Nisam siguran da SU-27 ima Fly-By-Wire.

Evo jos malo slika kabine:

Mislim da ima Fly-by-wire,ali takodje mislim da to ne sluzi onome cemu je 109 rekao.

Evo ovde ima karakteristika o Su 27

http://www.rcuniverse.com/magazine/article_display.cfm?article_id=571

Narode, cita li ovo neko, bre?
Vecu glupost nisam cuo!!!

Ajmo do kompromisa.....

-Rusi su idioti, nista u zivotu nisu napravili da valja;
-SU-27 je zesce govno od aviona, od njega je bolji americki F-4;
-Na Kosovu i u celoj Srbiji smo 1999.-te imali oko 1 000 000 poginulih vojnika (jos toliko civila);
-Nismo srusili nijedan Nato avion (oboreno je par meteoroloskih balona);
-Onih par olupina na nasoj teritoriji su ostaci nasih aviona koji su pali usled nestanka pogonskog goriva i zbog ucestalih kavarova-rwr, rbr, znj, fdg, lkajf;kajsgh;, sadjghk opreme.

Prema tome, slozicete se da su nam ameri jebali kevu u svakom pogledu, da su Srbi ipak gnjide koje treba zgaziti....

@bf_109_g_6

Ipak mi objasni ono "aerodinamicki nestabilan"...

Posto sam i ja zavrsio neku skolu, cisto me interesuje tvoje objasnjenje ovog pojma....

ne samo trimovanje vec i "pomeranje" svih upravljachkih
povrshina - zakrilca ,kormilo , ailerons .
za crowz-a glupaka - aerodinamichki nestabilan znachi
da bi bez fbw takav avion ubrzo preshao u nekontrolisani
let ,nos bi mu se iznenada propinjao i ponirao, klizao bi
levo desno i ubrzo bi preshao u stall. ovo nije odlika samo
su-27 vec i vecine modernih aviona , a posledica je
toga shto se kod njih zelela postici shto veca manevrabilnost.

stabilan avion (npr bf-109) i kad pilot pusti kontrole
nastavlja let u istom pravcu .ovo ne znachi da npr
nos ne bi otishao malo gore/dole ili da ne bi skretao
ili roll-ao levo/desno ali pilot bi to mogao relativno lako
da koriguje dok kod nestabilnih aviona to mora da
se radi kao shto rekoh 30-40 puta u sekundi.

ah da zaboravio sam rwr - radar warning receiver

evo vam i deo jednog clanka o fly-by-wire kod
f-16 - obratite paznju na drugi.deo
i tzv relaksiranu stabilnost :

In some respects, the control system of the F-16 represents a complete departure from previous fighter design practice. Although conventional-type aerodynamic control surfaces are employed, the control system utilizes a novel method of transmitting pilot commands to these surfaces. In previous fighter designs, some form of mechanical device linked the control stick and the rudder pedals to the hydraulic actuating system that moved the control surfaces. In contrast, the F-16 utilizes a fly-by-wire system in which movement of the pilot's controls initiates electrical signals that activate the hydraulic systems and cause the control surfaces to be moved in a prescribed manner. The fly-by-wire system is lighter, simpler, and more precise than the older mechanical systems, but it does raise questions relating to electrical system reliability. In the F-16, redundancy is provided in the electrical generating and distribution equipment, and four dedicated sealed-cell batteries give transient electrical power protection for the fly-by-wire system. Two completely separate and independent hydraulic systems supply power for actuation of the aerodynamic control surfaces and other utility functions.

Another novel feature in the control system of the F-16 is the incorporation of "relaxed static stability." This means that the inherent longitudinal stability is reduced, to a level traditionally thought to be unacceptable, by moving the aircraft center of gravity to a point very near the aerodynamic center of the aircraft. Tall load and associated trim drag are reduced by this process. Compensation for the loss in inherent aerodynamic stability is provided by a combination electronic-hydraulic stability augmentation system that senses uncalled-for departures from the intended flight condition and injects corrective signals into the flight control system.

Mig 29STK (mozda sam i zajebao oznaku ,vise se ne secam) ima fly-by-wire sistem,koji mu je omogucio porast napadnog ugla(AOA) za nekih 45% sto je dovelo do toga da sa vecim rezervoarom kao i sa 10 novih nosaca za rakete preuzme vodjstvo nad Su 27-27K(33).I samim tim ga doveo u vecu upotrebljivost od navedenih rivala Ruske industrije.Secam se na MAX-u kad sam bio da su bas za njega i za Su-37(sa vektorskim potiskom) objasnjavali ovo sto si rekao odnosno ako pilot slucajno padne u nesvest i ispusti palicu ,sam avion preuzima kontrolu i ide u flankovanje(ne klasican  Autopilot) vec neka vrsta pametnijeg sistema koji usporava avion do nekih 400KM/h i dovodi ga u polozaj u kome pilot trpi najmanja opterecenja.

evo dela clanka o razvoju su-27 gde se pominje
zashto je uveden fly-by-wire :

Proceeding from the updated and more specific requirements the client set for the tactical fighter of the eighties, Sukhoi started in 1972 developing a preliminary design of the T-10 fighter subsequently followed by the conceptual design stage. During 1970-75, over 15 options of the fighter configuration were given consideration. Those configurations varied not only in general approaches to the problem (integrated or classic configuration) but differed in solutions suggested for individual problems (engine and air intake positioning, landing gear design, type of the control system, etc.). Finally, preferences were given to the aircraft design with an integrated statically unstable configuration. The Su-27 was to become the first Soviet unstable fighter with longitudinal in-flight balancing to be provided by a fly-by-wire control system. Accepting the longitudinal static instability concept (in other words, "electronic stability") promised a lot of advantages: for the aircraft to balance at a high angle of attack, the leading edge slat's upward deflection was required with its lift being added to the wing lift, which allowed significant improvement of the fighter lift with a minor increase in its drag. Due to the use of the integrated statically unstable configuration, the Su-27 was to acquire outstanding manoeuvrability allowing the fighter altitude changes unavailable to typical configuration fighters and an increase in its range of up to 4,000 km without external fuel tanks. There were no other series-produced fighter in the world boasting similar performances.

Prva verzija Su 27 nije imala Fly-by-wire sistem sto je prouzrokovalo veliki broj padanja.Godine 1983 jos uvek radeci na projektovanju flankera dolazi se do ideje da se postave obrnuta krila(delta) sto sam napredah Su 27-ce baca na totalni pocetak izrade.Medjutim 1984 godine inzinjeri dolaze do fenomenalnog rezultata radeci na proporciji otpora krila,kormila i nosa.povecali su raspon za 12% od prvobitnih dimenzija,kao sto su i razdvojili isisnike motora(sto je i doprinelo danasnjem izgledu).Avion zvanicno izlazi 1985 i obara sve moguce rekorde koje su postavili tadasnji borbeni mlaznjaci tipa F14,F15,F16 Mig29.Mig31 itd.Najbrzi vertikalni penjanje,najbolji radarski sistemi,oruzije i proporcija tezina kao i brzina doveli su ga na sam vrh svetske scene.Su 27 prelazi u digitalno kompijutersku obradu sihronizacije tek 1989 godine (pocetku rada na cuvenom Su37)i uvodi u svoju standardnu opremu 6 racunara kao i novoizradjenu "Berijozu".EOS mu je povecan na fantasticnih 30km pri srednjem letu i ceonom nalazenju protivnickog aviona,dok pri poziciji na 6 sati mogao je da lokuje i gadja sa toplotnim raketama avion i na 35 km.Mada Rusi ni sa tim nisu bili zadovoljni ,i krecu u unapredjenje odbrane aparata u BVR(Before visual range) borbama.Pored velike palete raznih mamaca(nekima je temperatura cak prelazila i 1000C) napravilu su rakettni sistem obrnutog starta.Sta to znaci ,to su 2 X r73 rakete koje se ispaljuju unazad sto dovodi neprijateljski avion u defanzivu iako je na 6 sati Su27-ci.Rakete sa obrnutim startom su serijski usle u zvanicno naoruzanje tek 1999 na Su37-ci kao sto se i predpostavljalo da ce ici i na Su47Berkrutu.


Izvor:
Seminar u Ruskom Klubu 07/02/2005 godine
Beograd

Upravo javise na TV da ce remont basih 29-ki da se radi u Rusiji.