W-6 Manx - Revision history

codex: Document approved 70% STOVL routing, 8/7 main rating, shared axial reserve and reference hover capacity

2026-11-10T04:24:54Z

Document approved 70% STOVL routing, 8/7 main rating, shared axial reserve and reference hover capacity

← Older revision		Revision as of 04:24, 10 November 2026
Line 6:		Line 6:
	The protected downward main-engine outlets are available on request wherever aerodynamic loading permits, including high altitude and orbit. Door protection uses dynamic pressure: downward flow is inhibited above '''4,000 Pa''', and can re-enable below '''3,200 Pa'''. There is no separate speed, altitude or vacuum cutoff. The doors take about '''0.6 seconds''' to open, and must be fully open before downward thrust starts. Forward, reverse and downward flow share each engine's existing thrust budget. See [[VTOL#Operating envelope\|VTOL operating envelope]] for sequencing, pressure hysteresis and orbital braking considerations.		The protected downward main-engine outlets are available on request wherever aerodynamic loading permits, including high altitude and orbit. Door protection uses dynamic pressure: downward flow is inhibited above '''4,000 Pa''', and can re-enable below '''3,200 Pa'''. There is no separate speed, altitude or vacuum cutoff. The doors take about '''0.6 seconds''' to open, and must be fully open before downward thrust starts. Forward, reverse and downward flow share each engine's existing thrust budget. See [[VTOL#Operating envelope\|VTOL operating envelope]] for sequencing, pressure hysteresis and orbital braking considerations.

	In STOVL operation, one underside outlet on each engine carries the downward flow. ~~These two outlets~~ share the ~~existing total~~ main-engine ~~thrust~~. At full ~~downward output~~, no forward ~~or reverse~~ thrust ~~remains available from those engines~~.		In STOVL operation, one underside outlet on each engine carries the downward flow. Downward routing is capped at '''70% of each engine's available output''', leaving '''30% available for commanded forward or reverse thrust''' at the cap. Holding '''F9''' requests maximum available lift; it does not command the remaining axial thrust automatically. Releasing F9 lets downward flow spool down and restores the axial share as it becomes available. The [[EICAS]] shows the actual shared output: a fully used mixed engine can show 70% LIFT and 30% FWD, rather than stretching the lift indication to 100%.

			=== STOVL lift capacity ===
			The figures below are main-engine force at full available power, healthy engines, level attitude and reference sea-level density (92% of vacuum output). They exclude aerodynamic lift, vertical RCS assistance and ground effect. Weather, engine condition and attitude/trim demands can reduce usable lift.

			{\| class="wikitable"
			! Quantity !! Whole vehicle (two engines)
			\|-
			\| Forward or reverse, with no downward routing \|\| 1,082.739 kN
			\|-
			\| Maximum upward main force, at the 70% cap \|\| 757.918 kN
			\|-
			\| Forward or reverse available at maximum upward main force \|\| 324.822 kN
			\|-
			\| Ideal main-only hover mass at the client's 11.27 m/s² surface gravity \|\| approximately 67,251 kg
			\|}

			At 50,000 kg empty, the capped main lift exceeds weight. At approximately 62,000 kg with full fuel and no cargo, it retains about 8.5% lift reserve. At approximately 105,009 kg maximum gross, it supports about 64% of weight: the aircraft needs aerodynamic lift and a runway departure. The ideal hover ceiling has no climb or disturbance reserve and is not a recommended operating weight.

			For a short takeoff, command forward thrust as well as F9 lift. Build airspeed and transfer support to the wings; a vertical-only command cannot lift maximum gross weight. Door protection still isolates downward flow above 4,000 Pa, so do not depend on it beyond that boundary. There is no automatic guarantee that wing lift is sufficient when the pressure limit is reached.

	=== Reaction control ===		=== Reaction control ===
Line 27:		Line 46:
	\|service_ceiling=Indefinite (capable of reaching [[escape velocity]])		\|service_ceiling=Indefinite (capable of reaching [[escape velocity]])
	\|range=Indefinite (capable of reaching [[orbit]])		\|range=Indefinite (capable of reaching [[orbit]])
	\|thrust=1,~~029~~,~~779~~ N total forward/reverse in vacuum (~~514~~,~~890~~ N per engine); about ~~947~~,~~397~~ N total at reference sea-level density		\|thrust=1,176,891 N total forward/reverse in vacuum (588,445 N per engine); about 1,082,739 N total at reference sea-level density, before downward routing
	\|weapon_mounts=1		\|weapon_mounts=1
	\|engines=2		\|engines=2
Line 34:		Line 53:
	\|stowage=7 MT (Bay 0), or 6 passengers		\|stowage=7 MT (Bay 0), or 6 passengers
	\|passengers=6 in Bay 0 instead of cargo		\|passengers=6 in Bay 0 instead of cargo
	\|acceleration=Main thrust alone at maximum gross: 9.~~807~~ m/s² in vacuum, 9.~~022~~ m/s² at reference sea-level density; before drag and gravity		\|acceleration=Main thrust alone at maximum gross: 11.208 m/s² in vacuum, 10.311 m/s² at reference sea-level density; before drag and gravity
	\|price=3,989,373 [[CR]]		\|price=3,989,373 [[CR]]
	\|wingspan=50.1 [[meter\|m]]		\|wingspan=50.1 [[meter\|m]]

codex: Link the dedicated RCS operating reference

2026-11-09T23:01:52Z

Link the dedicated RCS operating reference

← Older revision		Revision as of 23:01, 9 November 2026
Line 9:		Line 9:

	=== Reaction control ===		=== Reaction control ===
	The RCS installation has 16 identical nozzles rated at 80 kN each, controlled through seven signed channels. Four vertical and two lateral channels select one nozzle in either direction. The fore/aft channel fires a pair together, providing up to 160 kN total in either direction. Power, health and simultaneous control demands can reduce delivered output.		The [[RCS]] installation has 16 identical nozzles rated at 80 kN each, controlled through seven signed channels. Four vertical and two lateral channels select one nozzle in either direction. The fore/aft channel fires a pair together, providing up to 160 kN total in either direction. Power, health and simultaneous control demands can reduce delivered output.

	Normal pitch, yaw and roll acceleration commands are capped at 6, 6 and 8 degrees/s² respectively, and can be lower when nozzle leverage or loaded inertia limits the available response. These are command ceilings, not a guarantee of that acceleration at every load or a limit on aerodynamic disturbances. Attitude stabilization, main-thrust trim and translation share the same jets; they cannot each claim a separate full thrust budget.		Normal pitch, yaw and roll acceleration commands are capped at 6, 6 and 8 degrees/s² respectively, and can be lower when nozzle leverage or loaded inertia limits the available response. These are command ceilings, not a guarantee of that acceleration at every load or a limit on aerodynamic disturbances. Attitude stabilization, main-thrust trim and translation share the same jets; they cannot each claim a separate full thrust budget.

	[[EICAS#E-10 and E-11 RCS indications\|RCS indications]] and exhaust plumes use the common delivered-force scale: 100% represents 80 kN per nozzle. RCS remains separate from main-engine VTOL.		[[EICAS#E-10 and E-11 RCS indications\|RCS indications]] and exhaust plumes use the common delivered-force scale: 100% represents 80 kN per nozzle. RCS remains separate from main-engine VTOL.

			See [[RCS#Controls and directions\|RCS controls and directions]] and [[RCS#Handling and shared limits\|shared handling limits]] for translation controls, mode ownership and the distinction between nozzle force and angular acceleration.

	== Statistics ==		== Statistics ==

codex: Document 80 kN RCS installation, shared allocation and pitch/yaw/roll command ceilings

2026-11-09T22:48:46Z

Document 80 kN RCS installation, shared allocation and pitch/yaw/roll command ceilings

← Older revision		Revision as of 22:48, 9 November 2026
Line 7:		Line 7:

	In STOVL operation, one underside outlet on each engine carries the downward flow. These two outlets share the existing total main-engine thrust. At full downward output, no forward or reverse thrust remains available from those engines.		In STOVL operation, one underside outlet on each engine carries the downward flow. These two outlets share the existing total main-engine thrust. At full downward output, no forward or reverse thrust remains available from those engines.

			=== Reaction control ===
			The RCS installation has 16 identical nozzles rated at 80 kN each, controlled through seven signed channels. Four vertical and two lateral channels select one nozzle in either direction. The fore/aft channel fires a pair together, providing up to 160 kN total in either direction. Power, health and simultaneous control demands can reduce delivered output.

			Normal pitch, yaw and roll acceleration commands are capped at 6, 6 and 8 degrees/s² respectively, and can be lower when nozzle leverage or loaded inertia limits the available response. These are command ceilings, not a guarantee of that acceleration at every load or a limit on aerodynamic disturbances. Attitude stabilization, main-thrust trim and translation share the same jets; they cannot each claim a separate full thrust budget.

			[[EICAS#E-10 and E-11 RCS indications\|RCS indications]] and exhaust plumes use the common delivered-force scale: 100% represents 80 kN per nozzle. RCS remains separate from main-engine VTOL.

	== Statistics ==		== Statistics ==

codex: Describe the two installed downward main outlets

2026-11-09T21:26:48Z

Describe the two installed downward main outlets

← Older revision		Revision as of 21:26, 9 November 2026
Line 6:		Line 6:
	The protected downward main-engine outlets are available on request wherever aerodynamic loading permits, including high altitude and orbit. Door protection uses dynamic pressure: downward flow is inhibited above '''4,000 Pa''', and can re-enable below '''3,200 Pa'''. There is no separate speed, altitude or vacuum cutoff. The doors take about '''0.6 seconds''' to open, and must be fully open before downward thrust starts. Forward, reverse and downward flow share each engine's existing thrust budget. See [[VTOL#Operating envelope\|VTOL operating envelope]] for sequencing, pressure hysteresis and orbital braking considerations.		The protected downward main-engine outlets are available on request wherever aerodynamic loading permits, including high altitude and orbit. Door protection uses dynamic pressure: downward flow is inhibited above '''4,000 Pa''', and can re-enable below '''3,200 Pa'''. There is no separate speed, altitude or vacuum cutoff. The doors take about '''0.6 seconds''' to open, and must be fully open before downward thrust starts. Forward, reverse and downward flow share each engine's existing thrust budget. See [[VTOL#Operating envelope\|VTOL operating envelope]] for sequencing, pressure hysteresis and orbital braking considerations.

	In STOVL operation, ~~the foremost~~ underside outlet on each engine carries the downward flow~~; the other underside outlets remain inactive~~. These two ~~active~~ outlets share the existing total main-engine thrust. At full downward output, no forward or reverse thrust remains available from those engines.		In STOVL operation, one underside outlet on each engine carries the downward flow. These two outlets share the existing total main-engine thrust. At full downward output, no forward or reverse thrust remains available from those engines.

	== Statistics ==		== Statistics ==

codex: Describe foremost STOVL outlets and the unchanged shared engine-thrust budget

2026-11-09T21:15:24Z

Describe foremost STOVL outlets and the unchanged shared engine-thrust budget

← Older revision		Revision as of 21:15, 9 November 2026
Line 5:		Line 5:

	The protected downward main-engine outlets are available on request wherever aerodynamic loading permits, including high altitude and orbit. Door protection uses dynamic pressure: downward flow is inhibited above '''4,000 Pa''', and can re-enable below '''3,200 Pa'''. There is no separate speed, altitude or vacuum cutoff. The doors take about '''0.6 seconds''' to open, and must be fully open before downward thrust starts. Forward, reverse and downward flow share each engine's existing thrust budget. See [[VTOL#Operating envelope\|VTOL operating envelope]] for sequencing, pressure hysteresis and orbital braking considerations.		The protected downward main-engine outlets are available on request wherever aerodynamic loading permits, including high altitude and orbit. Door protection uses dynamic pressure: downward flow is inhibited above '''4,000 Pa''', and can re-enable below '''3,200 Pa'''. There is no separate speed, altitude or vacuum cutoff. The doors take about '''0.6 seconds''' to open, and must be fully open before downward thrust starts. Forward, reverse and downward flow share each engine's existing thrust budget. See [[VTOL#Operating envelope\|VTOL operating envelope]] for sequencing, pressure hysteresis and orbital braking considerations.

			In STOVL operation, the foremost underside outlet on each engine carries the downward flow; the other underside outlets remain inactive. These two active outlets share the existing total main-engine thrust. At full downward output, no forward or reverse thrust remains available from those engines.

	== Statistics ==		== Statistics ==

codex: Document landing-gear design descent, grip behavior and unestablished crosswind limit

2026-11-09T16:24:45Z

Document landing-gear design descent, grip behavior and unestablished crosswind limit

← Older revision		Revision as of 16:24, 9 November 2026
Line 33:		Line 33:
	\|payload=43,009 kg		\|payload=43,009 kg
	\|max_weight=105,009 kg (gross)		\|max_weight=105,009 kg (gross)
			\|landing_gear_type=Wheels, three strut groups
			\|touchdown_descent_design=10 ft/s (3.048 m/s; 600 ft/min), at maximum gross mass with healthy, fully deployed gear and balanced contact on a firm, level surface
			\|crosswind_component_limit=Not established; this is not an unlimited-crosswind rating
			\|notes=The descent design value is a structural reference, not a target landing rate. Uneven contact, damaged gear and excess mass reduce the landing margin. Braking and sideways tire forces share the available surface grip; skidding alone does not mean a strut has failed.
	\|vtol=Limited		\|vtol=Limited
	\|orbital_capability=Capable of reaching [[orbit]] and [[escape velocity]]		\|orbital_capability=Capable of reaching [[orbit]] and [[escape velocity]]

codex: Link the reconciled W-6 specification worksheet

2026-11-08T22:48:20Z

Link the reconciled W-6 specification worksheet

← Older revision		Revision as of 22:48, 8 November 2026
Line 48:		Line 48:

	== External Links ==		== External Links ==
	* [https://docs.google.com/spreadsheets/d/~~11jsBNvabn0rG3Rl48hNmRxPkoLWq~~-~~1278~~-~~sycOczkNc~~/edit?~~usp~~=~~sharing~~ Detailed specifications]		* [https://docs.google.com/spreadsheets/d/1IRN4fLHTxLhWZIeddrDoCX7vnn-yw3QdPRJ5PI-_zZQ/edit?gid=81027260 Detailed specifications]

	[[category:Vehicles]]		[[category:Vehicles]]
	[[category:Aerospace Vehicles]]		[[category:Aerospace Vehicles]]
	[[category:Trimbal-Kneers Aerospace]]		[[category:Trimbal-Kneers Aerospace]]

codex: Match measured wing area and existing engine ratings; distinguish total/per-engine and vacuum/sea-level conditions

2026-11-08T22:48:01Z

Match measured wing area and existing engine ratings; distinguish total/per-engine and vacuum/sea-level conditions

← Older revision		Revision as of 22:48, 8 November 2026
Line 16:		Line 16:
	\|service_ceiling=Indefinite (capable of reaching [[escape velocity]])		\|service_ceiling=Indefinite (capable of reaching [[escape velocity]])
	\|range=Indefinite (capable of reaching [[orbit]])		\|range=Indefinite (capable of reaching [[orbit]])
	\|thrust=1,029,~~817~~ N		\|thrust=1,029,779 N total forward/reverse in vacuum (514,890 N per engine); about 947,397 N total at reference sea-level density
	\|weapon_mounts=1		\|weapon_mounts=1
	\|engines=2		\|engines=2
Line 23:		Line 23:
	\|stowage=7 MT (Bay 0), or 6 passengers		\|stowage=7 MT (Bay 0), or 6 passengers
	\|passengers=6 in Bay 0 instead of cargo		\|passengers=6 in Bay 0 instead of cargo
	\|acceleration=~~About 1 G fully loaded~~ and ~~fueled; depends on weight~~		\|acceleration=Main thrust alone at maximum gross: 9.807 m/s² in vacuum, 9.022 m/s² at reference sea-level density; before drag and gravity
	\|price=3,989,373 [[CR]]		\|price=3,989,373 [[CR]]
	\|wingspan=50.1 [[meter\|m]]		\|wingspan=50.1 [[meter\|m]]
	\|length=44.9 [[meter\|m]]		\|length=44.9 [[meter\|m]]
	\|height=9.4 [[meter\|m]] (with gear)		\|height=9.4 [[meter\|m]] (with gear)
	\|wing_area=~~588~~ m<sup>2</sup>		\|wing_area=640.965 m<sup>2</sup>
	\|weight=50,000 kg ([[BOW]])		\|weight=50,000 kg ([[BOW]])
	\|fuel=12,000 kg ([[Iagreous]])		\|fuel=12,000 kg ([[Iagreous]])

codex: Describe W-6 dynamic-pressure-only door protection and orbital availability

2026-11-08T04:26:34Z

Describe W-6 dynamic-pressure-only door protection and orbital availability

← Older revision		Revision as of 04:26, 8 November 2026
Line 3:		Line 3:
	== W-6 Manx Class ==		== W-6 Manx Class ==
	The W-6 is a limited-[[VTOL]]-capable [[:Category:Aerospace Vehicles\|aerospace vehicle]], in so far as it has conventional flight surfaces but is also capable of ascending beyond the [[atmosphere]], maneuvering in [[orbit]] and [[reentry\|re-entering]] under its own power.		The W-6 is a limited-[[VTOL]]-capable [[:Category:Aerospace Vehicles\|aerospace vehicle]], in so far as it has conventional flight surfaces but is also capable of ascending beyond the [[atmosphere]], maneuvering in [[orbit]] and [[reentry\|re-entering]] under its own power.

			The protected downward main-engine outlets are available on request wherever aerodynamic loading permits, including high altitude and orbit. Door protection uses dynamic pressure: downward flow is inhibited above '''4,000 Pa''', and can re-enable below '''3,200 Pa'''. There is no separate speed, altitude or vacuum cutoff. The doors take about '''0.6 seconds''' to open, and must be fully open before downward thrust starts. Forward, reverse and downward flow share each engine's existing thrust budget. See [[VTOL#Operating envelope\|VTOL operating envelope]] for sequencing, pressure hysteresis and orbital braking considerations.

	== Statistics ==		== Statistics ==

codex: Document code-backed cabin pressurization and differential-pressure rating

2026-11-01T13:33:13Z

Document code-backed cabin pressurization and differential-pressure rating

← Older revision		Revision as of 13:33, 1 November 2026
Line 6:		Line 6:
	== Statistics ==		== Statistics ==
	{{AerospaceVehicle		{{AerospaceVehicle
			\|cabin_pressurization=Pressurized — stored breathing gas
			\|max_pressure_diff=2,400 mbar (240 kPa), cabin above surroundings
	\|manufacturer=[[:Category:Trimbal-Kneers Aerospace\|Trimbal-Kneers Aerospace]]		\|manufacturer=[[:Category:Trimbal-Kneers Aerospace\|Trimbal-Kneers Aerospace]]
	\|role=Aerospace vehicle		\|role=Aerospace vehicle