JulietAlfaMike

"But what seems the case is a rather artificial tire blow cut-off point was entered or kept in the simulator 'to make sure' the manual is right? My wild guesstimation would be that the real-life front tire of the Su-25T behaves or should or must behave (a lot) better, " I don't have the real Su-25T experience but with some 15-20 landings with drag chute (in real life) I'd say that your expectations of military aircraft behavior are;) quite optimistic. Above 5 kts it already gets really difficult... Of course DCS has a very limited array of malfuntions that can happen to nose gear.. nevertheless because of the basic nature of military aviation the limitations are already pulled as far as possible to ensure the operational usability and thus exceeding those limitations really is that critical and even if not the only outcome the nosewheel exploding is a good example..;)

As the original topic was around approach/airbrake -problematics, I would like to contribute in the friendly debate mood... If delta wing aerodynamics is unfamiliar there is some theory that is worth considering. Even though it is a bit boring...well, I try to express myself in a practical way. I think the complex relation between AoA - Pitch - thrust is already pointed out but the induced drag - aerodynamic lift - high AoA problematics is something that might not be too clear to everyone. Compared to for example A-10 the Mirage 2000 approach can be called a high AoA situation. Thus the change in pitch/AoA and thrust with M2000 are proportionally different from A-10. Increase AoA and you add more induced drag but also your thrust vector in relation to your flight path decreases and the increase in lift is less because the lift vector points more backwards than before. So to avoid simultaneous increase in pitch/AoA and decrease in thrust I think the advice to use thumb rules in approach is very advisable. I prefer to use the airbrake the way it's done in real life if I just know it. In any case I wouldn't "use" airbrake during final approach for the sake of safety. Truly superior pilots know how to avoid situations which superior pilots can handle... Long steady final if you are not running on fumes ;)