Getting a bit of an overview on fighter jets, but there are a lot of variants...
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How does a fighter jet pilot command his vehicle to do a cobra maneuvre?
Executing the Cobra maneuver—also known as Pugachev’s Cobra—requires a precise blend of aircraft capability and pilot skill. It’s not just a button press; it’s a coordinated dance between throttle, pitch control, and sometimes thrust vectoring. Here’s how a pilot commands it:
🧠 Step-by-Step Breakdown of the Cobra Maneuver
Entry Speed & Altitude
The pilot begins at moderate speed (typically 300–500 knots) and level flight.
Altitude is chosen to allow recovery—usually several thousand feet above ground.
Throttle Management
The pilot reduces throttle slightly to prepare for the pitch-up.
In thrust-vectoring jets (like the Su-57 or F-22), engines remain active to maintain altitude during the stall.
Abrupt Pitch-Up
The pilot pulls back hard on the stick, commanding a sudden nose-up movement.
The aircraft’s angle of attack (AOA) spikes to 90–120 degrees, momentarily stalling the wings.
Thrust Vectoring (if available)
In jets like the Su-57, the pilot uses 3D thrust vectoring to stabilize and control pitch beyond stall limits.
This allows the jet to maintain altitude and avoid tumbling.
Recovery
The pilot neutralizes the stick, allowing the nose to drop back to level flight.
Throttle is increased to regain speed and maneuverability.
🛩️ Aircraft Requirements
High thrust-to-weight ratio: To maintain altitude during stall.
Post-stall stability: Airframe must tolerate extreme AOA without losing control.
Advanced flight controls: Fly-by-wire systems help prevent overstressing the jet.
Thrust vectoring (optional but ideal): Enables precise control during the maneuver.
The Cobra is more than a stunt—it’s a tactical move to break missile locks or force an overshoot in a dogfight. But it’s risky: the jet bleeds speed and becomes vulnerable if not timed perfectly. Want to explore how it compares to the Herbst maneuver or J-turn in combat utility?
What is Thrust Vectoring?
Thrust vectoring is a technology that allows a jet aircraft to control the direction of its engine thrust—essentially steering the exhaust flow to enhance maneuverability. Instead of just pushing straight back, the thrust can be angled up, down, or side-to-side, giving the pilot more control over pitch, yaw, and roll, especially at low speeds or high angles of attack.
🛩️ How It Works
Engine Nozzles Move: The jet’s exhaust nozzles are designed to pivot or flex. In aircraft like the F-22 Raptor, they can deflect up to 24 degrees vertically.
Flight Control Integration: The pilot doesn’t manually steer the nozzle. Instead, the aircraft’s flight computer adjusts the nozzle angle automatically based on the pilot’s inputs.
Post-Stall Control: Even when the wings are stalled (i.e., not generating lift), thrust vectoring allows the jet to maintain control—turning the aircraft using engine force alone.
🌀 Tactical Advantages
Supermaneuverability: Enables extreme maneuvers like the Cobra, Kulbit, and tight vertical loops.
Dogfight Dominance: Helps the pilot quickly change direction, force overshoots, or evade missiles.
VTOL/STOL Capability: In some aircraft (like the Harrier or F-35B), thrust vectoring also allows vertical or short takeoff and landing.
Thrust vectoring is like giving a fighter jet the ability to “pivot on a dime” in midair. It’s not just flashy—it’s a game-changer in close combat. Want to dive into how it affects missile evasion or compare 2D vs 3D vectoring systems?
What is the Kulbit maneuvre?
The Kulbit maneuver—also known as Frolov’s Chakra—is one of the most extreme and visually stunning aerial stunts ever performed by a fighter jet. It’s a post-stall loop so tight that the aircraft essentially somersaults in the air, often within a radius no larger than its own length.
🌀What Happens During a Kulbit
Entry: The jet slows down and pitches up sharply, exceeding its normal angle of attack.
Post-Stall Loop: Instead of stalling and recovering like in the Cobra, the aircraft continues the pitch into a full loop—often appearing to “flip” backward.
Recovery: The jet exits the loop facing the opposite direction, having drastically reduced speed but gained a positional advantage.
This maneuver is only possible with thrust vectoring and supermaneuverability, allowing control even when the wings are stalled.
✈️ Tactical Use
Dogfight Utility: The Kulbit can force a pursuing aircraft to overshoot, flipping the defender into an offensive position.
Energy Trade-Off: It bleeds speed dramatically, so it’s risky unless timed perfectly.
Symbol of Agility: More often seen at airshows than in combat, but it showcases the limits of aerodynamic control.
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Jets like the Su-30, Su-35, Su-57, and even the F-22 Raptor have demonstrated the Kulbit, but it remains a rare and risky move—more of a pilot’s flex than a standard combat tactic. Want to explore how it compares to the Cobra or how it could be used in a real dogfight scenario?
At what distance does a stealth fighter become visible to an opponent?
Stealth fighters are designed to delay detection—not eliminate it. The distance at which they become visible depends on radar type, angle of approach, environmental conditions, and the stealth aircraft’s design. Let’s break it down:
These are ballpark figures. For example, the F-22 Raptor has a radar cross-section (RCS) of about 0.0001 m² from the front, making it nearly invisible to most fire-control radars until it’s very close.
🔍 Factors That Affect Visibility
Aspect angle: Stealth jets are optimized for frontal stealth. From the side or rear, RCS increases significantly.
Speed and altitude: High-speed, high-altitude flight can increase infrared visibility.
Weapons bay doors: Opening them can spike radar signature temporarily.
Electronic emissions: Active radar or comms can give away position.
🧠 Real-World Example
In 1999, a Serbian S-125 system shot down an F-117 Nighthawk using long-wavelength radar and visual tracking. It wasn’t easy—but it proved stealth isn’t invincibility.
Today, countries like China and Russia are investing in multi-static radar arrays, passive detection, and quantum radar concepts to counter stealth.
So, a stealth fighter might remain undetected until 20–50 km by conventional radar, but could be spotted much earlier by specialized systems or under certain conditions. Want to explore how stealth jets like the Su-57 or J-20 compare in radar visibility profiles?
What about noise; when is a jet fighter heard?
Jet fighters are loud—so loud, in fact, that their sound can be heard well before they’re seen, depending on altitude, speed, and atmospheric conditions. But here's the twist: if the jet is flying faster than the speed of sound, you won’t hear it until it’s already passed overhead.
🔊 Typical Jet Fighter Noise Levels
Takeoff with afterburners: 140–153 decibels at close range—enough to rupture eardrums
Cockpit interior: 95–110 decibels, even with noise-canceling gear
Heard from ground: Audible from several kilometers away, especially during low-altitude passes or afterburner use
🧠 Sonic Boom & Supersonic Flight
If a jet is flying supersonic (above Mach 1), it creates a sonic boom—a shockwave that reaches the ground after the jet has passed.
You’ll hear a sudden “boom” or double-crack, not the typical engine roar.
This delay means the jet can be invisible and gone before you hear it.
🌍 Factors That Affect When You Hear It
Altitude: Lower altitude = louder and sooner
Speed: Subsonic jets can be heard approaching; supersonic jets are heard after they pass
Weather: Humidity, wind, and temperature layers can bend or muffle sound
Terrain: Mountains and urban structures can reflect or absorb noise
🧭 Real-World Example
During NATO air patrols over the Baltics, locals often hear F-16s or Eurofighters minutes before they appear overhead—unless they’re flying supersonic, in which case the sonic boom hits after the jet is long gone.
In combat zones, low-altitude passes are used to intimidate or signal presence—because the roar is unmistakable and visceral.
So, when do you hear a jet fighter? If it’s subsonic and low, you’ll hear it approaching. If it’s supersonic, you’ll hear it after it’s already gone. Want to explore how stealth jets manage their acoustic signature or how sound can be used tactically in combat zones?
Other than the Cobra and the Kulbit, are there other standard maneuvres?
Absolutely—fighter jets have a whole playbook of maneuvers beyond the dramatic Cobra and Kulbit. These moves aren’t just for airshows; they’re foundational to Basic Fighter Maneuvers (BFM) and Air Combat Maneuvering (ACM), used to gain positional advantage, evade threats, or force overshoots in dogfights. Here’s a breakdown of key maneuvers and how they’re used:
🔄 Classic Dogfight Maneuvers
Scissors (Flat & Rolling)
A defensive move to force an attacker to overshoot.
Involves tight, alternating turns—either horizontal (flat) or with rolling motion.
Goal: reverse roles and get behind the opponent.
Yo-Yo Maneuvers (High & Low)
Used to manage energy and angle during pursuit.
High Yo-Yo: climbs to slow down and tighten turn.
Low Yo-Yo: dives to gain speed and widen turn radius.
Lag Pursuit
The attacker stays behind and slightly offset from the target.
Helps avoid overshooting and maintains control during chase.
Lead Pursuit
The attacker points ahead of the target’s flight path.
Used to close distance and set up for a missile or gun shot.
Defensive Spiral
A descending corkscrew used to escape from a superior attacker.
Trades altitude for speed and separation.
🌀 Advanced Post-Stall Maneuvers
These require thrust vectoring and high angle-of-attack control:
Herbst Maneuver (J-Turn)
A rapid reversal of direction using post-stall control.
Allows the jet to flip orientation and re-engage quickly.
Falling Leaf
Controlled stall where the jet oscillates side-to-side like a leaf.
Demonstrates control at zero forward speed—rarely used tactically.
Hammerhead Turn
A vertical climb followed by a pivot and dive.
Used to reverse direction while maintaining altitude advantage.
These maneuvers are part of a fighter pilot’s tactical toolkit—each one chosen based on speed, altitude, threat direction, and aircraft capability. Want to simulate how a Su-57 or F-22 might use these in a real engagement scenario? I can walk you through it.
The Su-57 Felon offers a highly integrated and semi-automated cockpit environment, blending traditional Russian design with fifth-generation digital architecture. While it doesn’t match the F-35’s “fly-by-mission” philosophy, it gives the pilot a robust suite of controls tailored for high-agility combat and sensor fusion.
🧠 Core Control Systems in the Su-57
1. Throttle & Stick (HOTAS)
Hands-On Throttle and Stick setup allows the pilot to manage flight, weapons, and sensors without removing hands from primary controls.
Includes thrust vectoring control for post-stall maneuvers like Cobra and Kulbit.
2. Multifunction Displays (MFDs)
Three large digital screens provide tactical data, radar imagery, weapons status, and navigation.
Configurable layouts for air-to-air, air-to-ground, or EW missions.
3. Helmet-Mounted Display (HMD)
Allows off-boresight missile targeting (e.g., R-74M2) by simply looking at the target.
Integrates with infrared search and track (IRST) for passive detection.
4. Information-Control System (ICS-57)
Acts as the digital brain of the aircraft, fusing data from radar, IRST, EW, and comms.
Enables the “electronic second pilot” concept—automated threat prioritization and sensor management.
5. Voice Command Interface
Russian engineers have integrated basic voice control for non-critical functions (e.g., radio tuning, display switching).
Still under refinement—less advanced than Western counterparts.
6. Weapons Management Panel
Allows selection and arming of missiles, cannon, and countermeasures.
Includes override switches for emergency jettison or manual targeting.
7. Flight Mode Selector
Switches between combat, cruise, landing, and emergency modes.
Adjusts flight control laws and thrust vectoring behavior accordingly.
🛩️ Compared to Later Russian Fighters
Su-75 Checkmate (prototype): Promises a more streamlined cockpit with touchscreen interfaces and AI-assisted targeting, but remains conceptual.
Su-35S: Shares many cockpit elements with the Su-57 but lacks full sensor fusion and thrust vectoring agility.
The Su-57’s cockpit is a hybrid—part analog legacy, part digital leap. It gives the pilot deep control over maneuvering and targeting, but still demands high workload and situational awareness. Want to compare this to the F-22 or F-35 cockpit philosophies? I can show how “pilot workload” and “automation” diverge across doctrines.
The F-22 Raptor is the United States Air Force’s premier fifth-generation air superiority fighter—designed to dominate the skies with stealth, speed, and unmatched agility. It’s not just a jet; it’s a statement of technological supremacy.
🛩️ Core Capabilities
Stealth: The F-22 has an exceptionally low radar cross-section—comparable to a marble from the front—making it nearly invisible to conventional radar until it’s dangerously close.
Supercruise: It can fly at supersonic speeds without afterburners, maintaining Mach 1.5+ while conserving fuel and reducing infrared signature.
Thrust Vectoring: Its 2D nozzles allow pitch control beyond aerodynamic limits, enabling tight turns and post-stall maneuvers.
Sensor Fusion: Integrates radar, infrared, and electronic warfare data into a single tactical picture—giving the pilot unmatched situational awareness.
🎯 Weapons Loadout
Air-to-Air:
6 × AIM-120 AMRAAM (radar-guided)
2 × AIM-9 Sidewinder (infrared-guided)
Air-to-Ground:
2 × GBU-32 JDAM (1,000 lb precision bombs)
Future upgrades include small diameter bombs and enhanced radar mapping
All weapons are carried internally, preserving stealth.
🧠 Cockpit & Pilot Interface
HOTAS (Hands On Throttle and Stick): Allows full control without removing hands from flight controls
Advanced MFDs: Multifunction displays show radar, threat data, and weapons status
No helmet-mounted display (unlike F-35), but pilots rely on superior sensor fusion and radar
🌍 Operational History
First flight: 1997
Entered service: 2005
Total built: 195 (187 operational)
Deployed in:
Middle East (Syria, Iraq)
Pacific (Okinawa, Alaska)
Europe (Baltic Air Shielding missions in Poland and Estonia)
Despite its age, the F-22 remains unmatched in air-to-air combat. It’s expected to serve until around 2030, when it may be succeeded by the Next Generation Air Dominance (NGAD) platform2.
Want to compare the F-22’s cockpit to the Su-57 or explore how its stealth holds up against modern radar systems? I can dive deeper.
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META AI:
Define HOTAS...
HOTAS stands for Hands On Throttle-And-Stick. It's a control setup used in flight simulators and some aircraft, where the throttle and stick (or yoke) are designed to be operated without removing your hands from the controls.
This setup allows for more immersive and realistic flight simulation experiences, as pilots can make adjustments and control the aircraft without taking their hands off the throttle and stick. HOTAS systems often include additional buttons and controls for various aircraft functions, such as weapons, navigation, and communication.
Where is the throttle and where is the stick, and what do each do?
In a typical HOTAS setup:
Throttle: Usually located on the left side of the pilot's console, the throttle controls the engine power. It's typically a lever that can be moved forward or backward to increase or decrease engine thrust.
Stick (or Yoke): Located in front of the pilot, the stick (or yoke) controls the aircraft's attitude and movement. It can be moved in various directions to:
Pitch (up/down) to climb or descend
Roll (left/right) to bank or turn
Yaw (rotation around the vertical axis) to control direction
In a HOTAS setup, both the throttle and stick are designed to be operated simultaneously, allowing pilots to control the aircraft's speed and movement with precision.
Let's say I use the stick to signal UP; what mechanism is activated in the plane?
When you use the stick to signal UP (pitching up), it typically activates the elevators on the plane's tail section. The elevators are control surfaces that move up or down to change the aircraft's pitch attitude.
When you pull the stick back to signal UP:
The elevators on the tail move upward.
This creates a downward force on the tail, which pitches the nose of the aircraft upward.
The aircraft begins to climb.
The movement of the stick is transmitted to the elevators through a system of mechanical linkages, hydraulic actuators, or electronic flight control systems (fly-by-wire), depending on the aircraft's design.
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The jet engine in simple terms:
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