Johnwill, before getting into some comments, I will just say that I fully appreciate all your comments about the F-16. But I think you miss some knowledge about F-15 aerodynamics.
1. Nominal wing loading is not a direct indicator of manueverability. In most WVR encounters, the F-16 horizontal tail is strongly loaded up, providing additional lift. The angle of attack will be lower as a result. The F-15 tail is down loaded, meaning the wing and fuselage must provide additional lift. The angle of attack will be higher as a result.
As you know, the F-16 is only unstable below Mach 0.8/15 °AOA(whichever came first), above this values it is neutrally stable. The F-15 is statically stable at low speed. At high subsonic speed the position and shape of its intake ramps have a destabilizing effect and unload the tail by 10%. At supersonic speed their unloading effect is 30%. It's why without CAS the F-15 is very limited. The wing is optimized for maneuvering under high g, NOT for top speed(secret of which is on variable intakes ramps/engine optimization).Without getting into to much details an F-15 with CFT at an overall weight of 42000lbs needs only 12°AOA to load up to 9g at Mach 0.72.
2. Thrust to weight is not a good indicator of energy loss during turning fights. (Thrust - drag) to weight is a better indicator. F-16 lower AoA results in less drag, while the F-15 higher AoA results in more drag. So the F-16 has better (thrust - drag) to weight than the F-15 and maintains higher energy.
I mean you talk about Ps(specific excess thrust). Throughout the flight envelope the F-15 has higher values (particulary above Mach 1.5),largely compensating for the slight incrase in drag.
3. F-15 larger body and control surfaces compared to weight are no better than the F-16. F-16 fuselage lift is very high, as much as 40% of total lift.
Upper body lift of the F-15 is no less impressive. This, combined with the awesome power control of its tail surfaces( both vertical and horizontal) saved an Israeli F-15 years ago in a well known accident. Not sure an F-16 in similar circumstances would have survived.
Two other items are important to F-15 vs. F-16 WVR capability, g limit and leading edge flaps. F-16 g limit is significantly higher than F-15 and is automatically limited. That means the F-16 pilot can pull right to the limit without fear of breakiing anything, while the F-15 pilot must monitor his g to prevent over g (and AoA). The F-16 LEF provides optimum lift for all A0A, while the F-15 has no such device.
G limit advantage of the F-16 is only in a very very small part of the flight enveope.(though it can be decisive in some case). Full authority FCS has its advantages and drawbacks. It will take much more time and training to an F-15 driver to master the full flight envelope, no question about this, but it can give him the edge in some( but rare) conditions. You don'nt need to monitor the g or AOA, you just need to listen. OWS will provide you with cues(two tones beep rate) to not overstress your airplane. Now you can take F-15 flight manual from first page to last page, AOA limitations are provided only for specific cases:
- external tanks
- out of limits weight lateral asymmetry
- CAS-off operation or default(any axis)
- above 60°/s yaw rate
About LEF I would just say that F-15 wing is optimized for maneuvering( to the detriment of cruise drag). They are few available data about L/D concerning the two aircraft, but the only available show that F-16 has much higher L/D at low AOA/g combination, the F-15 wing closing the gap as you get to high AOA/g values. The F-15's wing is a masterpiece of engineering. Sukhoi and Tsagi tried to emulate it on the first T-10 prototype but never succeeded, reverting to LEF design(and successful)