quote:

ORIGINAL: ozief16

Guys,

I've got the BV MiG and someone instilled the fear of God in me about landing the plane in anything other than a fully stalled condition. I cut my flap down to 35 deg IAW BV's instruction (I never flew it at 45).

My technique is that I have the speed brakes on the 3-position switch (Aux 2) on my 12x. Switch full up is speed brakes in, switch middle is boards only, and switch full down in speed brakes out and ~40% wheel brakes. I fly up initial, drop the gear, T/O flap, and speed brakes. Approaching my perch point I select full flaps (35 deg as measured with an iPhone app), and go speed brakes plus that bit of wheel brakes.

I fly around the final turn a bit flatter than other planes, get it into ground effect and just start easing the elevator back with the wheels ~1'' off the ground (decreasing to 1/2'' once solidly established if I'm on my game) . I keep easing it back, back, back until the plane is simply done, stalls and touches on the mains. I hold whatever backstick I had, or actually increase it as the wheel brakes take effect and roll-out is quite short. In my mind, I think of the elevator stick being on a ratchet, once it's come back a 'click' it's locked and I don't release it. If the plane has a slight bounce, I hold the back stick, reset wings level, reset the pitch attitude and bring in a bit of power to control the descent. If you release, or drop, the back-stick pressure, it gets ugly in a hurry.

The 'problem' with the plane is that if you try to land too fast, your deck angle is lower. In the MiG that puts the nosegear lower than the mains and you actually touch that first which forces the mains down about the time the nose oleo is unloading and up you go. This issue is increased by the fact the plane sits at a positive deck angle, so when you get that little bounce, you're putting positive AOA on the plane which increases lift (assuming you're fast enough to fly and not stall the wing) and away she goes. If you shove in the power, it'll come in just about the time the plane has apexed and you're pointing back downhill to start the routine all over again.

I think the reason that BV recommended decreasing the flap angle from 45 to 35 is that flaps lower the deck angle for a relative A/S; meaning the nose is actually lower with more flap, that leads to the nose wheel low situation discussed above. By cutting that a bit, it allows the NW to be a little higher and provide more distance between it and the ground at touchdown. True, like Dave said, it makes controlling the speed a little harder, but it brings the nose up a touch.

My personal obsevation is that, as a whole, the jet community lands too dang fast. I know I have been guilty of it countless times and I've seen it at all the events I've been to. This is simply an airplane that doesn't tolerate that nearly as well as many others do. It's not a bad plane at all, it just demands that we have to be aware that landing speed is actually a critical component in this plane and something to pay attention to more than on your other jets. If you have time, take a look at BV's site under the hotshots section. There are some great photos of Jack Diaz's MiG in the landing attitude on there. Study those photos as pre-mission prep and shoot for that attitude at ~1'' off the ground, picture the elevator stick coming back, back, back (it will be a fairly slow application of back-stick if done in a controlled manner). I fly that sequence out in my mind a few times before lanuching and that's helped me a bunch.

I hope this helps, I'm not trying to ignite a huge aerodynamics discussion, I was just an Economics major. The elevator-stick-on-a-ratchet mentality has helped me, but it won't work for all.

Dave

quote:

ORIGINAL: sysiek

Hi I'm landing mine with no flaps on gliding mode with no problems the flaps make mine mig bounce bad .