W-6 Manx: Difference between revisions
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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. | |||
=== 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. | |||
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 == | ||
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|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, | |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 | ||
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|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= | |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= | |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]]) | ||
|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]] | ||
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== External Links == | == External Links == | ||
* [https://docs.google.com/spreadsheets/d/ | * [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]] | ||
Latest revision as of 23:01, 9 November 2026
W-6 Manx Class
The W-6 is a limited-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 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 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.
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.
Statistics
| General | |||
|---|---|---|---|
| Manufacturer | Trimbal-Kneers Aerospace | Type / role | Aerospace vehicle |
| Price / MSRP | 3,989,373 CR | Availability | Not specified |
| Restrictions | Not specified | IVR series | Not specified |
| Dimensions and weights | |||
| Length | 44.9 m | Width | Not specified |
| Height | 9.4 m (with gear) | Empty / curb weight | 50,000 kg (BOW) |
| Fuel capacity | 12,000 kg (Iagreous) | Payload | 43,009 kg |
| Maximum gross / takeoff weight | 105,009 kg (gross) | ||
| Capacity and equipment | |||
| Seats | Not specified | Passenger capacity | 6 in Bay 0 instead of cargo |
| Cargo bays | 3 | Cargo capacity | Not specified |
| Internal stowage | 7 MT (Bay 0), or 6 passengers | Avionics bays | 4 |
| Weapon mounts | 1 | Engine count | 2 |
| 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 | 94 m/s IAS at MSL |
| Normal range | Indefinite (capable of reaching orbit) | Endurance | Not specified |
| Flight | |||
| Wingspan | 50.1 m | Effective wing area | 640.965 m2 |
| Cruising speed | 539 m/s at 15 km | Service ceiling | Indefinite (capable of reaching escape velocity) |
| Engine critical altitude | Not specified | Bypass ratio | Not specified |
| 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 | Maximum 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 |
| VTOL capability | Limited | 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 | Wheels, 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. Braking and sideways tire forces share the available surface grip; skidding alone does not mean a strut has failed.
Standard Equipment
- GPWS
- VMU engine-failure warnings and flap-position confirmations.
- Trailing-edge flap detents at 0°, 8°, 20°, 30° and 40°. The default bindings are Shift+F8 to extend one detent and Shift+F9 to retract one detent; custom bindings may differ. The VMU confirms the selected detent when the flaps reach it, in either direction.
- Autoflyte
- VTOL
- 320 km LRS with TCAS