Flight Profile By Time
Flight data sampled using a constant time step between grid points. This report style is only available for Aviator propagated vehicles.Available for these objects: Aircraft
Type: Time-varying data. Intended to be used only with elements from this same data provider. Supports Temperature for use with EOIR.
Availability: Reports | Graphs | Dynamic Displays | Strip Charts
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 traveling in the current direction, relative to the ECF coordinate frame. |
Circular Orbit ECF Speed To Go | AviatorSpeed | Real Number | The difference between the current speed and the Circular Orbit ECF Speed. A negative number means the vehicle can enter a sustained circular orbit. A negative number represent excess energy that may be exchanged for orbital maneuvers. A positve number indicates the additional speed required to inject the vehicle into a circular orbit. |
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 Isp) 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-- then 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. |