E-11 Saint
From Rise: The Vieneo Province
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 | Not specified | Rated pressure differential | Not specified |
| 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 | 3,134,393 N | Maximum acceleration | 1.343 G at GTOW |
| 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
Known Issues
| Id | Category | Severity | Status | Updated | Summary |
|---|---|---|---|---|---|
| 0000508 | Vehicles | trivial | closed (lambert) | 2019-09-15 | E-11 (Exterior) - remastering project |
| 0000683 | Avionics | feature | closed (reskin) | 2019-06-15 | Stall warning horn |
| 0000847 | Avionics | feature | closed (reskin) | 2018-12-30 | CAS display for overmonitor displays |
| 0000820 | Cockpits | minor | closed (reskin) | 2018-09-22 | E-11 (Interior) - remastering project |
Operating envelope
These charts describe the current nominal CG configuration in clean, healthy, steady flight on Vieneo. They are calculated guides to the modeled aircraft, not flight-test clearance. Loading, engine condition, weather, configuration and available control authority can reduce the usable range.
Hover capacity and CG
The nominal CG is at the model origin, midway between the wing engines' front and rear outlets. Those outlets are approximately 2.786 m forward and aft of the CG. The CG is about 48.3% of the measured isolated-wing mean aerodynamic chord (MAC). The complete wing, tail, body and thrust balance matters; the wing MAC percentage alone does not define a safe loading range.
For hover, both opposing outlets on each wing engine tilt downward through 54°. Each outlet can supply the engine's rated output. Equal front/rear flow cancels longitudinal thrust and adds vertical thrust; the tail engine remains fixed. See VTOL engine arrangements for transition and control behavior.
Under the reference sea-level conditions, main-engine vertical thrust is approximately 3.144 MN, corresponding to a theoretical support mass of 279,010 kg (615,111 lb). This is a thrust ceiling, not permission to exceed the aircraft's maximum gross weight. No vertical RCS contribution or nozzle ground-effect boost is included.
| Loading | Mass (kg) | Fraction of available lift required | Vertical thrust reserve |
|---|---|---|---|
| Dry empty | 113,933 | 40.8% | 144.9% |
| Full fuel, no cargo | 141,149 | 50.6% | 97.7% |
| Maximum gross | 238,182 | 85.4% | 17.1% |
Reserve means available vertical thrust divided by weight, minus one. The lift fraction is not a direct throttle recommendation: TVM and the propulsion allocator coordinate the engine flows. Hover equality leaves no climb or disturbance reserve, and symmetric static balance does not remove the need for attitude-control authority.
At maximum gross, the E-11 has about 17.1% ideal vertical thrust reserve. This is more reserve than the E-10, but it is not a guarantee of climb performance with degraded engines or competing control demands.
Trim and effective speed envelope
The upper heat maps show the equivalent pitch-trim demand: blue is nose-down (ND), red is nose-up (NU). Actual trim travel is ±15°; the ±15° contours mark those stops. Color beyond a stop expresses unmet demand, not extra available trim. Reaching a trim stop can still leave control-column authority.
The lower maps separate four conditions:
- Green: steady level flight is available within the trim stops, without sustained column pressure.
- Amber: steady level flight is available, but column input is needed beyond trim alone.
- Purple: a pitch-controllable state can be calculated, but available thrust cannot sustain steady level flight at that speed. The aircraft would need to decelerate or change its flight path.
- Grey: no supported, column-controllable equilibrium was found within the sampled range. This is not a prediction of every possible transient maneuver.
The E-11's loading-dependent 130–150 m/s IAS VNE is an upper limit. Available thrust or control authority can restrict sustained flight to a lower speed.
| Loading | Within trim, MSL | Within trim, 20 km | Including column, MSL | Including column, 20 km |
|---|---|---|---|---|
| Dry empty | 74.1–117.2 | 73.0–121.2 | 61.3–117.2 | 60.2–121.2 |
| Full fuel, no cargo | 82.5–117.1 | 82.2–120.9 | 67.5–117.1 | 67.2–120.9 |
| Maximum gross | 110.4–116.6 | 110.2–121.1 | 87.9–116.6 | 87.5–121.1 |
The bands are sampled estimates, rounded to 0.1 m/s; their precision is not an operating margin. The lower chart boundary is a wing-only Vs reference, not a guaranteed trimmed minimum speed. MSL here means free-air conditions, not weight on the landing gear.
At maximum gross with augmentation on, the E-11's calculated hands-off band is narrow: about 110–117 m/s IAS at MSL. With augmentation off, neither aircraft has a hands-off level-flight band in the sampled loading cases, although column-controlled flight remains possible in parts of the range. For example, at full fuel/no cargo the E-11's augmentation-off MSL column-controlled band is approximately 80.9–117.1 m/s IAS.
Local static pitch response
This graph asks what happens immediately after a small increase in angle of attack while controls, thrust and RCS output remain fixed. A negative slope means the pitch moment changes toward nose-down, opposing the increase: a restoring static response. The plotted states have a restoring slope. The altitude curves lie close together at the same IAS in this model.
Restoring response does not mean the aircraft is already trimmed, or that it will return smoothly after a disturbance. Oscillation damping, feedback behavior, inertia, stall recovery and flutter are separate questions. The calculation holds true airspeed and effective density fixed during a ±0.05° perturbation and does not retrim the aircraft.
Conditions and spaceflight use
The charts use the current Vieneo flight model, including sea-level density 3.063 kg/m³, surface pressure about 2630 mb, density scale height 7.5 km and modeled surface gravity 11.27 m/s². They assume clean surfaces without icing, healthy propulsion and retracted gear/flaps/spoilers. Local temperature and weather affect actual flight conditions; the charts add no extra plume-ground lift.
These are atmospheric steady-flight and sea-level hover references. They do not describe ground contact, nozzle transitions, suborbital coast, orbit or reentry, and they do not establish a structural or high-Mach clearance. Main-engine VTOL remains subject to the separate VTOL altitude and air-relative-speed limits. Outside that envelope, vertical translation uses RCS; the axial main engines remain available. See TVM for velocity matching and hover controls.