Drag polar. CD = CD0 + K CL2, with K = 1/(π e AR). In a manoeuvre lift L = nW, so drag D = q S CD0 + K (nW)2/(q S), q = ½ ρ V2. A small wave-drag rise is added above Mach 0.85.
Turn rate and radius. Resolving forces on the velocity vector in a level turn: n cosφ = 1 and V·ω = g√(n2−1). Hence ω = g√(n2−1)/V and R = V2/(g√(n2−1)).
V–n diagram. The aerodynamic limit is n = q S CLmax/W (rises as V2); the structural limit is nlim. They meet at the corner speed Vc = √(2 nlim W/(ρ S CLmax)), where instantaneous turn rate is greatest and radius smallest. Below Vs = √(2W/(ρ S CLmax)) the wing cannot even support 1 g.
Specific excess power. Ps = V (T − D)/W = d(h + V2/2g)/dt is the rate of change of specific energy height Eh = h + V2/2g. A sustained turn is the load factor where Ps = 0 at full thrust: ns = √( q S (T − q S CD0) / (K W2) ).
Energy–manoeuvrability chart. Plotting turn rate against speed with the Ps = 0 curve shows where a jet can turn without losing energy. A higher wing loading W/S raises Vc; a higher thrust-to-weight T/W raises sustained turn rate and Ps.
Climb/dive trade. With little drag, converting speed to height at constant Eh is reversible; that is why the n = 0 zoom climb arc follows a free-fall parabola.
Model and assumptions. Point-mass flight (RK4, 1/120 s), standard atmosphere, constant mass (no fuel burn), thrust along the flight path, T = T0 σ0.9(1 − 0.15M + 0.45M2) · throttle, CLmax reduced above Mach 0.8 (buffet), first-order load-factor lag and a roll-rate limit. The analytic Vc uses constant CLmax, so it matches the experiment well below Mach 0.8 and deviates above.
This is a physics teaching model of a generic, unarmed trainer-type jet in the style of a museum or engineering-course exhibit. All numbers are illustrative textbook values, not the performance of any real aircraft.