DarkFire

That is interesting. And works as advertised. It also produces a very short landing run, but I'd be very cautious about using that technique all the time in-game, particularly because popping the chute while the nose gear is still up in the air smacks the nose wheel down quite hard. Holing the brakes key down also tends to pop tires fairly effectively. But... Yes it does work. Interesting. :wassat:

Respectfully, it really isn't that easy. Yes one can trundle around at 1.2M at max fuel weight and do an instant, max-G turn which will break the wings, but it's a deliberate action at that point. Turns up to 7G at max weight, at cruise speed will not break the wings. More generally, modern Su-27 variants apparently have a Nadia that takes in to account the all-up weight of the aircraft so the pilot will get accurate audion G limit warnings. The fact that the older Su-27s didn't have this probably comes down (as so many things do with the Su-27) to the pilot having the experience to be able to feel the current G level and therefore knowing what G level not to exceed. Of course, we don't get that level of feedback in a game, which makes things more difficult. I'd argue that this is one of the very, very few areas where the game ought to make a realism concession and have an auto-calibrating Nadia even if actual early VVS / PVO Su-27s didn't.

Unfortunately not much. There's a Spanish translation of an early Su-27S pilot's manual floating around the internet. The manual mentions that for normal landings the automatic brakes will slow the aircraft to taxi speed without deploying the chute, and that the only real use for the chute is to help slow it down for short runway landings or landings with a slippery runway surface. I don't think the manual mentions how the automatic brakes work. The brakes that we have in DCS world on the Su-27 are in fact a holding brake which is designed to allow the pilot to run up the engines prior to a take-off run. Pure speculation on my part, but I think the automatic braking system is a system that the pilot turns on once the aircraft has aerobraked to beneath a given speed, which will then slow it down the rest of the way. It is the case that for most of the Caucasus runways deploying the chute isn't necessary unless you're making a heavy or unusually fast landing.

That would be very nice, as would implementation of the automatic braking system. As per the manual the drag chute is actually only meant to be used for slippery (ice, snow, wet weather etc.) runway conditions.

Full PFM, but still subject to the odd tweak here & there on occasion.

Agreed, the point being though that most new Su-27 pilots expect to be able to bank & yank to their hearts content, and are then awfully surprised when their wings fall off. No criticism of teen series fighters intended. :)

As per the manual quoted above, there are recommended taxi speed limits. Taxi more slowly, and dab the brakes rapidly to avoid popping tires.

This is particularly relevant to 4th generation Russian fighter design: the early Su-27 and MiG-29 families of aircraft were never designed to have care free handling in the same way that contemporary western aircraft like the teen series fighters were. The design philosophy behind the Russian control systems is that responsibility for not doing something that leads to the destruction of the aircraft is entirely the responsibility of the pilot. The early Russian FBW will not hold your hand in any way, and doing fatal things is absolutely possible. The idea is that with sufficient training, practice and ability, having more freedom to explore the more unusual areas of the flight envelope can lead to greater performance that wouldn't be allowed by a 'carefree handling' FBW system.

Analogous to the MiG-21 spin recovery technique... Interesting! I'll give that a try next time I manage to get it to depart.

This. I don't usually bother with the gear, but the flaps decrease your Vmin and opening the airbrake appears to shift the center of pressure forwards slightly which helps. Engage direct control mode and attempt to 'rock' the aircraft out of the stall condition. If your engines flame out, eject. If you have less than ~4,000m altitude remaining when the aircraft enters the inverted stall, eject. The lowest altitude I've ever been able to successfully recover from was around 4,600m.

I wouldn't say it's at all useless, or even unreliable. It's just that on a very small number of occasions, maybe 1 in 50 flights, strange things can happen in MP games. ED are still working on the network code for DCS World.

Ah, multiplayer. That might be the issue. Occasionally some very strange things can happen in multiplayer that never do in single player. As an example, very very rarely when I'm flying around in MP the ACS will drop into manual mode, completely of its own accord. Never happens in single player. Try to reproduce the problem in a single-player mission. If it still happens than I'd suggest that you possibly have some problem with your DCS installation. Try doing a repair. If it doesn't happen then it may simply be one of those weird un-reproduceable things that happen in MP.

On a friendly (red) airfield, hit \ to open the comms menu, hit F8 to talk to the ground crew and I think F1 to bring up the loadout editor. Right click on a pylon space to select what you want the ground crew to load. Hit OK & wait for a few minutes while your aircraft gets re-armed.

Hmm that's really strange. I've tried to re-produce the fault & wasn't able to do so. Tried it under vaguely similar conditions and the maximum G I experienced during the inverted dive was between 1.3-1.7. Sounds like you encountered a problem of some sort. Are you running any mods that might effect the performance characteristics of the jet?

Same here. In my few Eagle flights so far I've never experienced a loud bang when engaging the burners. I'd describe it as more of a muffled thump as each stage activates. Possibly the loud banging sound the OP heard was due in part to audio settings..? As an aside, from the great videos that Allesmor Obranna linked, it looks like ED got the Su-27 / AL-31F in-cockpit burner sound spot on: sort of a muffled crack.

A couple of points: 1. Combining roll with pitch will produce much more G than either roll or pitch alone. It's very, very easy to go in to an over-G condition with even a modest amount of roll if you're doing a hard pull. 2. The G you'll experience in an inverted dive is dependent on trim. If you're trimmed to pitch up an inverted dive can easily contribute to the total G load on the airframe. 3. Difference between the track file and the tacview file: Tacview only records parameters at certain intervals. For all it's an awesome tool (essential IMO) it doesn't do well at recording sharp spikes in any particular parameter. 4. At M1.26 you're well within the G notch on the speed/max-G chart. With a relatively high load your actual maximum safe G loading may be as low as 5 or thereabouts: The graph is for an all-up weight of 21,400Kg which is what the in-game nagging nadia is calibrated for. Higher weight = lower permitted G. Tests have shown that destruction of airframe occurs at somewhere between 1.3 - 1.5 x maximum permitted G load shown on the graph.

I can't remember ever seeing a list as such. Most of the more obscure keyboards shortcuts are listed in the game options, the problem comes in searching through the hundreds of key binds to find them. The search functions in the key binds menu is mostly helpful for finding stuff. The only other obscure key bind I'm aware of is RControl - Break to display your frame rate.

Appears to be a radio talk with a Russian 'defence expert' that's largely about 5th generation aircraft. Interestingly the talk doesn't really come across as being a propaganda piece at all: the Russian expert is highly complimentary of the F-35 (and naturally the T-50) but what did surprise me was how critical he is of the MiG-29. The background video also contains some great footage of the F-35, T-50 and what appears to be the HDD on the F-35. Very interesting 45 minutes and well worth a watch.

https://www.youtube.com/user/4023446/search?query=cold+war+warrior No doubt it's a tough campaign, but all the missions are possible to complete.

See the attached screen shot: an A-50 was on approach, 10 degrees nose down but the visual appearance showed a much greater pitch down angle. Also attached is the zipped game log folder. This was with DCS World verstion 1.5.4.57013 which I think was today's patch.

Do you mean the control position display? RControl + enter.

IIRC the R-77 goes pitbull when it thinks it's 15Km from the target. However, you don't get an indication of when this happens and have to guesstimate in your head based on distance & missile closure speed with your target.

That's the one. Let me know what you think...

Really strange problem. Maybe the key binding system has been corrupted somehow. It might be worth trying to repair your installation to see if that makes any difference.

I'd consider it to depend entirely on what you want your mission to do, and who your target audience is. For a very simple practice mission I might hammer out a few lines of text, for example: "DISTRIBUTION: CO 3RD FIGHTER AVIATION REGIMENT 08:00 10/03/2012 ORIGINATOR: HQ KRYMSK TRAINING ORDERS, 51ST AIR DEFENCE CORPS MAP 200000, EDITION 1986 AIR TO GROUND TRAINING MISSION: DESTROY TARGETS AS ORDERED OPERATION ELEMENTS: =============== FLIGHT 100: 1 x Su-27S, air to ground weapons training, IRON GUARD: Ground control for this mission. ELEMENT ORDERS: ============ Flight 100 is to attack targets as briefed, targets located at the disused airfield north of Kobuleti. Take off will be at 10:00 hours from Senaki-Kolkhi. On reaching waypoint 2 stand by for contact from ground control. Ground control for this mission is located west of the target at grid 37-T-GG-311-360. DO NOT ENGAGE FRIENDLY TARGETS at this grid location. Static target group 1 is located at grid 37-T-GG-323-362. Static target group 2 is located at grid 37-T-GG-321-357. All target altitudes are 10m. All buildings at marked grid locations are valid for this mission. If required you are authorized to land and refuel / re-arm at Kobuleti or Batumi airfields. Following destruction of all targets you will be released from the target area by Ground Control. You will then contact Senaki-Kolkhi tower on 132.00 MHz for recovery." Or at the other end of the scale I've gone as far as to write an entire separate pdf file briefing document like the one attached. Both of the above were for SP missions. MP missions will necessarily be slightly different as you have to create briefing sections for blue and red teams. As far as templates, look up JP or Joint Publication 3-50.21. It's a manual on intra-service search & rescue procedures but appendix F in the document contains what is apparently some form of US standard briefing document or air tasking order. I've searched high and low for a Russian equivalent without any success. I did however note that the data block at the top of the mission briefing I pasted above seems to appear in a lot of the ED missions. Rightly or wrongly I've assumed that this is some sort of standard for Russian briefings and now include it where appropriate: "DISTRIBUTION: CO 3RD FIGHTER AVIATION REGIMENT 08:00 10/03/2012 ORIGINATOR: HQ KRYMSK TRAINING ORDERS, 51ST AIR DEFENCE CORPS MAP 200000, EDITION 1986 AIR TO GROUND TRAINING MISSION: DESTROY TARGETS AS ORDERED" For me, and this really is just personal preference, for a training or practice mission I normally go with simpler and shorter briefings whereas for SP "story" missions I prefer longer briefings with lots of extra briefing pictures etc. Hope this helps... Su-25T Op Dawn Raven ATO.pdf