A draft deck guide including deck plans for each of Endeavour's seven decks has been posted for review and discussion. This is just an initial draft - nothing is close to being finalised yet. The layout is a compromise between crew spaces, machinery/equipment spaces, the location of exterior equipment and the ship's survivability.
The ship's interior is divided into three areas, with the core primary spaces - the "citadel" - the most heavily protected and housing the most critical systems.
Highlights include the (perhaps surprising) amount of space proposed for crew accommodation - each crew member gets their own cabin (even if some have to share a bathroom with another crewmate). This reflects the long, hazardous missions Endeavour is expected to undertake with a mixed military/civilian crew.
The deck guide can be found here, including PDF versions which are easier for zooming into detail. Comment below with your thoughts and suggestions!
This is a single panel console which controls the vessel’s main impulse engines and monitors the vessel’s position, speed and heading for sublight maneuvering purposes and FTL drive.
1. Thrust Controls
This linear slider controls the thrust output of the main engines, which determines the vessel’s acceleration.
The control measures thrust as a percentage of the engine’s maximum output.
Reverse Thrust
To slow or stop the vessel, reverse thrust must be applied. This diverts engine output through forward-firing outlets, a process which reduces engine efficiency by approximately 25%.
Reverse thrust is applied by tapping the REVERSE button in the maneuvering controls. Whatever thrust level is currently selected on the thrust slider will be applied in reverse.
Thrust will automatically be cut when the vessel reaches “all stop” (no independent momentum). Selecting the HOLD button while reverse thrust is applied will override the all stop default and the vessel will continue to accelerate in reverse until thrust is cut.
The vessel’s bearing cannot be changed while under reverse thrust (see below).
2. Cruise Control
With thrust applied, the vessel will continue to accelerate until thrust is cut or relativistic drag prevents further acceleration. The cruise slider allows the operator to pre-select a target cruise speed, represented as a fraction of lightspeed C. When the target speed is reached, the system will automatically cut thrust and the vessel’s momentum will maintain its current speed.
Cruise control settings are not applied when the vessel is under reverse thrust.
3. Engine Controls
These buttons call up additional configuration and monitoring interfaces for the main impulse engines.
Power
This button displays the power allocation interface for the main engines as an overlay, allowing the operator to manage power allocation (including auxiliary power) to the main engines.
Diagnostic
This button displays diagnostic information for the main engines as an overlay.
Directional Control
Above: Directional controls (click for larger)
Two radial dials allow the vessel’s direction of travel (heading) to be changed. These dials are reset to zero when the panel starts up.
4. X-Y Bearing Control
The left radial bearing dial allows the user to select an X-Y bearing - the number of degrees by which the vessel’s direction of travel (heading) on the X-Y or horizontal plane is to change.
The dial’s default position is a zero bearing (no change in direction) at the top of the dial.
Sliding the dial anti-clockwise from zero produces a positive bearing, which will adjust the vessel’s heading to port.
Sliding the dial in a clockwise direction from zero produces a negative bearing, which will adjust the vessel’s heading to starboard.
The selected bearing is not applied until the ENGAGE button in the Maneuver Controls is tapped.
The bearing is applied in the next maneuver cycle only, unless the HOLD button is selected.
5. X-Z Bearing Control
The right radial bearing dial allows the user to select an X-Z bearing - the number of degrees by which the vessel’s direction of travel (heading) on the X-Z or vertical plane is to change. This is used to adjust the vessel’s position on the Z-axis (the “vertical” axis relative to the current star system’s orbital plane).
The dial’s default position is a zero bearing (no change in pitch) at the right of the dial.
Sliding the dial anti-clockwise from zero produces a positive bearing, which will adjust the vessel’s pitch upwards.
Sliding the dial in a clockwise direction from zero produces a negative bearing, which will adjust the vessel’s pitch downwards.
The selected bearing is not applied until the ENGAGE button in the Maneuver Controls is tapped.
The bearing is applied in the next maneuver cycle only, unless the HOLD button is selected. At the end of the cycle, the vessel’s pitch is automatically returned to zero (aligned to orbital plane).
Vertical Lock
By default the vertical bearing control is locked to prevent accidental engagement. LOCK status is indicated by the range selector indicator having a (darkened) ALERT state.
When opened from the X-Z radial, the selection range interface (see below) contains an additional LOCK button to toggle the vertical lock on (SELECT state) and off (READY state).
Selection Range
Above: Radial selection range interface
Both bearing and vector controls have a variable selection range, which can be used to increase or decrease the granularity of selections. The current range (in degrees) is indicated by the selection range indicator at the base of the orientation guide. Tapping the indicator opens the selection range interface.
Gimbal Limits
Changing the vessel’s heading or pitch is achieved by adjusting the direction of engine output, a process referred to as “gimballing” the engines. There is a limit to how far the engines can divert output, which limits the size of a bearing or vector change.
The greater the vessel’s speed, the less engine output must be diverted to achieve the same change in heading or pitch. This means that at higher speeds, greater bearings or vectors can be successfully applied.
The numerical bearing indicator on the bearing control dial will change to an ALERT state whenever a bearing selection exceeds gimbal limits at the vessel's current speed.
Reverse Thrust
The reverse thrust diverter system bypasses the engine gimballing system, which means bearing or vector changes cannot be applied while the vessel is under reverse thrust.
6. Maneuver Controls
These buttons are used to manage or apply settings made with speed, thrust or direction sliders.
Engage
Pressing this button will apply whatever settings are current on both the directional radial sliders (bearing and vector). If only a bearing needs to be applied, then the vector slider should be set to zero (and vice versa).
The button acknowledges the ENGAGE command by flashing alert status.
Alarm Codes
If the bearing or vector cannot be applied for any reason, the button will flash alarm status along with an alarm code:
Gimbal: The requested maneuver is outside the main engine gimbal limits.
Reverse: The requested maneuver cannot be completed as reverse thrust is being applied.
No Speed: The vessel currently does not have enough speed (steerage) to complete the maneuver.
Error: This indicates a non-classified system error.
Hold
Above: Hold button in active mode. The radial slider is used to select the number of cycles over which the hold should apply
This button allows directional or thrust settings to be “held” across multiple maneuvering cycles.
The button toggles between active and inactive modes. While in active mode, any bearing or vector selection will be applied to every maneuvering cycle until the selected number of cycles has been completed or button is toggled to inactive mode.
A radial slider will be displayed when the button enters active mode. Use this to select the number of cycles required (zero cycles means hold mode will be applied until the button is toggled to inactive mode). The slider will disappear shortly after a selection is made (or if another maneuver control button is tapped), and the active hold button will update to display the selected number of cycles.
To hide the radial slider without making a change, tap the slider's CYCLES label.
When reverse thrust is applied, the HOLD button’s active mode will continue to apply reverse thrust beyond all stop so that the vessel moves backwards.
Reverse
This button applies reverse thrust divertors to slow the vessel.
The button toggles between active and inactive modes.
Cancel
This button cancels a recently applied maneuver.
7. Position Radial
This navigation radial provides information about the vessel’s current grid position, heading and speed.
More on Navigation Radial module
Bearing Display
8. Intercept Bearing
Above: Intercept Bearing Calculator (IBC) (Click for larger)
This module allows the bearing, vector and distance to a target grid location to be calculated.
This displays data for the current navigational target.
10. Update Current Target Bearing
The SET button manually updates the current target bearing display with the coordinates in the IBC.
When the course AUTO button is active, the current target bearing will update with the coordinates currently in the IBC when the ENGAGE button is tapped. If a simple heading correction is intended, the AUTO button should be toggled inactive to avoid the bearing displays being reset.
11. Calculated Bearing
This displays data for the coordinates currently in the IBC, relative to the current target bearing's co-ordinates and the vessel's current heading. This effectively provides the bearing required for the next maneuver.
12. Held Bearing
Above: Held Bearing Calculator (HBC) example. (Click for larger)
This module allows the correct held bearing for circumnavigation along a desired radius and a given speed. A desired arc can also be input to calculate the number of maneuvering cycles required to complete that arc.
The console includes monitoring of thrust and maneuvering related datapoints.
13. EM Output
This linear monitor displays the EM being output by the main engines, across the relevant EM bands.
Maintaining EM output below detectable thresholds is an important aspect of maneuvering management.
14. Radial Acceleration
This linear monitor displays the radial acceleration forces acting on the vessel. Speed, acceleration and the size of bearing changes all impact how much stress a maneuver places on the vessel’s spaceframe. A maneuver with radial acceleration that is too high may cause damage to the vessel.
FTL Controls
Faster-Than-Light (FTL) flight mode can be engaged and controlled from this section of the console.
While FTL flight mode is considered different to impulse flight mode, there is a close connection between the Base Inertial Velocity (BIV) - which is the vessel's current impulse speed at the time FTL drive is engaged - and impulse flight mode (which delivers the BIV). Because FTL flight mode is highly automated its relatively small control interface footprint allows it to be incorporated on the Impulse Maneuvering console.
This module allows the selection of a destination star system. All other navigation and maneuvering functions required to reach the destination are automated.
If the destination star system is displayed in alert state (gold) then the current selection is invalid (usually because the destination selected is the current star system).
Once a star system is selected, the FTL drive can be engaged, provided that correct power levels are set for the FTL drive (see above).
When the FTL drive is engaged all impulse maneuvering controls will be disabled (greyed out) as it is not possible to maneuver while in FTL flight mode.
Alarm Codes
The following alarm codes may be displayed when operating the FTL drive module:
Check Dest: Indicates that the selected destination star system is invalid (or that the current star system has been or remains selected)
Drive Fail: Indicates that the FTL drive has disengaged unexpectedly
In Flight: Indicates a selection that is invalid while the FTL drive is engaged
Speed: Indicates that the vessel has insufficient Base Inertial Velocity (current impulse speed) for the FTL drive to operate at currently selected power levels.
16. FTL Drive Power
This linear slider controls the amount of power allocated to the FTL drive.
The higher the vessel's Base Inertial Velocity (current impulse speed) the less power is required by the FTL drive. The minimum BIV necessary at the current power level is displayed in the FTL drive module (see below) under MIN SPEED.
17. FTL Power and Diagnostics
This accesses standard PDN and diagnostic interfaces for the FTL drive.
18. Master Monitors
Master monitors for the four impulse engine modules display current engine status.
The primary interface to the Vessel Command and Control Management System (VC2MS) are touch screens. These display a predefined group of modular software control inputs and data visualisations – known as a panel - for managing a particular shipboard function. A screen can be configured to display any panel.
Groups of screens are installed to allow multiple functions of a particular ship system to be monitored and managed. For example, the helm has three horizontally-mounted screens which allow for key maneuvering and navigation panels to be available the helm operator. These groups of screens are referred to as consoles.
Physical Configuration
Consoles have two main kinds of mounting configuration.
Deck Mount
A deck mount offers a height-adjustable tabletop surface onto which multiple screens can be mounted in both horizontal or vertical orientations (or a combination). Horizontal orientation provides for more natural control input and allows the operator to see beyond the console to other areas on the deck. Vertical orientation restricts visibility beyond the console but allows for greater screen density.
Deck mounts can be two or three screens wide, depending on space and functional requirements.
Deck mounts can be configured for seated or standing operation.
Bulkhead Mount
A bulkhead mount has screens attached directly to the bulkhead in a vertical orientation. This type of mount is typically used for screens that have a primarily monitoring function.
Software Configuration
The specific panels displayed on a console can be changed depending on operating mode. For example, if the helm operator needs to shift from impulse to RCS maneuvering, the impulse panels can be swapped out for RCS panels.
This also means that operators can customise consoles to their requirements or preference.
Main Consoles
Consoles configured in the training simulator include:
Helm
The helm is the primary navigation console and is a deck mount three screens wide with screens solely in horizontal configuration and typically operated in seated position to allow visibility of the main viewer.
The tactical console is a deck mount two screens wide with screens in both horizontal and vertical configuration, typically operated by one or two operators standing.
The science console is a deck mount three screens wide with screens solely in horizontal configuration by a standing operator to allow visibility over the conn to the main viewer.
The operations console is a deck mount two screens wide with screens in both horizontal and vertical configuration, typically operated by one or two operators standing (an engineer, an operations officer or both).
The Vessel Command, Control and Management System (VC2MS) is intended to facilitate intuitive access to relevant system information for rapid diagnosis and control input.
The system uses touchscreen interfaces to maximise configurability, meaning any system could be controlled from any console on the ship.
Hardware
The VC2MS is accessed physically via groups of touchscreens.
Screen
A screen is an individual touch screen which has its own Standard Compute Unit (SCU).
Each screen can be configured to display a selectable control interface panel (see software below).
Console
A console is a group of panels mounted together. The number of panels reflects the functional requirements of the system being controlled, with a number of standard configurations also reflecting the environmental context of the console’s location. For example, on the bridge the configuration of consoles reflects the need for operators to confer with each other.
Hardware screens display software for the monitoring and control of vessel systems.
Panel
A panel is a pre-configured group of software control inputs and data visualisations displayed on an individual hardware screen (see above) for the management of a particular vessel function.
Panel layouts are modular, reusing functional components to ensure consistent operation, while providing for specialist capability where needed.
The interface aims to communicate critical information clearly for rapid visual assessment. Control interfaces are designed to simplify system operation, supported by automation and integrated AI.
User Interface
A consistent ‘design language’ across all systems assists with accuracy of data assessment and ease of operation.
A wide range of reusable and specialist functional modules are available for interfaces. Even though they may have widely varied functional designs they all adhere to a number of common visual protocols and layout devices.
Visual Protocols
Colour is used across the VC2MS as consistently as possible. There are a number of protocols which describe the appropriate use of colour in different functional contexts.
A number of common visual devices assist with interface layout and usability.
Visualisation Frame
A simple frame consisting of three corner markers and a triangular button is used to present visualisations, which can be in the form of graphs, 3D models, maps, data, etc. The frame may also used around a large group of control and data display modules, especially where configuration functionality associated with the group is needed (see below)
A frame label at the bottom left describes the function of the framed components.
A visualisation can be presented as a core part of a console panel or as a modal overlay.
The triangular button is tapped to access configuration or extended functionality. If the visualisation is a modal overlay, the triangular button closes the overlay.
Functional Group
A functional group includes one or more control and/or data display instances which are related to a particular system function.
The group is contained within a continuous frame with a label describing the group’s function at the top right.
Button Gangs
A group of buttons related to a common function are surrounded by a frame, with a label describing the gang’s function at the top-left. Gangs may be presented vertically or horizontally.
Single Select
Each button within the gang acts independently, each controlling a component or aspect of a common function.
Radio Format
Buttons have interrelated functionality, usually as a range of options for a single function of which only one can apply at a time. Tapping one button deselects the currently active button in favour of the tapped button.
Indicators
Buttons may primarily be used to indicate the current status of related system components (such as master alarm gangs). Tapping the button simply displays additional status information.
Data Display
Data can be displayed in any number of ways depending on the module used.
Basic data display in numerical or word form has a common format.
Datapoints
A datapoint may have a number of visual components.
Data Display
The actual datapoint is displayed in mid-blue using the stylised font.
Datapoint Label
A label describing the datapoint may be displayed above/left or inline before the data. This will be in white using the simple font.
Unit of Measure/Suffix
A Unit of Measure (UOM) or suffix may be displayed inline after or below/right the data.
Direct Data Input
Where a numeric display accepts direct data input via a keypad, this will be indicated by the datapoint displayed in white against a light-grey background. Tapping the datapoint opens the input keypad as an overlay for data entry.
Control Inputs
There are two core control input types.
Buttons
Above: Button examples showing different states
The simplest input is a button, which typically has a Boolean function – the system is either active or inactive.
Buttons may have different selection types.
Toggle
Each tap of the button swaps between two states and remains on that state until tapped again.
Push
Tapping the button initiates the control function and after a short confirmation the button returns to its nominal state.
Hold
Tapping the button initiates the control function and remains engaged until tapped again.
Indicator
The button is used to indicate the status of a system component. Tapping the button simply displays additional status information.
Button Status
The button’s colour and text label may change to indicate the current status of the control function.
Sliders allow the selection of a value within a range, such as when applying power to a system.
The length of the slider represents the available range, represented by a grey background.
The area between the base of the slider and currently selected value is shown in blue. The current value will also be displayed numerically.
A tap-hold at the top of the blue selected area and sliding will move the top of the selected area in that direction, following the current position of the tap-hold. Lifting off the slider will select the value at that point.
Linear Slider
Linear sliders allow a vertical or horizontal selection along a straight track. These are typically used for power inputs for major systems as they are easier to use accurately.
A graticule overlays the right of the slider showing increments from 20% to 80% of range.
A label at the bottom of the slider describes its function.
Radial Slider
Radial sliders allow selection around a circular track. They are used to save space or where the form factor is otherwise more suitable (for example where the position of the selected point has particular visual significance).
Radial sliders should not be confused with navigation radials which have similar functionality but have visual/functional differences and are specific to navigation.
Indicator Mode
Radial sliders may be presented as indicators only, with no input function. This is typically used for progress display.
An additional thin line around the main track shows the radial in in indicator mode. Typically, only the selected (blue) track is shown in this mode, not the grey (range/background) track.
Jog Mode
A round blue indicator is presented in place of the active/selection range. Tap-hold and sliding the indicator changes the control input value in the applicable direction.
In this mode the control input value is not limited by the slider’s range – multiple circuits of the track are possible to keep increasing/decreasing the value.
Above: Position (puple dot) is described as coordinates based on distance from the NAO along the X, Y & Z axes
Impulse operations occur at subluminal speeds (below the speed of light). This navigation mode is used for travel within star systems, where the bulk of Endeavour’s exploratory and tactical operations will take place.
Impulse Navigation
For navigation purposes an arbitrary impulse grid is projected around a star system, centered on the system’s principal astronomical object (usually a star) which is referred to the Navigable Astronomical Object (NAO).
The vessel’s position on the impulse grid is calculated once every second.
Position
The grid is based on distance from the NAO across X, Y and Z axes represented as Grid Units (GUs), with a distance of 3,000 kilometres between each GU. The vessel’s position is reported as the number of GUs on each axis, in the form of X, Y and Z co-ordinates.
Heading
Above: The grid's X axis is aligned to galactic normal, with heading the number of degrees variance from this
The vessel’s direction of travel is its heading. This is represented as the number of degrees variance from Galactic Normal - the calculated centre of the galaxy (similar to the way Earth’s magnetic poles are used as a reference).
The vessel’s direction is changed by altering the direction of engine thrust.
A change in heading is a bearing, measured in degrees from the current heading.
Course
A navigational course is a series of points in space, each represented by impulse grid co-ordinates (a course point), that the vessel aims to reach before applying the necessary bearing to head towards the next point.
A course may be as simple as a single point where the vessel will stop or enter orbit, or can include serval points, such as a search pattern.
Above: Example of a pre-plotted course (from the 'Martian Star' training exercise). Course points are white.
Courses can be pre-plotted by a navigator and overlaid on the vessel’s current position, such as a complex search pattern, or they can be plotted on the fly by ‘drawing’ them on the helm console.
Impulse maneuvering involves changing the vessel’s heading and/or speed to follow a course, or for a specific navigational or tactical purpose such as avoiding a hazard or to allow weapons to be fired.
The helm console provides controls to alter speed and heading and provides tools to help calculate the bearings required to reach course points.
Speed
The vessel’s impulse speed is measured as a proportion of light speed (C). Due to the effects of relativistic drag Endeavour’s top speed is estimated at 0.2C (one fifth the speed of light).
The main engines provide thrust to bring the vessel up to its desired speed, after which the engines are powered down and momentum maintains the vessel’s speed.
Slowing or stopping the vessel requires the application of reverse thrust.
Maneuvering Cycle
As the helm console updates the vessel’s current position once every second, the effect of any changes made on the helm console will not become apparent until the next position update. For this reason the period between position updates is referred to as a maneuvering cycle.
The position of another object relative to the vessel is its orientation.
Orientation is expressed in a few ways depending on the precision required.
The most precise is to expressed orientation as a bearing - the variance in degrees of the object’s position relative to the vessel’s heading.
Less precise but easier to communicate quickly is to using standard naval terminology to describe the object's position relative to the vessel’s heading.
Navigation involves management of the vessel’s movement in space, including superluminal travel between stellar systems and maneuvering the vessel around other vessels and objects at subluminal speeds.
All navigation requires knowledge of the vessel’s current location, speed and heading as well as the location and bearing of any vessels or objects in surrounding space. Movement over any distance necessitates establishing a heading that will get the vessel to the intended destination.
Navigation Modes
There are three main navigation modes.
FTL (Superluminal)
Faster-Than-Light (FTL) navigation involves relativistic superluminal travel, enabling transit between star systems within hours or days. The vessel’s FTL Drive utilises powerful fields which warp space-time, significantly reducing the effective distance the vessel needs to travel between two points.
Travelling in manipulated space-time takes the vessel out of phase with surrounding space. This means the vessel is undetectable but also means that sensor readings or communication outside the drive field are not possible.
The vessel’s main engines provide thrust using magnetoplasma impulse technology. This uses superheated plasma to create a base level of thrust, which is accelerated using magnetic fields arranged in a carefully configured impulse pattern. Referred to colloquially as impulse engines, they can accelerate the vessel to 0.2c – one-fifth of the speed of light.
The impulse engines are also capable of varying the direction of thrust so as to alter the vessel’s heading. This process of turning the vessel while underway is referred to as maneuvering. This makes the powerful thrust of the impulse engines available to alter the heading of the vessel’s considerable mass relatively quickly and efficiently but also requires the vessel to be under way.
Impulse navigation is where encounters with other vessels are most likely and most tactical operations will occur.
The Reaction Control System (RCS) uses a number of small chemical rocket engines located around the vessel to make small and precise position or heading changes. RCS is used for establishing orbit, rendezvousing with another vessel or for docking.
RCS can alter the vessel’s position from stationary, but is not powerful enough to maneuver the vessel at impulse speeds.
Stellar Cartography
Stellar cartography involves the identification of star systems and the mapping of their location so that vessels can navigate to them.
This includes the identification of Astronomical Objects (AOs) such as planets within the star system so that vessels can safely navigate within the star system once they reach it.
The FTL (Faster Than Light) Drive is a piece of recovered extra-terrestrial technology that emits intensive gravimetric fields capable of manipulating space-time.
The effect is to propel the vessel at relativistic velocities far in excess of the speed of light (C), even though the vessel's actual velocity does not exceed impulse speeds (up to 0.2C).
Simulations indicate that star systems within 100 light years of the solar system can be reached within days.
Theory
The FTL Drive generates a powerful gravimetric field which warps space-time. Forward of the vessel this effectively brings points in space along the vessel's heading closer to the vessel. This is offset aft of the vessel where the field warps space away from the vessel. This offset means that the FTL Drive field is not compressing space-time overall.
The FTL Drive field extends approximately 100GUs forward and aft of the vessel and only space-time within the field is manipulated. The vessel is isolated from the gravimetric effects of the field by the Field Transit Envelope (FTE), an area at the core of the field only slightly larger than the vessel which is not subject to space-time manipulation and so is effectively 'normal' space.
Above: Overview of FTL drive operation. At the drive field's strongest point, the position marked in blue is shifted relatively closer to the vessel by the field's space-time warping effect. At the same time, a corresponding warp effect away from the aft of the vessel balances this shift, ensuring space-time is not actually compressed overall.
The drive's relativistic velocity is applied to the vessel at the drive field's strongest point (shown in blue/red on the diagram), after which the field's strength drops off exponentially with a corresponding reduction in space-time warping. This gradual reduction avoids gravimetric vortices forming at the leading edge of the drive field.
It is vital that space-time compression forward and decompression aft are precisely matched to avoid any overall compression or decompression of space-time. Any imbalance would generate significant (and potentially catastrophic) gravimetric instability in surrounding space which the FTE may not protect the vessel from.
Engineering
FTL Drive technology has not yet been successfully reverse engineered from the captured device, although a drive device of alien manufacture (recovered from a crashed vessel) has successfully been tested using field emitters manufactured terrestrially.
It is intended that the recovered FTL Drive unit will be integrated into Endeavour, allowing interstellar travel. Eventually it is hoped that the technology can be sufficiently understood to allow the manufacture of new FTL Drive units.
As impulse propulsion cannot be used while the FTL Drive is engaged, the two systems share a common power source, with power shifting between the systems as FTL Drive is engaged and disengaged.
Significant compute resource is required to monitor and continually calibrate FTL drive output to ensure it remains balanced. If the field becomes imbalanced beyond the system's ability to compensate, the drive will be disengaged.
Operation
The FTL Drive itself imparts little or no additional velocity to the vessel. The space-time manipulation effect works off the vessel's momentum at the point the drive is engaged, effectively multiplying the vessel's base inertial velocity.
The FTL Drive requires a minimum base velocity to be effective, estimated to be 0.12C. Higher base velocities induce less load on the FTL drive, which then requires less power to operate.
The amount of power applied to the FTL drive (and therefore the strength of the FTL Drive field) is controllable from the helm.
The helm will prevent the FTL Drive from being engaged if the base inertial velocity is not sufficient for the current drive power level.
While FTL drive is engaged, impulse flight functions are disabled.
When the FTL drive is engaged it takes a number of seconds for the drive field to form. During this time the FTL drive emits a significant amount of EM in the ionising band (which is detectable but not hazardous).
Once the drive field has formed external observers would notice the vessel visibly distorting before apparently disappearing from view. A similar effect would be noticed when the vessel exits FTL drive mode.
When in FTL drive mode, the vessel is effectively undetectable. This also means that normal communications outside the AOI are impossible, although notifications can be sent and received via the Quantum-Entanglement Relay (QER) system.
Area of Influence (AOI)
The FTL drive field's active Area of Influence (AOI) extends up to 100 GUs (300,000km) forward and aft of the vessel.
External Impact
The effect of objects coming into contact with the AOI from outside is relative to the object's mass and the strength of the drive field. Smaller objects would be deflected by the drive field with minimal impact on the vessel. Objects with sufficient mass would cause the field to deflect away from the object. As this would seriously disrupt navigation and drive operation, the AOI is constantly scanned for unexpected objects of significant mass. On detection the FTL Drive is automatically deactivated to avoid impact, as the navigational changes needed for evasion are too complex given the time available.
It is not thought possible for an object outside the AOI to enter the AOI.
Internal Impact
Any object caught within the AOI (such as when the drive field forms) would be subject to significant gravimetric forces. Objects smaller than the vessel would likely be propelled towards the vessel at superluminal velocities, which could cause catastrophic damage to the vessel. (If the object was aft, it would be propelled away from the vessel).
An object significantly larger than the vessel (such as AOs) would cause the vessel to be propelled towards that object at superluminal velocities, which would result in catastrophic impact (particularly for the vessel).
For this reason FTL drive must not be engaged while objects are within range of the drive's AOI.
FTL Navigation
Standard impulse navigation techniques are not possible while in FTL drive mode as the vast distances involved mean that the slightest error in navigation would be catastrophically magnified.
Instead, FTL navigation is completely managed by computer. The destination system is entered into the helm and the necessary maneuvers to safely reach the destination are calculated, implemented, checked and corrected automatically during flight.
The vessel's main propulsion is provided by Magnetoplasma Impulse Engines (MIE's), which utilise terrestrially-developed magnetoplasma technology combined with an alien-derived magneto-impulse acceleration system.
Operation
MIE engines generate plasma which is directed through a series of powerful magnetic containment fields. The plasma is maintained under pressure to increase its energy level. To generate thrust, plasma is released via a contricted opening in the containment field, with the plasma's energy converted to thrust as it exits at high speed. Escaping plasma is further accelerated by carefuly sequenced magnetic fields generated with in the output nozzle inner surafce. This significantly increases the thrust produced by the plasma to levels necessary for maneuvering a large vessel and to engage superluminal drive systems.
Operating Stages
MIE engines have three operational stages:
Plasma Generation
Fuel gas (hydrogen) is ionized using helicon RF antennas. This creates a relatively dense, cold plasma (60,000K) The resulting plasma is containable by a magnetic field, a requirement for managing the extreme temperatures generated by the next stage.
Plasma Excitement
The initial plasma is fed into a magnetic field designed as a mirror, to trap the low energy initial plasma so that it can be superheated (excited). Plasma is excited using an ion cyclotron resonance heating (ICRH) process, which increases the kinetic energy of the energy of the plasma to the point that it's controlled escape from containment generates an opposing force - thrust.
The magnetic containment field is configured to produce a gradeient along the length of the containment chamber, steadily increasing pressure on the plasma to ensure that continued progress through the chamber requires higher energy. The end of the containment field is constricted to ensure that only plasma with high enough energy is capable of escaping. The constriction is periodically lowered temporarily as part of a regular cycle to allow a rush of plasma to escape at high velocity.
Plasma Acceleration
The excited plasma is directed to a magnetic field with an open-ended gradient that creates a magnetic 'output nozzle' lined with powerful magnetic field generators. These generators create a series of constantly variable magnetic gradients arranged to create an impulse pattern that accelerates the plasma and significantly increases the kinetic energy available for conversion to thrust. At a point along the nozzle's magnetic field the field strength becomes weaker than the strength of the plasma's flow and the plasma detaches. it is at this point that thrust is generated.
Directional Control
As the plasma progresses through the acceleration stage, the magnetic field generators can be adjusted to make slight changes to the direction of the plasma flow out of the engine, enough to allow the vessel to be steered.
Reverse Thrust Diverters
An additional series of magnetic field generators can be used to alter the profile of the plasma acceleration and exhaust stage, diverting plasma towards forward-facing output vents. This allows the engines to apply forward thrust to slow and stop forward movement inertia.
The diversion process reduces the efficiency of the plasma acceleration phase, requiring more energy and/or time to apply the equivalent reverse thrust.
Engine Balancing
The engines produce strong magnetic fields which would seriously interfere with other ships systems and cause adverse interactions with planetary magnetospheres.
To counteract this problem, each engine is made up of a pair of ''thruster units'' (each pod consisting of a complete MIE system), with the magnetic fields of each pod oriented as opposite magnetic dipoles.
The vessel is propelled through space by the main Magnetoplasma Impulse Engines (MIEs) at speeds of up to 20% of light, which is suitable for navigating within star systems.
Interstellar travel is achieved using an alien-sourced FTL drive, which manipulates space around the vessel to reduce the time needed to traverse between two distant points in the galaxy.
Other propulsion systems include the Reaction Control Systems (RCS) used on the vessel for docking, stationkeeping and orbital positioning adjustments, and antigravity drives used on small planetary shuttles.
Magnetoplasma Impulse Engines (MIE)
Main propulsion is provided by Magnetoplasma Impulse Engines (MIE's) which fuse existing terrestrial magentoplasma technology with alien-derived magneto-acceleration processes (known as impulse technology).
The first stage emits plasma created from ionising hydrogen, a technology that is well understood but based on current technology does not produce anywhere near the velocities required for deep space exploration.
The second stage accelerates the plasma using a complex series of powerful magnetic fields generated using alien-derived field generation technology. This massively increases the thrust produced by the engines, allowing velocities of up to 20% of light speed - high enough that relativistic effects become noticeable.
These velocities are suitable for intra-system maneuvering and to attain the relative velocities required for FTL travel.
The FTL (Faster Than Light) drive generates the spatial manipulation fields that allow the vessel to reach relative velocities that are significantly faster than the speed of light.
The vessel itself does not reach absolute speeds any faster than those achieved by the main engines - the appearance of FTL speeds is achieved due to space-time manipulation.
The vessel must reach minimum absolute speeds of approximately 10% the speed of light (30,000km/s) before the spatial manipulation fields become effective.
The Reaction Control System (RCS) utilises a number of chemical rocket engines to allow minor adjustments to the vessel's attitude and position for close-range and orbital adjustment maneuvers.
Power Distribution Network (PDN) block schematics provide an overview of the network and to allow for the configuration of network components. Distribution nodes and the power sources and vessel systems connected to them are all represented on the PDN as nodes. Nodes are connected by conduits which provide an overview of available distribution pathways for power.
Nodes
Nodes manage the distribution of power around the PDN. Nodes are represented by rectangular symbols which provide basic information about each node. Tapping a node symbol opens that node's configuration interface..
Depending their type, a node can receive power via its upstream interface and supply power via its downstream interface.
Each interface can accommodate up to three 'taps' which connect to conduits to receive or supply power.
Depending on the requirements of the schematic design, node symbols can be oriented with the upstream interface on the left (as in the examples shown) or reversed so that the upstream interface is on the right.
Node Symbols
Node types are represented by three symbols. The symbols may also have different colours to indicate their function (or their current status).
Distribution Nodes
Above: Distribution node overview (click for larger)
Distribution nodes are the most common type of node. They receive power via their upstream interface and distribute power to other nodes (possibly after converting to a different power standard) via their downstream interface.
The symbol for a distribution node is a rectangle enclosing data regarding the node’s designation and rating. The narrow vertical line to one side of the symbol represents the node’s upstream interface. The wide vertical line to the other side of the symbol represents the node’s downstream interface.
UPS Nodes
UPS nodes are distribution nodes that also contain battery power storage, to cover temporary outages in power for critical systems. UPS node symbols use the same layout but are coloured green.
Node Symbol Data
Node symbols display data about the configuration of that node.
Upstream Interface Standard: This identifies the power standard the node can receive.
System nodes are the next most common type of node. They are represented by a different symbol to reflect that they only receive power for consumption and so only have an upstream interface. The upstream interface is represented by a narrow vertical line on one side of the symbol.
Node Symbol Data
Node symbols display data about the configuration of that node.
Node Standard: This identifies the power standard the system can receive.
System Code: This identifies the system represented by the node. Where there are multiple systems of the same type, each system is given an additional number designation.
Generator Nodes
Above: Generator node overview (click for larger)
Generator nodes produce power and so only have a downstream interface. As such, the symbol used for a generator is slightly different from a distribution node and the symbol's colour is purple.
The downstream interface is represented by the wider vertical line on one side of the symbol.
Node Symbol Data
Node symbols display data about the configuration of that node.
Power Standard: This identifies the power standard the node delivers.
System Code: Generators have system codes to assist with the identification
Rated Capacity: This identifies the node's rated power generation capacity.
Conduits
Above: Examples of conduits flowing from distribution nodes (left) to system nodes (right). Note the angled "taps" at each end
Power is delivered between nodes by conduits. A node connects to a conduit via a conduit tap on either its upstream or downstream interface.
The node supplying power to a conduit is the upstream node. The node receiving power from a conduit is the downstream node.
Conduit Symbols
Conduits are represented by coloured horizontal or vertical lines, with a different colour representing each distinct conduit.
Conduits never connect to other conduits, only to nodes. If a conduit crosses another on a schematic, no connection between the two is implied.
A conduit tap (connecting to a node) is represented by an angled line which ‘flows’ in the direction of power delivery. For example, a conduit tap to a node’s upstream interface will always meet the node symbol at a point vertically lower than it meets the connecting conduit.
A draft deck guide including deck plans for each of Endeavour's seven decks has been posted for review and discussion. This is just an initial draft - nothing is close to being finalised yet. The layout is a compromise between crew spaces, machinery/equipment spaces, the location of exterior equipment and the ship's survivability.
