[Gunrunner2]

Regarding the “accelerated stall”/snap-roll.

First off, the angle of attack/lift diagram associated with the classic “Hershey Bar” wing design does not apply when you are flying a narrow cambered wing. With a classic thick chamber wing---like civilians use and my trusty ol A-10---as you approach the stall you have a clear “stall” buffet just before a clean stall break and the aircraft quits flying. However, with narrow camber wings---like those in hi-performance fighters---you experience a stall buffet well before you actually stall the wing. During the airshow the pilot had the aircraft in a sustained hi-G turn and the jet would not have experienced a classic "accelerated stall" common with a thick camber. The aerodynamics would not allow it. Even if the pilot snapped the stick back into his lap, as the jet would not have slowly rolled and dropped off, it would have "snapped" into the turn, the airspeed would have bled off immediately, and this would have been so noticeable that Ray Charles could have seen it.

A “stall” with a narrow camber is not a clean break and you do not have a snap-roll from it. In actuality, you fly narrow cambered fighters in a stall buffet on final approach, in the final turn, during loops, rolls and max-G turns---all done in a stall buffet (monitored by the seat of your pants---experience--and backed up by the AOA gauge).

Basically, you reach a "stall" earlier but you do not experience a stall-break like your average Cessna driver knows.

All that really happens when you reach the max point on the angle of attack/lift diagram on a narrow cambered wing is the nose stops tracking. . .you have no clean stall break.

But not to worry, the SU-27, like most all advanced fighters has a wing design where the wing will stall from the root outward, leaving the ailerons functional until well into a deep stall. And that, my friends, gives me reason to suspect the "accelerated stall"

[Gunrunner2]

>>And that, my friends, gives me reason to suspect the "accelerated stall" <<

What the Lt Col meant to say, "And that, my friends, gives me reason NOT to suspect the "accelerated stall"

I'll thank you for not noticing my error.

[wrench]

I didn't mean to suggest the aircraft encountered a "stall break", I stated he encountered an accelerated stall.

View the video, and it is clear the wing loading increased just before the (probable) uncommanded roll to the left.

I am very familiar with the stall characteristics of the Clark-Y airfiol. But I also have experience with the accelerated stall characteristics of a modified delta wing as in the A-4. Not state of the art as in this ruskie augernaught, but enough to demonstrate to me I didn't want to jack the thing around at low altitude without a lot of spare knots.