E-10 Saint

The E-10 Saint model is no longer in production. For current production line please visit E-11 Saint.

E-10 Saint Class

The official blurb: "The E-10 Saint is the flagship of the fleet. Although she is sluggish, she can take you all the way to orbit and beyond. With room for over 100 MT of cargo in her hold and standard VTOL she has all the flexibility you are looking for (if you can get past the sticker price)."

The E-10 is the first of the Explorer line of aerospace vehicles.

The E-10 is a VTOL-capable aerospace vehicle, in so far as it has conventional flight surfaces but is also capable of ascending beyond the atmosphere, maneuvering in orbit and re-entering under its own power.

The E-10 is the second cheapest aerospace vehicle available, with second-hand vessels selling for around 967,000 CR on vBay. It may be considered effectively the cheapest, as it is very uncommon to find P-13 on vBay. It also currently has the largest cargo capacity of any vehicle available on Vieneo, and as a result is by far the most popular.

Statistics

E-10 Saint — Aerospace vehicle specifications

General
Manufacturer	Trimbal-Kneers Aerospace	Type / role	Explorer-series aerospace vehicle
Price / MSRP	Not specified	Availability	No longer in production or available for new sales; superseded by E-11 Saint
Restrictions	Not specified	IVR series	Not specified
Dimensions and weights
Length	48.75 m	Width	Not specified
Height	14.88 m (with gear)	Empty / curb weight	125,909 kg (BOW)
Fuel capacity	27,216 kg (Iagreous)	Payload	112,273 kg
Maximum gross / takeoff weight	238,182 kg (gross)
Capacity and equipment
Seats	Not specified	Passenger capacity	Not specified
Cargo bays	6	Cargo capacity	Not specified
Internal stowage	7 MT (Bay 0)	Avionics bays	4
Weapon mounts	2	Engine count	3
Life support
Cabin pressurization	Pressurized — stored breathing gas	Rated pressure differential	2,400 mbar (240 kPa), cabin above surroundings
Performance
Engine / propulsion	Not specified	Maximum speed	Depends on loading and available thrust; no single level-flight maximum specified
Normal range	Indefinite (capable of reaching orbit)	Endurance	Not specified
Flight
Wingspan	48.75 m	Effective wing area	280.104 m2 (projected wing and aileron area)
Cruising speed	Varies with loading, altitude, engine condition and trim authority	Service ceiling	Indefinite (capable of reaching escape velocity)
Engine critical altitude	Not specified	Bypass ratio	Not specified
Thrust	1.151211 MN per engine, forward/reverse in vacuum; 3.453632 MN total for three engines. Approximately 3.183071 MN total at reference sea level	Maximum acceleration	14.50 m/s² thrust/mass at maximum gross in vacuum; before gravity and drag
VTOL capability	Yes; subject to loading and balance limits	Rain Protection Type	Bleed air system
Flight controls and landing gear
Flight Spoilers	Not specified	Ground Lift Dump (GLD)	Not specified
Retractable Landing Gear	Not specified	Landing Gear Type	Skids, three strut groups
Touchdown descent design limit	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
Leading Edge Flaps	Not specified	Trailing Edge Flaps	Not specified
Space operations
Orbital capability	Capable of reaching orbit and escape velocity	Interstellar capability	Not specified
Docking / interfaces	Not specified

The descent design value is a structural reference, not a target landing rate. Uneven contact, damaged gear and excess mass reduce the landing margin. Skids resist longitudinal and lateral movement through surface friction. Their design strength in both horizontal directions is twice that of equivalent wheeled gear at this vehicle’s own maximum gross mass. This multiplier does not increase the vertical touchdown design envelope.

Maximum gross weight is not a guarantee of hover or hands-off level flight. Available thrust, trim and control-column authority impose separate limits; reaching a trim stop does not mean that all pitch-control authority is exhausted. See VTOL for vertical-flight controls and limitations.

Standard Equipment

• GPWS
• Autoflyte
• 320 km LRS with TCAS

C-17 compared with the E-10

Overspeed warning

The E-10 has no specified Vne (never-exceed indicated airspeed) for the automatic overspeed clacker. The performance speeds above are not clacker thresholds. A silent clacker does not indicate protection against every speed, heating or structural hazard.

On vehicles with a configured Vne, the warning compares indicated airspeed (IAS) with the current limit, including any modeled weight, gear, door and flap adjustments. It repeats while IAS is above the limit and stops on the next audio update when IAS is at or below it, or either speed input becomes invalid. It can re-arm after recovery and follows the current condition after cockpit or audio reloads. Cockpit airspeed is displayed in m/s.

Power and shutdown: the automatic clacker requires avionics power. It stops when the overspeed condition ends, valid speed or power data is unavailable, or avionics power falls below the VMU cutoff during shutdown. Restoring power re-arms it only while a valid positive Vne is exceeded.

This rule applies through ground operation, VTOL/hover, atmospheric flight, ascent, suborbital coast, orbit and re-entry. It uses IAS rather than true airspeed or orbital velocity, with no additional altitude cutoff or Autoflyte-dependent threshold. The automatic clacker is separate from the queued spoken GPWS alerts.

Operating envelope

The operating references below assume the nominal CG, healthy propulsion and clean surfaces on Vieneo. Loading, engine condition, temperature, configuration and control authority affect the achievable flight path. Maximum gross weight is not permission to ignore balance, IAS, AFT or crew/airframe loads.

Propulsion ratings and fuel

The ratings above apply to the upgraded E-series propulsion configuration. Each of the three engines has the stated axial rating in either forward or reverse; MN denotes meganewtons of force, not acceleration. Delivered force depends on atmospheric conditions, engine condition and power. Acceleration changes with the aircraft's current loaded mass.

At stabilized full axial output from all three healthy engines, main-engine propellant flow is approximately 12,757 kg/h. Powered idle adds approximately 23.6 kg/h; RCS use adds further consumption. In VTOL or other combined maneuvers, opposing outlets consume propellant even when their longitudinal forces cancel. The displayed total fuel flow can therefore exceed the three-engine axial reference. Maximum gross weight and fuel capacity are unchanged.

Hover capacity and CG

The nominal reference for these figures places the CG approximately 0.500 m aft of the wing-nozzle midpoint and 0.938 m below the wing-engine axes. The front wing-engine outlets are approximately 3.286 m ahead of that CG and the rear outlets approximately 2.286 m aft. The complete wing, tail, body and thrust balance matters; this reference point does not define an approved range for moving cargo or the CG.

Both opposing outlets on each wing engine tilt down through 54°. Equal front/rear flow cancels longitudinal thrust and adds lift; both outlets consume fuel. The aft engine stays axial during VTOL. See VTOL engine arrangements for the controls, transition and operating limits.

The three axial engines provide approximately 3.454 MN total in vacuum. Under reference sea-level conditions, their combined axial thrust is approximately 3.183 MN. The wing-engine hover installation provides approximately 3.434 MN vertical thrust, corresponding to a theoretical support mass of approximately 304,662 kg (671,666 lb). This is a thrust ceiling, not permission to exceed the 525,100.4 lb maximum gross weight. No vertical RCS or nozzle ground-effect contribution is included.

Sea-level hover reference: healthy engines, still air, nominal CG

Loading	Mass (kg)	Available lift required	Vertical thrust reserve
Dry empty	125,909	41.3%	142.0%
Full fuel, no cargo	153,124	50.3%	99.0%
Maximum gross	238,182	78.2%	27.9%

Reserve is available vertical thrust divided by weight, minus one. The lift fraction is not a direct throttle recommendation: TVM and the propulsion allocator coordinate the flows. Allow for engine response and leave control reserve. Off-center loads require unequal thrust and can reduce usable lift; no generic aft or forward CG shift is guaranteed safe.

Augmentation and fixed aft thrust

The aft engine's front and rear nozzles remain fixed along the aircraft's longitudinal axis during forward thrust, reverse thrust, VTOL and spaceflight. AUG does not tilt the aft engine. Pitch control uses the available RCS and aerodynamic control surfaces; their authority is finite.

At full forward vacuum thrust with healthy engines and the reference CG, the main engines produce about 4.84 MN·m of pitch torque, against about 3.42 MN·m of pure pitch-RCS authority with zero net translation. Full forward main thrust therefore exceeds RCS-only trim authority in vacuum. The trim allocator can reduce delivered main thrust to respect the available control moment. Aerodynamic loads and simultaneous attitude/translation demands also use authority; a full-thrust command is not a guarantee of trimmed flight.

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.

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 and shared handling limits for translation controls, mode ownership and the distinction between nozzle force and angular acceleration.

Ascent and spaceflight

Maximum gross is the loading ceiling. A viable orbital departure also requires sufficient propellant and a climb within pitch-control, IAS, AFT and occupant/airframe load limits. Hover capability alone does not establish that a departure is feasible. Monitor the DOR plan and actual flight conditions throughout the ascent.

All three main engines provide the powered climb after the initial VTOL transition. Continuous F9 is not the high-altitude propulsion procedure. See DOR automated ascent for PARKING ORBIT and ground RENDEZVOUS for an ascent followed by transfer.

The E-series DOR departure clears approximately 750 m AGL, builds forward speed, then uses a nominal 30° pitch target below 25 km MSL and a steeper target as wing support fades. Guidance subsequently lowers pitch to build tangential orbital speed. These are state-limited pitch targets, not a universal altitude/pitch envelope or a fixed FPA. IAS, AFT, current velocity and AP/PE remain essential. Reaching 100 km alone does not establish orbit; low station staging may require a subsequent powered transfer rather than a long unpowered coast.

WING OVHT caution is above 125°C AFT; warning is above 225°C. DOR plans below 100°C, with a 95°C forecast target for managed atmospheric descent. These margins do not replace monitoring or establish a structural clearance. The E-10 has no configured VNE for the overspeed clacker. DOR uses 130 m/s as a conservative planning reference when that input is absent; this does not add an aircraft clacker limit.

These references use Vieneo's current atmosphere: surface density 3.063 kg/m³, surface pressure about 2630 mb, density scale height 7.5 km and surface gravity about 11.27 m/s². Wing-engine nozzle vectoring is available at any altitude, including vacuum; power, engine condition and balance still limit the delivered thrust. See VTOL operating limits. Suborbital coast, orbit and reentry require their own guidance and energy management. No terrain/weather avoidance or automatic landing is implied.

External Links

• Shared E-series specifications
• Original E-10 worksheet