VTOL - Revision history

codex: /* Near-surface effects */ Describe terrain-tinted dust, pavement haze and water/wet-ground steam

2026-10-29T23:28:36Z

Near-surface effects: Describe terrain-tinted dust, pavement haze and water/wet-ground steam

← Older revision		Revision as of 23:28, 29 October 2026
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	<span id="Near-surface_effects_(experimental_client)"></span>		<span id="Near-surface_effects_(experimental_client)"></span>
	== Near-surface effects ==		== Near-surface effects ==
	Main-engine exhaust can raise dust or ~~spray~~ wherever its spreading plume reaches nearby ground or water around your own A-4, E-10, E-11 or W-6. Ground wash follows actual engine output and nozzle direction in manual flight and with Autoflyte; it does not require VTOL operation. For example, an E-11 pitched steeply nose-up can blow the ground with its aft engine. Wash can extend beyond the visible exhaust glow, becoming broader and weaker with distance. Parked nozzles alone do not produce wash.		Main-engine exhaust can raise dust, snow, mist or steam wherever its spreading plume reaches nearby ground or water around your own A-4, E-10, E-11 or W-6. Ground wash follows actual engine output and nozzle direction in manual flight and with Autoflyte; it does not require VTOL operation. For example, an E-11 pitched steeply nose-up can blow the ground with its aft engine. Wash can extend beyond the visible exhaust glow, becoming broader and weaker with distance. Parked nozzles alone do not produce wash.

	Dry loose sand produces more dust than roads or hard ground. Wet ground ~~produces less~~ dust and ~~some~~ mist~~; open~~ water produces spray. Snow-covered ground can produce pale airborne snow. Surface wetness uses accumulated weather when available; low cloud by itself does not mean wet ground. The ~~mist~~ represents ~~blown~~ droplets, ~~not~~ boiling water.		Dry loose sand produces more dust than roads or hard ground. Mineral dust forms faint rolling clouds with a muted tint from the terrain; paved surfaces produce lighter gray dust. Wet ground suppresses dry dust and produces pale mist with a subtle steam component. Open water produces spray and a much denser, taller white steam cloud. Snow-covered ground can produce pale airborne snow. Surface wetness uses accumulated weather when available; low cloud by itself does not mean wet ground. The visible steam represents condensed droplets mixed with spray. This is a visual effect and does not calculate heat transfer, boiling or water consumption.

	Dry snow and loose sand/dirt can form dense clouds that severely reduce outside visibility during hover, landing and low passes. Sustained exhaust feeds waves of cloud that spread outward, with more flow toward the downstream side of an angled plume. Snow also carries small flakes and streaks along this outward flow. Clouds left behind by a moving or stopped source drift with surface wind and fade over several seconds. Dust, mist and ~~spray~~ affect visibility, not available lift or vehicle handling, and are absent in the [[Flight Simulators\|flight simulator]]. Distant terrain, intervening structures and shoreline transitions are approximate.		Dry snow and loose sand/dirt can form dense clouds that severely reduce outside visibility during hover, landing and low passes. Sustained exhaust feeds waves of cloud that spread outward, with more flow toward the downstream side of an angled plume. Snow also carries small flakes and streaks along this outward flow. Clouds left behind by a moving or stopped source drift with surface wind and fade over several seconds; steam also rises, more strongly over open water than over wet ground. Dust, mist, spray and steam affect visibility, not available lift or vehicle handling, and are absent in the [[Flight Simulators\|flight simulator]]. Distant terrain, intervening structures and shoreline transitions are approximate.

	See also [[TVM]], [[Autoflyte]], [[Airspeed]] and [[Vieneo]].		See also [[TVM]], [[Autoflyte]], [[Airspeed]] and [[Vieneo]].

codex: Describe outward cloud waves and fine blowing snow in ground wash

2026-10-29T22:19:30Z

Describe outward cloud waves and fine blowing snow in ground wash

← Older revision		Revision as of 22:19, 29 October 2026
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	Dry loose sand produces more dust than roads or hard ground. Wet ground produces less dust and some mist; open water produces spray. Snow-covered ground can produce pale airborne snow. Surface wetness uses accumulated weather when available; low cloud by itself does not mean wet ground. The mist represents blown droplets, not boiling water.		Dry loose sand produces more dust than roads or hard ground. Wet ground produces less dust and some mist; open water produces spray. Snow-covered ground can produce pale airborne snow. Surface wetness uses accumulated weather when available; low cloud by itself does not mean wet ground. The mist represents blown droplets, not boiling water.

	Dry snow and loose sand/dirt can form dense clouds that severely reduce outside visibility during hover, landing and low passes. Sustained exhaust feeds ~~the~~ cloud ~~as it spreads~~ outward, with more flow toward the downstream side of an angled plume. Clouds left behind by a moving or stopped source drift with surface wind and fade over several seconds. Dust, mist and spray affect visibility, not available lift or vehicle handling, and are absent in the [[Flight Simulators\|flight simulator]]. Distant terrain, intervening structures and shoreline transitions are approximate.		Dry snow and loose sand/dirt can form dense clouds that severely reduce outside visibility during hover, landing and low passes. Sustained exhaust feeds waves of cloud that spread outward, with more flow toward the downstream side of an angled plume. Snow also carries small flakes and streaks along this outward flow. Clouds left behind by a moving or stopped source drift with surface wind and fade over several seconds. Dust, mist and spray affect visibility, not available lift or vehicle handling, and are absent in the [[Flight Simulators\|flight simulator]]. Distant terrain, intervening structures and shoreline transitions are approximate.

	See also [[TVM]], [[Autoflyte]], [[Airspeed]] and [[Vieneo]].		See also [[TVM]], [[Autoflyte]], [[Airspeed]] and [[Vieneo]].

codex: Describe dense snow and loose-dirt ground wash, visibility loss and lingering clouds

2026-10-29T18:35:33Z

Describe dense snow and loose-dirt ground wash, visibility loss and lingering clouds

← Older revision		Revision as of 18:35, 29 October 2026
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	Dry loose sand produces more dust than roads or hard ground. Wet ground produces less dust and some mist; open water produces spray. Snow-covered ground can produce pale airborne snow. Surface wetness uses accumulated weather when available; low cloud by itself does not mean wet ground. The mist represents blown droplets, not boiling water.		Dry loose sand produces more dust than roads or hard ground. Wet ground produces less dust and some mist; open water produces spray. Snow-covered ground can produce pale airborne snow. Surface wetness uses accumulated weather when available; low cloud by itself does not mean wet ground. The mist represents blown droplets, not boiling water.

	Dust, mist and spray ~~can obscure the surface during low-altitude operations. Their appearance is~~ not ~~an indication of~~ available lift or ~~altered~~ handling~~. They fade after thrust ends~~ and are absent in the [[Flight Simulators\|flight simulator]]. Distant terrain, intervening structures and shoreline transitions are approximate.		Dry snow and loose sand/dirt can form dense clouds that severely reduce outside visibility during hover, landing and low passes. Sustained exhaust feeds the cloud as it spreads outward, with more flow toward the downstream side of an angled plume. Clouds left behind by a moving or stopped source drift with surface wind and fade over several seconds. Dust, mist and spray affect visibility, not available lift or vehicle handling, and are absent in the [[Flight Simulators\|flight simulator]]. Distant terrain, intervening structures and shoreline transitions are approximate.

	See also [[TVM]], [[Autoflyte]], [[Airspeed]] and [[Vieneo]].		See also [[TVM]], [[Autoflyte]], [[Airspeed]] and [[Vieneo]].

codex: Align E-series tail propulsion with fixed physical nozzles in every mode

2026-10-29T14:53:41Z

Align E-series tail propulsion with fixed physical nozzles in every mode

← Older revision		Revision as of 14:53, 29 October 2026
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	When grounded and idle below 20 km MSL and 100 m/s air-relative speed, the side-engine nozzles automatically park at '''54 degrees downward''', including during shutdown. This provides an inspection position and removes the tilt delay from a subsequent VTOL request; it does not produce thrust or remove engine spool-up time. Forward or reverse thrust requests return the nozzles toward axial unless lift is also requested. After taxi thrust is released, remaining axial flow runs down before the nozzles park. Releasing lift while still grounded leaves fully tilted nozzles down as thrust runs down.		When grounded and idle below 20 km MSL and 100 m/s air-relative speed, the side-engine nozzles automatically park at '''54 degrees downward''', including during shutdown. This provides an inspection position and removes the tilt delay from a subsequent VTOL request; it does not produce thrust or remove engine spool-up time. Forward or reverse thrust requests return the nozzles toward axial unless lift is also requested. After taxi thrust is released, remaining axial flow runs down before the nozzles park. Releasing lift while still grounded leaves fully tilted nozzles down as thrust runs down.

	The E-10 and E-11 aft engine ~~remains axial during VTOL~~ and ~~supplies~~ approximately one third of the three-engine axial rating~~. With AUG on and the wing nozzles stowed~~ for ~~axial flight, it can~~ vector in pitch ~~through up to 15° at 5°/s to help balance main-engine torque~~. ~~This assistance also works in manual flight and reverse thrust;~~ RCS ~~retains residual~~ attitude ~~control. The vector returns toward neutral~~ with ~~AUG off, during VTOL/hover and at ground idle~~. The A-4 has two engines and no aft engine.		The E-10 and E-11 aft engine is mechanically fixed along the aircraft's longitudinal axis in every mode, including with AUG on. It supplies forward or reverse thrust and approximately one third of the three-engine axial rating; it does not tilt for VTOL or vector for pitch control. AUG uses the available RCS attitude authority, with aerodynamic controls contributing when airflow permits. The A-4 has two engines and no aft engine.

	=== W-6 Manx ===		=== W-6 Manx ===

codex: Document altitude-independent E-series/A-4 vectoring and unchanged Manx door interlocks

2026-10-28T22:39:02Z

Document altitude-independent E-series/A-4 vectoring and unchanged Manx door interlocks

← Older revision		Revision as of 22:39, 28 October 2026
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	[[VTOL]] means vertical take-off and landing. The [[A-4]], [[E-10]], [[E-11 Saint\|E-11]] and [[W-6]] use main-engine thrust for ~~atmospheric~~ VTOL. Reaction control (RCS) supplies attitude control and a small amount of vertical translation. The [[P-13]] uses its separate TGD drive; the T-19 has no VTOL system.		[[VTOL]] means vertical take-off and landing. The [[A-4]], [[E-10]], [[E-11 Saint\|E-11]] and [[W-6]] use main-engine thrust for VTOL. Reaction control (RCS) supplies attitude control and a small amount of vertical translation. The [[P-13]] uses its separate TGD drive; the T-19 has no VTOL system.

	== Controls ==		== Controls ==
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	The side-engine nozzles can move while the engines are firing. While airborne, applying or releasing lift starts nozzle travel immediately; thrust buildup and rundown still take time. Forward or reverse thrust can develop during the transition, without waiting for both wing engines to extinguish.		The side-engine nozzles can move while the engines are firing. While airborne, applying or releasing lift starts nozzle travel immediately; thrust buildup and rundown still take time. Forward or reverse thrust can develop during the transition, without waiting for both wing engines to extinguish.

	When grounded and idle ~~within the atmospheric operating limits~~, the side-engine nozzles automatically park at '''54 degrees downward''', including during shutdown. This provides an inspection position and removes the tilt delay from a subsequent VTOL request; it does not produce thrust or remove engine spool-up time. Forward or reverse thrust requests return the nozzles toward axial unless lift is also requested. After taxi thrust is released, remaining axial flow runs down before the nozzles park. Releasing lift while still grounded leaves fully tilted nozzles down as thrust runs down.		When grounded and idle below 20 km MSL and 100 m/s air-relative speed, the side-engine nozzles automatically park at '''54 degrees downward''', including during shutdown. This provides an inspection position and removes the tilt delay from a subsequent VTOL request; it does not produce thrust or remove engine spool-up time. Forward or reverse thrust requests return the nozzles toward axial unless lift is also requested. After taxi thrust is released, remaining axial flow runs down before the nozzles park. Releasing lift while still grounded leaves fully tilted nozzles down as thrust runs down.

	The E-10 and E-11 aft engine remains axial during VTOL and supplies approximately one third of the three-engine axial rating. With AUG on and the wing nozzles stowed for axial flight, it can vector in pitch through up to 15° at 5°/s to help balance main-engine torque. This assistance also works in manual flight and reverse thrust; RCS retains residual attitude control. The vector returns toward neutral with AUG off, during VTOL/hover and at ground idle. The A-4 has two engines and no aft engine.		The E-10 and E-11 aft engine remains axial during VTOL and supplies approximately one third of the three-engine axial rating. With AUG on and the wing nozzles stowed for axial flight, it can vector in pitch through up to 15° at 5°/s to help balance main-engine torque. This assistance also works in manual flight and reverse thrust; RCS retains residual attitude control. The vector returns toward neutral with AUG off, during VTOL/hover and at ground idle. The A-4 has two engines and no aft engine.
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	Each engine shares one thrust budget between its forward, reverse and downward outlets. Full downward thrust leaves no thrust available for longitudinal acceleration. Partial lift can be combined with forward or reverse thrust. The engine rating is unchanged: a heavy Manx may be unable to hover.		Each engine shares one thrust budget between its forward, reverse and downward outlets. Full downward thrust leaves no thrust available for longitudinal acceleration. Partial lift can be combined with forward or reverse thrust. The engine rating is unchanged: a heavy Manx may be unable to hover.

	== ~~Atmospheric operating~~ envelope ==		<span id="Atmospheric_operating_envelope"></span>
	The E-10, E-11, A-4 ~~and Manx enable or re-enable~~ main-engine ~~VTOL below '''18 km MSL'''~~. ~~Once enabled~~, ~~it remains available up to '''20 km MSL'''~~. Power, engine condition and the available force and balance limits still apply.		== Operating envelope ==
			The '''E-10, E-11 and A-4''' have no altitude cutoff for main-engine vertical thrust. F9 can request nozzle vectoring in atmospheric flight, high-altitude ascent, suborbital coast and orbit, including vacuum. Power, engine condition and the available force and balance limits still apply.

	On the '''E-10, E-11 and A-4''', hold '''F9 during forward flight''' to request upward thrust while continuing to command forward or reverse thrust. The tilting nozzles do not use the Manx door airspeed interlock. This is not an exemption from the aircraft's operating-speed, heating or control limits; allow for nozzle travel and engine spool response.		On the '''E-10, E-11 and A-4''', hold '''F9 during forward flight''' to request upward thrust while continuing to command forward or reverse thrust. The tilting nozzles do not use the Manx door airspeed interlock. This is not an exemption from the aircraft's operating-speed, heating or control limits; allow for nozzle travel and engine spool response.

	The '''W-6 Manx''' ~~additionally~~ requires air-relative speed below '''90 m/s''' and dynamic pressure below '''3.2 kPa''' to enable its doors. Above '''100 m/s''' or '''4 kPa''', downward flow is cut off and the doors close. Air-relative speed includes airflow in any direction, not just indicated forward airspeed. Dynamic pressure depends on local mass density and the square of air-relative speed; in Vieneo's dense surface atmosphere its limit can be reached well below 100 m/s.		The '''W-6 Manx''' enables or re-enables its downward outlets below '''18 km MSL''' and inhibits them above '''20 km MSL'''. It also requires air-relative speed below '''90 m/s''' and dynamic pressure below '''3.2 kPa''' to enable its doors. Above '''100 m/s''' or '''4 kPa''', downward flow is cut off and the doors close. Air-relative speed includes airflow in any direction, not just indicated forward airspeed. Dynamic pressure depends on local mass density and the square of air-relative speed; in Vieneo's dense surface atmosphere its limit can be reached well below 100 m/s.

	~~Above~~ the ~~atmospheric VTOL~~ envelope, including ~~high-altitude suborbital coast and~~ orbit, vertical translation uses RCS only~~. Main~~ engines remain available ~~for forward and reverse thrust; Manx VTOL~~ doors ~~remain closed~~. ~~Returning below~~ the re-~~enable limits permits atmospheric~~ VTOL ~~again~~.		Outside the Manx door envelope, including orbit, vertical translation uses RCS only; its axial main engines remain available. All three re-enable conditions must be met before the doors can open again.

			On the E-10, E-11 and A-4, VTOL nozzle rotation produces force toward the aircraft's top; it does not provide main-engine downward translation. F8 still uses downward RCS outside TVM's BCL descent mode. In orbit, a sustained F9 input can build upward velocity much faster than downward RCS can remove it. Allow for engine rundown and braking time when maneuvering near a station.

	== Hover capability and balance ==		== Hover capability and balance ==
	Available lift depends on loaded mass, engine condition, power, atmospheric performance and the torque that can be balanced about the centre of gravity. The allocator varies front/rear and left/right output, with RCS supplying the remaining attitude correction. It reduces thrust when the requested combination cannot be balanced. Maximum gross weight is not a guarantee of VTOL capability.		Available lift depends on loaded mass, engine condition, power, atmospheric performance and the torque that can be balanced about the centre of gravity. The allocator varies front/rear and left/right output, with RCS supplying the remaining attitude correction. It reduces thrust when the requested combination cannot be balanced. Maximum gross weight is not a guarantee of VTOL capability.

	Vertical RCS on these four vehicle types provides approximately '''0.5 m/s² at maximum gross weight''' at full power and condition. Its acceleration increases at lower mass and decreases with power or wear. It ~~is a small supplement to atmospheric~~ main-engine lift and the source of vertical translation in space. The P-13's TGD operation is separate.		Vertical RCS on these four vehicle types provides approximately '''0.5 m/s² at maximum gross weight''' at full power and condition. Its acceleration increases at lower mass and decreases with power or wear. It supplements main-engine lift and provides downward translation. On the Manx it is the source of vertical translation outside the door envelope, including space. The P-13's TGD operation is separate.

	Aircraft-specific nominal-CG, hover-capacity and powered-ascent references are available under [[E-10 Saint#Operating envelope\|E-10 operating envelope]] and [[E-11 Saint#Operating envelope\|E-11 operating envelope]].		Aircraft-specific nominal-CG, hover-capacity and powered-ascent references are available under [[E-10 Saint#Operating envelope\|E-10 operating envelope]] and [[E-11 Saint#Operating envelope\|E-11 operating envelope]].

codex: Distinguish in-flight tilting-nozzle use from Manx door speed and pressure limits

2026-10-28T04:30:41Z

Distinguish in-flight tilting-nozzle use from Manx door speed and pressure limits

← Older revision		Revision as of 04:30, 28 October 2026
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	== Atmospheric operating envelope ==		== Atmospheric operating envelope ==
	To enable or re-enable main-engine VTOL~~, descend~~ below '''18 km MSL~~''' and slow below '''90 m/s air-relative speed~~'''. Once enabled, it remains available up to '''20 km MSL''' and ~~'''100 m/s air-relative speed'''. These~~ limits ~~use airflow in any direction, rather than indicated forward airspeed~~.		The E-10, E-11, A-4 and Manx enable or re-enable main-engine VTOL below '''18 km MSL'''. Once enabled, it remains available up to '''20 km MSL'''. Power, engine condition and the available force and balance limits still apply.

	~~The Manx also requires dynamic pressure below~~ '''~~3.2 kPa~~''' ~~to enable its doors; above~~ '''~~4 kPa~~''' ~~downward flow is cut off and~~ the ~~doors close~~. This ~~depends on local atmospheric pressure~~, ~~temperature~~ and ~~speed. In Vieneo's dense surface atmosphere the pressure limit can be reached well below 100 m/s~~.		On the '''E-10, E-11 and A-4''', hold '''F9 during forward flight''' to request upward thrust while continuing to command forward or reverse thrust. The tilting nozzles do not use the Manx door airspeed interlock. This is not an exemption from the aircraft's operating-speed, heating or control limits; allow for nozzle travel and engine spool response.

	Above the ~~operating~~ envelope, ~~during~~ suborbital coast and in orbit, vertical translation uses RCS only. ~~The main~~ engines remain available for forward and reverse thrust; Manx VTOL doors remain closed. Returning to the ~~lower~~ limits permits atmospheric VTOL again.		The '''W-6 Manx''' additionally requires air-relative speed below '''90 m/s''' and dynamic pressure below '''3.2 kPa''' to enable its doors. Above '''100 m/s''' or '''4 kPa''', downward flow is cut off and the doors close. Air-relative speed includes airflow in any direction, not just indicated forward airspeed. Dynamic pressure depends on local mass density and the square of air-relative speed; in Vieneo's dense surface atmosphere its limit can be reached well below 100 m/s.

			Above the atmospheric VTOL envelope, including high-altitude suborbital coast and orbit, vertical translation uses RCS only. Main engines remain available for forward and reverse thrust; Manx VTOL doors remain closed. Returning below the re-enable limits permits atmospheric VTOL again.

	== Hover capability and balance ==		== Hover capability and balance ==

codex: Describe E-series aft pitch vectoring and current operating references

2026-10-28T01:30:05Z

Describe E-series aft pitch vectoring and current operating references

← Older revision		Revision as of 01:30, 28 October 2026
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	When grounded and idle within the atmospheric operating limits, the side-engine nozzles automatically park at '''54 degrees downward''', including during shutdown. This provides an inspection position and removes the tilt delay from a subsequent VTOL request; it does not produce thrust or remove engine spool-up time. Forward or reverse thrust requests return the nozzles toward axial unless lift is also requested. After taxi thrust is released, remaining axial flow runs down before the nozzles park. Releasing lift while still grounded leaves fully tilted nozzles down as thrust runs down.		When grounded and idle within the atmospheric operating limits, the side-engine nozzles automatically park at '''54 degrees downward''', including during shutdown. This provides an inspection position and removes the tilt delay from a subsequent VTOL request; it does not produce thrust or remove engine spool-up time. Forward or reverse thrust requests return the nozzles toward axial unless lift is also requested. After taxi thrust is released, remaining axial flow runs down before the nozzles park. Releasing lift while still grounded leaves fully tilted nozzles down as thrust runs down.

	The E-10 and E-11 ~~tail~~ engine remains ~~fixed and can provide longitudinal thrust~~ during VTOL~~. It represents~~ approximately one third of the three-engine axial rating. The A-4 has two engines and no ~~tail~~ engine.		The E-10 and E-11 aft engine remains axial during VTOL and supplies approximately one third of the three-engine axial rating. With AUG on and the wing nozzles stowed for axial flight, it can vector in pitch through up to 15° at 5°/s to help balance main-engine torque. This assistance also works in manual flight and reverse thrust; RCS retains residual attitude control. The vector returns toward neutral with AUG off, during VTOL/hover and at ground idle. The A-4 has two engines and no aft engine.

	=== W-6 Manx ===		=== W-6 Manx ===
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	Vertical RCS on these four vehicle types provides approximately '''0.5 m/s² at maximum gross weight''' at full power and condition. Its acceleration increases at lower mass and decreases with power or wear. It is a small supplement to atmospheric main-engine lift and the source of vertical translation in space. The P-13's TGD operation is separate.		Vertical RCS on these four vehicle types provides approximately '''0.5 m/s² at maximum gross weight''' at full power and condition. Its acceleration increases at lower mass and decreases with power or wear. It is a small supplement to atmospheric main-engine lift and the source of vertical translation in space. The P-13's TGD operation is separate.

	Aircraft-specific nominal-CG ~~diagrams~~, hover-capacity ~~tables~~ and ~~calculated flight envelopes~~ are available under [[E-10 Saint#Operating envelope\|E-10 operating envelope]] and [[E-11 Saint#Operating envelope\|E-11 operating envelope]].		Aircraft-specific nominal-CG, hover-capacity and powered-ascent references are available under [[E-10 Saint#Operating envelope\|E-10 operating envelope]] and [[E-11 Saint#Operating envelope\|E-11 operating envelope]].

	<span id="Near-surface_effects_(experimental_client)"></span>		<span id="Near-surface_effects_(experimental_client)"></span>
	== Near-surface effects ==		== Near-surface effects ==
	Main-engine exhaust can raise dust or spray wherever its spreading plume reaches nearby ground or water around your own A-4, E-10, E-11 or W-6. Ground wash follows actual engine output and nozzle direction in manual flight and with Autoflyte; it does not require VTOL operation. For example, an E-11 pitched steeply nose-up can blow the ground with its ~~fixed tail~~ engine. Wash can extend beyond the visible exhaust glow, becoming broader and weaker with distance. Parked nozzles alone do not produce wash.		Main-engine exhaust can raise dust or spray wherever its spreading plume reaches nearby ground or water around your own A-4, E-10, E-11 or W-6. Ground wash follows actual engine output and nozzle direction in manual flight and with Autoflyte; it does not require VTOL operation. For example, an E-11 pitched steeply nose-up can blow the ground with its aft engine. Wash can extend beyond the visible exhaust glow, becoming broader and weaker with distance. Parked nozzles alone do not produce wash.

	Dry loose sand produces more dust than roads or hard ground. Wet ground produces less dust and some mist; open water produces spray. Snow-covered ground can produce pale airborne snow. Surface wetness uses accumulated weather when available; low cloud by itself does not mean wet ground. The mist represents blown droplets, not boiling water.		Dry loose sand produces more dust than roads or hard ground. Wet ground produces less dust and some mist; open water produces spray. Snow-covered ground can produce pale airborne snow. Surface wetness uses accumulated weather when available; low cloud by itself does not mean wet ground. The mist represents blown droplets, not boiling water.

codex: Describe ground wash from spreading axial and tail-engine exhaust

2026-10-27T17:34:40Z

Describe ground wash from spreading axial and tail-engine exhaust

← Older revision		Revision as of 17:34, 27 October 2026
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	<span id="Near-surface_effects_(experimental_client)"></span>		<span id="Near-surface_effects_(experimental_client)"></span>
	== Near-surface effects ==		== Near-surface effects ==
	~~Downward main~~-engine exhaust can raise dust or spray ~~close to the~~ ground ~~beneath~~ your own A-4, E-10, E-11 or W-6. ~~The effect~~ follows actual engine output and nozzle direction in manual flight and with Autoflyte. Parked nozzles alone do not produce it.		Main-engine exhaust can raise dust or spray wherever its spreading plume reaches nearby ground or water around your own A-4, E-10, E-11 or W-6. Ground wash follows actual engine output and nozzle direction in manual flight and with Autoflyte; it does not require VTOL operation. For example, an E-11 pitched steeply nose-up can blow the ground with its fixed tail engine. Wash can extend beyond the visible exhaust glow, becoming broader and weaker with distance. Parked nozzles alone do not produce wash.

	Dry loose sand produces more dust than roads or hard ground. Wet ground produces less dust and some mist; open water produces spray. Snow-covered ground can produce pale airborne snow. Surface wetness uses accumulated weather when available; low cloud by itself does not mean wet ground. The mist represents blown droplets, not boiling water.		Dry loose sand produces more dust than roads or hard ground. Wet ground produces less dust and some mist; open water produces spray. Snow-covered ground can produce pale airborne snow. Surface wetness uses accumulated weather when available; low cloud by itself does not mean wet ground. The mist represents blown droplets, not boiling water.

	Dust, mist and spray can obscure the surface during low-altitude operations. Their appearance is not an indication of available lift or altered handling. They fade after thrust ends and are absent in the [[Flight Simulators\|flight simulator]].		Dust, mist and spray can obscure the surface during low-altitude operations. Their appearance is not an indication of available lift or altered handling. They fade after thrust ends and are absent in the [[Flight Simulators\|flight simulator]]. Distant terrain, intervening structures and shoreline transitions are approximate.

	See also [[TVM]], [[Autoflyte]], [[Airspeed]] and [[Vieneo]].		See also [[TVM]], [[Autoflyte]], [[Airspeed]] and [[Vieneo]].

codex: Keep player guidance in-world; preserve development dates, implementation notes and original wording at Talk:VTOL.

2026-10-27T17:10:22Z

Keep player guidance in-world; preserve development dates, implementation notes and original wording at Talk:VTOL.

← Older revision		Revision as of 17:10, 27 October 2026
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	Aircraft-specific nominal-CG diagrams, hover-capacity tables and calculated flight envelopes are available under [[E-10 Saint#Operating envelope\|E-10 operating envelope]] and [[E-11 Saint#Operating envelope\|E-11 operating envelope]].		Aircraft-specific nominal-CG diagrams, hover-capacity tables and calculated flight envelopes are available under [[E-10 Saint#Operating envelope\|E-10 operating envelope]] and [[E-11 Saint#Operating envelope\|E-11 operating envelope]].

	== Near-surface effects ~~(experimental client)~~ ==		<span id="Near-surface_effects_(experimental_client)"></span>
	~~In the experimental surface-effects client, downward~~ main-engine exhaust can raise dust or spray close to the ground beneath your own A-4, E-10, E-11 or W-6. The effect follows actual engine output and nozzle direction in manual flight and with Autoflyte. Parked nozzles alone do not produce it.		== Near-surface effects ==
			Downward main-engine exhaust can raise dust or spray close to the ground beneath your own A-4, E-10, E-11 or W-6. The effect follows actual engine output and nozzle direction in manual flight and with Autoflyte. Parked nozzles alone do not produce it.

	Dry loose sand produces more dust than roads or hard ground. Wet ground produces less dust and some mist; open water produces spray. Snow-covered ground can produce pale airborne snow. Surface wetness uses accumulated weather when available; low cloud by itself does not mean wet ground. The mist represents blown droplets, not boiling water.		Dry loose sand produces more dust than roads or hard ground. Wet ground produces less dust and some mist; open water produces spray. Snow-covered ground can produce pale airborne snow. Surface wetness uses accumulated weather when available; low cloud by itself does not mean wet ground. The mist represents blown droplets, not boiling water.

	~~These are local visual effects~~. ~~They do~~ not ~~add~~ lift~~, alter~~ handling ~~or simulate erosion~~. They fade after thrust ends, are absent in the ~~in-world~~ simulator ~~and do not occur during orbital flight. Nearby vehicles do not generate these effects in this version. Material boundaries, shorelines and complex ground structures are approximate~~.		Dust, mist and spray can obscure the surface during low-altitude operations. Their appearance is not an indication of available lift or altered handling. They fade after thrust ends and are absent in the [[Flight Simulators\|flight simulator]].

	See also [[TVM]], [[Autoflyte]], [[Airspeed]] and [[Vieneo]].		See also [[TVM]], [[Autoflyte]], [[Airspeed]] and [[Vieneo]].

codex: Document experimental client VTOL surface dust and spray

2026-10-27T15:55:30Z

Document experimental client VTOL surface dust and spray

← Older revision		Revision as of 15:55, 27 October 2026
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	Aircraft-specific nominal-CG diagrams, hover-capacity tables and calculated flight envelopes are available under [[E-10 Saint#Operating envelope\|E-10 operating envelope]] and [[E-11 Saint#Operating envelope\|E-11 operating envelope]].		Aircraft-specific nominal-CG diagrams, hover-capacity tables and calculated flight envelopes are available under [[E-10 Saint#Operating envelope\|E-10 operating envelope]] and [[E-11 Saint#Operating envelope\|E-11 operating envelope]].

			== Near-surface effects (experimental client) ==
			In the experimental surface-effects client, downward main-engine exhaust can raise dust or spray close to the ground beneath your own A-4, E-10, E-11 or W-6. The effect follows actual engine output and nozzle direction in manual flight and with Autoflyte. Parked nozzles alone do not produce it.

			Dry loose sand produces more dust than roads or hard ground. Wet ground produces less dust and some mist; open water produces spray. Snow-covered ground can produce pale airborne snow. Surface wetness uses accumulated weather when available; low cloud by itself does not mean wet ground. The mist represents blown droplets, not boiling water.

			These are local visual effects. They do not add lift, alter handling or simulate erosion. They fade after thrust ends, are absent in the in-world simulator and do not occur during orbital flight. Nearby vehicles do not generate these effects in this version. Material boundaries, shorelines and complex ground structures are approximate.

	See also [[TVM]], [[Autoflyte]], [[Airspeed]] and [[Vieneo]].		See also [[TVM]], [[Autoflyte]], [[Airspeed]] and [[Vieneo]].