[Test-Pilot Notes] issued in 27th February 2026.
The VSKYLABS F-19 overall flying qualities and 'feel' are very similar to the F-4E Phantom II; both are lazy, draggy, AOA-oriented delta-wing aircraft. However, the VSKYLABS F-19 has been equipped with afterburners and is not designed to carry the extreme external payloads typical of the F-4. As a result, its thrust-to-weight ratio in 'operational' configurations is higher than the F-4E, even exceeding higher than 1:1 in specific configurations (mainly due to the F-19 much lower maximum weight).
A note regarding the F-19 Afterburners:
Integrating afterburners into the VSKYLABS F-19 was not a requirement for standard mission profiles, but rather a deliberate choice for high-threat survival. The afterburners are intended for use during exposed, evasive maneuvers where raw power is required to out-climb or out-turn an interceptor. In addition, in combat environment, when stealth is compromised, the afterburner provides the instantaneous thrust-to-weight advantage (exceeding 1:1) needed to 'flee' and exit a high-threat danger zone at maximum acceleration.
The F-19 overall flying qualities and 'feel' are very similar to the F-4E Phantom II; both are lazy, draggy AOA-oriented delta wing aircraft. With the F-19...it was decided to equip it with afterburners...and by concept it is not designed to carry tons of external payload like the F-4...so the thrust to weight ratio in the 'operational' configuration is higher than the F-4E (F-19 has much lower maximum weight), and in fact thrust to weight ratio in the VSKYLABS F-19 exceeds more than 1:1 in some configurations.
So the VSKYLABS F-19 is a very powerful aircraft, but its aerodynamics characteristics involves high drag with due positive AOA...so the speed bleeds-off rapidly when pulling the stick below the corner speed...just like the F-4.
Corner speed - in short:
A point in the flight envelope where below it, if you are going full power and pull the stick all the way in, say at 240 knots...then the achieved G force would be low...and the turn rate will be low as well...and the high drag will fight the engines...so you would not accelerate unless you release AOA. You will also won't break the airframe during the pull.
...Beyond that point in the flight envelope, the maximum G limit will restrict you from keep pulling more G's. It happens in the higher speed regime, and above the corner speed the aircraft will *not* decelerate because of the turn, since we are not allowed to pull an extensive AOA due airframe limitations. So the turn rate above the corner speed will be lower as well compared to the maximum possible turn-rate, even-though we will reach the maximum G limit during the process.
Following the explanation above - we would achieve the best (and continuous) turn-rate when the aircraft is flying on the corner speed.
Landings are almost identical to the F-4 - You fix your velocity vector to the runway (remember - no HUD in the F-19 v1.0...so you got to work hard...), manage AOA with nose attitude while 'pumping' the glide path with the throttle until impact on the mains, spot on (no flare is required). Then, you pull the drag chute and stand on the brakes until slowing down enough for taxi.
Huss
VSKYLABS
Based on real-world flight experience in the F-4E Phantom II.
