SU-25T landing and some general DCS world avionics questions

[Mil 24 Hind Mind]

Hello everyone.

 

I have been practicing and practicing away with the SU-25T missions and self imposed drills trying to become proficient at flying the craft. Playing on sim mode by the way.

 

One of my latest concerns that I have been unable to answer or find out are some of the finer landing details in DCS. I have been trying to land the plane with the full load out in the laser guided missile practice mission as it seems to be a good challenge. The best I can get so far without dropping any weapons is just blowing out my rear tires. It is very difficult to get a slow and shallow glide slope with the extra weight I have found.

 

Are there any real life techniques that make this easier without damaging the craft? Also I figure in real life that pilots do not drop off ultra expensive weapons unless absolutely necessary?

 

And for DCS in general:

I notice in many of the youtube landing tutorials that most people bypass the descending spiral pattern to landing and just fly out in parallel and then turn to make a nice straight approach. I too find this much easier than trying to follow the directors circle to my possible doom. What do other pilots here have to say about that aspect?

 

Also, the SU-25T auto pilot.... It states in the manual that en rout mode (alt 6) used during the landing mode will take you as far as 150m or 200m radar elevation before going manual. Does anybody use and trust the autopilot to take you as far as it claims to be able to? It has proven to be unreliable and dangerous in random ways when I have tried using it for landing assistance. So any input on that part?

 

Thanks all, this has been a good sim experience so far:thumbup:

 

EDIT: at work while writing this so flight manual references may be off.

Edited October 16, 2015 by Mil 24 Hind Mind

[Johnny Dioxin]

Are there any real life techniques that make this easier without damaging the craft? Also I figure in real life that pilots do not drop off ultra expensive weapons unless absolutely necessary?

 

 

Practice, practice, practice.

 

and yes, of course, munitions would not be simply thrown away unless your aircraft was crash landing or damaged and failures are expected on landing.

[grunf]

If you're too heavy, make a couple of circles around the airfield to burn some extra fuel. That's what I do in MiG-21, which is hard to land empty, let alone loaded. :D

 

I don't know the Su-25 max landing weight, I havent flown it for a while. Unfortunately, because it is a great plane.

 

I can only repeat what Brixmis said: Practice, practice, practice. Make yourself a simple mission in editor and practice landing with different loads.

[Deano87]

Hi Mil 24,

 

I don't have much direct input when it comes to the Su-25T but I can probably offer a few suggestions which may be of use.

 

If you have a full weapon load and any kind of fuel load you may actually be above the maximum landing weight. This weight is usually calculated either on braking performance - can you stop in the length of runway you have, or in structural loads - landing above MLW could damage the undercarriage or (like you're experiencing) burst tyres.

 

So with this in mind my first suggestion would be to dump fuel if you have any to get down a bare minimum of gas for landing. If you are still bursting tyres then try reducing your decent rate by increasing your landing speed slightly, this gives you more lift available on the flare and should allow you to touch down more gently even when heavily loaded. Obviously increasing landing speed will also increase your landing roll out but the SU-25T does having a braking chute which should help with that significantly.

 

I generally ignore the flight director until i'm on finals. I tend to do an 'overhead break' style approach so I fly over the runway at circuit height (reasonably low), once I get to the end of the runway I break in whatever the circuit direction is onto my downwind leg which is 180 degrees out from the runway heading, I make this turn nice and wide so it puts me a couple of miles to one side of the runway, this prevents my turn onto finals having to be too tight. During downwind I slow the aircraft down to appropriate speeds for flap and gear extension and I do my pre-landing checks. If I'm flying something like the Su25T I will generally extend the downwind leg slightly to give me more time on finals to get everything settled down. At the end of downwind the aircraft should be in landing configuration with the speed slightly above what your going to be flying for finals. I start a nice smooth continuous 180 degree turn onto finals, hopefully intersecting with the glide-slope/ Flight director.

 

Your approach speed will differ hugely depending on the aircraft loadout so I tend to fly AoA (angle of attack) rather then speed. You will need more speed for a heavier aircraft to maintain the same angle of attack so with a heavily loaded Su25T expect to carry a lot more speed on finals then with a lightweight one. The Su25T has an AoA gauge and so a good experiment is to fly a featherweight Su25T (no gas, no weapons) on approach and check to see where the angle of attack stabilises during the glide slope and where it peaks to during the flare. If you then load the aircraft up and fly the same profile you will see that you need more speed to fly the same angle of attack.

 

Check this out to see where the gauge is.DCS Su25T Manual

 

Attached is an overhead profile for an F-16 just to outline the shape, don't follow the speeds or AoA mentioned as they only apply to the F-16.

 

Don't know if this has been useful at all but Its how I do it. :thumbup:

Edited October 16, 2015 by Deano87

[Mil 24 Hind Mind]

That was helpful Deano.

 

I did not consider the maximum landing weight when I started trying to land with that loadout. Later I will tally up the weight of the loadout I have been using and see if it exceeds that weight. Thanks.

 

And about the part of adjusting speed to keep a proper AoA is what I have been working on most. It takes a good amount of throttle modulation to keep it proper and descending with all of the weight. That is where the repetition of practice is needed I think.

 

What inspired me to practice landings with added weight was this. I felt I had picked up on landing the SU-25 with no weapons and low fuel pretty well. I got kind of complacent with that feeling. Then one mission I had a system failure enroute to the objective so I turned around and RTB. Upon touch down if felt like I had never flown the craft at all and commenced to smear the plane all over the place....so much for having that down pat.

 

So yes, so much to learn still.

 

One uncertainty: When should I transition from navigation flaps to landing flaps? I have been fully extending them when about 2km from the strip as long as I am below 350km in speed?

Edited October 16, 2015 by Mil 24 Hind Mind

[Deano87]

When I'm doing an overhead break I keep flaps fully up until I have made the first turn and I am on the downwind leg. At that point the air-brakes come out, and once below limiting speed the flaps come down stage by stage. I bring them down one stage at a time rather than all at once so I have time to re-trim the aircraft and adjust power as the drag starts to build. I usually have landing flaps (full flap) extended by the end of the downwind leg as I start the turn back onto the runway heading for finals. Once you turn onto finals you shouldn't be changing the configuration of the aircraft as it will require you to re-trim and adjust power and on finals you really don't have time for those kind of adjustments.

[Ramsay]

I aim to drop landing gear and 1st stage flaps @ 350-360 km/h and fly final at around 330 km/h and 50m Altitude per km. I usual drop 2nd stage/landing flaps and increase throttle to maintain the my descent rate just before the outer marker.

 

This is more or less how I'm landing ATM

 

 

but I also fly a box pattern at times depending on the weather, etc.

 

 

The DCS kneeboard VAD charts usually involve flying over a landmark before following a fixed bearing to enter controlled airspace and intercept a turn onto final. I've only flown a few of these, as ATC is pretty basic but they are a useful check see to whether I should fly a LH or RH pattern to avoid passing over towns, hills, etc.

Edited October 16, 2015 by Ramsay

[Apache600]

He there Mil 24,

This may or may not help, but at the end of my video I have a pretty good landing in the SU-25T. If you make the video full screen, you should be able to easily see the sight picture of my final approach, as well as the descent rates and airspeeds.

 

- Apache600

[Dr_Arrow]

He there Mil 24,

This may or may not help, but at the end of my video I have a pretty good landing in the SU-25T. If you make the video full screen, you should be able to easily see the sight picture of my final approach, as well as the descent rates and airspeeds.

 

- Apache600

 

The landing was indeed very nice with such a heavy aircraft. Really good job :thumbup:

 

Just a food for thought. We don't have to care about landing weight, but for example for Su-25A the RL manual is very strict in this. It is absolutely forbidden to land the aircraft with total weight exceeding 13 300 kg, such landing is allowable only in emergency and all weapons that are jettison-able have to be jettisoned. The manual moreover states that landings with total weight more than 12 200 kgs are allowable only in rare cases and can form only 3% of all landings, if this number is exceeded the aircraft has to undergo a major overhaul. These numbers are maybe slightly higher for the T-Frog, but reading the manual changed the way I operate the aircraft and load it up. We simmers often demand the most precise flight models, systems, graphic representations, but often operate the aircraft in a manner that would be unimaginable in real life :)

[Koriel]

Just a food for thought. We don't have to care about landing weight, but for example for Su-25A the RL manual is very strict in this. It is absolutely forbidden to land the aircraft with total weight exceeding 13 300 kg, such landing is allowable only in emergency and all weapons that are jettison-able have to be jettisoned. The manual moreover states that landings with total weight more than 12 200 kgs are allowable only in rare cases and can form only 3% of all landings, if this number is exceeded the aircraft has to undergo a major overhaul. These numbers are maybe slightly higher for the T-Frog, but reading the manual changed the way I operate the aircraft and load it up. We simmers often demand the most precise flight models, systems, graphic representations, but often operate the aircraft in a manner that would be unimaginable in real life :)

 

Plus One!

 

Completely agree.

[Mil 24 Hind Mind]

@ Ramsay

Those images are almost exactly the type of info I was looking for. Too bad the free SU-25T flight manual doesn't have that info....unless there is another manual other than the one I have been reading???

 

Anyhow, good info all. I have much to digest and practice now.

 

@Apache600

That video and landing were top notch. Nice job.... and that switch board...VERY nice.

[esb77]

Hello everyone.

 

I have been practicing and practicing away with the SU-25T missions and self imposed drills trying to become proficient at flying the craft. Playing on sim mode by the way.

 

One of my latest concerns that I have been unable to answer or find out are some of the finer landing details in DCS. I have been trying to land the plane with the full load out in the laser guided missile practice mission as it seems to be a good challenge. The best I can get so far without dropping any weapons is just blowing out my rear tires. It is very difficult to get a slow and shallow glide slope with the extra weight I have found.

 

Are there any real life techniques that make this easier without damaging the craft? Also I figure in real life that pilots do not drop off ultra expensive weapons unless absolutely necessary?

 

There are several techniques, I'll list them in order of importance:

 

DO NOT OVERLOAD THE PLANE FOR THE MISSION PROFILE PRIOR TO TAKEOFF! This accounts for 100% of your landing with a heavy load problem, but DCS doesn't include crew chiefs or commanding officers to yell at players when they do it. As a result overloading planes is one of the most popular stupid and unrealistic mistakes you see people making in DCS.

If the mission calls for burning the fuel and expending the stores, then the loss is already factored into the budget. Replacing the plane and/or the pilot because the pilot ignored the maximum landing weight limits is generally not in the budget.

 

 

Dump fuel. This is the cheapest way to lighten the plane.

 

Jettison stores. More expensive way to lighten the plane, but still a lot cheaper than trying to fix an airframe that deformed due to overstress or treating a pilot injured in a hard landing.

 

Increase landing speed. Helps some, and on a medium length runway you can push the 25T up to around 300 km/h + whatever the headwind is without problems, but this is really a step to use after the above methods have already been employed.

 

 

Also, the SU-25T auto pilot.... It states in the manual that en rout mode (alt 6) used during the landing mode will take you as far as 150m or 200m radar elevation before going manual. Does anybody use and trust the autopilot to take you as far as it claims to be able to? It has proven to be unreliable and dangerous in random ways when I have tried using it for landing assistance. So any input on that part?

The autopilot exercises it's authority mostly by operating trim settings. If you get the plane trimmed and throttled so that it stays on glideslope with little intervention before turning on the AP then it's very well behaved when it turns off.

 

If you fly a poor approach and the AP has to do a lot of work to stay on glideslope, or if there are strong or variable crosswinds, then there can be rather extreme trim settings when the AP turns off because it does not automatically reset the trim to a neutral setting when it reverts to manual control. This is when the plane can act like a horse or bull trying to throw a rodeo rider.

 

In general I like to turn the AP off at least 2 km out from the runway threshold.

Edited October 17, 2015 by esb77

[Sryan]

Hey mil, glad to see you stuck around! I remember your last thread :)

 

You can hold R to dump fuel. A good amount of fuel to retain for your approaches would be between 800kg ( you will hear the first Bingo fuel warning ) and 500kg ( the 2nd bingo fuel warning ). While technically still overweight, it should be a lot more doable than with 3800kg of fuel!

[Beagle One]

Hey mil, glad to see you stuck around! I remember your last thread :)

 

You can hold R to dump fuel. A good amount of fuel to retain for your approaches would be between 800kg ( you will hear the first Bingo fuel warning ) and 500kg ( the 2nd bingo fuel warning ). While technically still overweight, it should be a lot more doable than with 3800kg of fuel!

The Su-25 can't dump fuel! Is has no afterburner ring that is used for that and no fuel dump vent. The only way to get rid of internal fuel is to burn it. On the other hand the Su-27 internal fuel s not that much. Regarding the weight issue. if you look at actual fotis of Su-25 you will se them fly off rarely with all pylons loaded. in a real airforce you send more planes instead of loading them up to maxium. The best way to slow the approach in the Su-25 is to keep the nice up at descent. This seems to have more effect than using the airbrakes in DCS. As you can see here this "fully armed" su-27 over te baltivc sea in 2014 still has two pylons empty.

 

http://www.google.de/imgres?imgurl=http%3A%2F%2Ftheaviationist.com%2Fwp-content%2Fuploads%2F2014%2F06%2FSu-27-RAF-Typhoon.jpg&imgrefurl=http%3A%2F%2Ftheaviationist.com%2F2014%2F06%2F18%2Ftyphoon-intercept-su-27%2F&h=532&w=960&tbnid=0eutbjpxFQZS8M%3A&docid=vN028UlEZU6nJM&ei=bqshVuKuO8v9aZOdgdAD&tbm=isch&iact=rc&uact=3&dur=1457&page=1&start=0&ndsp=28&ved=0CH0QrQMwFmoVChMI4p34kLTIyAIVy34aCh2TTgA6

Edited October 17, 2015 by Beagle One

[Weta43]

Even at weights above those recommended IRL, if you fly to the ILS guidance, and touch down at 250 km/h - 260 km/h, and flare as you touch down, you should touch down without damaging the gear.

Then, as long as you don't then try to stop in a hurry (don't just jam the brakes on full), you will be able to stop without bursting the tyres.

 

This is old, but the FM hasn't changed too much..

 

F7zJTcbQSho

 

So I went away and tried and with full tanks and full racks of FAB-100, & I should revise that approach speed up :-)

After the flare I was touching down at 280 km/h, but it's still quite do-able without damaging the gear or tyres.

Edited October 18, 2015 by Weta43

[vali_grad]

Hello everyone.

 

I have been practicing and practicing away with the SU-25T missions and self imposed drills trying to become proficient at flying the craft. Playing on sim mode by the way.

 

One of my latest concerns that I have been unable to answer or find out are some of the finer landing details in DCS. ....

 

Hi, I took my "exp" from FSX to DCS a couple weeks ago. I had a blast with Su25T being so touchy :)) In FSX tried to land the awesome C17-Globemaster(Virtavia) on field strips meant for Cessna or gliders, some landing were very sporty !!!

 

Does not matter the craft you're flying as long as you know your stall speed, additional stuff like dragchute, airbrakes etc., and the timing to deploy them. Practice ! Own the stick/throttle/rudder, practice using all of them in the same time !

 

The sleek su 25 is 50 to100 kph easier to land than 25T . With full capacity on 25T I aim at takeoff for >250 kph (full flaps, just one setting I know - on/off), pull hard a bit to raise the nose, smoothly after to detach from the runway, steady incline . Over 300 kph you're safe ! if not aggressive on the joystick.

 

For landing with almost every heavy aircraft I tend to fly low to verylow. In Su25T I try to keep 300-330 kph on runway aligning (in the video 5m/s wind and turbulence from N, at landing from rear right/ I know you should land with the wind in front of you, in a perfect world ! ).

I use airbrakes and extra throttle to beat the wind (keeping the early airspeed), full flaps of course, ~ 5 degrees nose up/ below 500 m radar altitude .

Aim for the tip of the runway (not the "letters" as most fat airliners pilots do), kill the throttle imediatelly you're at the tip, you must be very low by now, raise the nose towards 10 degrees, touchdown, stabilize the main landing gear, roll a bit (airbrakes activated earliear kills the momentum), gently touch the nose, press P (default) for dragchute, be in constant control of the rudder, roll a bit, tap W (default) for the wheel brakes .

 

Practice without weapons and full fuel at first (the X runways next to Kobuleti are the shortest in game... I guess), press multiple times CTRL + W to drop anything attached on the wings (the ammo adds some weight too, check in mission editor how mutch).

Mission editor is your friend in learning/ basic training missions is a must to understand the basics, the practice and youtube could be a lot extra :)) :pilotfly:

IMPORTANT ! DON'T USE THE AUTOPILOT, NOT A SINGLE OPTION ! IT WILL DIVE LIKE A SHOTDOWN PLANE ! :)) (att hold, course, etc.)

sorry for the quality of the video but the important stuff already explained above

core 2 duo 2,8G and 4 gigs of ram -1080p, but recorded with fraps at half ...you know why :cry: https://youtu.be/mgk_CoxOY80

Edited October 18, 2015 by vali_grad

[atsmith6]

Here's a tip that helped me get perfect SU-25T landings: For a good landing use your angle of attack. If, when you're established on final approach you are trimmed at 10-12 degrees AoA then you are at about the right speed for landing. Note that speed and hold it right to touchdown. About 5 seconds before the flare increase your RPM by 2%, then as you flare gently and slowly pull the throttles back to about half way, retarding AFTER touchdown. Hold your nose up after touchdown to airbrake until you're under 200km/h.

 

Using this technique I can get stable landings even when landing near maximum weight in a 10m/s crosswind.

[Buzzles]

Why is everyone doing long approaches?

 

Low altitude break approaches, as demonstrated by Sceptre here in the P51 work absolutely fine and are really easy to do:

 

9JfEvfyvd6U

 

http://forums.eagle.ru/showthread.php?t=126492

Edited October 18, 2015 by Buzzles

[Apache600]

Buzzles. Jet's shouldn't do approaches like the one you demonstrated in your video. With your power at idle and the prop full forward, it's an INSANE amount of drag. Better than any speed brake a jet could ever dream of. Jets "power off 180's" are a bit spread out comparatively

[159th_Falcon]

Embedding aint working for whatever reason, anyway, SU-25T performing run-in and break.

[Spidey209]

As a graduate of Chuck Yeagers Flight School I highly recommend the technique taught.

 

The first thing to get right is the role of elevator and throttle at low speeds. Contrary to instinct the stick is used to control speed and the throttle is used to control descent rate.

 

Why - because using the stick to control descent rate and the throttle to control speed gives the opposite of what is desired.

 

The Wrong Way - Too high on approach, push on stick, plane increases speed - not what is required. Too low, pull on stick, plane slows and descends faster - still wrong.

 

The Right Way - Plane too high, pull back on throttle - plane descends. Plane too low - add throttle, plane ascends. Plane too fast - pull back on stick and plane slows, Plane too slow - nose down and plane accelerates.

 

Your goal is to keep the end of the runway at a constant spot on the windshield. If it moves up the windshield you are falling short - add power, Plane too fast now, pull back on stick. If the end of the runway is moving down the windshield you are over shooting - push.

 

Aim for airspeed about 30kmh over stall speed and constant angle of approach. Use the turorials\videos to see what is should look like.

 

Start a long way out to give yourself time to get it all under control.

 

In reality you will need to juggle the throttle and the stick to maintain speed and angle of approach.

 

Lastly - and the hardest for me - I have trouble telling how high off the ground I am and so I find it hard to guess where to flare. And I usually forget to hold the nose wheel off resulting in burst front wheel.

[nigelmcelwee]

As a graduate of Chuck Yeagers Flight School I highly recommend the technique taught.

 

The first thing to get right is the role of elevator and throttle at low speeds. Contrary to instinct the stick is used to control speed and the throttle is used to control descent rate.

 

Why - because using the stick to control descent rate and the throttle to control speed gives the opposite of what is desired.

 

The Wrong Way - Too high on approach, push on stick, plane increases speed - not what is required. Too low, pull on stick, plane slows and descends faster - still wrong.

 

The Right Way - Plane too high, pull back on throttle - plane descends. Plane too low - add throttle, plane ascends. Plane too fast - pull back on stick and plane slows, Plane too slow - nose down and plane accelerates.

 

Your goal is to keep the end of the runway at a constant spot on the windshield. If it moves up the windshield you are falling short - add power, Plane too fast now, pull back on stick. If the end of the runway is moving down the windshield you are over shooting - push.

 

Aim for airspeed about 30kmh over stall speed and constant angle of approach. Use the turorials\videos to see what is should look like.

 

Start a long way out to give yourself time to get it all under control.

 

In reality you will need to juggle the throttle and the stick to maintain speed and angle of approach.

 

Lastly - and the hardest for me - I have trouble telling how high off the ground I am and so I find it hard to guess where to flare. And I usually forget to hold the nose wheel off resulting in burst front wheel.

 

This is great as a former member of the USAF and a private pilot (VFR rating only) I was told two different things. The military pilots told me the way that Yeager says to do it. My flight instructor calls me nuts but I like using the stick to control speed and throttle to control descent rate. That way you arent fighting the aircraft with oscillations all the way down. If youre way too high your gut says push the stick down but that will increase your speed dramatically and you will have to adjust the throttle as well. Instead, hold the current AOA...and reduce throttle. After a few seconds the ROD will start to go up significantly and your airspeed wont gain. As you start to hit that sweet spot gently ease the throttle back up while maintaining your AOA at all times and you will be on a sweet glideslope!!!

 

On the flipside like the above poster said...you are coming in hot. Pull back on the stick. You are going to increase your AOA and vertical velocity. You might actually start gaining altitude. However as your airspeed decreases, the amount of lift decreases as well and your plane will start to descend again. Once you hit the sweet spot use the throttle to control your descent rate while holding your AOA with the stick.

Edited October 19, 2015 by nigelmcelwee

[Mil 24 Hind Mind]

This is great as a former member of the USAF and a private pilot (VFR rating only) I was told two different things. The military pilots told me the way that Yeager says to do it. My flight instructor calls me nuts but I like using the stick to control speed and throttle to control descent rate. That way you arent fighting the aircraft with oscillations all the way down. If youre way too high your gut says push the stick down but that will increase your speed dramatically and you will have to adjust the throttle as well. Instead, hold the current AOA...and reduce throttle. After a few seconds the ROD will start to go up significantly and your airspeed wont gain. As you start to hit that sweet spot gently ease the throttle back up while maintaining your AOA at all times and you will be on a sweet glideslope!!!

 

Controlling my glide slope with the throttle like you mention here is what I have been practicing and having success with in my most recent attempts. I think I found out pretty quick just by experimenting that the landing is much more controllable when the pitch and yaw stay at a near constant and I use the throttle to change the degree of the descent.

 

Over the past few nights I've been using the advice given and my new T Flight HOTAS X stick and CH pedals to land with much more control and ease. Yes, I was trying to land using a keyboard for a while since it was all I had, but the joy stick makes a huge difference now. Much more than I would have thought.:joystick:

 

Thanks again, the advice given has been excellent. I am flying and landing the SU-25 with confidence now.:)

[Fri13]

Controlling my glide slope with the throttle like you mention here is what I have been practicing and having success with in my most recent attempts. I think I found out pretty quick just by experimenting that the landing is much more controllable when the pitch and yaw stay at a near constant and I use the throttle to change the degree of the descent.

 

Over the past few nights I've been using the advice given and my new T Flight HOTAS X stick and CH pedals to land with much more control and ease. Yes, I was trying to land using a keyboard for a while since it was all I had, but the joy stick makes a huge difference now. Much more than I would have thought.:joystick:

 

Thanks again, the advice given has been excellent. I am flying and landing the SU-25 with confidence now.:)

 

Can you place the HOTAS so you get throttle on left and stick on right/center on your chair? As it will make huge difference to that having those in front on table. You will "feel" the airplane totally differently and it is easier to control as all controls are on different sides :-)

 

When I started to fly with HOTAS I had problems in landing. But once I set controllers as I ask have you already done, I naturally time the manner as told here (stick for speed and throttle for altitude) and it just clicks.

[Nerd1000]

As a graduate of Chuck Yeagers Flight School I highly recommend the technique taught.

 

The first thing to get right is the role of elevator and throttle at low speeds. Contrary to instinct the stick is used to control speed and the throttle is used to control descent rate.

 

Why - because using the stick to control descent rate and the throttle to control speed gives the opposite of what is desired.

 

The Wrong Way - Too high on approach, push on stick, plane increases speed - not what is required. Too low, pull on stick, plane slows and descends faster - still wrong.

 

The Right Way - Plane too high, pull back on throttle - plane descends. Plane too low - add throttle, plane ascends. Plane too fast - pull back on stick and plane slows, Plane too slow - nose down and plane accelerates.

 

Your goal is to keep the end of the runway at a constant spot on the windshield. If it moves up the windshield you are falling short - add power, Plane too fast now, pull back on stick. If the end of the runway is moving down the windshield you are over shooting - push.

 

Aim for airspeed about 30kmh over stall speed and constant angle of approach. Use the turorials\videos to see what is should look like.

 

Start a long way out to give yourself time to get it all under control.

 

In reality you will need to juggle the throttle and the stick to maintain speed and angle of approach.

 

Lastly - and the hardest for me - I have trouble telling how high off the ground I am and so I find it hard to guess where to flare. And I usually forget to hold the nose wheel off resulting in burst front wheel.

 

For the MiG-21 I usually start my flare early and then throttle back to descend onto the runway, maintaining a constant 2 m/s rate of descent. The MiG and the Frogfoot both have parachutes and good brakes (the frogfoot has the additional perk of a low landing speed), so you can afford to overshoot the touchdown point a little on most runways. I'm not sure how well my throttle manipulation method would work on the Frogfoot though- the MiG uses blown flaps, so throttle directly affects lift.