Su-27 pitch departures & inverted departures recovery demonstration (.trk file)

Here's my methods of recovery from an inverted departure, mainly based on the pitch-rock technique used by F-16 in deep stall situations.

My move is to create large amounts of adverse yaw momentum (hence side-slip & rolling motions) by full deflection of flaperons and rudder during pitch-rocking to rotate the aircraft out of inverted situations.

EDIT: Seems that in DCS 1.2.12, tracks of previous versions are not supported anymore. Fortunately I've recorded the whole situation of entering into a inverted departure during mutiplayer under 1.2.12. Same technique used in 1.2.11:

Su-27 pitch departure recover 1.trk

Thank you Sir for sharing it.

Hi, the Track doesn`t work..no Plane..I just see the map

Hi, the Track doesn`t work..no Plane..I just see the map

Press the pause key first.

:thumbup:thx

Youtube video added.

I wonder if this is a behavior on a real 27. She sure is finicky.

Nice! Thanks for this. Going to try this in my many inverted departures and see if that works for me as well. :)

I wonder if this is a behavior on a real 27. She sure is finicky.

I was wondering the same thing. Hard to imagine that all these awesome maneuvers are being performed while the pilot has to constantly worry about this. Su-27 pilots need to have some confidence in their machines and abilities, and knowing that she could depart that easily wouldn't help with building that confidence....

A real pilot isn't going to accidentally push the nose over too far & end up inverted, because 1/ they're trained not too, and 2/ more than 1 negative G is really uncomfortable - so you'd notice :)

Same with yanking the stick back too hard and stalling out.. you can't 'accidentally' pull high G in real life, and if you know the limits of your aircraft, that's feedback on where you are in the envelope (that & the in cockpit AOA indications)

A real pilot isn't going to accidentally push the nose over too far & end up inverted, because 1/ they're trained not too, and 2/ more than 1 negative G is really uncomfortable - so you'd notice :)

Same with yanking the stick back too hard and stalling out.. you can't 'accidentally' pull high G in real life, and if you know the limits of your aircraft, that's feedback on where you are in the envelope (that & the in cockpit AOA indications)

And that's the problem for me, most of the time there is no feedback.

For me it feels like that the DCS Su27 is a little bit to itchy at low speed at the stick inputs or this flip around to inverted, why?

Ok she behaves like a bitch and perhaps that's the reason why she loves it to go inverted? :music_whistling:

The DCS Su27 loves inverted stalling like no other PC plane I know.

Tried the same with each other plane to go inverted, till now no chance to stay there! If I manage to go inverted, than all planes go out of this stall self-sufficient. The Su27 is the only plane I know, that can have full AB working in a flat stall without any spin, that stays 12 km in this position.

What's the secret of the Su27. Even a simple barrel roll is a risk with her. No places for mistakes! 90% of her stalls are flat! She is dangerous, indeed! ;)

Even a simple barrel roll is a risk with her. No places for mistakes! 90% of her stalls are flat! She is dangerous, indeed! ;)

I agree. In contrast, I can throw the F-15 around like there's no tomorrow, and still not stall. :)

Some years ago I saw on the news a guy that bought a new ferrari in Auckland and only got a couple of blocks from the dealers before he had to stop at an uncontrolled intersection.

He decided that with his new high performance supercar, he could dive into that little gap in the traffic, and did.

He dived into the gap, and straight out the other side in a cloud of tyre smoke, and into the house on the other side of the road from where he started. you can't put your foot down in a Ferrari in the same way you would in a Toyota Corrolla. High performance does not necessarily mean easy to control

All I can say is that I have yet to stall it doing a barrel roll while paying attention to AoA and airspeed. Now I have had some practice, ther isn't that much attention required.

Which is to say I have done so while trying a last ditch maneouvre to dodge a missile & focusing on that not AoA & airspeed :)

Practice - as long as you concentrate & trim, it's a simple and predictable plane to fly.

Here's my methods of recovery from an inverted departure, mainly based on the pitch-rock technique used by F-16 in deep stall situations.

 

My move is to create large amounts of adverse yaw momentum (hence side-slip & rolling motions) by full deflection of flaperons and rudder during pitch-rocking to rotate the aircraft out of inverted situations.

 

No such luck for me. Twice I ended up inverted during Su-27 campaign missions, and -- with altitude to spare -- I was never able to get out of the inverted departure situation. My rocking back-and-forth didn't seem to have the same impact as yours seem to have in that video... :(

No such luck for me. Twice I ended up inverted during Su-27 campaign missions, and -- with altitude to spare -- I was never able to get out of the inverted departure situation. My rocking back-and-forth didn't seem to have the same impact as yours seem to have in that video... :(

Try the following

http://forums.eagle.ru/showpost.php?p=2233348&postcount=10

Try the following

http://forums.eagle.ru/showpost.php?p=2233348&postcount=10

Will give it a try! Thanks Thumper.

No such luck for me. Twice I ended up inverted during Su-27 campaign missions, and -- with altitude to spare -- I was never able to get out of the inverted departure situation. My rocking back-and-forth didn't seem to have the same impact as yours seem to have in that video... :(

Maybe you can provide some tracks for me to take over and see if it works. I'll make some videos for you.:thumbup:

Another technique is just as what Thumper has suggested. Deploy anything that can induce drag such as landing gear, flaps and speed brakes. Similar technique can be seen in F-16 tested by NASA:

Figure 51 shows an entry and recovery attempt using the speed brakes and flaps; aerodynamic asymmetries were not modeled in this case. As can be seen, trim was achieved at α = 60° with r = 0, Φ= -13° , and θ = 0. At t = 67.5, the speed brakes were deployed and the flaps reconfigured, and a rapid recovery was obtained in 4.5 sec.

"Trim" = deep stall trim, a particular situation in which an aircraft stays in a stable deep stall with constant AoA. In F-16's cases, deep stall trim point is near 60° AoA.