Cycle Dump

X-Plane, by Austin Meyer
Simulating Aircraft/Heavy Metal/B747-400 United/747-400 United.acf
x location positive aft x force positive right pitch/alpha pos nose up

y location positive right y force positive up roll pos right
z location positive up z force positive aft yaw/beta pos nose right
elevator, aileron, spoiler positive control surface up
rudder positive control surface right
drag-yaw positive control surface deployed
pitch cyclic prop pitch positive request nose up
roll cyclic prop pitch positive request nose right
Finite-Wing & Element Build-Up for LEFT WING 1:
root lo Re: Boeing Root (high subsonic).afl.
root hi Re: Boeing Root (high subsonic).afl.
tip lo Re: Boeing Mid (high subsonic).afl.
tip hi Re: Boeing Mid (high subsonic).afl.
Element # 0: S= 18.218 sqr mtrs, MAC= 16.16 mtrs, incidence= 3.00 de
g.
g.
g.
g.
g.
g.
g.
g.
g.
g.
init wing side_S=148.63
NOTE! I AM ADDING LEFT WING 2 TO THE TIP OF LEFT WING 1 (through any int
ermediate wings) TO FORM ONE CONTINUOUS WING! (side_S=165.48)
semilen joined=37.93, sweep25=37.84, side_S=271.63, AR=6.61
After any wing-joining, our semi-length is 37.93 mtrs. (for pu
rposes of Oswalds Efficiency and Delta-Wing factor determination only)
After any wing-joining, our root chord is 16.49 mtrs. (for pu
After any wing-joining, our tip chord is 4.08 mtrs. (for pu
After any wing-joining, our leading-edge sweep is 41.36 deg. (for pu
rposes of Delta-Wing factor determination only)
After any wing-joining, our mean aero sweep is 37.84 deg. (for pu
rposes of Oswalds Efficiency determination only)
After any wing-joining, our aspect ratio is 6.61. (for pu
After any wing-joining, our taper ratio is 0.25. (for pu
After any wing-joining, our washout is 3.00 deg. (for pu
rposes of Oswalds Efficiency and Delta-Wing factor determination only, root=
3.00 deg, tip= 0.00 deg)
Oswalds efficiency is therefore 0.9879
Finite-Wing & Element Build-Up for RIGT WING 1:
root lo Re: Boeing Root (high subsonic).afl.
root hi Re: Boeing Root (high subsonic).afl.
g.
g.
g.
g.
g.
g.
g.
g.
g.
g.
NOTE! I AM ADDING RIGT WING 2 TO THE TIP OF RIGT WING 1 (through any int
3.00 deg, tip= 0.00 deg)
root lo Re: Boeing Mid (high subsonic).afl.
root hi Re: Boeing Mid (high subsonic).afl.
g.
g.
g.
g.
NOTE! I AM ADDING LEFT WING 1 TO THE ROOT OF LEFT WING 2 (through any in
termediate wings) TO FORM ONE CONTINUOUS WING! (side_S=165.48)
3.00 deg, tip= 0.00 deg)
g.
g.
g.
g.
NOTE! I AM ADDING RIGT WING 1 TO THE ROOT OF RIGT WING 2 (through any in
3.00 deg, tip= 0.00 deg)
g.
g.
g.
g.
g.
g.
g.
g.
g.
g.
3.00 deg, tip= 0.00 deg)
g.
g.
g.
g.
g.
g.
g.
g.
g.
g.
3.00 deg, tip= 0.00 deg)
tip lo Re: Boeing Tip (high subsonic).afl.
tip hi Re: Boeing Tip (high subsonic).afl.
g.
g.
g.
g.
g.
g.
g.
g.
g.
g.
3.00 deg, tip= 0.00 deg)
tip lo Re: Boeing Tip (high subsonic).afl.
tip hi Re: Boeing Tip (high subsonic).afl.
g.
g.
g.
g.
g.
g.
g.
g.
g.
g.
3.00 deg, tip= 0.00 deg)
Finite-Wing & Element Build-Up for LEFT H STAB:
root lo Re: NACA 2412 (popular) invert.afl.
root hi Re: NACA 2412 (popular) invert.afl.
tip lo Re: NACA 2412 (popular) invert.afl.
tip hi Re: NACA 2412 (popular) invert.afl.
g.
g.
g.
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
Finite-Wing & Element Build-Up for RIGT H STAB:
root lo Re: NACA 2412 (popular) invert.afl.
root hi Re: NACA 2412 (popular) invert.afl.
tip lo Re: NACA 2412 (popular) invert.afl.
tip hi Re: NACA 2412 (popular) invert.afl.
g.
g.
g.
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
Finite-Wing & Element Build-Up for VERT STAB 1:
root lo Re: NACA 0009 (symmetrical).afl.
root hi Re: NACA 0009 (symmetrical).afl.
tip lo Re: NACA 0009 (symmetrical).afl.
tip hi Re: NACA 0009 (symmetrical).afl.
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
g.
g.
g.
g.
g.
g.
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
Finite-Wing & Element Build-Up for MISC WING 1:
g.
g.
0.00 deg, tip= 0.00 deg)
g.
g.
0.00 deg, tip= 0.00 deg)
g.
g.
0.00 deg, tip= 0.00 deg)
g.
g.
0.00 deg, tip= 0.00 deg)
g.
g.
0.00 deg, tip= 0.00 deg)
g.
g.
0.00 deg, tip= 0.00 deg)
g.
g.
0.00 deg, tip= 0.00 deg)
Finite-Wing & Element Build-Up for ENG PYLN 1a:
g.
Applying biplane interference factor to Oswalds Efficiency! between ENG
PYLN 1a and ENG PYLN 2a. This takes e from 0.98 to 0.50.
0.00 deg, tip= 0.00 deg)
g.
0.00 deg, tip= 0.00 deg)
g.
0.00 deg, tip= 0.00 deg)
g.
0.00 deg, tip= 0.00 deg)
critical altitude=0.0000 mtrs, rho at crit alt=1.2250 kg/mmm, rho at SL=1.2250 k
g/mmm, engine power boosted to 1.0000 of original.
After LEFT WING 1, the RUNNING TOTAL wetted area is 148.626 square meters for a
ll wings listed so far.
After RIGT WING 1, the RUNNING TOTAL wetted area is 297.252 square meters for a
After LEFT H STAB, the RUNNING TOTAL wetted area is 611.546 square meters for a
After RIGT H STAB, the RUNNING TOTAL wetted area is 679.826 square meters for a
After VERT STAB 1, the RUNNING TOTAL wetted area is 688.777 square meters for a
After MISC WING 1, the RUNNING TOTAL wetted area is 770.101 square meters for a
After ENG PYLN 1a, the RUNNING TOTAL wetted area is 785.996 square meters for a
Now for MI from FUSELAGE:
The frontal area is 38.451 square meters.
The side area is 422.078 square meters.
The top area is 370.666 square meters.
The RUNNING TOTAL wetted area is 2065.379 square meters, for the entire craft,
including all wings, top and bottom surfaces, and all bodies listed so far.
The longitudinal centroid is 2.773 meters.
The lateral centroid is 0.000 meters.
The vertical centroid is 1.121 meters.
The radius of gyration in roll is 6.39 meters.
The radius of gyration in pitch is 16.21 meters.
The radius of gyration in yaw is 17.06 meters.
Now for MI from MISC BODY 1:
The vertical centroid is -0.589 meters.
The longitudinal centroid is -20.626 meters.
The lateral centroid is -5.188 meters.
Now for MI from NACELLE 1:
Now for MI from W-FAIRING 1:
Engines have mass 20672.93 kg (11.56% of total):
The radius of gyration of the engines in roll is 17.23 m, based on al
l engine powers/thrusts and locations.
The radius of gyration of the engines in pitch is 6.74 m, based on al
The radius of gyration of the engines in yaw is 18.28 m, based on al
Remainder of the craft has mass 158082.42 (88.44% of total):
The radius of gyration of the shell in roll is 8.01 m, based on
mass-distribution across the shell of the craft with a 50% weighting on all of t
he flying surfaces.
The radius of gyration of the shell in pitch is 14.22 m, based on
he flying surfaces.
The radius of gyration of the shell in yaw is 15.97 m, based on
he flying surfaces.
Final combined results:
The radius of gyration in roll is 9.54 m.
The radius of gyration in pitch is 13.56 m.
The radius of gyration in yaw is 16.26 m.
For LEFT WING 1:
Full slat #1 deployment will cause coefficient data to spread out alpha-wise to
150.00% of original.
Full slat #1 deployment will also change the lift coefficient by the same amount
(keeping the lift SLOPE the same).
For RIGT WING 1:
For LEFT WING 2:
For RIGT WING 2:
For LEFT WING 3:
For RIGT WING 3:
For LEFT WING 4:
For RIGT WING 4:
The centroid of all foils is at 9.70 m (positive aft from CG) when the
25% chord is assumed to be the element location.
wing is looked at partially as a delta-wing based on taper ratio.
The average chord of all foils is 7.22 m.
So you could say the static margin is 1.34 (positive stable) when the 25% cho
rd is assumed to be the element location.
So you could say the static margin is 1.42 (positive stable) when the wing is
looked at partially as a delta-wing based on taper ratio.
critical altitude=0.00 mtrs, rho at crit alt=1.23 kg/mmm, rho at SL=1.23 kg/mmm,
engine power boosted to 1.0000 of original.
critical altitude=0.000 mtrs, rho at crit alt=1.225 kg/mmm, rho at SL=1.225 kg/m
mm, engine power boosted to 1.0000 of original.
critical altitude=0.000 mtrs, rho at crit alt=1.225 kg/mmm, rho at SL=1.225 kg/m
mm, engine power boosted to 1.0000 of original.
X-Plane, by Austin Meyer

Simulating Aircraft/SSG B747-8i Intercontinental 2.0/SSG_B748-I.acf
x location positive aft x force positive right pitch/alpha pos nose up

y location positive right y force positive up roll pos right
z location positive up z force positive aft yaw/beta pos nose right
elevator, aileron, spoiler positive control surface up
rudder positive control surface right
drag-yaw positive control surface deployed
pitch cyclic prop pitch positive request nose up
roll cyclic prop pitch positive request nose right
root lo Re: SSG747-8ALL.afl.
root hi Re: SSG747-8ALL.afl.
tip lo Re: SSG747-8ALL.afl.
tip hi Re: SSG747-8ALL.afl.
g.
g.
g.
g.
g.
g.
g.
g.
g.
g.
NOTE! I AM ADDING MISC WING 1 TO THE ROOT OF LEFT WING 1 (through any in
0.00 deg, tip= 0.00 deg)
tip lo Re: SSG747-8ALL.afl.
tip hi Re: SSG747-8ALL.afl.
g.
g.
g.
g.
g.
g.
g.
g.
g.
g.
NOTE! I AM ADDING MISC WING 2 TO THE ROOT OF RIGT WING 1 (through any in
0.00 deg, tip= 0.00 deg)
tip lo Re: SSG747-8p3.afl.
tip hi Re: SSG747-8p3.afl.
g.
g.
g.
g.
g.
g.
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
g.
g.
g.
g.
g.
g.
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
root lo Re: SSG747-8p3.afl.
root hi Re: SSG747-8p3.afl.
g.
g.
g.
g.
g.
Element # 5: S= 4.874 sqr mtrs, MAC= 4.68 mtrs, incidence= -0.10 de
g.
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
g.
g.
g.
g.
g.
g.
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
Finite-Wing & Element Build-Up for LEFT H STAB:
root lo Re: 747-8 Naca (simetrical).afl.
root hi Re: 747-8 Naca (simetrical).afl.
tip lo Re: 747-8 Naca (simetrical).afl.
tip hi Re: 747-8 Naca (simetrical).afl.
g.
g.
g.
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
Finite-Wing & Element Build-Up for RIGT H STAB:
root lo Re: 747-8 Naca (simetrical).afl.
root hi Re: 747-8 Naca (simetrical).afl.
tip lo Re: 747-8 Naca (simetrical).afl.
tip hi Re: 747-8 Naca (simetrical).afl.
g.
g.
g.
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
g.
g.
g.
g.
g.
g.
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
root lo Re: budylift.afl.
root hi Re: budylift.afl.
tip lo Re: budylift.afl.
tip hi Re: budylift.afl.
g.
g.
NOTE! I AM ADDING LEFT WING 1 TO THE TIP OF MISC WING 1 (through any int
0.00 deg, tip= 0.00 deg)
g.
g.
NOTE! I AM ADDING RIGT WING 1 TO THE TIP OF MISC WING 2 (through any int
0.00 deg, tip= 0.00 deg)
g.
semilen joined=2.47, sweep25=-9.20, side_S=7.73, AR=1.54
After any wing-joining, our leading-edge sweep is -9.20 deg. (for pu
After any wing-joining, our mean aero sweep is -9.20 deg. (for pu
0.00 deg, tip= 0.00 deg)
g.
semilen joined=2.47, sweep25=-9.20, side_S=7.73, AR=1.54
After any wing-joining, our leading-edge sweep is -9.20 deg. (for pu
After any wing-joining, our mean aero sweep is -9.20 deg. (for pu
0.00 deg, tip= 0.00 deg)
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
Finite-Wing & Element Build-Up for ENG PYLN 1b:
g.
g.
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
g.
g.
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
g.
g.
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
g.
g.
g.
g.
g.
g.
0.00 deg, tip= 0.00 deg)
critical altitude=0.0000 mtrs, rho at crit alt=1.2250 kg/mmm, rho at SL=1.2250 k
g/mmm, engine power boosted to 1.0000 of original.
After ENG PYLN 1b, the RUNNING TOTAL wetted area is 859.131 square meters for a
Now for MI from FUSELAGE:
Engines have mass 22011.94 kg (10.32% of total):
The radius of gyration of the engines in roll is 17.33 m, based on al
The radius of gyration of the engines in pitch is 4.97 m, based on al
The radius of gyration of the engines in yaw is 17.91 m, based on al
Remainder of the craft has mass 191221.91 (89.68% of total):
The radius of gyration of the shell in roll is 9.12 m, based on
he flying surfaces.
The radius of gyration of the shell in pitch is 16.07 m, based on
he flying surfaces.
The radius of gyration of the shell in yaw is 18.14 m, based on
he flying surfaces.
Final combined results:
The radius of gyration in roll is 10.28 m.
The radius of gyration in pitch is 15.30 m.
The radius of gyration in yaw is 18.11 m.
For LEFT WING 1:
For RIGT WING 1:
For LEFT WING 2:
For RIGT WING 2:
For LEFT WING 3:
For RIGT WING 3:
25% chord is assumed to be the element location.
wing is looked at partially as a delta-wing based on taper ratio.
The average chord of all foils is 6.47 m.
So you could say the static margin is 1.54 (positive stable) when the 25% cho
rd is assumed to be the element location.
So you could say the static margin is 1.60 (positive stable) when the wing is
looked at partially as a delta-wing based on taper ratio.

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Cycle Dump

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X-Plane, by Austin Meyer

Simulating Aircraft/Heavy Metal/B747-400 United/747-400 United.acf

x location positive aft x force positive right pitch/alpha pos nose up

X-Plane, by Austin Meyer

x location positive aft x force positive right pitch/alpha pos nose up

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