E-11 Saint: Difference between revisions
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== 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=Explorer-series aerospace vehicle | |role=Explorer-series aerospace vehicle | ||
|max_speed= | |max_speed=130–150 [[meter|m]]/s [[Airspeed|IAS]] ([[Airspeed|VNE]]), depending on loading | ||
|cruise_speed=Varies with loading, altitude, engine condition and trim authority | |||
|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=3 | |thrust=1.306029 MN per engine, forward/reverse in vacuum; 3.918086 MN total for three engines. Approximately 3.643820 MN total at reference sea level | ||
|weapon_mounts=2 | |weapon_mounts=2 | ||
|engines=3 | |engines=3 | ||
| Line 21: | Line 23: | ||
|avionics_bays=5 | |avionics_bays=5 | ||
|stowage=7 MT (Bay 0) | |stowage=7 MT (Bay 0) | ||
|acceleration= | |acceleration=16.45 m/s² thrust/mass at maximum gross in vacuum; before gravity and drag | ||
|price=10,900,477 [[CR]] | |price=10,900,477 [[CR]] | ||
|wingspan=48.75 [[meter|m]] | |wingspan=48.75 [[meter|m]] | ||
|length=48.751 [[meter|m]] | |length=48.751 [[meter|m]] | ||
|height=14.877 [[meter|m]] (with gear) | |height=14.877 [[meter|m]] (with gear) | ||
|wing_area= | |wing_area=280.104 m<sup>2</sup> (projected wing and aileron area) | ||
|weight=113,933 kg ([[BOW]]) | |weight=113,933 kg ([[BOW]]) | ||
|fuel=27, | |fuel=27,216 kg ([[Iagreous]]) | ||
|payload=124,248 kg | |payload=124,248 kg | ||
|max_weight=238,182 kg (gross) | |max_weight=238,182 kg (gross) | ||
|vtol=Yes | |vtol=Yes; subject to [[VTOL#Hover capability and balance|loading and balance limits]] | ||
|orbital_capability=Capable of reaching [[orbit]] and [[escape velocity]] | |orbital_capability=Capable of reaching [[orbit]] and [[escape velocity]] | ||
}} | }} | ||
VNE is an upper indicated-airspeed limit, not a target cruise speed. Available thrust can limit sustained level flight below VNE, and available trim can be exhausted before the remaining control-column authority. Maximum gross weight is not a guarantee of hover or hands-off level flight. See [[VTOL]] for vertical-flight controls and limitations. | |||
===Standard Equipment=== | ===Standard Equipment=== | ||
| Line 44: | Line 48: | ||
[[File:Hawaiian_Clipper.png|thumb|500px]] | [[File:Hawaiian_Clipper.png|thumb|500px]] | ||
== | == 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 '''11,257 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|VTOL engine arrangements]] for the controls, transition and operating limits. | |||
The three axial engines provide approximately '''3.918 MN total in vacuum'''. Under reference sea-level conditions, their combined axial thrust is approximately '''3.644 MN'''. The wing-engine hover installation provides approximately '''3.931 MN''' vertical thrust, corresponding to a theoretical support mass of approximately '''348,762 kg (768,889 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. | |||
{| class="wikitable" | |||
|+ Sea-level hover reference: healthy engines, still air, nominal CG | |||
! Loading !! Mass (kg) !! Available lift required !! Vertical thrust reserve | |||
|- | |||
| Dry empty || 113,933 || 32.7% || 206.1% | |||
|- | |||
| Full fuel, no cargo || 141,149 || 40.5% || 147.1% | |||
|- | |||
| Maximum gross || 238,182 || 68.3% || 46.4% | |||
|} | |||
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. A full-thrust command is not a guarantee of trimmed flight. | |||
At full forward vacuum thrust with healthy engines and the reference CG, the main engines produce about '''5.49 MN·m''' of pitch torque, against about '''8.67 MN·m''' of pitch-RCS authority. Aerodynamic loads and additional attitude demands also use control authority. | |||
=== 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 [[Orbit#Automated ascent|DOR automated ascent]] for PARKING ORBIT and [[Orbit#Ground-to-rendezvous mission|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. Observe the displayed VNE for the current loading and configuration; it is an upper IAS limit, not a target cruise speed. | |||
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 envelope|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 == | == External Links == | ||
* [https://docs.google.com/spreadsheets/d/1cloDgSMSADpG7jgm6WMtb2LLQzwdo_GBCONwaQvGo80/edit | * [https://docs.google.com/spreadsheets/d/1cloDgSMSADpG7jgm6WMtb2LLQzwdo_GBCONwaQvGo80/edit#gid=261026110 Shared E-series specifications] | ||
[[category:vehicles]] | [[category:vehicles]] | ||
[[category:Aerospace Vehicles]] | [[category:Aerospace Vehicles]] | ||
[[category:Trimbal-Kneers Aerospace]] | [[category:Trimbal-Kneers Aerospace]] | ||
Latest revision as of 13:33, 1 November 2026
The official blurb: "The E-11 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-11 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-11 first went into production on February 24, 2243 and supersedes the E-10 model. It is the second in the Explorer class of aerospace vehicles.
Statistics
| General | |||
|---|---|---|---|
| Manufacturer | Trimbal-Kneers Aerospace | Type / role | Explorer-series aerospace vehicle |
| Price / MSRP | 10,900,477 CR | Availability | Not specified |
| Restrictions | Not specified | IVR series | Not specified |
| Dimensions and weights | |||
| Length | 48.751 m | Width | Not specified |
| Height | 14.877 m (with gear) | Empty / curb weight | 113,933 kg (BOW) |
| Fuel capacity | 27,216 kg (Iagreous) | Payload | 124,248 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 | 5 |
| 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 | 130–150 m/s IAS (VNE), depending on loading |
| 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 | 1.306029 MN per engine, forward/reverse in vacuum; 3.918086 MN total for three engines. Approximately 3.643820 MN total at reference sea level | Maximum acceleration | 16.45 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 | Not specified |
| 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 | ||
VNE is an upper indicated-airspeed limit, not a target cruise speed. Available thrust can limit sustained level flight below VNE, and available trim can be exhausted before the remaining control-column authority. Maximum gross weight is not a guarantee of hover or hands-off level flight. See VTOL for vertical-flight controls and limitations.
Standard Equipment
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 11,257 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 3.918 MN total in vacuum. Under reference sea-level conditions, their combined axial thrust is approximately 3.644 MN. The wing-engine hover installation provides approximately 3.931 MN vertical thrust, corresponding to a theoretical support mass of approximately 348,762 kg (768,889 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.
| Loading | Mass (kg) | Available lift required | Vertical thrust reserve |
|---|---|---|---|
| Dry empty | 113,933 | 32.7% | 206.1% |
| Full fuel, no cargo | 141,149 | 40.5% | 147.1% |
| Maximum gross | 238,182 | 68.3% | 46.4% |
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. A full-thrust command is not a guarantee of trimmed flight.
At full forward vacuum thrust with healthy engines and the reference CG, the main engines produce about 5.49 MN·m of pitch torque, against about 8.67 MN·m of pitch-RCS authority. Aerodynamic loads and additional attitude demands also use control authority.
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. Observe the displayed VNE for the current loading and configuration; it is an upper IAS limit, not a target cruise speed.
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.