Stall Recovery in Pitch Auto Trim seems to be triggered at 22 degrees AoA, too. That seemed a little low - I suggest changing it to 50 degrees, so one can still fly in the forties without interference.
The FCS incorporates AOA feedback above 22° AOA. To increase AOA above the feedback AOA of 22°, aft stick must be applied. The AOA for the highest lift available (CLmax) is approximately 35° AOA. The maximum steady state AOA with full aft stick (35 pounds stick force) is 50 to 55°. AOA control is good up through max AOA. If the aft stick is released, the FCS commands nose down pitch until the AOA is reduced below the feedback AOA of 22°. At this time, the AOA feedback is removed and the FCS again seeks to maintain 1 g flight.
Peter,
Please read the above passage from NATOPS in the "Flight Characteristics" section. I'll re-check the coding, but you shouldn't have interference with flying the jet at 50 degrees AOA, since constant aft stick pressure is required. The recovery should kick in once the stick is released (given the jet is at or above 22 degrees AOA or course).
In regard to the the flipping, is this with your augmented .air/aircraft config files or with the original 15.2 files? Either case, I'll take a look into it.
Also, If you are interested, below is the link to the new prototype flight model that I've been working on that incorporates ORION's PIDs for pitch control (G Commanded at high speed & AOA Commanded at low speed/dirty configuration). DEFINITELY A WORK IN PROGRESS & AND NOT ANYWHERE CLOSE TO BEING RELEASED. Still has a ways to go. But you can see where it is going. Still have A LOT of tweaking to do on the PIDs. Definitely not fun or easy (for me at least).
Link:
https://drive.google.com/file/d/0B3So3WwTLPRZeExCU2NKT0JKNXc/view?usp=sharingChanges include:
-PID Control for Pitch Axis (as mentioned above)
-PID For Rudder Control for Turn Coordination
-Updated Throttle/Power Curves for thrust output (SL up to 35K)
-Adjusted Drag Values
Things I Already Know About and Still Working:
-Pitch control becomes jerky at high speed/high G combinations
-Transition into AOA is "notchy", meaning there is noticeable jerk in pitch once it activates (Gear Down Flaps HALF/FULL at approx 170 KIAS)
-Noticeable more amount of aft stick is required once above 22 AOA as the FCS once again transitions from G commanded to AOA commanded
-Not cable of reaching sustained Max G yet. Usually get to about 5.5 or 6 Gs Max.
-Abrupt nose down stab is automatically commanded if stick is quickly released after hard, positive G pull as the FCS rapidly seeks to re-capture 1 G.
Again still working to tweak and fix these things. If you want to have fun with it, there are a few new entries in the aircraft config called [Elevator PID] and [Rudder PID]. Those three values change how the gauge behaves and operates. More information on PID can be found here at:
http://en.wikipedia.org/wiki/PID_controller