Guide:Class D1

Class D1 / SP-36
Class Overview
Category	light atmospheric/spatial shuttle
Operational	2136-2179
Constructed	1,852
Dimensions
Length	6.1 m
Beam	2.2 m (wings folded) 4.5 m (wings extended)
Height	1.7 m
Mass	xx tons
Performance
Cruise Speed	sublight
Max Speed	sublight
Endurance	12 days
Complement
Crew	1
Passengers	4-5
Tactical Systems
Beam Weapons	Normally none 2x light plasma cannon (various)(bow & lower hull flanks) (optional) 2x Type D phase cannon (60 MW) (lower hull flanks) (optional)
Missile Weapons	Normally none Lateral missile racks (optional)
Shields	n/a
Canonicity
Design	ENT
Name	own
History	ENT, own

Three technologies revolutionized Earth-to-orbit access in the 21st century. Semi-Newtonian reaction propulsion came first, courtesy of purely indigenous innovation (even if great effort was sometimes needed to forget the notorious identity of the innovators). Advanced gravitics gradually followed, although the conceptual leaps from simple inertia dumping to controlled gravitic polarizing required extraterrestrial input to happen. Finally, mastery of subspace fields allowed the creation of true impulse engines, capable of sustained thrust across a broad range of specific impulses and accelerations.

The hypervelocity exhaust of an impulse engine was not very practical in lower atmospheric operations, but even a smallish vehicle could be equipped with this drive, and would then become a capable interplanetary craft. On the other hand, gravitics would best benefit small craft as well. By the end of the century, the combination of technologies had transformed Earth’s in-system fleet, as large spacebuses gave way to hordes of shuttlecraft generally massing less than fifty tons. Such vehicles needed little in the way of starport support, and could be extensively customized for a variety of roles. As a result, there was if possible even less commonality and standardization in Earth’s sublight craft than in her warp fleet at the turn of the century.

One of the first measures taken by the UE Starfleet was to standardize its auxiliaries and liaison vessels. Varioflight immediately grabbed the lion’s share of the auxiliary contracts with its range of composite lifting body designs. The SP-90 light transatmospheric pod was produced in the hundreds, and embarked on Messier and Cosmos exploration vessels as well as assorted transports and support ships. The succeeding SP-05 made an even greater market impact, with a thousand craft produced by 2110. Most served in liaison duties on Earth and Mars, although again a handful were delivered to exploration ships when these came within practicable replenishment range. Yet ultimately, it was the SP-36 variant that in the 2130s went to interstellar fame through its deployments aboard Earth’s first deep space exploration and power projection vessels.

Built to match the mission profile of its motherships, the SP-36 was the first auxiliary-sized craft to mount a full impulse drive capable of independent interplanetary flight. Such a ‘minimum spaceship’ had so far been an elusive goal, the projected benefits never quite matching the costs of miniaturization. Yet Earth’s plans for political independence required a potent auxiliary for a potent fighting vessel, and risks were taken. The massive SEMT accelerator coil and GE microfusion reactor were packed so tight and tuned so near the limits of their performance that an emergency jettison mechanism was deemed necessary. The classic Varioflight stern airlock had to be relocated; moved amidships and tilted 90 degrees, it now mated to other spacecraft via a dorsal docking adapter. Practical ground access thus required exposing the entire cabin interior to outside atmospheric conditions by opening a portside gullwing door.

The cabin featured short term life support and seating for five to six people, although a single pilot could operate the craft, and a crew of three was the preferred team for week-long exploratory forays. Assorted equipment could, with some difficulty, be substituted for passenger seats. Correspondingly, the airlock could be removed to increase internal capacity, an option utilized in non-auxiliary applications only. With its pop-out wings, the SP-36 was capable of extended atmospheric operations, and served the UESF as a high-tier planetary liaison craft. It was rather too narrowly optimized for the auxiliary mission to attain wider popularity planetside, though. Bulky, armored and full of sensor and support systems, it lacked the grace of a skimmer or a flitter, and indeed featured only minimal gravitics as a landing and hovering aid.

The design nevertheless met the maintainability and durability standards UESF had set for its interstellar exploration program. The risk of hypermodern, tightly packed technology was offset by multiple redundancies. Generously over-engineered computing and power distribution frameworks allowed for the last-minute addition of systems the early 2130s engineers could only have dreamed of. By 2150, the craft were operating from aboard Triton cruisers with nose plasma cannon and lateral missile racks; by 2155, pods flying from Enterprise vessels all had phase cannon armament and augmented combat aerodynamics. The ‘glorified turbolifts’ had evolved into veritable Vulcan field tricorders capable of close fire support, troop insertion and extraction and detached survey mission support.

Still, the SP-36 in the fifties was hopelessly outdated in almost every respect. Heavier armoring, more practical impulse drives and more agile gravitics were being introduced for all Starfleet auxiliaries, and there was little practical chance of upgrading the SP-36 any further. Although surface installations retained various models of the type into the late 2170s, shipboard service in practice ended by 2156, when the pods still persisting aboard USS Union were swapped for the Martin-built SP-50 during a minor predeployment overhaul of the cruiser.

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• Appendix A: Of Ship Statistics
• Appendix B: Glossary
• Appendix C: Starfleet Organization - General Outline
• Appendix D: Abbreviations From Outside