never a good solution for the Mig-21 pilot.

Acceleration performances Both diagram show curves indicating along the time the distance from the plane to the location where all aircraft will be after 3 minutes. This way to present the data allows to quickly understanding:

- How much behind another a plane (b) can be the plane (a) to rejoin it 3 minutes later: vertical distance along t=0 axis between curves (a) and (b).

- How much time a plane (a) can be late compared to (b) and rejoin it in less than 3 minutes: search for the (b) distance at t=0, go horizontal along time up the cross the (a) curve, go vertical to read corresponding time.

The two figures bellow compare the Mig-21MF and the salted F-4E, they clearly show that the F-4 accelerate much faster than the Mig.

If both start at M0.9/465Kts, the F-4E can rejoin the Mig in less than 3’, being 4.25 Nm behind, or 23s late. These 23s

0

50

100

150

200

250

300

350

400

450

500

0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800

Clim

b R

ate

(ft

/s)

Mach number

F-4E Blk.50

Mig-21MF

0

50

100

150

200

250

300

350

0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800

Clim

b R

ate

(ft

/s)

CAS (Kts)

F-4E Blk.50

Mig-21MF



allow him to perform a constant speed turn on 215 deg (more than ½ turn). This means that even in a head on merge configuration, the F-4 can perform its half turn and rejoin its target in less than 3’.

If both start at 250Kts/M0.5 (so after a certain combat time), the F-4E can still be 3.8Nm behind or 30s late, allowing him to perform a constant speed turn of more than 230 deg.

So, there is no configuration where a Mig-21MF can escape from a fight in accelerating if both planes have the same speed.

The distance covered in 3 minutes at 15,000ft, all planes starting at mach 0.5 (250Kts IAS) is described in fig 1.7.

The same distance when all planes start at M0.9 (465Kts IAS) is described in fig 1.8.

Situation is the same for the Mig-21M that is just a bit slower than the MF. On the opposite, the Mig-21bis, at this altitude is faster than the slated F-4E, but the difference is not significant, meaning that both planes can escape (or at least keep its advance) from the other in accelerating as soon as the aspect angle is significant.

Conclusion If we try to graphically represent the main seven values:

- Average turn rate during quickest half turn - Maximum Sustained Turn rate - 1000ft / Minimum Sustained Turn Radius - Maximum Level flight Climb Rate (Mach < 0.9) - Maximum Turning Climb Rate (Mach < 0.9) - Distance Covered in 3’ from Mach 0.5

- Distance Covered in 3’ from Mach 0.9

In normalizing them (in percentage of the best value), we get the following diagram:

If we focus on slated F-4E versus Mig-21MF, we can see that the F-4 is superior to the Mig at 15,000ft in all domains except horizontal high-G first turn and low speed / low radius fight. At medium or high speed (above 300Kts), the F-4E climb faster, turn faster, accelerate faster. Its pilot can engage the Mig-21MF in vertical of oblique plane without restriction, it can rejoin its opponent even after a cross with high aspect angle, and can also fight in the horizontal plane as soon as he keep its speed over 320Kts.

On the other side, the only area where the Mig-21MF has a clear superiority is a very low speed (bellow 250Kts) radius fight, where the Mig is able to turn inside the F-4 circle. If the Mig pilot is not able to drag its opponent to this low speed domain, he will have to fight a superior aircraft.

Same diagram with all variant of Mig-21 is in the appendix section: fig.4.1

D. Low Level combat (5,000ft).

Turning performances.

Quickest half turn

Mig-21MF, however it’s flown, can perform this first half turn faster and is a smaller circle than the slated F-4E.

0

5

10

15

20

25

30

35

40

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Dis

tan

ce (

Nm

)

time (s)

Distance covered at 15,000 ft, start at Mach 0.5 / IAS 250 Kts

F-4E Blk.50

Mig-21MF

0

5

10

15

20

25

30

35

40

45

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Dis

tan

ce (

Nm

)

time (s)

Distance covered at 15,000 ft, start at Mach 0.9/ IAS 465 Kts

F-4E Blk.50

Mig-21MF

0%

25%

50%

75%

100%

Max Sustained turn rate

Average turn rate in quickest half turn

1000 ft / Min sustained turn radius

Max Turning climb rate

Max level flight climb rate

Max Distance in 3' from M0.5


F-4E Blk.50

Mig-21MF

0

4,000

8,000

-4,000 0 4,000

F-4E Blk50

Mig-21MF(AoA<28)

t = 0smach = 0.74Ng = 5.58

t = 0smach = 0.80Ng = 8.00

t = 10.0smach = 0.45Ng = 4.63

t = 11.0smach = 0.61Ng = 5.39

Mig-21MF

t = 13.0smach = 0.37Ng = 3.28



Difference is quite significant at this flight level: -23% of time, -24% in radius (when MF is flown at max lift). This clearly states that a high-G horizontal turn is the right approach at the merge for the Mig pilot. In such a configuration, the F-4E pilot must not follow, as we will see later he has a lot of other possibilities, but he must avoid staying in the horizontal plane to turn as quickly as he can: change for vertical or oblique plane, keep speed high… any other choice will be better.

Detailed compared half turn are described in fig.2.1 (Mig-21MF at max lift) and fig.2.2 (Mig-21MF AoA limited to 28 deg).

The comparison with other Mig-21 sub-types, in term of half turn duration and radius are summarized in the following diagrams:

Time (s) required for a half turn

Average radius (ft) of the quickest half turn

Maximum Sustained Turn Rate

If we focus on Mig-21MF, as in the figure above, we can see that the difference in term of maximum value is similar to the one we got at 15,000ft (+14%), but the speed range where the F-4E turn faster than the Mig-21MF is larger. At 5,000ft, a soon as speed exceed 300Kts (IAS), the advantage goes to the F-4.


STR deg/s

at Mach

Time for 360

F-4E Blk.50 12.73 0.72 28

Mig-21M 10.64 0.54 34

Mig-21MF 11.36 0.57 32

Mig-21bis 12.08 0.72 30

The Mig-21M is close but bellow the MF, it takes the advantage over the F-4 only under 265Kts.

The case of the Mig-21bis is far different: due to its extra thrust, it can sustain better turn rates than the slated F-4E under M0.4/245Kts but also over M0.75/460Kts (low and high speed range, leaving to the F-4E only the medium speed area).

The complete sustained turn rate diagram along speed range is described in fig 2.3.

Minimum Sustained Turn Radius

The usual superiority of the Mi-21MF remains when opposed to the F-4E, even with its slats, the sustain turn radius does not decrease with speed under 250Kts. On the opposite, the Mig-21MF reach its smallest turn radius (28% smaller than the minimum of the F-4E) around 150Kts, very close to the F-4E limit speed, and if needed, the Mig pilot

F-4

E B

lk.5

0; 1

3.0

0

Mig

-21

M m

ax li

ft; 1

0.00

Mig

-21

MF

max

lift

; 10.

00

Mig

-21

bis

max

lift

; 10.

80

Mig

-21

M A

oA

<2

8; 1

1.2

0

Mig

-21

MF

Ao

A<

28

; 11

.00

Mig

-21

bis

Ao

A<

28; 1

1.8

0

F-4

E B

lk.5

0; 2

926

Mig

-21

M m

ax li

ft; 2

,166

Mig

-21

MF

max

lift

; 2,2

09

Mig

-21

bis

max

lift

; 2,0

04

Mig

-21

M A

oA

<2

8; 2

,60

3

Mig

-21

MF

Ao

A<

28

; 2,4

37

Mig

-21

bis

Ao

A<

28; 2

,599

0.00

2.00

4.00

6.00

8.00

10.00

12.00

14.00

0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800

Sust

ain

ed

Tu

rn R

ate

(d

/s)

CAS (Kts)

F-4E Blk.50

Mig-21MF

0

1,000

2,000

3,000

4,000

5,000

6,000

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0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800

Sust

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t)

CAS (Kts)

F-4E Blk.50

Mig-21MF



can reduce its speed down to 100Kts (without losing altitude) where its opponent can’t follow.

In this domain, the differences between the 3 variants of the Mig-21 are really small, and even the heavy Mi-21bis behave very closely to the Mig-21MF.

In summary, even opposed to the slated version of the F-4E, all Mig-21 remain superior in the low speed / low radius domain. This is the dog-fight area on which a Mig-21 pilot can rely when things goes wrong.


Turn Radius (ft)

at Mach

F-4E Blk.50 2,592 0.40

Mig-21M 2,058 0.24

Mig-21MF 1,867 0.23

Mig-21bis 2,003 0.22

And detailed in the fig 2.4.


Non turning climb. Even if the absolute climb rates of the F-4E have been significantly reduced with slats introduction, they remain far superior to the one of the Mi-21MF at quite any speed.

If the F-4E climbs and gains 2,000ft (in less than 4’’), the Mig-21MF will remains 568ft lower. It’s clear than any maneuver in the vertical plane at this altitude will give to the F-4E a significant energy advantage.

The “constant speed climb rate” of each plane is described in fig 2.5. The value (in ft/s) is the climb rate when the flight path is adjusted to keep constant true air speed with Full (or Special) After-burner engaged and load factor equal to one.

Climb rate (ft/s)


Height loss (ft)

F-4E Blk.50 547 3.7 -

Mig-21M 334 6.0 781

Mig-21MF 392 5.1 568

Mig-21bis 543 3.7 17

The situation of the Mi-21M is very similar to the one of the Mig-21MF, its pilot must avoid going the vertical plane.

On the opposite, we can see that the Mig-21bis has climb rates very similar to those of the F-4E, this is the first time we can see a Mig-21 able to follow a F-4E in the vertical plane: this is due to the combination of two factors: extra-thrust for the Mig-21bis at low altitude and reduction of the F-4E climb rate with the introduction of the slated wing.

Turning Climb The situation in the oblique plane (turn climbing) is similar to the one in the vertical plane. Even limited by its slats, the F-4E remains far superior to the Mig-21MF as we can see in the fire below:

After a 90 turn at 4G (12’’), the F-4E gains 4,000ft and let the Mig-21MF 2,000ft below. If both planes perform the same maneuver, the F4-E will have at the end a huge energy advantage over the Mig.

The “constant speed 4G climb rate” of each plane is described in fig 2.6. The value (in ft/s) is the climb rate when the flight path is adjusted to keep constant true air speed with Full (or Special) After-burner engaged and load factor equal to 4G.

If we focus on best climb rate around M0.85, we can summarize situation in the following table:

Climb rate (ft/s)

Height loss (ft)

F-4E Blk.50 342 -

Mig-21M 115 2,704

Mig-21MF 173 2,006

Mig-21bis 307 418

Once again, the Mig-21M is just worse than the MF in this area, only the Mig-21bis can try to follow, with only 420ft height loss (10%).

Acceleration performances Both diagram show curves indicating along the time the distance from the plane to the location where all aircraft will be after 3 minutes. This way to present the data allows to quickly understanding:

0

100

200

300

400

500

600

0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800

Clim

b R

ate

(ft

/s)

CAS (Kts)

F-4E Blk.50

Mig-21MF

0

50

100

150

200

250

300

350

400

0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800

Clim

b R

ate

(ft

/s)

CAS (Kts)

F-4E Blk.50

Mig-21MF





Focusing on the Mig-21MF as in the figures bellow, we can see that the F-4E accelerate much faster than the Mig.

If both start their run at high speed (M0.9/550Kts), the F-4E can be 2.93Nm behind, or 16’’ late, and still rejoin its target in less than 3’. These 16’’ allow him to perform a 160deg turn, meaning, than even after a close to head-on merge, if the Mig-21MF decide to evade in accelerating, the F-4E can perform its half turn at constant speed and then rejoin the Mig in less than 3’.

Situation is quite the same if both planes start at low speed (M0.5/305Kts), the F-4E can be 3Nm behind or 23’’ late, allowing him to perform a 260deg turn. Here, even a pure head-on configuration will not allow the Mig-21MF to evade the fight.

This also means that, as soon as the F-4E is out of the weapon range of the Mig, he can decide to break the fight in just accelerating straight forward.



The Mig-21M is just slower than the MF, but, on the opposite the Mig-21bis accelerate faster than the F-4E: in fact the advantage of the Mig-21bis over the slated F-4E is the same as the one of the F-4E vs. the Mig-21MF, this is clearly the area where the Mig-21bis is a game changer.

Conclusion If we try to graphically represent the main seven values:

- Average turn rate during quickest half turn - Maximum Sustained Turn rate - 1000ft / Minimum Sustained Turn Radius - Maximum Level flight Climb Rate (Mach < 0.9) - Maximum Turning Climb Rate (Mach < 0.9) - Distance Covered in 3’ from Mach 0.5 - Distance Covered in 3’ from Mach 0.9


It is clear that the only areas where the Mig-21MF remains superior to the slated F-4E are pure low speed radius turn fight and maximum G horizontal turn.

In any other areas: vertical or oblique plane, or even horizontal plane with speed remaining over 300Kts, the slated F-4E is significantly superior.

The only chance for a Mig-21MF pilot is to drag its opponent in an horizontal turn fight under 300Kts, in that case, an if the F-4E do not try to go vertical or oblique, the Mig pilot can rely on its better performances.


E. High Level combat (30,000ft).

Turning performances.

Quickest half turn At this altitude, even if the F-4E reduce its maximum G load to 3.35 (this is how he can perform the fastest half turn from M0.9), it’s clear that the F-4 turn slower and larger than the Mig-21MF (+14% of time and +36% in radius).

0

5

10

15

20

25

30

35

40

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Dis

tan

ce (

Nm

)

time (s)


F-4E Blk.50

Mig-21MF

0

5

10

15

20

25

30

35

40

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Dis

tan

ce (

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F-4E Blk.50

Mig-21MF

0%

25%

50%

75%

100%








F-4E Blk.50

Mig-21MF



With such a margin, the Mig-21MF is able to drive the engagement geometry by reducing the circle radius, proving him a major tactical advantage for the dogfight itself.

Detailed comparison of half turns are described in fig 3.1 (Mig-21MF at max lift) and fig 3.2 (Mig-21MF AoA limited to 28 deg).

The comparison with other Mig-21 sub-types, in term of half turn duration and radius are summarized in the following diagrams:

Time (s) required for a half turn started at M0.9

Average radius (ft) of a half turn started at M0.9

Mig-21M behaves very close to the Mig-21MF here and keep the same advantage over the F-4E. Only the heavy Mig-21bis lose the advantage.

Maximum Sustained Turn Rate

Focused on the Mig-21MF, the figure bellow shows that the F-4E keeps the ability to change the aspect angle of the fight (reducing when it is offensive, increasing it when defensive) of 0.8deg per second in keeping its speed between 270 and 360Kts (M0.95), at this (low) rate this capability is more effective in defensive mode (prevent being aligned) than in offensive as it requires more than 37’ to reduce aspect angle of 30deg.


STR deg/s

at Mach

Time for 360

F-4E Blk.50 6.38 0.85 56

Mig-21M 5.33 0.79 68

Mig-21MF 5.58 0.77 65

Mig-21bis 5.28 0.99 68

The performances of the other Mig-21 variants are similar to the MF’s one.

The complete sustained turn rate diagrams along speed range for all planes are in the appendix section (fig 3.3).

Minimum Sustained Turn Radius The figure below is focused on Mig-21MF and show that if the fight is driven by the turn radius (one trying to turn inside its opponent circle), the Mig-21MF will have a significant advantage: when the F-4E has no benefit in reducing its speed under 300Kts, the Mig can reduce significantly (-20% compared to the smallest F-4E) the circle radius in flying slower, down to 180/200Kts.

0

8,000

16,000

-8,000 0 8,000

AC1 Path

AC2 Max

Mig-21MF

t = 0smach = 0.90Ng = 5.31

t = 22.6smach = 0.47Ng = 1.83

t = 0smach = 0.90Ng = 4.41

t = 24.40mach = 0.70Ng = 2.65

Mig-21MFAoA<28

F-4E Blk.50

t = 0smach = 0.90Ng = 3.35

t = 26.2smach = 0.68Ng = 2.64

F-4

E B

lk.5

0; 2

6.2

0

Mig

-21

M m

ax li

ft; 2

3.00

Mig

-21

MF

max

lift

; 22.

60

Mig

-21

bis

max

lift

; 28.

40

Mig

-21

M A

oA

<2

8; 2

4.8

0

Mig

-21

MF

Ao

A<

28

; 24

.40

Mig

-21

bis

Ao

A<

28; 2

7.8

0

F-4

E B

lk.5

0; 7

,102

Mig

-21

M m

ax li

ft; 4

,545

Mig

-21

MF

max

lift

; 4,5

21

Mig

-21

bis

max

lift

; 4,6

43

Mig

-21

M A

oA

<2

8; 5

,98

8

Mig

-21

MF

Ao

A<

28

; 5,9

48

Mig

-21

bis

Ao

A<

28; 6

,354

0.00

1.00

2.00

3.00

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5.00

6.00

7.00

0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800

Sust

ain

ed

Tu

rn R

ate

(d

/s)

CAS (Kts)

F-4E Blk.50

Mig-21MF

0

5,000

10,000

15,000

20,000

25,000

30,000

0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800

Sust

ain

ed

Tu

rn R

adiu

s (f

t)

CAS (Kts)

F-4E Blk.50

Mig-21MF




Turn Radius (ft)

at Mach

F-4E Blk.50 7,307 0.71

Mig-21M 6,166 0.48

Mig-21MF 5,924 0.48

Mig-21bis 7,109 0.50

And detailed in the fig 3.4.

The Mig-21M performs very likely the MF, only the Mig-21bis have a minimum circle radius close to the F-4E (only 3% of difference)


Non turning climb The figure below, focused on the Mig-21MF shows that the Mig’s best climb speed is in the supersonic domain, when F-4E reaches its best climb rate around M0.9. As we can consider close air combat as restricted to the subsonic domain, that means that the Mig-21MF is in fact quite limited in going vertical from 30,000ft.

In fact, the F-4E climbs much faster than its opponent in such a fight configuration.

When the F-4E climbs of 2,000ft from M0.9 (in less than 7’’), the Mig-21MF will remain 550ft lower. This can mainly be used in a defensive way by the F-4E, but also prevent the Mig-21MF to be able to evade the fight in the vertical plane, neither to force a F-4E to engage when it is higher.

The “constant speed climb rate” of each plane is described in fig 3.5. The value (in ft/s) is the climb rate when the flight path is adjusted to keep constant true air speed with Full (or Special) After-burner engaged and load factor equal to one.

If we focus on best subsonic climb rate (around M0.90 for all), we can summarize situation in the following table:

Climb rate (ft/s)


Height loss (ft)

F-4E Blk.50 293 6.82 -

Mig-21M 197 10.13 660

Mig-21MF 212 9.38 558

Mig-21bis 219 9.04 505

We can see than the Mig-21M climb 10% slower than the MF, so it will behave the same way opposed to the F-4E. Same for Mig-21bis which climbs only 3% faster than the MF.

Turning Climb The figure below, focused on the Mig-21MF shows in the oblique plane (2G turn climb) a situation very similar to the one in the pure vertical plane. The Mig-21MF would perform better in supersonic, but in the speed range used in close air combat, it is clearly dominated by the F-4E.

After a 90 deg turn at M0.9/2G, the F-4E will have gained 4,900ft, and the Mig-21MF will be 2,000ft lower. This is clearly the best defensive maneuver for the F-4E.

The “constant speed 2G climb rate” of each plane is described in fig 3.6. The value (in ft/s) is the climb rate when the flight path is adjusted to keep constant true air speed with Full (or Special) After-burner engaged and load factor equal to 2G.

If we focus on best climb rate for speed lower than M0.9 (350Kts IAS), we can summarize situation in the following table:

Climb rate (ft/s)

Height loss (ft)

F-4E Blk.50 198 -

Mig-21M 98 2,455

Mig-21MF 114 2,076

Mig-21bis 108 2,219

We can see that the other Mig-21 variants are just a bit under the MF, and the balance between F-4E and Mig-21 remain the same.

Acceleration performances. Both diagram show curves indicating along the time the distance from the plane to the location where all aircraft will be after 3 minutes. This way to present the data allows to quickly understanding:


0

50

100

150

200

250

300

350

0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800

Clim

b R

ate

(ft

/s)

CAS (Kts)

F-4E Blk.50

Mig-21MF

0

50

100

150

200

250

0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800C

limb

Rat

e (

ft /

s)

CAS (Kts)

F-4E Blk.50

Mig-21MF




As we can see in the two figures bellow, the Mig-21MF accelerates faster than the slated F-4E at this fligh level, but the difference is really small.

If both planes start their run at M0.9/350Kts, the Mig-21MF can recover only 1.4Nm or 9’’ in 3’, this means that it can rejoin its target in this time only if its aspect angle is less than 45degrees.

If the run start at M0.5/185Kts, the Mig-21MF can recover only 0.7Nm, or 8’’, corresponding to an aspect angle of 40 degrees.



We can see that the Mig-21M accelerate exactly the same way than the F-4E no one has any advantage.

Only the Mi-21bis accelerate really faster than the F-4: in case of a run starting at M0.9, the Mig-21bis can recover in less than 3’ a situation where he is 3.4Nm behind, 21’’ late, or an aspect angle of 100 degrees. If both start at M0.5, its advantage is reduced to 2.2Nm, 22’’ or 90 degrees of aspect angle.

Conclusion. If we try to graphically represent the main seven values:

- Average turn rate during quickest half turn - Maximum Sustained Turn rate - 1000ft / Minimum Sustained Turn Radius - Maximum Level flight Climb Rate (Mach < 0.9) - Maximum Turning Climb Rate (Mach < 0.9) - Distance Covered in 3’ from Mach 0.5 - Distance Covered in 3’ from Mach 0.9


At this level, the comparison between the Mig-21MF and the slated F-4E is more balanced. Even if vertical and oblique planes are obviously to be avoided by the Mig, this one can take advantage of its better low speed performance to force the fight in this area, where the Mig may be advantaged in a pure radius driven fight.

The F-4E has many defensive option: going vertical or oblique, stay horizontal but keep its speed high, but few offensive: as soon as he will try to force the fight to a turning one, speed will reduce and advantage will go to the Mig.

On the other side, the Mig has fewer options: he cannot go vertical neither oblique, but he can use its low speed low radius capability in defensive mode (the F-4E will not be able to follow), and in an offensive situation, as soon as the F-4E will try to turn to the Mig, this one seeing the target aspect angle reducing, can reduce its speed to engage inside its opponent circle.


F. Conclusion As we have seen, at medium of low altitude, the Mig-21MF is clearly dominated by the slated F-4E, its only chance is to force its opponent to a low speed horizontal turn fight from which the F-4E can even evade in many ways, when the Mig-21MF just cannot.

At high altitude, the comparison is more balanced, but without giving the Mig any superiority.

When opposed to this new variant of the F-4E, it’s clear than the latest variant of the Mig-21 available in the early

0

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15

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30

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40

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Dis

tan

ce (

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time (s)


F-4E Blk.50

Mig-21MF

0

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35

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45

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

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F-4E Blk.50

Mig-21MF

0%

25%

50%

75%

100%








F-4E Blk.50

Mig-21MF



70’s is not able to give to their pilot the close air combat superiority by its performances.

Of course, the statement will be the same for the older and less performing Mig-21M.

The case of the Mig-21bis is different, as, at low level, where this variant has been optimized, it can match the slated F-4E performances. But this modern and more powerful variant of the Mig-21 will not reach the Middle-East theater in the first half of the 70s.

Compared Air Combat Performances Mig-21 versus F-4 – Opus 3


G. Appendix and Figures.

Fig 1.1 F-4E and Mig-21MF ‘max lift’ quickest half turn at 15,000ft

Fig 1.2 F-4E and Mig-21MF ‘AoA < 28’ quickest half turn at 15,000ft

0

6,000

12,000

-6,000 0 6,000

AC1 Path

AC2 Path

AC1-5s

AC2-5s

Mig-21MF

t = 0smach = 0.87Ng = 6.00

t = 4smach = 0.83Ng = 6.00

t = 2smach = 0.85Ng = 6.00

t = 8smach = 0.70Ng = 6.53

t = 13.2smach = 0.52Ng = 3.99

t = 10. smach = 0.62Ng = 5.37

t = 12. smach = 0.56Ng = 4.44

t = 6smach = 0.80Ng = 6.00

F-4E Blk.50

t = 2smach = 0.84Ng = 5.47

t = 4smach = 0.83Ng = 5.47

t = 10smach = 0.79Ng = 5.47

t = 8smach = 0.81Ng = 5.47

t = 6smach = 0.82Ng = 5.47

t = 12smach = 0.76Ng = 5.57

t = 14.0smach = 0.63Ng = 5.47

t = 15.4smach = 0.46Ng = 3.13

t = 0smach = 0.85Ng = 5.47

0

6,000

12,000

-6,000 0 6,000

AC1 Path

AC2 Path

AC1-5s

AC2-5s

Mig-21MF

t = 0smach = 0.87Ng = 6.00

t = 4smach = 0.83Ng = 6.00

t = 2smach = 0.85Ng = 6.00

t = 8smach = 0.76Ng = 5.93

t = 14.4smach = 0.68Ng = 4.64

t = 10. smach = 0.73Ng = 5.42

t = 12. smach = 0.70Ng = 5.02

t = 14. smach = 0.68Ng = 4.70

t = 6smach = 0.80Ng = 6.00

F-4E Blk.50

t = 2smach = 0.84Ng = 5.47

t = 4smach = 0.83Ng = 5.47

t = 10smach = 0.79Ng = 5.47

t = 8smach = 0.81Ng = 5.47

t = 6smach = 0.82Ng = 5.47

t = 12smach = 0.76Ng = 5.57

t = 14.0smach = 0.63Ng = 5.47

t = 15.4smach = 0.46Ng = 3.13

t = 0smach = 0.85Ng = 5.47



Fig 1.3. F-4E and Mig-21 Sustained Turn Rate at 15,000ft

Fig 1.4. F-4E and Mig-21 Sustained Turn Radius at 15,000ft

Fig 1.5. F-4E and Mig-21 Constant Speed Climb Rate at 15,000ft

0.00

2.00

4.00

6.00

8.00

10.00

12.00

0.00 0.50 1.00 1.50 2.00

Sust

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(d

/s)

Mach number

F-4E Blk.50

Mig-21M

Mig-21MF

Mig-21bis

0

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6,000

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0.00 0.50 1.00 1.50 2.00

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t)

Mach number

F-4E Blk.50

Mig-21M

Mig-21MF

Mig-21bis

0

50

100

150

200

250

300

350

400

450

500

0.00 0.50 1.00 1.50 2.00

Clim

b R

ate

(ft

/s)

Mach number

F-4E Blk.50

Mig-21M

Mig-21MF

Mig-21bis



Fig 1.6. F-4E and Mig-21 Constant Speed and 3G Load turn Climb, Rate at 15,000ft

Fig 1.7. F-4E and Mig-21 Distance covered in 3’, from mach 0.5 at 15,000ft


0

50

100

150

200

250

300

350

0.00 0.50 1.00 1.50 2.00

Clim

b R

ate

(ft

/s)

Mach number

F-4E Blk.50

Mig-21M

Mig-21MF

Mig-21bis

0

5

10

15

20

25

30

35

40

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Dis

tan

ce (

Nm

)

time (s)


F-4E Blk.50

Mig-21M

Mig-21MF

Mig-21bis

0

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20

25

30

35

40

45

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Dis

tan

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F-4E Blk.50

Mig-21M

Mig-21MF

Mig-21bis




Fig 2.2 F-4E and Mig-21MF ‘AoA < 28 quickest half turn at 5,000ft

0

4,000

8,000

-4,000 0 4,000

AC1 Path

AC2 Path

AC1-5s

AC2-5s

Mig-21MF

t = 0smach = 0.80Ng = 8.00

t = 4smach = 0.71Ng = 8.00

t = 2smach = 0.76Ng = 8.00

t = 8smach = 0.53Ng = 5.99

t = 10.0smach = 0.45Ng = 4.63

t = 6smach = 0.63Ng = 8.00

F-4E Blk50

t = 0smach = 0.68Ng = 5.47

t = 13.0smach = 0.37Ng = 3.28

t = 12smach = 0.48Ng = 5.21

t = 10smach = 0.62Ng = 5.47

t = 8smach = 0.65Ng = 5.47

t = 4smach = 0.67Ng = 5.47

t = 2smach = 0.68Ng = 5.47

t = 6smach = 0.66Ng = 5.47

0

4,000

8,000

-4,000 0 4,000

AC1 Path

AC2 Path

AC1-5s

AC2-5s

Mig-21MF

t = 0smach = 0.80Ng = 8.00

t = 4smach = 0.71Ng = 7.60

t = 2smach = 0.76Ng = 8.00

t = 8smach = 0.64Ng = 6.08

t = 11.0smach = 0.61Ng = 5.39

t = 6smach = 0.68Ng = 6.72

t = 10smach = 0.62Ng = 5.59

F-4E Blk50

t = 0smach = 0.68Ng = 5.47

t = 13.0smach = 0.37Ng = 3.28

t = 12smach = 0.48Ng = 5.21

t = 10smach = 0.62Ng = 5.47

t = 8smach = 0.65Ng = 5.47

t = 4smach = 0.67Ng = 5.47

t = 2smach = 0.68Ng = 5.47

t = 6smach = 0.66Ng = 5.47






0.00

2.00

4.00

6.00

8.00

10.00

12.00

14.00

0.00 0.50 1.00 1.50 2.00

Sust

ain

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rn R

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(d

/s)

Mach number

F-4E Blk.50

Mig-21M

Mig-21MF

Mig-21bis

0

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

9,000

10,000

0.00 0.50 1.00 1.50 2.00

Sust

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ed

Tu

rn R

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s (f

t)

Mach number

F-4E Blk.50

Mig-21M

Mig-21MF

Mig-21bis

0

100

200

300

400

500

600

0.00 0.50 1.00 1.50 2.00

Clim

b R

ate

(ft

/s)

Mach number

F-4E Blk.50

Mig-21M

Mig-21MF

Mig-21bis






0

50

100

150

200

250

300

350

400

0.00 0.50 1.00 1.50 2.00

Clim

b R

ate

(ft

/s)

Mach number

F-4E Blk.50

Mig-21M

Mig-21MF

Mig-21bis

0

5

10

15

20

25

30

35

40

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Dis

tan

ce (

Nm

)

time (s)


F-4E Blk.50

Mig-21M

Mig-21MF

Mig-21bis

0

5

10

15

20

25

30

35

40

45

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Dis

tan

ce (

Nm

)

time (s)


F-4E Blk.50

Mig-21M

Mig-21MF

Mig-21bis




Fig 3.2 F-4E and Mig-21MF ‘AoA < 28’ quickest half turn at 30,000ft

0

8,000

16,000

-8,000 0 8,000

AC1 Path

AC2 Path

AC1-5s

AC2-5s

Mig-21MF

t = 0smach = 0.90Ng = 5.31

t = 5smach = 0.75Ng = 3.87

t = 15smach = 0.56Ng = 2.41

t = 10smach = 0.65Ng = 3.03

t = 20smach = 0.50Ng = 2.00

t = 22.6smach = 0.47Ng = 1.83

F-4E Blk.50

t = 0smach = 0.90Ng = 3.35

t = 10smach = 0.88Ng = 3.35

t = 5smach = 0.89Ng = 3.35

t = 15smach = 0.86Ng = 3.35

t = 25smach = 0.71Ng = 2.88

t = 20smach = 0.83Ng = 3.35

t = 26.2smach = 0.68Ng = 2.64

0

8,000

16,000

-8,000 0 8,000

AC1 Path

AC2 Path

AC1-5s

AC2-5s

Mig-21MF

t = 0smach = 0.90Ng = 4.41

t = 5smach = 0.83Ng = 3.78

t = 15smach = 0.75Ng = 3.01

t = 10smach = 0.78Ng = 3.34

t = 24.40mach = 0.70Ng = 2.65

t = 20smach = 0.72Ng = 2.79

F-4E Blk.50

t = 0smach = 0.90Ng = 3.35

t = 10smach = 0.88Ng = 3.35

t = 5smach = 0.89Ng = 3.35

t = 15smach = 0.86Ng = 3.35

t = 25smach = 0.71Ng = 2.88

t = 20smach = 0.83Ng = 3.35

t = 26.2smach = 0.68Ng = 2.64






0.00

1.00

2.00

3.00

4.00

5.00

6.00

7.00

0.00 0.50 1.00 1.50 2.00

Sust

ain

ed

Tu

rn R

ate

(d

/s)

Mach number

F-4E Blk.50

Mig-21M

Mig-21MF

Mig-21bis

0

5,000

10,000

15,000

20,000

25,000

30,000

0.00 0.50 1.00 1.50 2.00

Sust

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Tu

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s (f

t)

Mach number

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Mig-21bis

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Fig. 4.1 F-4E and Mig-21 Key Indicator Comparison at 15,000ft



0%

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H. Bibliography. All documents mentioned here as url can be found in Acrobat Reader (.pdf) format at http://www.checksix-fr.com/downloads/falcon4/Topolo/zip/Project-21 Mikoyan-Gourevitch Mig-21 performances:

- Mig-21-Flight Model Identification, by J.M. LANGERON - NATOPS_FLIGHT_MANUAL-Mig-21M, by J.M. LANGERON - NATOPS_FLIGHT_MANUAL-Mig-21MF, by J.M. LANGERON - NATOPS_FLIGHT_MANUAL-Mig-21bis, by J.M. LANGERON

Mc Donnell F-4 Phantom II performances: - Flight Manual F-4C,D,E-1-S , T.O. 1F-4C-1, 15

th August 1973 CHANGE 1, from www.flight-manuals-on-cd.com LTD.

- Performance data manual F-4C,D,E-1-1-S, T.O. 1F-4C-1-1, 15th

July 1969 CHANGE 1 from www.flight-manuals-on-cd.com LTD

- Flight Manual F-4E, T.O. 1F-4E– 1st

Feb 1979 - NASA_CR-2144 : Aircraft Handling Qualities Data, by Robert K. Heffley and Wayne F. Jewel, NASA December 1972. - NASA_TN_D-5361 : Analysis of lateral-directional stability characteristics of a twin-jet fighter airplane at high angles of

attack. By Joseph R. Chambers and Ernie L. Anglin, NASA August 1969. - F-4-Flight Model Identification, by J.M. LANGERON - NATOPS_FLIGHT_MANUAL-F-4E-blk50, by J.M. LANGERON

http://www.checksix-fr.com/downloads/falcon4/Topolo/zip/Project-21

http://www.checksix-fr.com/downloads/falcon4/Topolo/zip/Project-21/Mig-21-Flight%20Model%20Identification.pdf

http://www.checksix-fr.com/downloads/falcon4/Topolo/zip/Project-21/NATOPS_FLIGHT_MANUAL-Mig-21M.pdf

http://www.checksix-fr.com/downloads/falcon4/Topolo/zip/Project-21/NATOPS_FLIGHT_MANUAL-Mig-21MF.pdf

http://www.checksix-fr.com/downloads/falcon4/Topolo/zip/Project-21/NATOPS_FLIGHT_MANUAL-Mig-21bis.pdf

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

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

http://www.checksix-fr.com/downloads/falcon4/Topolo/zip/Project-21/F-4-Flight%20Model%20Identification.pdf

http://www.checksix-fr.com/downloads/falcon4/Topolo/zip/Project-21/NATOPS_FLIGHT_MANUAL-F-4E-blk50-TO-556.pdf



Table of Contents A. Introduction ................................................................................................................................................................................ 1

B. Methodology description ............................................................................................................................................................ 1

Critical performances to be compared ........................................................................................................................................... 1

Turning ........................................................................................................................................................................................ 1

Climbing ...................................................................................................................................................................................... 1

Acceleration ................................................................................................................................................................................ 1

Aircraft configuration definition ..................................................................................................................................................... 1

Mig-21M combat configuration .................................................................................................................................................. 1

Mig-21MF combat configuration ................................................................................................................................................ 2

Mig-21bis combat configuration ................................................................................................................................................. 2

F-4E Blk.50 combat configuration. .............................................................................................................................................. 2

C. Medium Level combat (15,000ft) ............................................................................................................................................... 2

Turning performances..................................................................................................................................................................... 2

Quickest half turn ....................................................................................................................................................................... 2

Maximum Sustained Turn Rate ................................................................................................................................................... 3

Minimum Sustained Turn Radius ................................................................................................................................................ 3

Climbing performances ................................................................................................................................................................... 4

Non turning climb ....................................................................................................................................................................... 4

Turning Climb .............................................................................................................................................................................. 4

Acceleration performances ............................................................................................................................................................. 4

Conclusion ....................................................................................................................................................................................... 5

D. Low Level combat (5,000ft). ....................................................................................................................................................... 5

Turning performances. ................................................................................................................................................................... 5




Climbing performances ................................................................................................................................................................... 7

Non turning climb. ...................................................................................................................................................................... 7

Turning Climb .............................................................................................................................................................................. 7

Acceleration performances ............................................................................................................................................................. 7

Conclusion ....................................................................................................................................................................................... 8

E. High Level combat (30,000ft). ..................................................................................................................................................... 8

Turning performances. ................................................................................................................................................................... 8




Climbing performances ................................................................................................................................................................. 10

Non turning climb ..................................................................................................................................................................... 10

Turning Climb ............................................................................................................................................................................ 10

Acceleration performances. .......................................................................................................................................................... 10

Conclusion. .................................................................................................................................................................................... 11

F. Conclusion ................................................................................................................................................................................. 11



G. Appendix and Figures. ............................................................................................................................................................... 13

H. Bibliography. ............................................................................................................................................................................. 23

Compared Air Combat Performances g-21 versus F-4 · Compared Air Combat Performances analysis...

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