Flight Profile By Down Range

Flight data sampled using a constant downrange distance between grid points. Note: the downrange for a hovering aircraft will not increment as the time increments, meaning that vertical lines can appear on graphs using this data provider. This data provider is only available for Aviator propagated vehicles.

Available for these objects: Aircraft

Type: Fixed data. Intended to be used only with elements from this same data provider.

Availability: Reports

Pre-data required: "<MinDownRange> <MaxDownRange> <DownRangeStep>" - Minimum/Maximum Down Range: Defines the upper and lower bounds of the profile report; the down range distance is the ground distance from the starting point to the aircraft's position at its current point. Down Range Step: The down range distance interval between each data point in the report. All values must either be entered in Object Model AviatorDistance Units (when using Object Model) or Scenario AviatorDistance units.

Data Provider Elements

Name	Dimension	Type	Description
Time	Date	Real Number or Text	Time.
Aero Lift Force	AviatorForce	Real Number	Component of total lift generated via aerodynamic surfaces.
Aero Valid?	Unitless	Real Number	Aerodynamics data is valid. AeroValid is invalid when the Simple (disabled) aero strategy is selected, the AoA required to generate the necessary lift exceeds the min/max limits, or the flight condition is beyond the domain of external data.
Alt Rate Dot	Acceleration	Real Number	Altitude rate change over time.
Altitude	AviatorAltitude	Real Number	The altitude value (i.e., magnitude of the relative position vector between the object and its detic subpoint).
Altitude AGL	AviatorAltitude	Real Number	Above ground level altitude value.
AOA	AviatorAngleOfAttack	Real Number or Text	Angle in the body Z axes between the aircraft zero reference line and the velocity vector.
Cal Air Speed	AviatorSpeed	Real Number	Calibrated airspeed. Traditional airspeed indicators operating via pitot-static sensors measure this. The pitot tube is affected by compressibility of the air at high Mach numbers, requiring a correction to relate it to EAS.
CenterOfGravity-X	SmallDistance	Real Number	The X-component of the vector locating the aircraft center of gravity from the configuration reference origin. This origin is implicitly defined when the user specifies the empty (no fuel) CG and the positions of fuel tanks and stations.
CenterOfGravity-Y	SmallDistance	Real Number	The Y-component of the vector locating the aircraft center of gravity from the configuration reference origin. This origin is implicitly defined when the user specifies the empty (no fuel) CG and the positions of fuel tanks and stations.
CenterOfGravity-Z	SmallDistance	Real Number	The Z-component of the vector locating the aircraft center of gravity from the configuration reference origin. This origin is implicitly defined when the user specifies the empty (no fuel) CG and the positions of fuel tanks and stations.
Circular Orbit ECF Speed	AviatorSpeed	Real Number	The speed required to sustain a circular orbit at the current position in the current direction.
Circular Orbit ECF Speed To Go	AviatorSpeed	Real Number	The difference between Circular Orbit ECF Speed and the current speed.
Control For Req Pdot	Percent	Real Number	The proportion of the maximum roll moment that can be generated, determined from the dynamics/moments model in conjunction with the inertia properties, to generate the actual attitude rate of the specified trajectory.
Control For Req Qdot	Percent	Real Number	The proportion of the maximum pitch moment that can be generated, determined from the dynamics/moments model in conjunction with the inertia properties, to generate the actual attitude rate of the specified trajectory.
Control For Req Rdot	Percent	Real Number	The proportion of the maximum yaw moment that can be generated, determined from the dynamics/moments model in conjunction with the inertia properties, to generate the actual attitude rate of the specified trajectory.
Coord. Turn Bank Angle	AviatorAttitudeAngle	Real Number or Text	The bank angle resulting from balancing the forces on the aircraft such that the load factor vector is aligned with the body x axis.
Course Crosswind	AviatorSpeed	Real Number	The component of wind speed perpendicular to the ground track. Negative values imply wind is coming from the left.
Course Dot	AviatorAttitudeAngleRate	Real Number	The course change over time.
Course Headwind	AviatorSpeed	Real Number	The component of wind speed parallel to the ground track. Negative values imply wind is coming from the behind.
Course Relative Wind Angle	AviatorAttitudeAngle	Real Number or Text	Direction of the wind relative to course vector.
Density Altitude	AviatorAltitude	Real Number	Pressure Altitude corrected for temperature and humidity.
Downrange	AviatorDistance	Real Number	The surface distance traveled since the start of the mission.
Drag Coefficient	Unitless	Real Number	D = Cd * Q * S.
Drag Force	AviatorForce	Real Number	Force parallel (opposite) to velocity vector.
Dump Rate	AviatorFuelFlow	Real Number	Rate at which fuel is ejected from aircraft in order to reduce weight.
Dump Total	AviatorFuelQuantity	Real Number	Total weight reduction by dumping fuel.
Dynamic Pressure	Pressure	Real Number	0.5 * rho * TAS^2
Energy Consumed	AviatorEnergy	Real Number	The amount of energy consumed during the mission. At mission start, the value is zero.
Equiv Air Speed	AviatorSpeed	Real Number	EAS - the airspeed at sea level in the International Standard Atmosphere at which the dynamic pressure is the same as the dynamic pressure at the true airspeed (TAS) and altitude at which the aircraft is flying. EAS = TAS * sqrt(rho at altitude / rho at sea level). Since there is no easy way to directly measure TAS or density, the calculation of EAS is usually implemented in air data computers in modern aircraft using CAS and other data inputs.
Excess Density Altitude?	Unitless	Real Number	Difference between geometric altitude and the density altitude. Positive values indicate the air is more dense then a standard atmosphere for the current altitude.
Flight Path Angle	AviatorAttitudeAngle	Real Number or Text	Vertical flight path angle relative to local horizontal.
Flight Path Angle Dot	AviatorAttitudeAngleRate	Real Number	Rate of change of the vertical flight path angle relative to the local horizontal.
Fuel Consumed	AviatorFuelQuantity	Real Number	The amount of fuel consumed during the mission. At mission start, the value is zero.
Fuel Flow	AviatorFuelFlow	Real Number	Weight of fuel consumed per time.
Fuel State	AviatorFuelQuantity	Real Number	The total weight of fuel onboard the aircraft.
Ground Speed	AviatorSpeed	Real Number	The magnitude of the component of the velocity perpendicular to the surface normal at the detic subpoint of the vehicle. The velocity is measured as observed from the central body fixed coordinate system of the vehicle.
Ground Speed Dot	Acceleration	Real Number	The ground speed change over time.
Heading Dot	AviatorAttitudeAngleRate	Real Number	Change in the Heading over time.
Horiz Accel - Ref SL	AviatorG	Real Number	Horizontal part of acceleeration vector.
Lift Coefficient	Unitless	Real Number	L = Cl * Q * S, where Q = 1/2 rho v^2 and S is effective aerodynamic area.
Load Factor - Max Aero - Ref SL	AviatorG	Real Number	Maximum possible acceleration force perpendicular to velocity vector.
Load Factor - Normal - Ref SL	AviatorG	Real Number	The dot product of the total acceleration vector (including the earth's force of gravity) with the normal load factor direction vector. The normal load factor direction vector is constructed from the perpendicular load factor direction vector with ECF velocity.
Load Factor - Perp - Ref SL	AviatorG	Real Number	The load factor perpendicular to the normal load factor. The perpendicular load factor is the dot product of the total acceleration vector (including the earth's force of gravity) with the perpendicular load factor direction vector. The perpendicular load factor direction vector is constructed from the cross product of ECF velocity with the body Z.
Long Accel - Ref SL	AviatorG	Real Number	Force of Acceleration parallel to velocity vector.
Mach #	Unitless	Real Number	The magnitude of the velocity in the Mach number.
Magnetic Course	AviatorAttitudeAngle	Real Number or Text	The course with the reference to magnetic north.
Magnetic Heading	AviatorAttitudeAngle	Real Number or Text	Heading with reference to the magnetic north.
Max Power Available	AviatorPower	Real Number	MaxThrust * V.
Max Thrust Available	AviatorForce	Real Number	Maximum thrust generated by the propulsion system at the current flight condition.
Min Power Available	AviatorPower	Real Number	MinThrust * V.
Min Thrust Available	AviatorForce	Real Number	Minimum thrust generated by the propulsion system at the current flight condition.
Pdot - FullControl	AngleAccel	Real Number	The roll moment an actual vehicle can generate, determined from the dynamics/moments and inertia models, at maximum control input at a point in the trajectory.
Power Available	AviatorPower	Real Number	ThrustAvail * V.
Power Deficit	AviatorPower	Real Number	ThrustDeficit * V.
Power Required	AviatorPower	Real Number	Defined as ThrustRequired * Velocity.
Pressure Altitude	AviatorAltitude	Real Number	Represents equivalent aircraft performance altitude based on difference between standard atmosphere pressure and current weather conditions.
Propulsion Valid?	Unitless	Real Number	Propulsion data is valid. PropulsionValid is invalid when the simple (disabled) strategy is selected, there is a positive or negative thrust or power deficit, or the flight condition is beyond the domain of external data.
Propulsive Efficiency	Unitless	Real Number	Value supported by the Propulsion strategy interface, currently fixed at 1.0.
Propulsive Force	AviatorForce	Real Number	Force parallel to the aircraft zero reference line required to overcome drag.
Qdot - FullControl	AngleAccel	Real Number	The pitch moment an actual vehicle can generate, determined from the dynamics/moments and inertia models, at maximum control input at a point in the trajectory.
Rdot - FullControl	AngleAccel	Real Number	The yaw moment an actual vehicle can generate, determined from the dynamics/moments and inertia models, at maximum control input at a point in the trajectory.
Refuel Rate	AviatorFuelFlow	Real Number	The rate at which aircraft is refueled.
Refuel Total	AviatorFuelQuantity	Real Number	Total amount of fuel added to the aircraft during refueling.
Reynolds Number	Unitless	Real Number	The Reynolds number (Re) helps predict flow patterns in different fluid flow situations. At low Reynolds numbers, flows tend to be dominated by laminar (sheet-like) flow, while at high Reynolds numbers flows tend to be turbulent. The Reynolds number is a primary driver of aerodynamic effects and is a critical value involved in modeling the aerodynamics of a vehicle. Re = TAS * Length / nu.
Reynolds Number - Log10	Unitless	Real Number	The logarithm base 10 of Re. Re spans a very large range from small fish (Re ~ 1) to ocean liners (Re ~ 10^9). The boundary between smooth laminar flow and turbulent flow varies, but is generally in the range of Re ~ 10^3 - 10^6.
Side Force	AviatorForce	Real Number	The force orthogonal to lift and drag.
Sideslip Angle	AviatorAttitudeAngle	Real Number or Text	Beta angle required to generate the side force, will be non zero when external aero strategy specifies skid turns.
Specific Excess Power	AviatorSpecificExcessPower	Real Number	Ps, units of m/s, the rate of climb the aircraft could achieve at maximum throttle commencing from the current flight condition. When negative, the aircraft is not technically capable of performing the specified maneuver.
Specific Impulse	SpecificImpulse	Real Number	Specific impulse (usually abbreviated I_sp) is a measure of how effectively a propulsion system uses propellant/fuel. Specific impulse can be calculated in a variety of ways with different units. By definition, it is the total impulse (or change in momentum) delivered per unit of propellant consumed and is dimensionally equivalent to the generated thrust divided by the propellant mass flow rate or weight flow rate. Using weight (newton or pound-force) as the dimension for propellant mass flow, specific impulse has units of time (seconds).
Static Temperature	Temperature	Real Number	The ambient temperature at the aircraft altitude, which is determined by the atmosphere model.
TAS Dot	Acceleration	Real Number	The true air speed over time.
Terrain Altitude	AviatorAltitude	Real Number	Altitude of terrain under aircraft.
Thermal Model Heat Flux	HeatFlux	Real Number	Heat flux or thermal flux, sometimes also referred to as heat flux density, heat-flow density or heat flow rate intensity is a flow of energy per unit of area per unit of time. In SI its units are watts per square metre (W/m²). Technically, the heat flux is a vector with direction parallel to the wind frame velocity vector at the reported magnitude. This value will be zero when a Thermal Model has not been defined for the Aviator vehicle.
Thermal Model Heat Load	HeatLoad	Real Number	Heat load is the integration of Heat Flux over time. The load is referenced to a one square meter area.
Thermal Model Wall Temperature	Temperature	Real Number	Wall Temperature is computed by the Thermal Model for an Aviator vehicle according to the model's implementation. The value is intended to reflect the temperature at the leading surface of the vehicle. In contrast to the Static and Total Temperature values which are thermodynamic properties only of the flow (perhaps a significant distance ahead of the vehicle surface), the Wall Temperature captures the interaction between the flow and the surface of the vehicle. A thermal protection system must have the ability to absorb/reflect/ablate this temperature. When a Thermal Model has not been defined for the vehicle, the Wall Temperature will be computed as the static temperature of the flow adjusting for the temperature rise across a normal shock for sonic flows. In this case the Wall Temperature will be computed between the Static and Total Temperatures and can be assumed to be a minimum value if material response of the TPS is neglected. The Total Temperature might represent an upper bound in this case.
Throttle (%)	Unitless	Real Number	The percentage of the maximum thrust required to maintain the flight condition.
Thrust Angle	AviatorAttitudeAngle	Real Number or Text	Angle between the velocity vector and the net thrust vector. For VTOL aircraft, this may be on the order of 90 deg.
Thrust Available	AviatorForce	Real Number	Equals ThrustRequired constrained by the Min/Max available.
Thrust Deficit	AviatorForce	Real Number	Difference between ThrustRequired and ThrustAvailable, when positive, engines are not big enough; when negative, bigger speedbrakes are required.
Thrust Lift Force	AviatorForce	Real Number	Component of total lift generated via the propulsion system.
Thrust Required	AviatorForce	Real Number	Thrust required to maintain the current flight condition.
Total Lift Force	AviatorForce	Real Number	Total lift generated normal to the velocity vector.
Total Temperature	Temperature	Real Number	The temperature that would result by slowing the aircraft to zero speed and converting the aircraft kinetic energy to thermal energy. One way to visualize the total temperature is to consider how a spacecraft heats up as it reenters the atmosphere. If there is a spot on the heat shield where the relative airspeed is zero, the air temperature at that point would be at the total/stagnation temperature.
True Air Speed	AviatorSpeed	Real Number	The magnitude of the velocity of the vehicle, where the velocity is measured as observed from the vehicle's central body fixed coordinate system.
True Course	AviatorAttitudeAngle	Real Number or Text	Course relative to true north.
True Heading	AviatorAttitudeAngle	Real Number or Text	Heading relative to true north.
Turn Radius	AviatorAltitude	Real Number	Turn radius.
Turn Rate	AviatorAttitudeAngleRate	Real Number	Horizontal rate of turn.
Unaccounted Lift Force	AviatorForce	Real Number	The difference between the total lift required for the force balance at a point in the trajectory and the combined lift from the aerodynamic model and the propulsion model (thrust at positive AoA contributes to lift). Nonzero values of this element indicate that the combination of the aero and propulsion models cannot sustain the flight condition at this point in the trajectory.
Vertical Speed	AviatorVerticalVelocity	Real Number	Rate of climb of the aircraft.
Weight	AviatorFuelQuantity	Real Number	The total weight of the aircraft = Empty Weight + FuelState.
Wind Speed	AviatorSpeed	Real Number	Velocity of the Wind.
Wind True Bearing	AviatorAttitudeAngle	Real Number or Text	Wind direction relative to true north.