A stunt pilot can pull off some impressive air feats and tricks. Today we break some of these high-flying spectacles down…

Introduction

Of the top impressive maneuvers performed by stunt pilots, you will find loops and barrel rolls. It is an open secret that even in the most intense aerobatics in the air, most planes are still subject to aerodynamics. The air that flows over the wings of airplanes gives them the needed lift to control their movement while staying aloft as they alter the surfaces that air flows over. Then, some jets can leave all the surfaces they fly over in the dust.

Super maneuverability

One important quality that makes some jets distinct from others is called supermaneuverability. This quality makes them exceed the average attitude control made possible by pure aerodynamic maneuverability. These jets are powerful enough for a pilot to fly without resting solely on aerodynamics. With these jets, pilots can pull off stunts while in control under conditions that would leave other aircraft plummeting without hope toward the ground. These incredible stunts can be achieved in several ways, one of which is Thrust vectoring.

Thrust vectoring

This term is also referred to as thrust vector control. An aircraft can manipulate its direction of thrust from the plane engine to control its angular velocity. Jets that can achieve their stunts through thrust vectoring don’t rely on airflow. They apply thrust vectoring to turn themselves around and change the direction their planes are pointed. Thrust vectoring isn’t enough to achieve this stunt. The thrust-to-weight ratio also plays an essential part in performing the maneuvers. 

Thrust to weight ratio

If the thrust to weight ratio is more significant than one, the plane’s thrust can ultimately act in opposition. Not every pilot can salvage this situation, but some can course through by flooring it. This way, they still gain control of the plane, although it has stalled. There is also the possibility of maneuvers when you intentionally stall. Precise aerial control of the plane by the pilot makes up the whole ability to maneuver. While there are no hard and fast rules as to whether a plane has super maneuverability, there are numbers of jet planes, majorly Russian, that can live up to being super maneuverable. 

Below are some of the most Incredible Maneuvers Performed by a Stunt Pilot in History

Pugachev’s Cobra

The pugachev’s cobra was first performed in 1989 by a soviet pilot, Viktor Pugachoyov. The incredible stunt that would later be christened “Pugachev’s Cobra” is one major leap to herald many more complicated super maneuvers. While in flight, the pilot retreats to a contradictory angle of attack, which takes the nose of the aircraft to a completely vertical position or even beyond. After the retreat, one of these two is likely to happen. If a plane lacks thrust vectoring but has a thrust-to-weight ratio higher than 1, you can use the drag in the direction of the plane’s tail to pitch the nose forward again. 

If the plane has thrust vectoring, it will help you in its reorientation much more. Either way, the engines would fire hard enough the whole time to ensure the jet’s altitude is maintained even though it loses speed or lifts. The pugachev’s cobra is quite an impressive trick, although questionably useful. This is because the swift loss of momentum can be employed if there’s a high-speed pursuer to make them overshoot you. This leaves the jet that pulled the cobra stunt in a vulnerable state. This stunt is performed chiefly during airshows, as you can hardly use it in actual combat.

The Herbst Maneuver

This maneuver was first performed in 1993 by a German test pilot, Karl-Heinz Lang. It is very much like Pugachev’s Cobra but has a twist to it. While you’ll pull up and go forward to perform the Pugachev’s Cobra, the Herbst Maneuver involves you rolling the plane a bit with its nose pointed at the sky. When the nose comes back down, the plane has changed course. While watching a video of the stunt performed in the experimental X-31 plane, it may be tough to get the hang of it. You can check out the F-22 Raptor pulling it off.

The Herbst Maneuver makes room for you to turn within a bit time frame while maintaining an extremely high attack angle in its comeback. It expends a high amount of potential energy and speed. Unlike the Cobra, you can pull this stunt in actual combat, not just during airshows.

The Kulbit

This particular maneuver from the Russian for somersault is also like a parody of Pugachev’s Cobra, but it is turned into a backflip. It can be an extremely tight sequence. These custom sequences have a wide radius to see the plane experience lift from the air that flows over its wings. Yes, wings still work even when the plane is turned upside down. For a Kulbit, the radius of the sequence is too tight that it can’t keep flying according to custom, so you get the jet to stall and tumble back over itself. It is also referred to as “Frolov’s Chakra,” as it was first performed by the Russian test pilot, Yevgeni Frolov. If you have gained mastery of the stunt, you can go for a second Kulbit right after pulling the first.

The Tailslide

This maneuver can also be likened to a Pugachev’s Cobra that isn’t in a hurry. To perform this stunt, you pull up as you would while performing the Pugachev’s Cobra but wouldn’t pitch forward. You stall a little while before pitching forward to recover. If the jet plane has a high thrust-to-weight ratio, its engines can permit a hovering stall-out at an angle near vertical for a long time. When it is time to end the stunt, you get the jet to fall in a forward motion to a steep dive and transit back to aerodynamic flight. While this is a somewhat difficult trick, and it requires complete post-stall control, it isn’t a trick that is limited to supermaneuverable jets.

All-inclusive

The primary things that make up a buildup of supermaneuverability are intriguing to watch one after the other. Still, it gets more intense when you watch all the stunts together as a pilot transitions from one to the other. This maneuver is a demo pulled at the 2013 Paris airshow. A Sukhoi Su-35 happened to pull a lot of post-stall stunts and super impressive maneuvers in a string-like manner in quick succession. 

Wrapping Up Stunt Pilot Maneuvers 

While watching, you can hardly tell where a stunt starts and ends. As you look closely, you would be able to spot bits of one and pieces of another to create moves twisted into a whole inconsistent turn of events.

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An Introductory Guide to Formation Flying

Formation flying demands a great deal of speed, practice, and skill, as well as being mentally and physically challenging. Learn the history, preparations needed and more!

When the general public thinks of formation flying, most people picture the fancy camera-friendly moves performed by the Air Force Thunderbirds or the Navy Blue Angels. However, formation flying is nothing more than two aircraft travelling together in a coordinated manner which has been previously synchronized. They might be matched to the moment and within inches, as is seen in an airshow, or simply keeping close visual contact.

What is Formation Flying?

The types of formation flying seen at airshows is almost always tight and harmonized.

This kind of formation flying requires a great deal of precision control and practice, but experienced pilots who have strong aircraft control and who can coordinate carefully are able to fly in a more informal formation.

Formation flying is often used to sharpen aviation skills, provide assistance or support during long cross country journeys, and to undertake aerial photography. The ability to fly in formation is always handy, especially when meeting up with pilot friends at a fly-in, assisting with moving aircraft out of the path of a hurricane, or deciding to take a short group trip to a nearby airport.

The History of Formation Flying

Like many advancements in aviation, the history of formation flying was propelled by war. It first developed during World War I, which began shortly after the initial Wright Brothers flight. This was the first major conflict in which aviation was a major factor. Both single pilot fighter aircraft as well as reconnaissance airplanes were used, not to mention dirigibles, zeppelins, and hot air balloons. Fighter to fighter combat also began.

In order to protect the reconnaissance airplanes, the fighters provided escort and weapons support. Formation flying was necessary for all of these offensive as well as defensive maneuvers; it was simply safer for the pilots to fly together. By the time the end of the war was approaching in 1918, fighter formations was an accepted practice, and aircraft almost never ventured out alone. Germany’s air force provided some of the earliest rules regarding flying in formation.

After WWI

After World War I, pilots who flew for military missions had the opportunity to revolutionize and practice the most effective patterns of formation flying. Barnstorming in the 1920s and the development of air shows increased interest in aviation, and flying ceased to be viewed as a dangerous stunt and more a safe part of everyday life. Airlines began to transport passengers. Civilian aircraft began to fly in “gaggles” as pilot comrades moved together in a group.

The development of the jet engine meant that even more attention was paid to precision flying. As various maneuvers became possible due to the jet engine’s ability to thrust vector, post World War II formation flying became tighter and concentrated on Cold War reconnaissance. The modern era of formation flying is often demonstrated at air shows by elite military teams, when relative positions are maintained and designs such as diamonds or delta formations are executed. Dynamic patterns make for dramatic demonstrations of precision flying.

Who Is the Flight Leader and the Wingmen?

The success of the formation often depends on the skill of the flight leader. Unless a military decision has been made to place a certain pilot in command, the flight leader is usually the pilot who has the most experience. No matter how many other pilots are present, they are all known as “the wingmen.” To maintain safety and good organization, the wingmen must follow the decisions and positions of the flight leader. Staying with the leader is known as “position keeping.”

When there is only one wingman in a formation of two, the wingman maintains a constant distance by keeping aligned with the leader’s aircraft visually. In the event there is more than one wingman, the other airplanes are used to hold position. It is important for the whole squadron to work together and maintain a safe distance.

Before the Flight, Mission, or Show

Flying so close together is certainly possible by keeping relative speed the same, but doing so can be dangerous. If pilots in a formation have not flown together before or rehearsed as a team, they must have a detailed and extensive briefing to discuss how the flight will unfold and what the forms of communication will be. Pilots must strictly adhere to these procedures.

During a formation briefing, wingmen ask questions and the leader ensures that all understand the movements which will take place. Protocol generally calls for only the leader to speak on the radio. The pilots otherwise can communicate via nodding, hand signals, or even using the aircraft itself to signal a change in altitude or attitude.

Flying Formations

Sometimes, formations break into smaller units. These are usually known as “sections” and have their own leaders and single wingman. When two sections work together, they are known as a “division.” When the formation divides into these smaller groups, they can arrange in a lot of different ways:

• Echelon: Leader in front with all the wingmen on one side behind the leader.
• Line Abreast or Wall: Leader in the center with other aircraft evenly arrayed on either side
• Vee/Vic: Leader in the center, other aircraft equally spread out behind
• In trail: Wingman flying behind and beneath the leader
• Diamond: Leader is in front (the “slot”) and wingmen are arrayed on either side, just behind
• Finger four: Four airplanes spread out with one to the leader’s right and two on the leader’s left

The advanced skills of fighter pilots make them ideal for such demonstration teams as the Blue Angels and Thunderbirds. These teams consist of fighter pilots who are adept in landing on aircraft carriers, or performing maneuvers at high speeds with quick stops. They are used to G forces after rapid acceleration and can perform barrel rolls, loops, and tight designs, usually with a trail of smoke oil so that the crowd can follow them in the sky.

Not only does this kind of flying demand a great deal of speed, practice, and skill, it is also demanding mentally as well as physically. Check out our Wings Over Camarillo Air Show schedule!

4 Amazing High Flying Airplane Maneuvers

Sometimes the dazzling performances at air shows move so quickly that it’s difficult to fully appreciate the technical ability and practice which go into making them part of the day. Understanding more about the various airplane maneuvers one might see at an airshow increases appreciation for how difficult they are, as well as the aerodynamic principles behind them.

The major airplane maneuvers you might see at air shows developed over time, some from the earliest days of aviation. Others, like those discussed here, are more recent. Sometimes they are combined or presented as part of a series of tricks. Here’s a closer look at them.

The Tailslide

Tailslides make the most of gravity and basic aerodynamic principles. The pilot begins the maneuver in straight and level flight, then performs a quarter loop which ends in ninety degree vertical climb. At the moment the climb ends, the pilot uses the thrust vectoring technology on a jet engine to stay in one place as long as he or she can. When gravity eventually takes over, the airplane begins to drop back towards the ground, tail first. The pilot then drops the nose to vertical into a dramatic dive. A similar maneuver, called the “bell,” incorporates a roll while returning to horizontal flight. Tales of tailsliding in aerobatic flying go back as far as 1913, courtesy of aviation pioneer Louis Beleriot.

A pilot depends on a temporary reverse of airflow over the surfaces of the airplane in order to make a tailslide work. Since this usually takes place at a somewhat high rate of speed with a sudden reversal, it’s important to perform this maneuver only in aircraft with an airframe and connection points which are strong enough to withstand these forces. That’s why you might see some aerobatic airplanes performing loops and barrel rolls, but not a tailslide. While most of the maneuvers discussed here may be exclusively performed by jets, a tailside can also take place with experienced pilots in propeller-driven airplanes.

Pugachev’s Cobra

Although only introduced to the aviation community in 1989, Pugachev’s Cobra is now considered the foundation for many modern airplane maneuvers. Pugachev’s Cobra is also simply known as “the Cobra.” In Sweden, it’s called a “Short Parade” and a “Zero Speed Maneuver” by the Syrian aviation community. No matter the name, Pugachev’s Cobra requires a great deal of skill and accuracy on the part of the pilot.

Pugachev’s Cobra places the airplane in a position just past vertical. The airplane takes this attitude while flying at a high rate of speed, then it returns to a horizontal position. The effect creates a purposeful stall, but the airplane’s altitude remains the same. Precise pitch control, as well as stability, are musts. These airplane maneuvers are not possible on just any airplane; it acts as an airbrake on the jet engine, and the pilot must have a full understanding of the aerodynamics at work.

The Pugachev in Pugachev’s Cobra is the legendary Viktor Georgiyevich Pugachev, who flew as a test pilot in the USSR Air Force. In addition to breaking many speed records, he was the first to demonstrate the maneuver in public in an Su-27. Other airplanes capable of performing Pugachev’s Cobra include:

• The Su-57
• X-02S Strike Wyverm
• F-22A Raptor
• The ADF-01 FALKEN

This maneuver takes place at subsonic speeds and marked the beginning of a new era in aerial combat, as well as air show performance technology. It’s generally agreed that while Pugachev’s Cobra in itself is not very useful in a dogfight, it forms the bases of other moves which are.

The Herbst Maneuver

In the Herbst Maneuver, which can be used to great effect in aerial combat, a pilot requires a jet engine with post-stall technology and a tremendous amount of practice. Post-stall technology is a major part of supermaneuvrability, which refers to a “controlled loss of control” beyond what is typically possible in aeronautics with usual capabilities. The Herbst Maneuver is also known as “the J-turn.” It is usually considered a variation of the Pugachev’s Cobra.

When a pilot performs the Herbst maneuver, he or she relies on thrust vectoring. Thrust vectoring, or thrust vector control, is the technology which advanced fighter aircraft have to change the direction of their exhaust nozzles relative to the rest of the airplane, as opposed to older jet aircraft, which have fixed exhaust nozzles. This enables much more maneuverability.

The Herbst maneuver demands a high angle of attack, which takes place when the relative wind strikes an airfoil at a high angle. This is made possible by the sweep of the wing; it’s not necessary for training aircraft or typical passenger jets, but it is extremely useful in aerial dogfighting. The Herbst maneuver developed from this advanced technology and training.

In it, the pilot rapidly reverses course while returning to its original direction. The reversal takes place while the airplane is rolling. It’s named after Dr. Wolfgang Herbst, who worked for Messerschmitt-Bolkow-Blohm, a German engineering and aircraft manufacturing company (known in the World War II era as Messerschmitt.) Dr. Herbst helped to initiate the Rockwell SNAKE, which was used as the base for the X-31 aircraft. His research and engineering breakthroughs helped to form the bedrock of post-stall technology. A Herbst Maneuver was first successfully executed in 1993 by an X-31.

The Kulbit

Many airplanes which can perform Pugachev’s Cobra are also capable of the Kulbit. “Kulbit” is a rough translation of “somersault” in Russian, and, as the name indicates, it involves a Pugachev’s Cobra which is exited via a backflip. The Kulbit, then, is an extremely tight aeronautical loop, an innovation also only possible with thrust vectoring.

Airplane loops which were first performed with biplanes required an enormous radius, one large enough to produce enough lift over the wings of the craft. Yevgeni Frolov, who, like Pugachev, was a test pilot in the USSR, was the first to verifiably perform this feat in a Sukhoi. For that reason, “the Kulbit” is also known as “Frolov’s Chakra” in certain aviation communities.

A Beginner’s Guide to Aerobatic Maneuvers

During an airshow, pilots utilize various types of jaw-dropping flips and tricks, but most of the tricks derive from these four aerobatic maneuvers.

When enjoying an air show, it’s easy to become swept away by the daring feats of the performers and the tremendous control demonstrated by the pilots. One way to better appreciate the kind of skill a professional air show displays is to become familiar with the various aerobatic maneuvers and techniques of aerobatics.

Aerobatic competitions usually involve compulsory figures, which are closely governed and restricted by a specific set or rules. These must take place within a tight section of airspace called “the box.” The precision of the figures are then scored by specifically trained judges.

Common Aerobatic Maneuvers

Air shows, however, are more focused on crowd-pleasing maneuvers designed to dazzle the onlookers in a dramatic or even comedic presentation. Some of the basic figures, however, are based on the same aerobatic maneuvers.

1. Spins

Spins seize one of a pilot’s biggest enemies while in the sky—a stall—and transforms it into a spectacular, Instagram-friendly maneuver. While an accidental spin can all too easily become fatal, a controlled, intentional spin is a popular feat which demonstrates courage and mastery of not only control of the airplane, but of the natural disorientation which takes place while corkscrewing towards the ground.

Aerobatic pilots execute spins safely by choosing a point of reference on the ground, much the way a figure skater or ballet dancer finds a spot in the theater or arena to look at before beginning a series of fast turns. By reducing power during level flight and gently pulling up the nose and closing the throttle, an aerobatic pilot begins his or her spin maneuver.

The most important aspect of this move is that the pilot pulls back the stick before the airplane stalls, thus remaining in control. Doing so allows him or her to apply the rudder in the opposite direction of the spin. The pilot then allows airspeed to rebuild, and introduces more power once the nose is level. All movement with the stick must be undertaken smoothly and calmly, or the pilot could find him or herself in an unintentional stall.

2. Aileron Rolls

Many pilots, even if they are not professional air show or aerobatic aviators, are fond of aileron rolls as one of the first aerobatic maneuvers they are able to master. Aileron rolls are similar to spins in that they rotate the airplane 360 degrees, but the action takes place along the center axis, which is also called the longitudinal axis.

If you have trouble differentiating rolls from spins, remember “roll” as one of the three axes of flight—this is the plane along which the aircraft “rocks” back and forth across the length of its wingspan, with one wing tipping up while the other drops the opposite direction. Put another way, aileron rolls take place along the roll axis.

An aileron roll is accomplished by the pilot focusing on the horizon, rather than the ground, as is the case with beginning a spin. He or she then pulls the stick as far as it will go to the side. Most aerobatic pilots spin their airplanes to the left. Timing is crucial in ending an aileron roll; the pilot exits the aerobatic maneuver as the wings of the airplane begin to return to parallel with the horizon. Correctly done, aileron rolls do not result in drops or lifts in altitude.

3. Loops

When the general public thinks of aviation aerobatics, loops are usually one of the first aerobatic maneuvers which come to mind. Loops are another skill which aerobatic pilots add to their resumes early in their training. Precision pilots learn a great deal while perfecting loops. They gather experience in withstanding g forces, controlling the airplane while upside down or facing the horizon and ground at awkward angles, and working with airspeeds that change quickly—not to mention in front of an audience.

While a loop is also a 360 degree turn, like an aileron roll, the shape of it is much larger. Executing loops as an aerobatic team requires a great deal of practice and careful timing. Loops make the most of the natural pull of gravity. Aerobatic airplanes generally contain equipment which measure the force of gravity acting upon the craft and its pilot.

Loops usually push pilots back in their seats with 3.5 to 4 gs. At the top of the loop, however, the pilot enjoys a few seconds of weightlessness as the front part of the airplane tips forward and airspeed begins to rebuild. Rudder pedals might be employed to keep the airplane on track with a point of reference.

4. The Herbst Maneuver

The Herbst Maneuver, sometimes also known as  “J Turn,” is an example of a more advanced and jet-only feat which only the modern era of super-maneuverable airplanes has made possible. This aerobatic maneuver is set apart from most other airshow showstoppers in that it’s more than just an impressive display of piloting for a Saturday afternoon crowd—it could save a pilot’s life in aerial combat.

Only experienced fighter pilots who have mastered such skills as loops, rolls, spins, and more advanced techniques will attempt to add a Herbst Maneuver to their arsenal. Such spectacular  motions weren’t even imaginable until the advent of post-stall technology, and the first one wasn’t performed until 1993.

In a Herbst Maneuver, the pilot changes direction quickly while flying up and away from an enemy aircraft. While flying at a high rate of speed, the pilot steeply and suddenly increases the airplane’s angle of attack; the trick here, however, is that the airplane decelerates at the same time. As the airplane stalls, the pilot continues increasing the attack angle, and thrusters are employed to reassert control. At the same time, the airplane begins to roll. Once the “stall” is recovered, the airplane zooms off in a different direction of flight, usually the opposite of which it came.

The first Herbst Maneuver took place in an X-31, but now can be accomplished in any high performance military craft which employs thrust vectors. The phrase “turn and burn,” is an excellent illustrator of the Herbst Maneuver.