c974f5242d
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838 lines
48 KiB
Text
838 lines
48 KiB
Text
Coordinate system notes: All positions specified are in meters (which
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is weird, since all other units in the file are English). The X axis
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points forward, Y is left, and Z is up. Take your right hand, and
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hold it like a gun. Your first and second fingers are the X and Y
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axes, and your upwards-pointing thumb is the Z. This is slightly
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different from the coordinate system used by JSBSim. Sorry. The
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origin can be placed anywhere, so long as you are consistent. I use
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the nose of the aircraft.
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XML Elements
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------------
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airplane: The top-level element for the file. It contains only one
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attribute:
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mass: The empty (no fuel) weight, in pounds.
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approach: The approach parameters for the aircraft. The solver will
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generate an aircraft that matches these settings. The element
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can (and should) contain <control> elements indicating pilot
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input settings, such as flaps and throttle, for the
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approach.
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speed: The approach airspeed, in knots TAS.
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aoa: The approach angle of attack, in degrees
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fuel: Fraction (0-1) of fuel in the tanks. Default is 0.2.
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cruise: The cruise speed and altitude for the solver to match. As
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above, this should contain <control> elements indicating
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aircraft configuration. Especially, make sure the engines
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are generating enough thrust at cruise!
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speed: The cruise speed, in knots TAS.
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alt: The cruise altitude, in feet MSL.
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fuel: Fraction (0-1) of fuel in the tanks. Default is 0.2.
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cockpit: The location of the cockpit (pilot eyepoint).
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x,y,z: eyepoint location (see coordinates note)
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fuselage: This defines a tubelike structure. It will be given an even
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mass and aerodynamic force distribution by the solver. You
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can have as many as you like, in any orientation you please.
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ax,ay,az: One end of the tube (typically the front)
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bx,by,bz: The other ("back") end.
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width: The width of the tube, in meters.
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taper: The approximate radius at the "tips" of the fuselage
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expressed as a fraction (0-1) of the width value.
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midpoint: The location of the widest part of the fuselage,
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expressed as a fraction of the distance between A and B.
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idrag: Multiplier for the "induced drag" generated by this
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object. Default is one. With idrag=0 the fuselage
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generates only drag.
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cx,cy,cz: Factors for the generated drag in the fuselages "local
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coordinate system" with x pointing from end to front,
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z perpendicular to x with y=0 in the aircraft coordinate
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system. E.g. for a fuselage of a height of 2 times the
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width you can define cy=2 and (due to the doubled front
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surface) cx=2.
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wing: This defines the main wing of the aircraft. You can have
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only one (but see below about using vstab objects for extra
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lifting surfaces). The wing should have a <stall> subelement to
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indicate stall behavior, control surface subelements (flap0,
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flap1, spoiler, slat) to indicate what and where the control
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surfaces are, and <control> subelements to map user input
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properties to the control surfaces.
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x,y,z: The "base" of the wing, specified as the location of
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the mid-chord (not leading edge, trailing edge, or
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aerodynamic center) point at the root of the LEFT
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(!) wing.
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length: The length from the base of the wing to the midchord
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point at the tip. Note that this is not the same
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thing as span.
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chord: The chord of the wing at its base, along the X axis
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(not normal to the leading edge, as it is
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sometimes defined).
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incidence: The incidence angle at the wing root, in degrees.
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Zero is level with the fuselage (as in an
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aerobatic plane), positive means that the leading
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edge is higher than the trailing edge (as in a
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trainer).
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twist: The difference between the incidence angle at the
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wing root and the incidence angle at the wing
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tip. Typically, this is a negative number so
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that the wing tips have a lower angle of attack
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and stall after the wing root (washout).
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taper: The taper fraction, expressed as the tip chord
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divided by the root chord. A taper of one is a
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hershey bar wing, and zero would be a wing ending
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at a point. Defaults to one.
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sweep: The sweep angle of the wing, in degrees. Zero is
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no sweep, positive angles are swept back.
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Defaults to zero.
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dihedral: The dihedral angle of the wing. Positive angles
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are upward dihedral. Defaults to zero.
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idrag: Multiplier for the "induced drag" generated by this
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surface. In general, low aspect wings will
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generate less induced drag per-AoA than high
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aspect (glider) wings. This value isn't
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constrained well by the solution process, and may
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require tuning to get throttle settings correct in
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high AoA (approach) situations.
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camber: The lift produced by the wing at zero angle of
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attack, expressed as a fraction of the maximum
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lift produced at the stall AoA.
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hstab: These defines the horizontal stabilizer of the aircraft.
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Internally, it is just a wing object and therefore works the
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same in XML. You are allowed only one hstab object; the
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solver needs to know which wing's incidence to play with to
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get the aircraft trimmed correctly.
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vstab: A "vertical" stabilizer. Like hstab, this is just another
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wing, with a few special properties. The surface is not
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"mirrored" as are wing and hstab objects. If you define a
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left wing only, you'll only get a left wing. The default
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dihedral, if unspecified, is 90 degrees instead of zero.
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But all parameters are equally settable, so there's no
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requirement that this object be "vertical" at all. You can
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use it for anything you like, such as extra wings for
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biplanes. Most importantly, these surfaces are not involved
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with the solver computation, so you can have none, or as
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many as you like.
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mstab: A mirrored horizontal stabilizer. Exactly the same as wing, but
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not involved with the solver computation, so you can have none,
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or as many as you like.
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stall: A subelement of a wing (or hstab/vstab/mstab) that specifies the
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stall behavior.
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aoa: The stall angle (maximum lift) in degrees. Note that
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this is relative to the wing, not the fuselage (since
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the wing may have a non-zero incidence angle).
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width: The "width" of the stall, in degrees. A high value
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indicates a gentle stall. Low values are viscious
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for a non-twisted wing, but are acceptable for a
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twisted one (since the whole wing will not stall at
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the same time).
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peak: The height of the lift peak, relative to the
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post-stall secondary lift peak at 45 degrees.
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Defaults to 1.5. This one is deep voodoo, and
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probably doesn't need to change much. Bug me for an
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explanation if you're curious.
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flap0, flap1, slat, spoiler:
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These are subelements of wing/hstab/vstab objects, and specify
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the location and effectiveness of the control surfaces.
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start: The position along the wing where the control
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surface begins. Zero is the root, one is the tip.
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end: The position where the surface ends, as above.
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lift: The lift multiplier for a flap or slat at full
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extension. One is a no-op, a typical aileron might
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be 1.2 or so, a giant jetliner flap 2.0, and a
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spoiler 0.0. For spoilers, the interpretation is a
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little different -- they spoil only "prestall" lift.
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Lift due purely to "flat plate" effects isn't
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affected. For typical wings that stall at low AoA's
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essentially all lift is pre-stall and you don't have
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to care. Jet fighters tend not to have wing
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spoilers, for exactly this reason. This value is
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not applicable to slats, which affect stall AoA
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only.
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drag: The drag multiplier, as above. Typically should be
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higher than the lift multiplier for flaps.
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aoa: Applicable only to slats. This indicates the
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angle by which the stall AoA is translated by the
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slat extension.
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thruster: A very simple "thrust only" engine object. Useful for
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things like thrust vectoring nozzles. All it does is map
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its THROTTLE input axis to its output thrust rating. Does
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not consume fuel, etc...
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thrust: Maximum thrust in pounds
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x,y,z: The point on the airframe where thrust will be
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applied.
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vx,vy,vy: The direction of the thrust in airframe
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coordinates. The vector will be normalized
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automatically, so any non-zero vector will work
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fine.
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jet: A turbojet/fan engine. It accepts a <control> subelement to map a
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property to its throttle setting, and an <actionpt> subelement
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to place the action point of the thrust at a different
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position than the mass of the engine.
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x,y,z: The location of the engine, as a point mass.
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If no actionpt is specified, this will also
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be the point of application of thrust.
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mass: The mass of the engine, in pounds.
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thrust: The maximum sea-level thrust, in pounds.
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afterburner: Maximum total thrust with afterburner/reheat,
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in pounds [defaults to "no additional
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thrust"].
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rotate: Vector angle of the thrust in degrees about the
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Y axis [0].
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n1-idle: Idling rotor speed [55].
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n1-max: Maximum rotor speed [102].
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n2-idle: Idling compressor speed [73].
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n2-max: Maximum compressor speed [103].
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tsfc: Thrust-specific fuel consumption [0.8].
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This should be considerably lower for modern
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turbofans.
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egt: Exhaust gas temperature at takeoff [1050].
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epr: Engine pressure ratio at takeoff [3.0].
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exhaust-speed: The maximum exhaust speed in knots [~1555].
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spool-time: Time, in seconds, for the engine to respond to
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90% of a commanded power setting.
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propeller: A propeller. This element requires an engine subtag.
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Currently <piston-engine> and <turbine-engine> are
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supported.
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x,y,z: The position of the mass (!) of the
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engine/propeller combination. If the point
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of force application is different (and it
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will be) it should be set with an <actionpt>
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subelement.
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mass: The mass of the engine/propeller, in pounds.
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moment: The moment, in kg-meters^2. This has to be
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hand calculated and guessed at for now. A
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more automated system will be forthcoming.
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Use a negative moment value for
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counter-rotating ("European" -- CCW as seen
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from behind the prop) propellers.
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A good guess for this value is the radius of
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the prop (in meters) squared times the mass
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(kg) divided by three; that is the moment of
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a plain "stick" bolted to the prop shaft.
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radius: The radius, in meters, or the propeller.
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cruise-speed: The max efficiency cruise speed of the
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propeller. Generally not the same as the
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aircraft's cruise speed.
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cruise-rpm: The RPM of the propeller at max-eff. cruise.
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cruise-power: The power sunk by the prop at cruise, in horsepower.
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cruise-alt: The reference cruise altitude in feet.
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takeoff-power: The takeoff power required by the propeller...
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takeoff-rpm: ...at the given takeoff RPM.
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min-rpm: The minimum operational RPM for a constant speed
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propeller. This is the speed to which the
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prop governor will seek when the blue lever
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is at minimum. The coarse-stop attribute
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limits how far the governor can go into trying
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to reach this RPM.
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max-rpm: The maximum operational RPM for a constant speed
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propeller. See above. The fine-stop attribute
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limits how far the governor can go in trying
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to reach this RPM.
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fine-stop: The minimum pitch of the propeller (high RPM) as a
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ratio of ideal cruise pitch. This is set to 0.25
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by default -- a higher value will result in a
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lower RPM at low power settings (e.g. idle, taxi,
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and approach).
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coarse-stop: The maximum pitch of the propeller (low RPM) as
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a ratio of ideal cruise pitch. This is set to
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4.0 by default -- a lower value may result in a
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higher RPM at high power settings.
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gear-ratio: The factor by which the engine RPM is multiplied
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to produce the propeller RPM. Optional (defaults
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to 1.0).
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contra: When set (contra="1"), this indicates that the
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propeller is a contra-rotating pair. It
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will not contribute to the aircraft's net
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gyroscopic moment, nor will it produce
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asymmetric torque on the aircraft body.
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Asymmetric slipstream effects, when
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implemented, will also be zero when this is
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set.
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piston-engine: A piston engine definition. This must be a subelement
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of an enclosing <propeller> tag.
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eng-power: Maximum BHP of the engine at sea level.
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eng-rpm: The engine RPM at which eng-power is developed
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displacement: The engine displacement in cubic inches.
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compression: The engine compression ratio.
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turbo-mul: The turbo/super-charger pressure multiplier.
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Static pressure will be multiplied by this
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value to get the manifold pressure.
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wastegate-mp: The maximum manifold pressure. Beyond
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this, the gate will release to keep the
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MP below this number. (inHG). This value
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can be changed at runtime using the
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WASTEGATE control axis, which is a
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multiplier in the range [0:1].
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turbo-lag: Time lag, in seconds, for 90% of a power change
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to be reflected in the turbocharger boost
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pressure.
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turbine-engine: A turbine engine definition. This must be a subelement
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of an enclosing <propeller> tag.
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eng-power: Maximum BHP of the engine at a suitable
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cruise altitude.
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eng-rpm: The engine RPM at which eng-power is
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developed. Note that this is "shaft" RPM
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as seen by the propeller. Don't use a
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gear-ratio on the enclosing propeller, or
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else you'll get confused. :)
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alt: The altitude at which eng-power is developed.
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This should be high enough to be lower (!)
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than the flat-rating power.
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flat-rating: The maximum allowed power developed by
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the engine. Most turboprops are flat
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rated below a certain altitude and
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temperature range to prevent engine
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damage.
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min-n2: N2 (percent) turbine speed at zero throttle.
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max-n2: N2 (percent) turbine speed at max throttle.
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bsfc: Specific fuel consumption, in lbs/hr per
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horsepower.
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actionpt: Defines an "action point" for an enclosing jet or propeller
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element. This is the location where the force from the thruster
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will be applied.
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x,y,z: The location of force application.
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gear: Defines a landing gear. Accepts <control> subelements to map
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properties to steering and braking. Can also be used to simulate
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floats. Although the coefficients are still called ..fric, it
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is calculated in fluids as a drag (proportional to the square
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of the speed). In fluids gears are not considered to detect
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crashes (as on ground).
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x,y,z: The location of the fully-extended gear tip.
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compression: The distance in meters along the "up" axis that
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the gear will compress.
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initial-load: The initial load of the spring in multiples of
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compression. Defaults to 0. (With this parameter
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a lower spring-constants will be used for the
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gear-> can reduce numerical problems (jitter))
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Note: the spring-constant is varied from 0%
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compression to 20% compression to get continuous
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behavior around 0 compression. (could be physically
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explained by wheel deformation)
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upx/upy/upz: The direction of compression, defaults to
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vertical (0,0,1) if unspecified. These are
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used only for a direction -- the vector need
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not be normalized, as the length is specified
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by "compression".
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sfric: Static (non-skidding) coefficient of
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friction. Defaults to 0.8.
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dfric: Dynamic friction. Defaults to 0.7.
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spring: A dimensionless multiplier for the automatically
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generated spring constant. Increase to make
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the gear stiffer, decrease to make it
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squishier.
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damp: A dimensionless multiplier for the automatically
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generated damping coefficient. Decrease to
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make the gear "bouncier", increase to make it
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"slower". Beware of increasing this too far:
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very high damping forces can make the numerics
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unstable. If you can't make the gear stop
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bouncing with this number, try increasing the
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compression length instead.
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on-water: if this is set to "0" the gear will be ignored if
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on water. Defaults to "0"
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on-solid: if this set to "0" the gear will be ignored if
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not on water. Defaults to "1"
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speed-planing:
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spring-factor-not-planing:
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At zero speed the spring factor is multiplied by
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spring-factor-not-planing. Above speed-planing this
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factor is equal to 1. The idea is, to use this for
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floats simulating the transition from swimming to
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planing. speed-planing defaults to 0,
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spring-factor-not-planing defaults to 1.
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reduce-friction-by-extension: at full extension the friction is
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reduced by this relative value. 0.7 means 30% friction
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at full extension. If you specify a value greater
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than one, the friction will be zero before reaching
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full extension. Defaults to "0"
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ignored-by-solver: with the on-water/on-solid tags you can have more
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than one set of gears in one aircraft, If the solver
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(who automatically generates the spring constants)
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would take all gears into account, the result would be
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wrong. E. G. set this tag to "1" for all gears, which
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are not active on runways. Defaults to "0". You can
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not exclude all gears in the solving process.
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launchbar: Defines a catapult launchbar or strop. The default acceleration
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provided by the catapult is 25m/s^2. This can be
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modified by the use of the control axis LACCEL.
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x,y,z: The location of the mount point of the launch bar or
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strop on the aircraft.
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length: The length of the launch bar from mount point to tip
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down-angle: The max angle below the horizontal the
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launchbar can achieve.
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up-angle: The max angle above the horizontal the launchbar
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can achieve.
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holdback-{x,y,z}: The location of the holdback mount point
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on the aircraft.
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holdback-length: The length of the holdback from mount
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point to tip. Note: holdback up-angle and
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down-angle are the same as those defined
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for the launchbar and are not specified in
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the configuration.
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tank: A fuel tank. Tanks in the aircraft are identified
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numerically (starting from zero), in the order they are
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defined in the file. If the left tank is first, "tank[0]"
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will be the left tank.
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x,y,z: The location of the tank.
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capacity: The maximum contents of the tank, in pounds. Not
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gallons -- YASim supports fuels of varying
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densities.
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jet: A boolean. If present, this causes the fuel
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density to be treated as Jet-A. Otherwise,
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gasoline density is used. A more elaborate
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density setting (in pounds per gallon, for
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example) would be easy to implement. Bug me.
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ballast: This is a mechanism for modifying the mass distribution of
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the aircraft. A ballast setting specifies that a particular
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amount of the empty weight of the aircraft must be placed at
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a given location. The remaining non-ballast weight will be
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distributed "intelligently" across the fuselage and wing
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objects. Note again: this does NOT change the empty weight
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of the aircraft.
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x,y,z: The location of the ballast.
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mass: How much mass, in pounds, to put there. Note that
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this value can be negative. I find that I often need
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to "lighten" the tail of the aircraft.
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weight: This is an added weight, something not part of the empty
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weight of the aircraft, like passengers, cargo, or external
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stores. The actual value of the mass is not specified here,
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instead, a mapping to a property is used. This allows
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external code, such as the panel, to control the weight
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(loading a given cargo configuration from preference files,
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dropping bombs at runtime, etc...)
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x,y,z: The location of the weight.
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mass-prop: The name of the fgfs property containing the
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mass, in pounds, of this weight.
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size: The aerodynamic "size", in meters, of the
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object. This is important for external stores,
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which will cause drag. For reasonably
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aerodynamic stuff like bombs, the size should be
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roughly the width of the object. For other
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stuff, you're on your own. The default is zero,
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which results in no aerodynamic force (internal
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cargo).
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solve-weight:
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Subtag of approach and cruise parameters. Used to specify a
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non-zero setting for a <weight> tag during solution. The
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default is to assume all weights are zero at the given
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performance numbers.
|
|
idx: Index of the weight in the file (starting with zero).
|
|
weight: Weight setting in pounds.
|
|
|
|
|
|
control-input:
|
|
This element manages a mapping from fgfs properties (user
|
|
input) to settable values on the aircraft's objects. Note
|
|
that the value to be set MUST (!) be valid on the given
|
|
object type. This is not checked for by the parser, and
|
|
will cause a runtime crash if you try it. Wing's don't have
|
|
throttle controls, etc... Note that multiple axes may be
|
|
set on the same value. They are summed before setting.
|
|
|
|
axis: The name of the double-valued fgfs property "axis" to
|
|
use as input, such as "/controls/flight/aileron".
|
|
control: Which control axis to set on the objects. It can have
|
|
the following values:
|
|
THROTTLE - The throttle on a jet or propeller.
|
|
MIXTURE - The mixture on a propeller.
|
|
REHEAT - The afterburner on a jet
|
|
PROP - The propeller advance
|
|
BRAKE - The brake on a gear.
|
|
STEER - The steering angle on a gear.
|
|
INCIDENCE - The incidence angle of a wing.
|
|
FLAP0 - The flap0 deflection of a wing.
|
|
FLAP1 - The flap1 deflection of a wing.
|
|
FLAP[0/1]EFFECTIVENESS - a multiplier for flap lift, but not drag
|
|
(useful for blown flaps)
|
|
SLAT - The slat extension of a wing.
|
|
SPOILER - The spoiler extension for a wing.
|
|
CYCLICAIL - The "aileron" cyclic input of a rotor
|
|
CYCLICELE - The "elevator" cyclic input of a rotor
|
|
COLLECTIVE - The collective input of a rotor
|
|
ROTORENGINEON - If not equal zero the rotor is rotating
|
|
WINCHRELSPEED - The relative winch speed
|
|
LACCEL - The acceleration provided by the catapult.
|
|
{... and many more, see FGFDM.cpp ...}
|
|
invert: Negate the value of the property before setting on
|
|
the object.
|
|
split: Applicable to wing control surfaces. Sets the
|
|
normal value on the left wing, and a negated value
|
|
on the right wing.
|
|
square: Squares the value before setting. Useful for
|
|
controls like steering that need a wide range, yet
|
|
lots of sensitivity in the center. Obviously only
|
|
applicable to values that have a range of [-1:1] or
|
|
[0:1].
|
|
src0/src1/dst0/dst1:
|
|
If present, these defined a linear mapping from the
|
|
source to the output value. Input values in the
|
|
range src0-src1 are mapped linearly to dst0-dst1,
|
|
with clamping for input values that lie outside the
|
|
range.
|
|
|
|
control-output:
|
|
This can be used to pass the value of a YASim control axis
|
|
(after all mapping and summing is applied) back to the
|
|
property tree.
|
|
|
|
control: Name of the control axis. See above.
|
|
prop: Property node to receive the value.
|
|
side: Optional, for split controls. Either "right" or "left"
|
|
min/max: Clamping applied to output value.
|
|
|
|
control-speed:
|
|
Some controls (most notably flaps and hydraulics) have
|
|
maximum slew rates and cannot respond instantly to pilot
|
|
input. This can be implemented with a control-speed tag,
|
|
which defines a "transition time" required to slew through
|
|
the full input range. Note that this tag is
|
|
semi-deprecated, complicated control input filtering can be
|
|
done much more robustly from a Nasal script.
|
|
|
|
control: Name of the control axis. See above.
|
|
transition-time: Time in seconds to slew through input range.
|
|
|
|
control-setting:
|
|
This tag is used to define a particular setting for a
|
|
control axis inside the <cruise> or <approach> tags, where
|
|
obviously property input is not available. It can be used,
|
|
for example, to inform the solver that the approach
|
|
performance values assume full flaps, etc...
|
|
|
|
axis: Name of the control input (i.e. a property name)
|
|
value: Value of the control axis.
|
|
|
|
hitch: A hitch, can be used for winch-start (in gliders) or aerotow (in
|
|
gliders and motor aircrafts) or for external cargo with helicopter.
|
|
You can do aerotow over the net via multiplayer (see j3 and bocian
|
|
as an example).
|
|
|
|
name: the name of the hitch. must be aerotow if you want to do
|
|
aerotow via multiplayer. You will find many properties
|
|
at /sim/hitches/name. Most of them are directly tied to
|
|
the internal variables, you can modify them as you like.
|
|
You can add a listener to the property "broken", e. g. for
|
|
playing a sound.
|
|
x,y,z: The position of the hitch
|
|
force-is-calculated-by-other: if you want to simulate aerotowing
|
|
over the internet, set this value to "1" in the motor
|
|
aircraft. Don't specify or set this to zero in gliders.
|
|
In a LAN the time lag might be small enough to set it on
|
|
both aircrafts to "0". It's intended, that this is done
|
|
automatically in the future.
|
|
|
|
tow: The tow used for aerotow or winch. This must be a subelement
|
|
of an enclosing <hitch> tag.
|
|
length: upstretched length in m
|
|
weight-per-meter: in kg/m
|
|
elastic-constant: lower values give higher elasticity
|
|
break-force: in N
|
|
mp-auto-connect-period: the every x seconds a towed multiplayer
|
|
aircraft is searched. If found, this tow is connected
|
|
automatically, parameters are copied from the other
|
|
aircraft. Should be set only in the motor aircraft, not
|
|
in the glider
|
|
|
|
winch: The tow used for aerotow or winch. This must be a subelement
|
|
of an enclosing <hitch> tag.
|
|
max-tow-length:
|
|
min-tow-length:
|
|
initial-tow-length: all are in m. The initial tow length also
|
|
defines the length/search radius used for the mp-autoconnect
|
|
feature
|
|
max-winch-speed: in m/s
|
|
power: in kW
|
|
max-force: in N
|
|
|
|
|
|
rotor: A rotor. Used for simulating helicopters. You can have one, two
|
|
or even more.
|
|
There is a drawing of a rotor in the Doc-directory
|
|
(README.yasim.rotor.png) Please find the measures from this drawing
|
|
for several parameters in square brackets [].
|
|
If you specify a rotor, you do not need to specify a wing or hstab,
|
|
the settings for approach and cruise will be ignored then. You have
|
|
to specify the solver results manually. See below.
|
|
The rotor generates downwash acting on all stabs, surfaces and
|
|
fuselages. For all fuselages in the rotor downwash you should
|
|
specify idrag="0" to get realistic results.
|
|
|
|
name: The name of the rotor.
|
|
(some data is stored at /rotors/name/)
|
|
The rpm, cone angle, yaw angle and roll angle are stored
|
|
for the complete rotor. For every blade the position
|
|
angle, the flap angle and the incidence angle are stored.
|
|
All angles are in degree, positive values always mean "up".
|
|
This is not completely tested, but seem to work at least
|
|
for rotors rotating counterclockwise.
|
|
A value stall gives the fraction of the rotor in stall
|
|
(weighted by the fraction the have on lift and drag
|
|
without stall). Use this for modifying the rotor-sound.
|
|
x,y,z: The position of the rotor center
|
|
nx,ny,nz: The normal of the rotor (pointing upwards, will be
|
|
normalized by the computer)
|
|
fx,fy,fz: A Vector pointing forward, if not perpendicular to the
|
|
normal it will be corrected by the computer
|
|
diameter: The diameter in meter [D]
|
|
numblades: The number of blades
|
|
weightperblade: The weight per blade in pounds
|
|
relbladecenter: The relative center of gravity of the blade. Maybe
|
|
not 100% correct interpreted; use 0.5 for the start and
|
|
change in small steps [b/R]
|
|
chord: The chord of the blade its base, along the X axis
|
|
(not normal to the leading edge, as it is
|
|
sometimes defined). [c]
|
|
twist: The difference between the incidence angle at the
|
|
blade root and the incidence angle at the wing
|
|
tip. Typically, this is a negative number so
|
|
that the rotor tips have a lower angle of attack.
|
|
taper: The taper fraction, expressed as the tip chord
|
|
divided by the root chord. A taper of one is a
|
|
bar blade, and zero would be a blade ending
|
|
at a point. Defaults to one. [d/c]
|
|
rel-len-where-incidence-is-measured: If the blade is twisted,
|
|
you need a point where to measure the incidence angle.
|
|
Zero means at the base, 1 means at the tip. Typically
|
|
it should be something near 0.7
|
|
rel-len-blade-start: Typically the blade is not mounted in the
|
|
center of the rotor [a/R]
|
|
rpm: rounds per minute.
|
|
phi0: initial position of this rotor
|
|
ccw: determines if the rotor rotates clockwise (="0") or
|
|
counterclockwise (="1"), (if you look on the top of the
|
|
normal, so the bo105 has counterclockwise rotor).
|
|
"true" and "false" are not any longer supported to
|
|
increase my lifespan. ;-)
|
|
maxcollective: The maximum of the collective incidence in degree
|
|
mincollective: The minimum of the collective incidence in degree
|
|
maxcyclicele: The maximum of the cyclic incidence in degree for
|
|
the elevator like function
|
|
mincyclicele: The minimum of the cyclic incidence in degree for
|
|
the elevator like function
|
|
maxcyclicail: The maximum of the cyclic incidence in degree for
|
|
the aileron like function
|
|
mincyclicail: The minimum of the cyclic incidence in degree for
|
|
the aileron like function
|
|
airfoil-incidence-no-lift: non symmetric airfoils produces lift
|
|
with no incidence. This is is the incidence, where the
|
|
airfoil is producing no lift. Zero for symmetrical airfoils
|
|
(default)
|
|
incidence-stall-zero-speed:
|
|
incidence-stall-half-sonic-speed: the stall incidence is a function
|
|
of the speed. I found some measured data, where this is
|
|
linear over a wide range of speed. Of course the linear
|
|
region ends at higher speeds than zero, but just
|
|
extrapolate the linear behavior to zero.
|
|
lift-factor-stall: In stall airfoils produce less lift. Without
|
|
stall the c-lift of the profile is assumed to be
|
|
sin(incidence-"airfoil-incidence-no-lift")*liftcoef;
|
|
And in stall:
|
|
sin(2*(incidence-"airfoil-incidence-no-lift"))*liftcoef*...
|
|
..."lift-factor-stall";
|
|
Therefore this factor is not the quotient between lift
|
|
with and without stall. Use 0.28 if you have no idea.
|
|
drag-factor-stall: The drag of an airfoil in stall is larger than
|
|
without stall.
|
|
Without stall c-drag is assumed to be
|
|
abs(sin(incidence-"airfoil-incidence-no-lift"))...
|
|
..*dragcoef1+dragcoef0);
|
|
With stall this is multiplied by drag-factor
|
|
stall-change-over: For incidence<"incidence-stall" there is no stall.
|
|
For incidence>("incidence-stall"+"stall-change-over") there
|
|
is stall. In the range between this incidences it is
|
|
interpolated linear.
|
|
|
|
pitch-a:
|
|
pitch-b: collective incidence angles, If you start flightgear
|
|
with --log-level=info, flightgear reports lift and needed
|
|
power for theses incidence angles
|
|
forceatpitch-a:
|
|
poweratpitch-b:
|
|
poweratpitch-0: old tokens, not supported any longer, the result are
|
|
not exactly the expected lift and power values. Will be
|
|
removed in one of the next updates.directly.Use "real"
|
|
coefficients instead (see below) and adjust the lift with
|
|
rotor-correction-factor.
|
|
|
|
The airfoil of the rotor is described as follows:
|
|
The way is to define the lift and drag coefficients directly.
|
|
Without stall the c-lift of the profile is assumed to be
|
|
sin(incidence-"airfoil-incidence-no-lift")*liftcoef;
|
|
And in stall:
|
|
sin(2*(incidence-"airfoil-incidence-no-lift"))*liftcoef*...
|
|
..."lift-factor-stall";
|
|
Without stall c-drag is assumed to be
|
|
abs(sin(incidence-"airfoil-incidence-no-lift"))...
|
|
..*dragcoef1+dragcoef0);
|
|
See above, how the coefficients are defined with stall.
|
|
The parameters:
|
|
airfoil-lift-coefficient: liftcoef
|
|
airfoil-drag-coefficient0: dragcoef0
|
|
airfoil-drag-coefficient1: dragcoef1
|
|
To find the right values: see README.yasim.rotor.ods
|
|
(Open Office file) or README.yasim.rotor.xls (Excel
|
|
file). With theses files you can generate graphs of the
|
|
airfoil coefficients and adjust the parameters to match
|
|
real airfoils. For many airfoils you find data published
|
|
in the internet. Parameters for the airfoils NACA 23012
|
|
(main rotor of bo105) and NACA 0012 (tail rotor of bo105?)
|
|
are included.
|
|
|
|
rotor-correction-factor:
|
|
If you calculate the lift of a heli rotor or even of a
|
|
propeller, you get a value larger than the real measured
|
|
one. (Due to vortex effects.) This is considered in the
|
|
simulation, but with a old theory by Prantl, which is known
|
|
to give still too large. This is corrected by this token,
|
|
default: 1
|
|
flapmin: Minimum flapping angle. (Should normally never reached)
|
|
flapmax: Maximum flapping angle. (Should normally never reached)
|
|
flap0: Flapping angle at no rotation, i.e. -5
|
|
dynamic: this changes the reactions speed of the rotor to an input.
|
|
normally 1 (Maybe there are rotors with a little faster
|
|
reaction, than use a value a little greater than one.
|
|
A value greater than one will result in a more inert,
|
|
system. Maybe it's useful for simulating the rotor of the
|
|
Bell UH1
|
|
rellenflaphinge: The relative length from the center of the rotor
|
|
to the flapping hinge. Can be taken from pictures of the
|
|
helicopter (i.e. 0 for Bell206, about 0.05 for most
|
|
rotors) For rotors without flapping hinge (where the blade
|
|
are twisted instead, i.e. Bo 105, Lynx) use a mean value,
|
|
maybe 0.2. This value has a extreme result in the behavior
|
|
of the rotor [F/r]
|
|
sharedflaphinge: determines, if the rotor has one central flapping
|
|
hinge (="1") for the blades (like the Bell206 or the tail
|
|
rotor of the Bo 105), default is "0".
|
|
delta3: Some rotors have a delta3 effect, which results in a
|
|
decreasing of the incidence when the rotor is flapping.
|
|
A value of 0 (as most helicopters have) means no change in
|
|
incidence, a value of 1 result in a decreases of one degree
|
|
per one degree flapping.
|
|
So delta3 is the proportional factor between flapping and
|
|
decrease of incidence. I.e. the tail rotor of a Bo105 has
|
|
a delta3 of 1.
|
|
In some publications delta3 is described by an angle. The
|
|
value in YASim is the atan of this angle
|
|
delta: A factor for the damping constant for the flapping. 1 means
|
|
a analytical result, which is only a approximation. Has a
|
|
very strong result in the reaction of the rotor system on
|
|
control inputs.
|
|
If you know the flapping angle for a given cyclic input you
|
|
can adjust this by changing this value. Or if you now the
|
|
maximum roll rate or ...
|
|
translift-maxfactor: Helicopters have "translational lift", which
|
|
is due to turbulence. In forward flying the rotor gets less
|
|
turbulence air and produces more lift. The factor is the
|
|
quotient between lift at high airspeeds to the lift at
|
|
hover (with same pitch).
|
|
translift-ve: the speed, where the translational lift reaches 1/e of
|
|
the maximum value. In m/s.
|
|
ground-effect-constant: Near to the ground the rotor produces more
|
|
torque than in higher altitudes. The ground effect is
|
|
calculated as
|
|
factor = 1+diameter/altitude*"ground-effect-constant"
|
|
number-of-parts:
|
|
number-of-segments: The rotor is simulated in "number-of-parts"
|
|
different directions.
|
|
In every direction the rotor is simulated at
|
|
number-of-segments points. If the value is to small, the
|
|
rotor will react unrealistic. If it is to high, cpu-power
|
|
will be wasted. I now use a value of 8 for
|
|
"number-of-parts" and 8 for number-of-segments for the main
|
|
rotor and 4 for "number-of-parts" and 5 for
|
|
"number-of-segments" for the tail rotor.
|
|
"number-of-parts" must be a multiple of 4 (if not, it
|
|
is corrected)
|
|
cyclic-factor: The response of a rotor to cyclic input is hard to
|
|
calculate (its a damped oscillator in resonance, some
|
|
parameters have very large impact to the cyclic response)
|
|
With this parameter (default 1) you can adjust the
|
|
simulator to the real helo.
|
|
downwashfactor: A factor for the downwash of the rotor, default 1.
|
|
balance: The balance of the rotor. 1.0: the rotor is 100% balanced,
|
|
0.0: half of the blades are missing. Use a value near one
|
|
(0.98 ... 0.999) to add some vibration.
|
|
tiltcenterx:
|
|
tiltcentery:
|
|
tiltcenterz: The center for the tilting of the complete rotorhead/
|
|
mast. Can be used for simulating of the Osprey or small
|
|
autogyros.
|
|
mintiltyaw:
|
|
mintiltpitch:
|
|
mintiltroll:
|
|
maxtiltyaw:
|
|
maxtiltpitch:
|
|
maxtiltroll: The limits (in degree) for tilting the rotor head
|
|
|
|
All rotor can have <control> subelements for the cyclic
|
|
(CYCLICELE, CYCLICAIL) and collective (COLLECTIVE) input.
|
|
and can have <control> subelements for the tilting the whole rotor
|
|
head around the y-axis (TILTPITCH), the x-axis (TILTROLL) and the
|
|
z-axis (TILTYAW). ROTORBALANCE is a factor for the balance.
|
|
|
|
rotorgear: If you are using one or more rotors you have to define a
|
|
rotorgear. It connects all the rotors and adds a simple engine.
|
|
In future it will be possible, to add a YASim-engine.
|
|
max-power-engine: the maximum power of the engine, in kW.
|
|
engine-prop-factor: the engine is working as a pd-regulator. This
|
|
is the width of the regulation-band, or, in other words,
|
|
the inverse of the proportional-factor of the regulator.
|
|
If you set it to 0.02, than up to 98% of the rotor-rpm
|
|
the engine will produce maximum torque. At 100% of
|
|
the engine will produce no torque. It is planned to use
|
|
YASim-engines instead of this simple engine.
|
|
engine-accel-limit: The d-factor of the engine is defined as the
|
|
maximum acceleration rate of the engine in %/s,
|
|
default is 5%/s.
|
|
max-power-rotor-brake: the maximum power of the rotor brake, in kW
|
|
at normal rpm (most? real rotor brakes would be overheated
|
|
if used at normal rpm, but this is not simulated now)
|
|
rotorgear-friction: the power loss due to friction in kW at normal
|
|
RPM
|
|
yasimdragfactor:
|
|
yasimliftfactor: the solver is not working with rotor-aircraft.
|
|
Therefore you have to specify the results yourself.
|
|
10 for drag and 140 for lift seem to be good starting
|
|
values. Although the solve is not invoked for aircraft
|
|
with at least one rotor, you need to specify the cruise
|
|
and the approach settings. The approach speed is needed to
|
|
calculate the gear springs. Use a speed of approx. 50knots.
|
|
They do not need to match any real value.
|
|
|
|
The rotorgear needs a <control> subelement for the engine
|
|
(ROTORGEARENGINEON) and can have further <control> subelements:
|
|
ROTORBRAKE: rotor brake
|
|
ROTORRELTARGET: the target rpm of the engine relative to
|
|
the "normal" value for the governor. Default is
|
|
1.
|
|
ROTORENGINEMAXRELTORQUE: the maximum torque of the engine
|
|
relative to the torque defined by the engine-
|
|
power. Default is 1. By setting the rel-target
|
|
to a large number you get control over the
|
|
engine by this control.
|
|
Alternatively you can use these two values for
|
|
individual start-up sequences (see the s58)
|
|
|