UNITED FEDERATED PLANETS

STARFLEET COMMAND ACADEMY

BRIDGE COMMAND SPECIALIST SCHOOL TEXTBOOK

INTRODUCTION Starfleet Command has extensively modified its traditional training of bridge personnel to respond to the need for specialists who can handle more than one area of responsibility in an emergency. The result is the elimination of the traditional Helm, Navigation and Communication positions aboard ships of Class V and above. Instead, Bridge crews are now composed of Bridge Command Specialists, who are cross trained in the areas of Helm, Navigation, Weapons, Communications and Engineering. In an emergency, a Bridge Command Specialist can assume the duties of any Bridge position, avoiding the loss of precious time that would be needed to summon an off-duty, single-task crew member. This training takes place aboard the Galaxy Class XVI Exploration Cruiser, USS Enterprise NCC-1701-D, due to its unique design and ability to separate the saucer section from the engineering section and perform emergency planet side landings.

MISSION-CRITICAL SYSTEMS Mission-critical systems aboard a galaxy-class starship include propulsion, science, navigation, and tactical.

PROPULSION Primary warp propulsion aboard the Enterprise is provided by a fifth phase matter/antimatter reactor. Secondary (impulse) propulsion power is provided by fusion drive motors.

IMPULSE PROPULSION SYSTEM Principal sublight propulsion as well as specific auxiliary power requirements are handled by the impulse propulsion system. This system is powered by deuterium fusion reaction, used in conjunction with a compact space-time driver coil.

REACTION CONTROL SYSTEM In its normal docked configuration, the USS Enterprise achieves low-velocity attitude and translational control through the use of six main and six auxiliary reaction control engines for fine adjustments. The reaction control system (RCS) is designed primarily for sublight operations involving station-keeping, drift-mode three-axis stabilization, and space dock maneuvering. The RCS is divided into two parts corresponding to the two sections of the total starship. The Saucer Module RCS consists of four main and four auxiliary engines located on the hull edge; the two remaining main engines and ten venier thrusters make up the Battle Section RCS and are located outboard of the main deflector dish. In the docked configuration, both systems are cross-commanded by the main computer propulsion controller (MCPC) to provide the required guidance and navigation inputs. In separated flight modes, the Saucer Module continues to run modified MCPC routines, while the Battle Section switches over to its single computer core guidance and navigation (G&N) software. Each main RCS engine consists of a gas-fusion reaction chamber, a magnetohydrodynamic (MHD) energy field trap, and upper and lower vectored-thrust exhaust nozzles. Deuterium fuel for each fusion chamber is stored in six immediate-use supply tanks and tied to replenish lines from the main deuterium tank group in the Battle Section. Fuel transfer is managed by three redundant sets of magnetic-peristaltic pumps, pressure regulators, and distribution nodes. Ignition energy for the reaction chamber is provided by a step-up plasma compression generator, and supplied through a standard capacitance tap by the ship's power distribution net. The reaction chamber measures 3.1 meters in diameter and is constructed by hafnium carbide 0.2 meters thick, with a 0.21 cm replaceable inner wall of duranium tritanide. It can withstand a total of 400,000 firings and 5,500 hours operating time before requiring inner wall servicing. A two-stage MHD field trap lies downstream from the fusion chamber. The first stage acts as an energy recovery device and returns some of the undifferentiated plasma to the power net. The second stage performs partial throttle operations, in concert with fuel flow regulators, to control the exhaust products as they enter the thrust nozzle. Both stages are manufactured as a single unit 4 x 2 x 2 meters and are constructed of tungsten bormanite. The plasma return channels are rated at 6,750 hours before the inlets must be replaced. The vectored nozzles direct the exhaust products at the proper angle for the desired force on the ship's spaceframe. Each nozzle assembly produces a maximum of 3 million Newtons thrust with one nozzle active, and 5.5 million Newtons with both nozzles active. Kreigerium plate valves regulate the relative proportions of exhaust products flowing through the upper and lower nozzle components. Each auxiliary engine consists of a microfusion chamber and vectored-thrust nozzle, but without the MHD trap. The microfusion chamber measures 1.5 meters in diameter and is constructed of hafnium duranide 8.5 cm thick. Each auxiliary engine channels its exhaust products through the main RCS nozzle and can generate a total thrust of 450,000 Newtons. The auxiliary engines are rated for 4,500 hours cumulative firing time before servicing. Also incorporated into the RCS quads are precision mooring beam tractor emitters used for close-quarters and docking maneuvers when starbase-equivalent mooring beams are not available.

SCIENCE AND NAVIGATION Science and navigation systems are essential to the fulfillment of primary mission duties, including research and exploration.

NAVIGATIONAL DEFLECTOR Although the density of the interstellar medium is extremely low, significant hazards to navigation exist, especially for a starship traveling at relativistic or warp velocities. Among these are micrometeoroid particulates, as well as the much rarer (but more hazardous) larger objects such as asteroids. Even the extremely tenuous stray hydrogen atoms of the interstellar medium itself can be a dangerous source of friction at sufficient velocities.

NAVIGATIONAL DEFLECTOR HARDWARE The heart of the navigational deflector system is three redundant high power graviton polarity source generators located on Deck 34. Each of these generators consists of a cluster of six 128 MW graviton polarity sources feeding a pair of 550 millicochrane subspace field distortion amplifiers. The flux energy output of these generators is directed and focused by a series of powerful subspace field coils. The main deflector dish consists of a duranium framework onto which is attached the actual emitter array, constructed of a series of molybdenum-duranium mesh panels that radiate the flux energy output. The dish is steerable under automatic computer control by means of four high-torque electrofluidic servos capable of deflecting the dish up to 7.2¡ from the ship's Z axis. Phase-interference techniques are used to achieve fine aiming of the deflector beam, using modulation control of the emitter array. Subspace field coils just upstream of the actual deflector emitter dish are used to shape the deflector beam into two primary components. First, a series of five nested parabolic shields extend nearly two kilometers ahead of the ship. These low-power fields are relatively static and are used to deflect the stray hydrogen atoms of the interstellar medium as well as any submicron particulates that may have escaped the deflector beam. The navigational deflector, also controlled by the subspace field coils, is a powerful tractor/deflector that sweeps thousands of kilometers ahead of the ship, pushing aside larger objects that may present a collision hazard.

LONG-RANGE SENSORS Because the main deflector dish radiates significant amounts of both subspace and electromagnetic radition, it can have detrimental effects on the performance of many sensors. For this reason, the long-range sensor array is located directly behind the main deflector, so that the primary axis of both systems are nearly coincident. This arrangement permits the long-range sensors to look directly through the axis of the fields. The long-range sensor array is a key element of the navigational deflector system because it is used to provide detection and tracking of objects in the ship's flight path. The forward sensor array can also be used to provide this information, but doing so results in lesser detection ranges and may use sensor elements better assigned to scientific use. The molybdenum-duranium mesh of the main deflector emitters is designed with areas of 0.52 cm perforation patterns so as to be transparent to the long-range sensor array. Note that certain instruments, notably the subspace field stress and gravimetric distortion sensors, will not yield usable data when deflector output exceeds a certain level (typically 55%, depending on sensor resolution mode and field-of-view.

OPERATIONAL CONSIDERATIONS At normal impulse speeds (up to 0.25c), navigational deflector output can usually be kept at about 27 MW (with momentary surge reserve of 52 MW). Warp velocities up to Warp 8 require up to 80% of normal output with surge reserve of 675,000 MW. Velocities exceeding Warp Factor 8 require the use of two deflector generators operating in phase sync, and velocities greater than Warp 9.2 require all three deflector generators in order to maintain adequate surge reserve. Navigational deflector operation is somewhat more complex when the Bussard ramscoop is in use because the navigational deflector actually pushes away the interstellar hydrogen that the collector seeks to attract. In such cases, field manipulation is employed to create small holes in the navigational deflector shields, permitting the rarefied interstellar hydrogen to be directed into the ramscoop's magnetic fields.

SAUCER DEFLECTOR When the Enterprise is operating in Separated Flight Mode, the main deflector obviously services the Battle Section. The Saucer Module is equipped with four fixed-focus navigational deflectors for use in such cases. These medium power units also serve as a backup to the main deflector when the ship is connected, and are located on the underside of the Saucer Module, just fore of the lower transporter emitter arrays.

TRACTOR BEAMS Starfleet missions sometimes require direct manipulation of relatively large objects in proximity to a starship. Such operations can take the form of towing another ship, modifying the speed or trajectory of a small asteroid, or holding a piece of instrumentation at a fixed position relative to the ship. The execution of such missions generally requires the use of tractor beam remote manipulators. Tractor emitters employ superimposed subspace/graviton force beams whose interference patterns are focused on a remote target, resulting in significant spatial stress being applied on the target. By controlling the focal point and interference patterns, it is possible to use this stress pattern to draw an object toward the ship. Conversely, it is also possible to invert the interference patterns and move the focal point to actually push an object.

TRACTOR BEAM EMITTERS Tractor beam emitters are located at key positions on the ship's exterior hull, permitting objects at almost any relative bearing to be manipulated. Key among these are the two main tractor beam emitters, located fore and aft along the keel of the Engineering Hull as well as a third main emitter located on the forward surface of the interconnecting dorsal. Additional emitters are located near each shuttlebay for use in shuttle landing maneuvers. Mooring tractor beam emitters, used when the ship is in dock, are located at each reaction control thruster quad. The main tractor beam emitters are built around two variable phase 16 MW graviton polarity sources, each feeding two 450 millicochrane subspace field amplifiers. Phase accuracy is within 2.7 arc-seconds per millisecond, necessary for precise interference pattern control. Secondary tractor beam emitters have lesser performance ratings. Main tractor beam emitters are directly mounted to primary structural members of the ship's framework. This is because of the significant mechanical stress and inertial potential imbalance created by tractor beam usage. Additional structural reinforcement and inertial potential cancellation is provided by tying the tractor emitter into the structural integrity field (SIF) network by means of molybdenum-jacketed waveguides. Effective tractor beam range varies with payload mass and desired delta-v (change in relative velocity). Assuming a nominal 5 m/sec® delta-v, the primary tractor emitters can be used with a payload approaching 7,500,000 metric tonnes at less than 1,000 meters. Conversely, that same delta-v can be imparted to an object massing about one metric tonne at ranges approaching 20,000 kilometers. ¥ Emitter pad array. Mounted on the exterior of the spacecraft, these assemblies transmit the components of the transporter ACB and matter stream to or from the destination coordinates. The emitter pad includes a phase transition matrix and primary energizing coils. Also incorporated into these arrays are three redundant clusters of long-range virtual-focus molecular imaging scanners used during the beam-up process. Using phase inversion techniques, these emitters can also be used to transport subjects to and from coordinates within the habitable volume of the ship itself. ¥ Targeting scanners. A set of fifteen partially redundant sensor clusters located in the lateral, upper, and lower sensor arrays, these devices determine transporter coordinates, including bearing, range, and relative velocity to remote transport destinations. The targeting scanners also provide environmental information on the target site. Transport coordinates can also be determined using navigational, tactical, and communications scanners. For site-to-site intraship beaming, coordinates can be derived from interior sensors. ship's personnel can be located for transport using communicators.

TACTICAL SYSTEMS Tactical systems refer to starship equipment and personnel involved in encounters with Threat forces.

PHASERS Phasers are directed-energy devices currently in use aboard all Starfleet vehicles. The term comes from the energy-producing process used to power these devices.

STRUCTURAL FEATURES

ENGINEERING HULL The Engineering Hull, sometimes referred to as the Battle Section, is one of the two separate spacecraft systems that when joined together form the USS Enterprise.

SAUCER MODULE SEPARATION SYSTEMS The USS Enterprise consists of two spacecraft systems integrated to form a single functional vessel. Under specific emergency conditions, the two vehicle elements may perform a separation maneuver and continue independent operation. The two elements, the Saucer Module and the Battle Section, are normally joined together by a series of structural docking latches, numerous umbilicals, and turbolift pass-throughs. Eighteen docking latches provide the necessary physical connections between the major load-bearing members of both vehicles. The active side of the latches is located on the dorsal surface of the Battle Section around the periphery of the Battle Bridge and upper sensor arrays. The passive apertures for the latches are set into the aft ventral surface of the Saucer Module. Each active latch segment consists of two spreading grab plates driven by four redundant sets of electrofluidic pistons. The grab plates measure 6.9 x 7.2 m and are constructed of diffusion-bonded tritanium carbide, similar to the main load-bearing spaceframe members. These are designed to accept and transfer energy from the structural integrity field generators, locking the two vehicles together. The dorsal surfaces of the grab plates are layered with standard ablative hull coatings for exposure to the general space environment and warp flight stresses. The latching system has been designed to accept a failure rate of 1.5 latch pairs per ten separations; in the event a single pair fails to seat properly within its passive aperture, the structural loads can be shared adequately among the other latches. Each electrofluidic piston consists of a main fluid reservoir, magnetic valve controller block, piston computer controller, attach brackets, pressure manifolds, and redundant sensor assemblies. Piston operation is maintained under computer control to assure smooth activation of all latches simultaneously, though under emergency conditions a manual latching option is available. Quick-disconnect umbilicals set into the vehicle interface, which normally allow for the unbroken flow of gases, liquids, waveguide energy, computer information, and other data channels, are isolated once the separation sequence is commanded. The vehicle interface also accommodates a set of standard turbolift pass-throughs, including the dedicated emergency turbo to the Battle Bridge. These shafts are equipped with automatic path termination seals, which have been designed to double as airlock modules. If either separated vehicle docks at another Starfleet facility at the vehicle interface, the termination seals retreat to their default positions just off the turbolift shafts.

SEPARATION SYSTEM OPERATION In the docked configuration, the passive apertures retain the grab plates in their fully deployed positions, and a structural locking wedge is driven into the gap between the plates. Energy from the structural integrity field (SIF) is conducted through the grab plates to rigidize the combined vehicle. All umbilicals would operate normally to transfer consumables and information. The turbolifts move normally between the Saucer Module to the Battle Section. At the confirmed signal for Saucer Module separation, once an assigned crew has occupied the Battle Bridge, computer event timers deadface all interconnects by commanding all umbilical blocks to shut down and retract to safe housings, and turbolift termination seals to drop into their deploy positions. Should any key umbilicals or turbo paths show a failure condition at the vehicle interface, the computer will close off the affected elements at the best possible points upstream of the failure. Hardware and software failures will then be dealt with later, once the emergency situation is resolved. Crews on both sides of the vehicle interface monitor the progress of the separation sequence, and are then on standby awaiting reconnection duties. Once all systems are safed, preparatory to the -Y translational maneuver, the latch wedge blocks are retracted and the grab plates are moved together. If the maneuver is conducted at sublight, there exists an option to postpone the latch retract into the Battle Section, in case a rapid reconnection is required. Once into warp flight, however, this option is canceled, as the latches must retract quickly to minimize vehicle stresses and any chance of collision with the Saucer Module. The separation maneuver will cause the two vehicle components to behave differently from a flight dynamics standpoint, and vehicle velocity at the time of separation will further increase the differences in handling characteristics. The main computers aboard each vehicle, interacting with their respective engines, SIF, and the inertial damping field (IDF), will perform realtime adjustments to compensate for vehicle-induced oscillations or externally forced motions. As the Saucer Module is equipped only with impulse propulsion, computational modeling has verified that special cautions must be observed when attempting separation at high warp factors. Prior to leaving the protection of the Battle section's warp field, the Saucer Module SIF, IDF, and shield grid are run at high output, and its four forward deflectors take over to sweep away debris in the absence of the dish on the Battle Section. Decaying warp field energy surrounding the Saucer Module is managed by the driver coil segments of the impulse engines. This energy will take, on average, two minutes to dissipate and bring the vehicle to its original sublight velocity.

PRIMARY HULL The Primary Hull, or Saucer Module, is one of two separate spacecraft systems that, when joined together, form the USS Enterprise.

EMERGENCY LANDING OF SAUCER MODULE In the event the Saucer Module is disabled near a planetary body and cannot maintain a stable orbit, landing the saucer is the final option. This is to be attempted only when an acceptable chance of success has been computed and all other available procedures have failed, short of total evacuation by lifeboat modules. If the senior officer aboard the Saucer Module makes the decision that the attempt must be made, special sets of crew procedures and stored computer commands will be implemented. While extensive computer modeling has been taken into account in creating the landing programs, no guarantee as to their effectiveness can yet be offered. SIF reinforcement of the saucer framework is believed necessary to avoid exceeding saucer structural limits during atmospheric entry of a Class M planet. Without at least minimal reinforcement, aerodynamic loads associated with most entry profiles may result in spaceframe destruction prior to landing. As it was deemed too costly to subject a Galaxy class spaceframe to a full-up atmosphere entry test, the computer model is the best available reference. Starfleet has recorded a total of three data sets from previous smaller starship hull landings, and these were extremely helpful in the design of the computer routines. Conventional wisdom believes, however, that the Galaxy class hull is still outside the survivable performance envelope and would be unable to successfully perform a deorbit and entry into a Class M compatible atmosphere. A complex set of terrain touchdown options reside in the main computers, taking into account such factors as contact material, air density, humidity, and temperature. If there is an adequate amount of time for sensor scans during the approach, the sensor values will be compared to those in memory, and the appropriate control adjustments can be sent to the impulse engines and field devices. Beach sand, deep water, smooth ice, and grassy plains on Class M bodies are preferable sites; in contrast, certain terrain types have not been modeled, such as mountainous surfaces. Other nonterrestrial bodies may possess survivable surfaces, and their suitability as landing sites will depend on the specific situation, computer recommendations, and command decisions. Naturally, many planetary types will possess environments so hostile to crew survival that remaining in orbit will be a preferable option, unless emergency landing is mandated by tactical considerations. Prior to landing on a Class M planet (as only one example), the structural integrity field and inertial damping field would be set to high output, with the SIF also set to flex the vehicle in small, controlled amounts for shock attenuation. The deflector grid will be set to a high output as well, with its field decay radius configured to optimize the Saucer module's final slideout distance while applying a controlled friction effect. During approach the computer would take atmospheric readings and make adjustments along the descent, and command the deflector field to perform airflow and steering changes. In the event computer control is limited, the Flight Control Officer (Conn) should be able to make manual attitude control inputs from his/her panel. The IDF would be configured to jolt mode during major impacts, if they exceed certain preset translational limits. The deflector field is designed to protect the vehicle hull, though only up to the specified load limits when the hull must make contact with the ground. If the SIF, IDF, and deflector grid are all functioning during slideout, they can add a great deal to minimizing impact forces. It is assumed that the vehicle would be a total loss insofar as ever being returned to operational service, due to the extreme loads placed upon it, which would result in deep, unrecoverable alloy damage. Postlanding mission rules call for full security measures to protect the crew and vehicle while awaiting Starfleet assistance. Numerous options have been documented, from simple waiting within Federation or allied territory, to total evacuation and vehicle destruct in areas controlled by Threat forces.

BATTLE BRIDGE A second major facility for starship operational control is the Battle Bridge. This facility, located on Deck 8 at the top of the Battle Section, serves as a command and control center for tactical operations during Separated Flight Mode. The Battle Bridge incorporates the standard Conn and Ops panels for starflight operations, but includes enhanced tactical analysis and weapons control stations, as well as communications and engineering. As with other control facilities, software-definable workstations permit consoles to be reconfigured as necessary to handle specific situations. In addition to its tactical role, the Battle Bridge is capable of serving as an auxiliary control center as a backup to the Main Bridge. The Battle Bridge computer subprocessors are able to control all major ship's systems, even in the event of total Main Bridge incapacity and partial main computer core failure. The Battle Bridge is directly accessible from the Main Bridge by means of a dedicated emergency turboelevator shaft. Access is also possible by means of the regular turbolift system through a corridor on Deck 8.

BATTLE BRIDGE DESIGN VARIATIONS Two main variants of the Galaxy class Battle Bridge have been installed on the USS Enterprise since the starship was constructed. Each has been designed as a replaceable module; swapout is accomplished through a series of electrohydraulic jackscrews in the Battle Section head and structural looking clamps around the base and periphery of the module. Periodic upgrades will be tested out during the entire operational cycle in an effort to maintain adequate defensive capabilities; each Galaxy class starship will always exhibit some minor differences when compared with its dockmates. Similar design philosophies drove the internal arrangement of the Main Bridge and Battle Bridge. The latter maintains an aft equipment bay housing computer optical subprocessors, as well as power, environmental, and optical data network trunk connects. Additional computer subprocessors are located in smaller port and starboard equipment bays, as well as in the armored forward bay enclosing the main viewer.

BATTLE BRIDGE STATIONS Common to both current Bridge types are the stations for the ship captain, Flight Controller, Operations Manager, and Tactical Officer. The other dedicated Battle Bridge stations, which will be configured and occupied according to scenario requirements, include Defense Communications, Technology Assessment, Defense Systems Engineering, Engagement Damage Intelligence, and Computer Systems. Starship crew members assigned to these additional posts are normally assigned to other related disciplines. Depending on the Alert status and specific flight situation, they would move toward the Battle Bridge area for possible duty, should saucer separation be commanded. The common positions would be occupied by personnel from the Main Bridge, or in combination with Battle Section crew. In benign flight situations, the Battle Section may conduct separate operations with a relatively low proportion of defense-oriented crew members, though the actual options list is limited due to the risks and vehicle stress associated with repeated undockings and redockings.

SHUTTLECRAFT OPERATIONS The USS Enterprise is equipped with auxiliary shuttlecraft to support mission objectives. Standard complement of shuttlecraft includes ten standard personnel shuttles, ten cargo shuttles, and five special-purpose craft. Additional special-purpose shuttles can be provided to a starship as necessary. The Enterprise also carries twelve two-person shuttlepods for extravehicular and short-range use. Operating rules require that at least eleven shuttle vehicles be maintained at operational status at all times. Cruise Mode operating rules require one standard shuttlecraft and one shuttlepod to be at urgent standby at all times, available for launch at five minutes notice. Four additional shuttlecraft are always available on immediate standby (thirty minutes to launch), and an additional six vehicles are maintained for launch with twelve hours notice. Red Alert Mode operating rules require two additional shuttles to be brought to urgent standby, and all nine remaining operational vehicles to be maintained at immediate standby.

SHUTTLEBAYS The Galaxy class USS Enterprise has three major facilities intended for the support of auxiliary shuttlecraft operations from the ship. Shuttlebay exterior space doors are triple-layered compressible extruded duranium. Inner doors are composed of lightweight neofoam sheeting in an expanded tritanium framework. During active shuttlebay operations, atmospheric integrity is maintained by means of an annular forcefield, which permits both doors to remain open for vehicular ingress and egress without depressurizing the bay. Each shuttlebay has its own operations control booth, which is supervised by an on-duty Flight Deck Officer. Each Flight Deck Officer is responsible for operations within that particular shuttlebay, but must report to the main shuttlebay officer for launch and landing clearance. In turn, the main shuttlebay officer must seek clearance from the Operations Manager on the Main Bridge. Launch maneuvers and landing approach piloting is managed by a number of precision short-range tractor beam emitters located in each shuttlebay and on the ship's exterior, just outside each set of space doors. These tractor beams are computer controlled under the direction of the Flight Deck Officer, permitting the safe maneuvering of shuttle vehicles within the bays and in the 350-meter approach zone. Maintenance facilities include replacement parts sufficient for twelve months of normal starship operations. These normally include two complete replacement spaceframes, which can be used for refurbishment of severely damaged ships. Note that replicator usage can allow fabrication of nearly any critical missing parts, but large-scale replication is not considered energy-efficient except in emergency situations. However, in such situations, power usage is usually strictly limited, so it is unwise to depend upon the availability of replicated space parts. This is another reason that the ship must maintain a significant stock of spare parts in inventory at all times.

SHUTTLECRAFT The three shuttle vehicles most often carried in the USS Enterprise inventory are represented in the views and specifications below. See also the "Shuttlepods and EVA" category above. Single major uprated variants are included. As combinations of interchangeable components, such as cargo pallets, engines, and unique mission housings, will affect vehicle dimensions and performance figures, only base values are given. Shuttlepod Type 15 PRODUCTION BASE: Starbase 134 Integration Facility, Rigel VI.TYPE: Light short-range sublight shuttle.ACCOMMODATION: Two; pilot and systems manager.POWER PLANT: Two 500 millicochrane impulse driver engines, eight DeFl 657 hot gas RCS thrusters. Three sarium krellide storage cells.DIMENSIONS: Length, 3.6 m; beam, 2.4 m; height, 1.6 m.MASS: 0.86 metric tonnes.PERFORMANCE: Maximum delta-v, 12,800 m/sec.ARMAMENT: Two Type IV phaser emitters. Shuttlepod Type 15 A PRODUCTION BASE: Starbase 134 Integration Facility, Rigel VI.TYPE: Light short-range sublight shuttle.ACCOMMODATION: Two; pilot and systems manager.POWER PLANT: Two 500 millicochrane impulse driver engines, eight DeFl 657 hot gas RCS thrusters. Three sarium krellide storage cells.DIMENSIONS: Length, 3.6 m; beam, 2.4 m; height, 1.6 m.MASS: 0.97 metric tonnes.PERFORMANCE: Maximum delta-v, 13,200 m/sec.ARMAMENT: Two Type IV phaser emitters. Shuttlepod Type 16 PRODUCTION BASE: Starbase 134 Integration Facility, Rigel VI.TYPE: Medium short-range sublight shuttle.ACCOMMODATION: Two; pilot and systems manager.POWER PLANT: Two 750 millicochrane impulse driver engines, eight DeFl 635 hot gas RCS thrusters. Four sarium krellide storage cells.DIMENSIONS: Length, 4.8 m; beam, 2.4 m; height, 1.6 m.MASS: 1.25 metric tonnes.PERFORMANCE: Maximum delta-v, 12,250 m/sec.ARMAMENT: Two Type IV phaser emitters. Personnel Shuttle Type 6 PRODUCTION BASE: ASDB Integration Facility, Utopia Planitia Fleet Yards, Mars.TYPE: Light short-range warp shuttle.ACCOMMODATION: Two flight crew. Passenger configurations: six (STD); two (diplomatic).POWER PLANT: Two 1,250 millicochrane warp engines, twelve DeFl 3234 microfusion RCS thrusters (STD); two 2,100 millicochrane warp engines (UPRTD).DIMENSIONS: Length, 6.0 m; beam, 4.4 m; height, 2.7 m.MASS: 3.38 metric tonnes.PERFORMANCE: Warp 1.2 for 48 hours (STD); Warp 2 for 36 hours (UPRTD).ARMAMENT: None (STD); Two Type IV phaser emitters (special operations). Personnel Shuttle Type 7 PRODUCTION BASE: ASDB Integration Facility, Utopia Planitia Fleet Yards, Mars.TYPE: Medium short-range warp shuttle.ACCOMMODATION: Two flight crew. Passenger configurations: six (STD); two (diplomatic).POWER PLANT: Two 1,250 millicochrane warp engines, twelve DeFl 3234 microfusion RCS thrusters (STD); two 2,100 millicochrane warp engines (UPRTD).DIMENSIONS: Length, 8.5 m; beam, 3.6 m; height, 2.7 m.MASS: 3.96 metric tonnes.PERFORMANCE: Warp 1.75 for 48 hours (STD); Warp 2 for 36 hours (UPRTD).ARMAMENT: None (STD); two Type V phaser emitters (special operations). Cargo Shuttle Type 9A PRODUCTION BASE: Starfleet Plant #24, Utopia Planitia Fleet Yards, Mars.TYPE: Heavy long-range warp shuttle.ACCOMMODATION: Two flight crew, one cargo specialist.POWER PLANT: Two 2,150 millicochrane warp engines, twelve DeFl 2142 microfusion RCS thrusters (STD); two 2,175 millicochrane warp engines (UPRTD).DIMENSIONS: Length, 10.5 m; beam, 4.2 m; height, 3.6 m.MASS: 4.5 metric tonnes (empty). Maximum payload, 6.6 metric tonnes (STD); 8.9 metric tonnes (UPRTD).PERFORMANCE: Warp 2 for 36 hours (STD); Warp 2.2 for 32 hours (UPRTD). ARMAMENT: None (standard); two Type V phaser emitters (special operations). Sphinx Workpod Type M1 (Base Module/Sled Attachments) PRODUCTION BASE: Starfleet Plant #2, Utopia Planitia Fleet Yards, Mars.TYPE: Light industrial manipulator (Sphinx M1A), medium industrial manipulator (Sphinx M2A), and medium tug (Sphinx MT3D).ACCOMMODATION: Pilot (M1A, M2A); pilot and cargo specialist (MT3D).POWER PLANT: Two 4,600 Newton-second IÀ microfusion primary thrusters, sixteen DeBe 3453 hot gas RCS thrusters. Four alfinium krellide power storage cells.DIMENSIONS: Length, 6.2 m; beam, 2.6 m; height, 2.5 m.MASS: 1.2 metric tonnes.PERFORMANCE: Maximum delta-v, 2,000 m/sec. Maximum manipulator mass, 2.3 metric tonnes. Maximum sled mass, 4.5 metric tonnes.ARMAMENT: None.

EXTERNAL COORDINATE SYSTEM An integrated system governing control of all manufacturing, repair, and operational structural reference points exists for the USS Enterprise and all other Starfleet vessels. The system utilizes a standard three-dimensional vertex and vector measuring scheme, with centimeters as its operative value. The three axes are labeled X, Y, and Z. The X axis runs port-starboard, with +X to starboard. The Y axis runs dorsal-ventral, with +Y to dorsal. The Z axis runs fore-to-aft, with +Z to aft. Note that this is opposite in sign to translational maneuvers, which consider +Z to be in the direction of flight. All single points, vectors, and planes can be determined with this scheme, creating a common ground for structural topics. The Enterprise is considered to have three vessel configurations: Docked, Saucer Module, and Battle Section. Each configuration maintains a specific measurement origin, designated by the XYZ value of the forwardmost structure. For example, the center forward edge of the Saucer Module is labeled XYZê 0,0,0. Coincidentally, it is also the origin for the docked vessel and can be labeled XYZë 0, 0, 0. The origin for the Battle Section, designated XYZ' 0, 0, 0, also corresponds to a point on the docked vessel as XYZ' 0,0, 0, also corresponds to a point on the docked vessel as XYZë 0, -1676, 25146, meaning that the Battle Section origin is at 25146 cm aft of the ship's forward edge and 1676 cm below. Specific components, such as the warp engine nacelles, are given their own origins and coordinate values, and these will also have corresponding values relative to their parent assemblies. For example, the origin of the port warp nacelle is labeled XYZ× 0, 0, 0. This point, relative to the Battle Section origin, is XYZ' 12954, 1524, 13716. Planes passing through the different vessel configurations are labeled according to their axes. XY planes of the docked starship run vertically and laterally, XZ planes intersect the ship parallel with the saucer equator, and YZ planes run vertically and fore-to-aft. Planes may be called out as existing at specific XYZ station points, and coordinates may be given within that plane, especially in locating key starship components or processes. Normally, all coordinate and planar data are manipulated by the main computers in their monitoring and repair tasks and are available to Engineering crew members as an option in considering exact three-dimensional relationships within the ship.

STRUCTURAL INTEGRITY FIELD SYSTEM The mechanical integrity of the physical spaceframe is augmented by the structural integrity field (SIF) system. This system provides a network of forcefield segments that compensate for propulsive and other structural load factors that otherwise exceed the design limits of the spaceframe. The SIF applies forcefield energy directly to field conductive elements within the spaceframe and increases the load-bearing capacity of the structure. Field generation for the SIF is provided by three field generators located on Deck 11 in the Primary Hull and by two generators located on Deck 32 in the Secondary Hull. Each generator consists of a cluster of twenty 12 MW graviton polarity sources feeding a pair of 250 millicochrane subspace field distortion amplifiers. Heat dissipation on each unit is provided by a pair of 300,000 megajoules per hour (MJ/hr) continuous-duty liquid helium coolant loops. Two backup generators are located in each hull, providing up to twelve hours of service at 55% of maximum rated power. Normal duty cycle on generators is thirty-six hours online, with nominal twenty-four hours degauss and scheduled maintenance time. Graviton polarity sources are rated for 1,500 operating hours between routine servicing of superconductive elements. The output of each SIF generator is directed by means of a network of molybdenum-jacketed triphase waveguides which distributes the field energy throughout the spaceframe. SIF conductivity elements are incorporated into all major structural members. When energized by the SIF, the load-bearing capacity of these conductive structural elements is increased by up to 125,000%. Secondary feeds also provide for reinforcement of the vehicle's external shell. Cruise Mode operating rules require at least one field generator to be active at all times in each hull, although the Flight Control Officer may call for activation of a second generator when extreme maneuvers are anticipated. During Alert modes, all operational units are brought to hot standby for immediate activation. Reduced Power Mode rules permit a single field generator to feed the entire spaceframe using the field conduit umbilical connect between the primary and engineering sections.

INERTIAL DAMPING SYSTEM Operating in parallel with the structural integrity field (SIF) system is the inertial damping field system (IDF). This system generates a controlled series of variable-symmetry forcefields that serve to absorb the inertial forces of spaceflight which would otherwise cause fatal injury to the crew. The IDF is generated separately from the SIF, but is fed by a parallel series of waveguides that are then conducted through synthetic gravity plates. The IDF is operated by maintaining a low-level forcefield throughout the habitable volume of the spacecraft. This field averages 75 millicochranes with field differential limited to 5.26 nanocochranes/meter, per SFRA-standard 352.12 for crew exposure to subspace fields. As acceleration effects are anticipated, this field is distorted along a vector diametrically opposed to the velocity change. The IDF thereby absorbs the inertial potential, which would otherwise have acted upon the crew. There is a characteristic lag time for the shifting of IDF direction and intensity. This lag varies with the net acceleration involved, but averages 295 milliseconds for normal impulse maneuvers. Because IDF control is generally derived from Flight Controller data, normal course corrections can be anticipated so there is rarely any noticeable acceleration to the crew. Exceptions to this sometimes occur when power for IDF operations is restricted or when sudden maneuvers or other externally caused accelerations occur more rapidly than the system can respond. Flux generation for the IDF is provided by four field generators located on Deck 11 in the Primary Hull and by two generators located on Deck 33 in the Engineering Hull. Each generator consists of a cluster of twelve 500 kW graviton polarity sources feeding a pair of 150 millicochrane subspace field distortion amplifiers. Heat dissipation on each unit is provided by a pair of 100,000 MJ/hr continuous-duty liquid helium coolant loops. Three backup generators are located in each hull, providing up to twelve hours of service at 65% of maximum rated power. Normal duty cycle on generators is forty-eight hours online, with nominal twelve hours degauss and scheduled maintenance time. Graviton polarity sources are rated for 2,500 operating hours between routine servicing of superconductive elements. Cruise Mode operating rules require at least two field generators to be active at all times in each hull, although the Flight Control Officer may call for activation of additional units when extreme maneuvers are anticipated. During Alert modes, all operational units are brought to hot standby for immediate activation. Reduced Power Mode rules permit a single field generator to feed the entire spaceframe, using the field conduit umbilical connect between the primary and engineering sections.

EMERGENCY PROCEDURES IN SIF/IDF FAILURE Failure of the structural integrity field (SIF) or the inertial damping field (IDF) can have potentially catastrophic consequences to the starship and to its crew. For this reason, multiple redundancy has been built into these systems, and emergency protocols have been devised to anticipate the possibility of failure of one or more of these units. The Enterprise is dependent upon its structural integrity field to maintain the spaceframe during the tremendous accelerations encountered during impulse flight as well as the differential subspace field stresses experienced during warp flight. The inertial damping field also provides vital cushioning to the fragile crew during such maneuvers. Without such protection, the spacecraft and crew are unable to survive accelerations in excess of 30 m/sec® (approximately 3å) without serious structural damage to the spaceframe and severe probably fatal injury to the crew. By way of contrast, accelerations considerably in excess of 1,000g are not uncommon when under full impulse power. Warp flight operations do not produce direct acceleration stresses, but SIF/IDF protection is needed because of the potential for warp field differential stresses and local variations in inertial potential. Under Cruise Mode operating protocols, two field generators are active at all times, although one unit is sufficient to provide adequate protection for both spacecraft and crew except during extreme maneuvers. In case of failure of one field generator, a backup unit will automatically engage, keeping the number of active units at two. If a third unit is available to be placed in service, Cruise Mode rules allow operations in progress to continue without interruption. In the event of failure of two field generators, or in the case where an additional backup cannot be brought on line, operating rules require a Yellow Alert status to be initiated, and the Commanding Officer is required to make a determination whether to allow primary or secondary mission operations in progress to continue. In the event of failure of three or four field generators, regardless of the availability of backup units, Yellow Alert status must be initiated and the vehicle must attempt to decelerate to an inertially safe condition, subject to sufficient generator capacity. If the spacecraft is presently at sublight speed, that speed must be reduced to the point where further deceleration can be absorbed by minimal inertial damping and structural integrity capacity. If the spacecraft is traveling at warp, an immediate reduction to sublight must be initiated, subject to maximum allowable subspace field differentials. Such downwarping must be a simple field collapse maneuver; differential field maneuvers are not permitted. Operating rules provide for exceptions during combat situations or when the failure of the remaining field generators is believed to be immediately imminent. The failure of all five field generators requires an immediate Red Alert status. The Commanding Officer is first required to stabilize the situation, take steps to minimize potential risk, and then to begin deceleration maneuvers. Severe operational limits are imposed on vehicle maneuvers. Immediate downwarping to sublight must be performed, except during active combat situations. Such downwarping must be a simple field collapse maneuver; differential field maneuvers are not permitted. Once the Commanding Officer or supervising Operations Manager has determined that further system failures are no longer an immediate threat, power conservation procedures are initiated because of the possibility that the ship may be unable to make a significant change in course or speed for a period of several months. Starfleet Command is notified for possible assistance or rescue efforts. Until the arrival of assistance, the ship should maintain power conservation procedures and perform the maximum deceleration consistent with vehicle and crew safety. Rescue and salvage options include replacement of field generation components, evacuation of crew to permit unprotected deceleration using the ship's own engines or a tractor beam. Under certain conditions, it is possible for a rescue vessel to project an SIF/IDF onto the ship, although this is a difficult and extremely power-intensive procedure. A final option is the evacuation of the crew and abandonment of the spacecraft, although even this option should not preclude the possibility of salvage at a later date.

MAIN BRIDGE The central area of the Main Bridge provides seating and information displays for the commander and two other officers. Directly fore of the command area are the Operations Manager and the Flight Control Officer, both of whom face the main viewer. Directly aft of the command area is an elevated platform on which is located the tactical control station. Also located on the platform are five workstations, nominally configured as Science I, Science II, Mission Operations (Ops), Environment, and Engineering. Other facilities located on Deck 1 include the captain's ready room and head, the aft observation lounge, and the crew head adjoining the bridge itself. Both the bridge and the captain's ready room are equipped with food replication terminals. Major connects to the bridge include two standard turbolift shafts, one emergency turboshaft, and four electro plasma power distribution waveguide conduits. Additional connects include four environmental support plenum groups, nine primary and two backup optical data network trunks, two replicator waveguide conduits, and three service crawlways.

Because of the criticality of bridge systems, especially in emergency situations, the Main Bridge is designated as an emergency environmental support shelter, receiving priority life support from two special protected utilities trunks. These feeds permit Class M conditions to be maintained for up to seventy-two hours even in the event of failure of both primary and reserve environmental systems. Also provided within the bridge shell are two emergency atmospheric and power supply modules, each capable of providing up to twenty-four hours of atmosphere and lighting in the event of total environmental systems failure. It is anticipated that the current bridge configuration of the Galaxy class starship will remain relatively unchanged for a number of years. Current planning calls for annual design reviews of the bridge and control systems, with major system replacements projected at twenty-year intervals.

FLIGHT CONTROL (CONN) The Flight Control console, often referred to as Conn, is responsible for the actual piloting and navigation of the spacecraft. Although these are heavily automated functions, their criticality demands a human officer to oversee these operations at all times. The Flight Control Officer (also referred to as Conn) receives instructions directly from the Commanding Officer. Manual flight operations. The actual execution of flight instructions is generally left to computer control, but Conn has the option of exercising manual control over helm and navigational functions. In full manual mode, Conn can actually steer the ship under keypad control. Reaction control system (RCS). Although the actual vector and sequence control of the system is normally automated, Conn has the option of manually commanding the RCS system or individual thrusters. Conn also serves as a liaison to the Engineering department in that he/she is responsible for monitoring propulsion system status and providing system status reports to the commanding officer in the absence of an engineering officer's presence on the bridge. Navigational references/course plotting. The Flight Control console displays readings from navigational and tactical sensors, overlaying them on current positional and course projections. Conn has the option of accessing data feeds from secondary navigation and science sensors for verification of primary sensor data. Such cross-checks are automatically performed at each change-of-shift and upon activation of Alert status. Warp flight operating rules require Conn to monitor subspace field geometry in parallel with the Engineering department. During warp flight, the Flight Control console continually updates long-range sensor data and makes automatic course corrections to adjust for minor variations in the density of the instellar medium. Because of the criticality of Flight Control in spacecraft operations, particularly during crisis situations, Conn is connected to a dedicated backup flight operations subprocessor to provide for manual flight control. This equipment package includes emergency navigation sensors. There are five major areas of responsibility for the Flight Control Officer:Navigational references/course plottingSupervision of automatic flight operationsManual flight operationsPosition verificationBridge liaison to Engineering department During impulse powered spaceflight, Conn is responsible for monitoring relativistic effects as well as inertial damping system status. In the event that a requested maneuver exceeds the capacity of the inertial damping system, the computer will request Conn to modify the flight plan to bring it within the permitted performance envelope. During Alert status, flight rules permit Conn to specify maneuvers that are potentially dangerous to the crew or the spacecraft.

BEARINGS Bearings are flight vectors specified as an azimuth/elevation measured relative to the ship's attitude.

HEADINGS Headings can be measured relative to the center of the galaxy. This is analogous to a directional system used on Earth that is based on angular differences to a reference point located at the northern rotational axis. In both cases, a heading of 000 from any point in the galaxy (or the planet's surface) represents a vector directly toward the reference point: the center of the galaxy or the planet's North Pole. Both these ships have azimuth heading of 030.

FLIGHT INFORMATION INPUT There are five standard input modes available for specification of spacecraft flight paths. Any of these options may be entered either by keyboard or by vocal command. In each case, Flight Control software will automatically determine an optimal flight path conforming to Starfleet flight and safety rules. Conn then has the option of executing this flight plan or modifying any parameters to meet specific mission needs. Normal input modes include: Destination planet or star system. Any celestial object within the navigational database is acceptable as a destination, although the system will inform Conn in the event that a destination exceeds the operating range of the spacecraft. Specific facilities (such as orbital space stations) within the database are also acceptable destinations. Destination sector. A sector identification number or sector common name is a valid destination. In the absence of a specific destination within a sector, the flight path will default to the geometric center of the specified sector. Spacecraft intercept. This requires Conn to specify a target spacecraft on which a tactical sensor lock has been established. This also requires Conn to specify either a relative closing speed or an intercept time so that a speed can be determined. An absolute warp velocity can also be specified. Navigational software will determine an optimal flight path based on specified speed and tactical projection of target vehicle's flight path. Several variations of this mode are available for use during combat situations. Relative bearing. A flight vector can be specified as an azimuth/elevation relative to the current orientation of the spacecraft. In such cases, 000-mark-0 represents a flight vector straight ahead. Absolute heading. A flight vector can also be specified as an azimuth/elevation relative to the center of the galaxy. In such cases, 000-mark-0 represents a flight vector from the ship to the center of the galaxy. Absolute heading. A flight vector can also be specified as an azimuth/elevation relative to the center of the galaxy. In such cases, 000-mark-0 represents a flight vector from the ship to the center of the galaxy. Galactic coordinates. Standard galactic XYZ coordinates are also acceptable as a valid input, although most ship's personnel find this cumbersome.

OPERATIONS MANAGEMENT (OPS) Many shipboard operations involve scheduling resources or hardware (such as power or the use of sensors) that affect a number of departments. In many such cases, it is common for various operations to present conflicting requirements. It is the responsibility of the Operations Management Officer (normally referred to as the Operations Manager or Ops) to coordinate such activities so that mission goals are not jeopardized. Having a crew member in this decision-making loop is of crucial importance because of the wide range of unpredictable situations with which a starship must deal. The Ops panel presents the Operations Manager with a continually updated list of current major shipboard activities. This list permits Ops to set priorities and allocate resources among current operations. This is especially critical in cases where two or more requests require the use of the same equipment, entail mutually exclusive mission profiles, or involve some unusual safety or tactical considerations. An example might be a situation where the Stellar Physics department is conducting an experiment using the lateral sensor array to study a nearby binary star. Simultaneously, part of the same array is being time-shared with a long-range cometary population survey. A request from the bridge for a priority scan of a planetary system might jeopardize both studies unless Ops authorizes a minor change in ship's attitude, permitting the Stellar Physics observations to use the upper sensor array. Alternatively, Ops may weigh the option of placing one of the ongoing studies on a lower priority to provide the bridge with immediate use of the lateral array.

PRIORITY AND RESOURCE ALLOCATION Most routine scheduling and resource allocation is done automatically by the Ops program. This frees the Operations Manager from routine activity, leaving him/her able to concentrate on decisions beyond the scope of the artificial intelligence software. The level of these decision filter programs can be set by the Operations Manager, and also varies with the current Alert status of the ship. In cases where priorities are ambiguous or where specific Ops approval is required, the panel will display a menu of the most probable options for action. In virtually all cases, the Operations Manager also has the ability to input choices beyond those presented by the action menus. This is important because it is impossible for mission planners to anticipate every possible situation. Action menus may be displayed for any current activity (even those which would normally be handled automatically) upon keyboard request from Ops. During crisis situations and Reduced Power Mode operations, Ops is responsible for supervision of power allocation in coordination with the Engineering department. Load shedding of nonessential power usage in such situations is based on spacecraft survival factors and mission priorities. The Operations Manager is also responsible for providing general status information to the main computer, which is then made available to all departments and personnel. Ops routes specific information to specific departments to inform them of anticipated changes and requirements that may affect their operations. An example is a scenario where an Away Team is to be sent on a mission to a planetary surface. Typical Ops responsibilities might include:¥ Notification of Away Team personnel of the assignment and providing said personnel with mission objective information. When Away Team personnel are drawn from operational departments, Ops will sometimes coordinate to provide cross-trained replacement personnel from other departments.¥ Coordination with Mission Ops for assignment of comm relay frequencies and preparations to monitor Away Team tricorder telemetry.¥ Notification for issuance of tricorders, phasers, environmental gear, and other mission-specific equipment.¥ Assignment of personnel transporter room to handle transport operations, as well as the assignment of a transporter chief to the mission. If available, Ops will also provide transport coordinates to the transporter chief.¥ Notification of Engineering to prepare for power allocation for transporter operations, as well as deflector shield shutdown, if necessary. Such notifications are generally accomplished automatically without the need for active intervention by Ops. However, because preprogrammed functions cannot be expected to anticipate all possible situations, Ops is responsible for monitoring all such coordination activity and for taking additional action as necessary. Such flexibility is particularly important during alert and crisis scenarios, during which unpredictable and unplanned conditions must frequently be dealt with.

INTRODUCTION TO FLIGHT OPERATIONS Operations aboard the USS Enterprise are divided into three general categories: flight operations, primary mission operations, and secondary mission operations. Flight operations are those that relate directly to the function of the starship itself. These include power generation, propulsion, environmental support, utilities, and other systems that are required to maintain the spaceworthiness of the vehicle. Mission operations are those tasks that have been assigned to the ship and its crew. Mission operations are divided into two categories, primary and secondary missions. Primary missions are those whose execution is under current direct supervision of the Main Bridge. Primary missions often require flight control of the spacecraft, or use of significant fractions of the ship's sensors or other resources. Secondary missions are those that are not under direct supervision of the Main Bridge. These operations are usually run in parallel with and are designed not to impact upon primary mission operations. Secondary missions are typically long-term scientific or cultural studies that are run semiautonomously by specialized mission teams. It is not uncommon for a dozen secondary missions to be running concurrently. It is also not uncommon for a secondary mission to be designated as a primary mission for a specified period of time. For example, the launch of a specialized instrument probe is a primary mission when controlled by the Main Bridge, but the subsequent data collection phase, supervised by a specialized mission team, might be treated as a secondary mission.

MISSION TYPES The multimission starship is by definition capable of performing a wide range of mission scenarios, offering autonomous capability of executing nearly any of Starfleet's objective. This capability is extremely valuable for vehicles operating near the frontier of Federation influence where additional Starfleet support may be unavailable. Missions for the Galaxy class USS Enterprise generally fall into one of the following categories, utilizing the following spacecraft capabilities:¥ Deep-space exploration. The Enterprise is equipped for long-range stellar survey and mapping missions, as well as a wide range of planetary exploration¥ Ongoing scientific investigations. The Enterprise has support capability for a number of ongoing scientific research projects. Many such projects are classified as secondary missions.¥ Contact with alien lifeforms. Pursuant to the Starfleet Life Contact Policy Directive, facilities to support such missions include a full exobiology and cultural sociology staff, as well as a highly sophisticated complement of universal translation software.¥ Federation policy and diplomacy. The Enterprise is frequently the sole Federation envoy during deep-space operations.¥ Tactical and defense. Typical tactical and defensive missions might include patrol of the Romulan Neutral Zone, or protection of Federation interests in planetary or interstellar conflicts.¥ Emergency and rescue. Typical rescue scenarios include rescue of Starfleet and non-Starfleet spacecraft in distress. Planetary rescue scenarios include medium-scale evacuation from planetary surfaces of humanoid and non-humanoid populations. Large-scale evacuation of planetary populations is not feasible.

OPERATING MODES Normal flight and mission operations of the Galaxy class starship are conducted in accordance with a variety of operating rules, determined by the current operating mode of the vehicle. These operating modes are specified by the Commanding Officer, although in certain cases the computer can initiate Alert status upon detection of a potentially critical situation. In brief, the major operating modes are:¥ Cruise Mode. This refers to the normal operating condition of the spacecraft.¥ Yellow Alert Mode. This is a condition of increased readiness in which key systems are brought to greater operating capacity in anticipation of potential crises.¥ Red Alert Mode. This condition is invoked during actual or immediately imminent emergency conditions. It is also invoked during battle situations.¥ External Support Mode. This is a state of reduced system operations typically invoked when the ship is docked at a starbase and is at least partially dependent on external power or environmental support systems.¥ Separated Flight Mode. This is a set of operating protocols used when the Saucer Module has separated from the Stardrive Section. Note that many Red Alert operating rules apply, since such separation is typically for combat situations.¥ Reduced Power Mode. These protocols may be activated when power availability or power usage is reduced to less than 26% of normal Cruise Mode load. Note that while each operating mode has a distinct set of operating rules and protocols, the Commanding Officer has a wide latitude in responding to specific situations. This is especially critical during Alert situations. The Operations Manager is also heavily involved in making judgments regarding priority allocations for departments and systems at such times. CRUISE MODE This refers to the normal operating condition of the USS Enterprise. During Cruise Mode, the ship's primary operational personnel are organized into three distinct working shifts. Each shift is assigned to duty status during one of three eight-hour work periods. Primary operations are defined as those functions that must be performed or enabled at all times. These are generally to insure the spaceworthiness of the vehicle, environmental support, propulsion systems operations, and the ability to perform primary missions. Other support functions including secondary mission operations are not necessarily required to be maintained on a twenty-four-hour-a-day basis. Many such departments will confine themselves to one or two operational shifts to increase the interactivity among working personnel. Cruise Mode operations rules include:¥ Level 4 automated diagnostic series are run on all ship's primary and tactical systems at the beginning of each shift. (Key systems may require more frequent diagnostics per specific operational and safety rules.)¥ At least one major power system to remain at operational status at all times. At least one additional power system to be maintained at standby. (For example, if the warp engines are currently providing propulsion and power, Cruise Mode operating rules require either the main impulse engines, the Saucer Module impulse engines, or an auxiliary fusion generator to be at standby.)¥ Long-range navigational sensors to be active if the ship is traveling at warp speed. Lateral and forward sensor arrays to be maintained at ready status, although these instruments can be made available for secondary mission use at the discretion of Ops.¥ Navigational deflector to be active as needed for protection of the spacecraft from unanticipated debris or drag from the interstellar medium.¥ At least 40% of phaser bank elements and one photon torpedo launcher to be maintained at cold standby status, available for activation at two minutes' notice.¥ One shuttlebay is maintained at launch readiness with at least one shuttle vehicle maintained at launch minus five minutes status. YELLOW ALERT This designates a shipwide state of increased preparedness for possible crisis situations. During Yellow Alert, all on-duty crew and attached personnel are informed of the potential crisis via panel display and are directed to prepare for possible emergency action. Second shift crew personnel are also alerted and those in key operational positions are directed to prepare for possible duty on five minutes notice. Cross-trained second shift personnel are directed to prepare for possible duty in their secondary assignments. Specific systems preparations include:¥ Level 4 automated diagnostic series run on all ship's primary and tactical systems to determine ship's current readiness status.¥ If presently off-line, warp power core brought to full operating condition and maintained at 20% power output. Level 4 diagnostics provide a status report on warp capability including maximum available engine output.¥ Main impulse propulsion system brought to full operating condition. At least one backup reactor element is brought to hot standby. In Yellow Alert status triggered by potential hostile action, Saucer Module impulse propulsion system is brought to partial standby.¥ All tactical and long-range sensor arrays are brought to full operational status. Secondary mission use of any sensor elements can be overridden if required by bridge.¥ Deflector systems brought to full standby. Secondary deflector generators brought to partial standby. All operational backup generators are energized to partial readiness.¥ Phaser banks are energized to partial standby. Power conduits are enabled, and targeting scanners are activated. Level 4 automated diagnostics verify operational status.¥ Photon torpedo launchers are brought to partial standby. One torpedo device is energized to partial launch readiness and primed with a standard antimatter charge, unless specifically overridden by Ops or Tactical. Level 4 automated diagnostics confirm operational status.¥ The Battle Bridge is brought to partial standby status and backup bridge crews are notified for possible duty in the event of possible Saucer sep maneuvers.¥ Two of the three shuttlebays are brought to launch readiness. The number of shuttlecraft at launch readiness is maintained at one.¥ Onboard sensors record the location of all personnel and alert Security of any anomalous activity. Location and activity information is recorded for postmission analysis.¥ Level 5 automated diagnostics are performed to verify readiness of autonomous survival and recovery vehicle systems (lifeboats). Yellow Alert can be invoked by the Commanding Officer, Operations Manager, Chief Engineer, Tactical Officer, or by the supervisor of any current primary mission operation. Additionally, the main computer can automatically invoke Yellow Alert status in some cases upon detection of certain types of unknown spacecraft, as well as upon detection of certain types of malfunctions or system failures. RED ALERT This condition is invoked during actual states of emergency in which the vehicle or crew are endangered, immediately impending emergencies, or combat situations. During Red Alert situations, crew and attached personnel from all three duty shifts are informed via alarm klaxons and annunciator lights. Key second shift personnel are ordered to report immediately to their primary duty stations, while other second shift personnel report to their secondary duty stations. Key third shift personnel (who are presumably on their sleep cycle) are ordered to report to their secondary duty stations (or special assignment stations) in fifteen minutes. Specific systems preparations include:¥ Level 4 automatic diagnostic series run on all ship's primary and tactical systems at five-minute intervals. Bridge given immediate notification of any significant change in ship's readiness status.¥ If presently off-line, warp power core to be brought to full operating condition and maintained at 75% power output. Level 3 diagnostics conducted on warp propulsion systems at initiation of Red Alert status, Level 4 series repeated at five-minute intervals.¥ Main impulse propulsion system is brought to full operating condition. All operational backup reactor units are brought to hot standby. In actual or potential combat situations, Saucer Module impulse propulsion system is brought to full operating status.¥ All tactical and long-range sensor arrays are brought to full operational status. Secondary mission use of sensor elements is discontinued, except with approval of Ops.¥ Deflector systems are automatically brought to tactical configuration unless specifically overridden by the Tactical Officer. All available secondary and backup deflector generators are brought to hot standby.¥ Phaser banks are energized to full standby. Power conduits are enabled, targeting scanners are activated. Level 3 diagnostics are performed to confirm operational status.¥ Photon torpedo launchers are brought to full standby. One torpedo device in each launcher is energized to full launch readiness and primed with a standard antimatter charge of 1.5 kg.¥ The Battle Bridge is brought to full standby status and backup bridge crews are notified for possible duty in the event of possible Saucer sep maneuvers.¥ All three shuttlebays are brought to launch readiness. Two shuttlecraft are brought to launch minus thirty seconds readiness.¥ Onboard sensors record the location of all personnel and alert Security of any anomalous activity. Location and activity information is recorded for post mission analysis.¥ Level 4 automated diagnostics are performed to verify readiness of autonomous survival and recovery vehicle systems (lifeboats). Readiness of ejection initiator servos is verified through a partial Level 3 semiautomated check. Security officers are assigned to insure that all passageways to lifeboat accesses are clear.¥ Isolation doors and forcefields are automatically closed between sections to contain the effects of possible emergencies, including fire and decompression of habitable volume.¥ Red Alert situations, by their very nature, frequently involve unforeseeable variables and unpredictable circumstances. For this reason, Red Alert (even more than other operating states) requires the Commanding Officer and all personnel to remain flexible. All Red Alert operating rules, therefore, are subject to adaptation based on specific situations. Red Alert can be invoked by the Commanding Officer, Operations Manager, Chief Engineer, or the Tactical Officer. Additionally, the main computer can automatically invoke Red Alert status in some cases upon detection of certain types of unknown spacecraft, as well as upon detection of certain types of critical malfunctions or system failures. In such cases, the automatic declaration of Red Alert status is subject to review by the Commanding Officer. EXTERNAL SUPPORT MODE This is a state of reduced activity that exists when the ship is docked at a starbase or other support facility. During External Support Mode, the ship will typically receive umbilical support for at least a portion of operating power and/or life support, thus enabling a partial or total shutdown of onboard power generation. External Support Mode rules permit the spacecraft to conduct a cold shutdown of all primary power plants as long as sufficient umbilical support is provided for all remaining personnel and systems. These protocols are intended to permit maintenance of critical systems, which would otherwise be difficult to accomplish during normal service cycles. External Support operational rules include:¥ Spacecraft must be hard docked to support facility with umbilical connects providing electro plasma system power, environmental support, structural integrity field (SIF) power, and thermal and gravitational control. At least one hard gangway must provide direct shirtsleeve access between the spacecraft and the service facility.¥ Cold shutdown of all primary power plants is permitted as long as sufficient umbilical support is provided for all onboard activity. It is preferred that at least one auxiliary fusion generator remain on-line, if possible.¥ Partial shutdown of environmental support systems is permitted, allowing atmospheric and water processing to be handled by support facility through umbilical connects. Life support service must continue to be provided for all inhabited portions of the ship's interior. Onboard ventilator fans, air-conditioning, thermal control, and plumbing must be maintained, although specific areas may be shut down as needed for maintenance work.¥ Gravitational power generation may be discontinued so long as field energy for synthetic gravity is provided through umbilical connects.¥ Cold shutdown of both structural integrity field and inertial damping field is permitted so long as spacecraft remains hard docked to support facility. It is preferred that at least one SIF generator remain at hot standby.¥ Cold shutdown of all navigational and tactical deflector systems is permitted so long as the spacecraft remains hard docked to the support facility. It is preferred that at least one SIF generator remain at hot standby. REDUCED POWER MODE Reduced Power Mode refers to a number of operating states designed for maximum power conservation. These protocols can be invoked in case of a major failure in spacecraft power generation, in case of critical fuel shortage, or in the event that a tactical situation requires severe curtailment of onboard power generation. When Reduced Power Mode is invoked, a Level 5 systems analysis is performed for the entire spacecraft, with the results made available to the Commanding Officer, the Chief Engineer, and the Operations Manager. The purpose of this analysis is to determine an overall energy budget for the spacecraft, to help plan power allocations that will minimize operational compromises.¥ If the spacecraft is not presently traveling at warp velocity, a cold shutdown of the entire warp propulsion system is to be performed. Exceptions to this rule include situations where the warp core is the only remaining power source for the spacecraft, or when failure of other sources are believed imminent, or when the Commanding Officer determines the necessity for warp velocity travel.¥ Main impulse propulsion system is to be brought to the minimum required to maintain onboard power usage. Backup fusion reactors are to be kept at standby, but should remain off-line unless necessary, at the discretion of the Chief Engineer.¥ Hourly energy budget and consumption reports to be made by the Operations Manager to the Chief Engineer and the Commanding Officer.¥ Spacecraft flight operations are to be conducted in a conservative manner. If warp travel is deemed necessary, speeds greater than integral warp factors are not allowed due to lesser efficiencies at fractional warp factors (i.e., it is permitted to travel at Warp 2.0 or Warp 3.0, but not Warp 2.5 or 3.4).¥ Inertial damping system and structural integrity field to be operated at minimum levels. Only one of each generator to be operational, unless system failure is believed imminent or unless tactical situations dictate otherwise. Accordingly, changes in velocity are to be kept to a minimum.¥ All use of tactical and lateral sensor arrays for secondary missions to be discontinued, except where deemed essential by the Operations Manager.¥ Deflector systems brought to minimum power. Secondary deflector generators and backups brought to cold shutdown unless deemed necessary by the Commanding Officer, Flight Control Officer (Conn), or Tactical Officer. Navigational deflector to be operated at minimum power.¥ Phaser banks brought to cold shutdown unless deemed necessary by the Commanding Officer.¥ Photon torpedo launchers brought to cold shutdown unless deemed necessary by the Commanding Officer.¥ Shuttlebay operations are suspended unless specifically authorized by the Commanding Officer. Any use of shuttle vehicles is to be conducted from either secondary shuttlebay. Ingress and egress is to be minimized, with use of forcefield doors minimized.¥ Crew status survey to be conducted by Security department with preparations made for contingency evacuation of part of the ship's habitable volume for environmental support conservation.¥ Environmental systems to operate at no more than 50% of normal levels. Ship's compartments not in use to be sealed off for conservation of environmental resources.¥ Transporter usage is not allowed unless specifically ordered by the Commanding Officer or department head.¥ Turbolift system usage discouraged for all personnel. Activation of turbolift requires voice ID; computer may request explanation of need.¥ Energy-intensive recreational activities such as Holodeck usage not permitted.¥ Food replicator usage is not allowed. Preserved food stores are made available to all personnel. In a lesser crisis, minimum replicator power can be made available for synthesis of TKL rations or similar. SEPARATED FLIGHT MODE Any time the two major components of the total starship must undock and perform different flight tasks, Separated Flight Mode is initiated. Benign situations involve a variation on Cruise Mode rules, while emergency situations involve a follow-on subset of Red Alert rules. Separation under benign conditions will most often occur during maintenance layovers and flight dynamics checkouts, when the risk to both spacecraft is negligible. Operational rules include:¥ Level 4 automated diagnostic series are run on all ship's primary and tactical systems at the beginning of each shift. (Key systems may require more frequent diagnostics per specific operational and safety rules.)¥ At least one major power system to remain at operational status at all times. At least one additional power system to be maintained at standby.¥ One shuttlebay is maintained at launch readiness with at least one shuttle vehicle maintained at launch minus five minutes status. Emergency situations requiring separation generally require greatly increased activity and energy production, and personnel movements within each starship component. Once separation is ordered, the following special operational rules are observed:¥ Warp power core to be brought to full operating condition and maintained at ³90% power output. Level 3 diagnostics conducted on warp propulsion systems at initiation of Red Alert status, Level 4 series repeated at five-minute intervals.¥ Main impulse propulsion system is brought to full operating condition. All operational backup reactor units are brought to hot standby. In actual or potential combat situations, Saucer Module impulse propulsion system is brought to full operating status.¥ Saucer Module SIF/IDF systems are set to high output for all velocity regimes, including low warp or sublight velocities. During benign situations, Separated Flight Mode may be initiated by the Commanding Officer, Operations Manager, Chief Engineer, or the Tactical Officer, depending on the exact nature of the vessel separation. In its emergency version, this mode may be invoked only by the Commanding Officer immediately following a transfer of control to the Battle Bridge. All automatic preparations, as initiated by the main computer, may be made without the actual call for separation, in order to prepare both components for rapid response times.

INTRODUCTION TO EMERGENCY OPERATIONS The entire philosophy behind the integrated systems design of the Galaxy class starship is one of maximizing crew safety during all mission profiles and in all emergency situations. Starfleet has a long tradition of placing the safety of its people first. The extraordinary lengths to which Starfleet has gone in insuring crew safety in the design and operation of its ships is a persuasive demonstration of Starfleet's commitment to this tradition and philosophy. The principle of automatic computer monitoring of ship operations to detect and correct system anomalies long before they become problems has long been a means of optimizing both crew safety and operational effectiveness. This process alone deals with over 87% of all potential problems with minimal crew intervention. The Galaxy class starship, like its predecessors, incorporates a sophisticated array of redundant systems and backups, intended to assure continuous service of all key systems. Critical environmental support and engineering systems will generally employ at least one backup, which is physically separated from the primary and has power supplied by an independent source. Supplementing these approaches are systems, protocols, trained personnel, and specialized hardware intended to cope with a wide range of potential emergency situations.

FIRE SUPPRESSION The habitable volume of the Galaxy class starship is constructed of materials conforming to SFRA-standard 528.1(b) for inflammability in nitrogen-oxygen atmospheres. All shipboard equipment, furnishings, and personal effects onboard must conform to SFRA 528.5(c f). The Chief Engineer is responsible for the observance of these policies by all departments and personnel. Fire detection sensors are incorporated into the environmental monitoring sensors located throughout the habitable volume of the spacecraft. These sensors scan for changes in air temperature or ionization, and are also programmed to detect airborne particles or gases characteristic of combustion byproducts. Crew members can also signal the presence of a fire by use of personal communicator or comm panel. In the event of fire, monitoring sensors would immediately notify Ops as well as Security. In the case of a relatively small fire, a containment forcefield would be generated around the burning area by the ship's computer. This field seals the fire off from the atmospheric oxygen supply, causing most fires to be rapidly extinguished. In the event of such an occurrence, crew personnel should remain at least two meters from the fire to avoid unnecessary exposure to either fire hazards or the forcefield. To avoid spontaneous re-ignition of an extinguished fire, the computer will maintain containment field until the combustible material has cooled to below the ignition point. Larger fires may require the activation of section isolation doors and forcefields to limit the possible spread of the fire. In such cases, extinguishing fields can be supplemented with handheld fire extinguishers and firefighting gear located in strategically placed corridor storage modules. In extreme emergencies, isolated sections of the habitable volume can be vented to the vacuum of space. Since this procedure would be fatal to any crew member in those sections, such venting cannot be performed until the areas have been evacuated. The only exceptions to this protocol are if the Commanding Officer certifies that the fire poses an imminent danger to the entire spacecraft and crew.

TACTICAL The Main Bridge station dedicated to defensive systems control and starship internal security is Tactical. As currently configured on the USS Enterprise, Tactical occupies a unique place in the overall command environment, situated directly between the center command area and the aft work stations.

PHASERS Even before the development of true interstellar spacecraft by various cultures, it was clear that directed-energy devices would be necessary to assist in clearing gas, dust, and micrometeoroid material from vehicle flight paths. Emerging space-faring races are continuing to employ this method as an excellent maximizer of shipboard energy budgets, because a relatively small energy expenditure produces a large result. Material in space can be vaporized, ionized, and eliminated as a hazard to spaceflight. It did not take an enormous leap of imagination, of course, to realize that directed energy could also prove to be an effective weapon system. The lead defensive system maintained by Starfleet Command for sublight use for the last century is the phaser, the common term for a complicated energy release process developed to replace pure EM devices such as the laser, and particle beam accelerators. Phaser is something of a holdover acronym, PHASed Energy Rectification, referring to the original process by which stored or supplied energy entering the phaser system was converted to another form for release toward a target, without the need for an intermediate energy transformation. This remains essentially true in the current phaser effect. Phaser energy is released through the application of the rapid nadion effect (RNE). Rapid nadions are short-lived subatomic particles possessing special properties related to high-speed interactions within atomic nuclei. Among these properties is the ability to liberate and transfer strong nuclear forces within a particular class of superconducting crystals known as fushigi-no-umi. The crystals were so named when it appeared to researchers at Starfleet's Tokyo R&D facility that the materials being developed represented a virtual sea of wonder before them.

SHIPBOARD PHASERS As installed in the Galaxy class, the main ship's phasers are rated as Type X, the largest emitters available for starship use. Individual emitter segments are capable of directing 5.1 megawatts. By comparison, the small personal phasers issued to Starfleet crew members are Type I and II, the latter being limited to 0.01MW. Certain large dedicated planetary defense emitters are designated as Type X+, as their exact energy output remains classified. The Galaxy class supports twelve phaser arrays in two sizes, located on both dorsal and ventral surfaces, as well as two arrays for lateral coverage. A typical large phaser array aboard the USS Enterprise, such as the upper doral array on the Saucer Module, consists of two hundred emitter segments in a dense linear arrangement for optimal control of firing order, thermal effects, field halos, and target impact. Groups of emitters are supplied by redundant sets of energy feeds from the primary trunks of the electro plasma system (EPS), and are similarly interconnected by fire control, thermal management, and sensor lines. The visible hull surface configuration of the phaser is a long shallow raised strip, the bulk of the hardware submerged within the vehicle frame. In cross section, the phaser array takes on a thickened Y shape, capped with a trapezoidal mass of the actual emitter crystal and phaser-transparent hull antierosion coatings. The base of an array segment sits within a structural honeycomb channel of duranium 235 and supplied with supersonic regenerative LNÛ cooling. The complete channel is thermally isolated by eight hundred link struts to the tritanium vehicle frame. The first stage of the array segments is the EPS submaster flow regulator, the principal mechanism controlling phaser power levels for firing. The flow regulator leads into the plasma distribution manifold (PDM), which branches into two hundred supply conduits to an equal number of prefire chambers. The final stage of the system is the phaser emitter crystal.

ACTIVATION SEQUENCE Upon receiving the command to fire, the EPS submaster flow regulator manages the energetic plasma powering the phaser array through a series of physical irises and magnetic switching gates. Iris response is 0.01 seconds and is used for gross adjustments in plasma distribution; magnetic gate response is 0.0003 seconds and is employed for rapid fine-tuning of plasma routing within small sections of an array. Normal control of all irises and gates is affected through the autonomic side of the phaser function command processor, coordinated with the Threat assessment/tracking/targeting system (TA/T/TS). The regulator is manufactured from combined-crystal sonodanite, solenogyn, and rabium tritonide, and lined with a 1.2 cm layer of paranygen animide to provide structural surface protection. Energy is conveyed from each flow regulator to the PDM, a secondary computer-controlled valving device at the head end of each prefire chamber. The manifold is a single crystal boronite solid, and is machined by phaser cutters. The prefire chamber is a sphere of LiCu 518 reinforced with wound hafnium tritonide, which is gamma-welded. It is within the prefire chamber that energy from the plasma undergoes the handoff and initial EM spectrum shift associated with the rapid nadion effect (RNE). The energy is confined for between 0.05 and 1.3 nanoseconds by a collapsible charge barrier before passing to the LiCu 518 emitter for discharge. The action of raising and collapsing the charge barrier forms the required pulse for the RNE. The power level commanded by the system or voluntarily set by the responsible officer determines the relative proportion of protonic charge that will be created and pulse frequency in the final emitter stage.

BEAM EMISSION The trifaceted crystal that constitutes the final discharge stage is formed from LiCu 518 and measures 3.25 x 2.45 x 1.25 meters for a single segment. The crystal lattice formula used in the forced-matrix process is Li><Cu>>:Si::Fe>:>:O. The collimated energy beam exits one or more of the facets, depending on which prefire chambers are being pumped with plasma. The segment firing order, as controlled by the phaser function command processor, together with facet discharge direction, determines the final beam vector. Energy from all discharged segments passes directionally over neighboring segments due to force coupling, converging on the release point, where the beam will emerge and travel at c to the target. Narrow beams are created by rapid segment order firing; wider fan or cone beams result from slower firing rates. Wide beams are, of course, prone to marked power loss per unit area covered.

PHASER OPERATIONS In their primary defensive application, the ship's phaser arrays land single or multiple beams upon a target in an attempt to damage the target structure, sometimes to complete destruction. As with other Starfleet-developed hardware, the Type X phaser is highly adaptable to a variety of situations, from active low-energy scans to high-velocity ship-to-ship combat operations. The exact performance of most phaser firings is determined by an extensive set of practical and theoretical scenarios stored within the main computers. Artificial intelligence routines shape the power levels and discharge behaviors of the phaser arrays automatically, once specific commands are given by responsible officers to act against designated targets. Low-energy operations provide a valuable direct method of transferring ship's energy for a variety of controlled applications, such as active sensor scanning. In high-energy weapon firings, several interrelated computer systems work to place the beam on the target, all within a few milliseconds. Long- and short-range sensor scans provide target information to the Threat assessment/tracking/targeting system (TA/T/TS), which drives the phaser arrays with the best target coverage. Multiple targets are prioritized and acted upon in order. The maximum effective tactical range of ship's phasers is 300,000 kilometers. Targets protected by defensive EM shields and surface absorptive-ablative coatings may still be dealt with, but with a commensurate increase in power to defeat the shields. Phasers may be fired one-way through the ship's own shields due to EM polarization, with a small acceptable drag force penalty at the inner shield interface. Threat vessels will be encountered with a wide variety of shields that act upon phaser emissions to reduce their effectiveness; the type most often confronted spreads the beam cross section, redirecting the energy around the shields and back into space. Higher power levels will usually overburden the shields and allow the phaser to hit the target directly, although more sophisticated adversaries possess highly resistant shield generators. It has been the experience of some starship tactical officers that rapid-firing volleys at different parts of a shield bubble can weaken it. The phaser arrays on a Galaxy class ship are located to achieve maximum beam dwell time on a target. Generally speaking, regardless of the actual beam type, pulse or continuous, or the specific Threat situation, the most effective tactic is to maintain contact between the beam and the Threat shield or physical hull. Computer sequencing of the arrays will always attempt to expose the target, even while the arrays are recharging. Conversely, the best tactics for minimizing disabling return phaser fire are to present the smallest visible ship cross section to the Threat weapons, and continue changing attitude so as to deny the beams any sites on which to inflict concentrated energies. In Cruise Mode, all phaser arrays receive their primary power from the warp reaction chamber, with supplementary fusion power from the impulse engine systems. Recharge times are kept to ²0.5 seconds. Full power firing endurance is rated at Å45 minutes. In Separated Flight Mode, the Saucer Module is cut off from the main electro plasma system, and it must then rely on increased fusion generator output to power the arrays. Recharge times can be maintained at ²0.5 seconds, but firing endurance drops to <15 minutes at full power. Survival during crises depends on the understanding by Tactical officers of the constraints of both modes. The actual number of variables involved in spacecraft defense can be staggering and would quickly overwhelm any manual efforts to adequately protect a starship. While ship-to-ship operations may seem as simple as pointing and shooting, computers and semiautonomous weapon systems are the accepted standards, driven by the realities of the spaceflight regime. In the total Starfleet history of armed spacecraft, over 3,500 unique spacecraft combat maneuvers (SCMs) have been recorded, too numerous to present more than a tiny fraction in detail (see descriptions following). Since combat conditions can change within seconds, high-speed calculations and tactical choices will also change rapidly. General result-oriented firing and movement orders from command personnel are translated by the main computers and scripted into trees of possible sequences, along with a prioritization of the best paths for the current time, and influenced by the predictions of Threat assessment routines. As with the navigation system, which is directly linked to the tactical system within the main computers, phaser algorithms take two distinct forms, baseline code and self-rewritable code. Both code types cover all known advantages and weaknesses of Threat vessels, including simulated adversaries used for training purposes, and analysis routines for new Threat types. The rewritable symbolic code performs primarily high-speed autonomic functions related to the defense of the Enterprise, quickly reacting to danger from outside and repairing internal damage. Only 10% of the rewritable code is needed for weapon fire control routines; they are fairly straightforward and are complicated only by firing sequences, precise timings, and unusual targeting requirements. All stored rewritable code is routinely transferred to Starfleet Headquarters and remote sites by secure means for high-level analysis.

SPACECRAFT TACTICAL MANEUVERS INVOLVING PHASERS The following three cleared excerpts from the overall Starfleet SCM database describe general Galaxy class ship maneuver variations utilizing Type X phaser banks only. Photon torpedo firings in combination with phasers are treated as specialized SCMs. CATNO.SCMDB GAL/ENT/PHA/LS 142-01-40272/TTMVAR/ROM/TD'D/1Two vessel scenario, low sublight, ²0.01c relative, ²0.01c absolute, Cruise Mode. Romulan Warbird Threat vessel (mobile), closes on Galaxy class (stationary) along bearing 0¡, ±10¡, mark 0¡, range Å5000 km. Threat vessel discharges 20 GW phaser pulses toward Galaxy class. Galaxy class shields energize within 550 ns to minimum phaser dispersion level, rise to full within 2,000 ns. Galaxy class maneuvers to minimum aspect on thruster or impulse power if possible. General return fire procedure, if implemented: Determine Threat passing side, yaw Galaxy class through same direction at matching rate minus 15%, pitch to 5¡ relative to Threat XY centerline, auto-adjust Galaxy class YZ plane. PROG 532 sequential follow-fire arrays: Upper Forward Main, Lower Forward Main, P/S Lateral, Upper Aft Main.CATNO.SCMDB GAL/ENT/PHA/HS 339-54-40274/TTMVAR/FER/T23/2Three vessel scenario, high sublight, ²0.02c relative, ².75c absolute, Cruise Mode. Ferengi Marauder Threat vessels (mobile), closes on Galaxy class (mobile) along bearings 240¡ and 120¡, ±10¡, marks 40¡ and 280¡, range Å800 km. Threat vessels simultaneously discharge 500 MW electro plasma waves toward Galaxy class. Galaxy class shields fully energized, reactive outboard pulsing to hot standby. General return fire procedure, if implemented: Determine Threat evasive pattern, maintain Galaxy class relative attitude centerline divided between both Threat vessels. Yaw 90¡ to combined plasma wavefront if possible prior to phaser discharge. PROG 14 continuous fire arrays: Upper Aft Main, Lower Aft Main, P/S Lateral.CATNO.SCMDB GAL/ENT/PHA/MS 565-11-40274/TTMVAR/CAR/HAC/1Two vessel scenario, mid-sublight, ²0.001c relative, ²0.60c absolute, Separated Flight Mode, Saucer Module only. Cardassian Enhanced Penetrator Threat vessel (mobile), exchanges fire with Galaxy class (mobile) along bearing 280¡, mark 300¡, range 15 km at closest approach. Galaxy class shields fully energized, reactive outboard pulsing to full active. General return fire procedure, if implemented: Predict table of possible Threat trajectories and attach required targeting vectors. Break 45¡-Z/30¡ +X to present maximum number of ventral array elements to Threat. PROG 3401 pulsed fire, broad spectrum to blind Threat sensors: Lower Main Aft, P/S Lateral. Follow with PROG 245 continuous fire, narrow spectrum: Lower Aft Main, P/S Lateral. Virtually all phaser-related scenarios deal with sublight starship velocities, and for good reason. Space vessels operating at warp are protected, to a large degree, simply by the limitations of lightspeed physics. Phaser energy dissipates quickly in the vicinity of moving warp fields, especially when those fields are accompanied by active deflectors. This remains true even if the targets are motionless relative to each other (in comparison, subspace emission devices such as tractor beams and transporters are less adversely affected). Computational simulations suggest that an extremely narrow Type X phaser discharge, if released at full power and aligned along an oncoming target's velocity vector, has a 25% chance of disrupting the target's hull integrity. Other position and velocity combinations are subjects of continued research, since some small tactical advantages may yet be extracted for future use.

PHOTON TORPEDOES The tactical value of phaser energy at warp velocities, and indeed high relativistic velocities, is close to none. As greater numbers of sentient races were encountered in the local stellar neighborhood, some of which were classified as definite Threats, the need for a warp-capable defensive weapons delivery method was recognized as an eventual necessity. Rudimentary nuclear projectiles were the first to be developed in the mid-2000s, partly as an outgrowth of debris-clearing devices, independent sensor probes, and defensive countermeasures technology. Fusion explosives continued to be deployed throughout the latter half of the twenty-second century, as work progressed on lighter and faster ordnance. Late in the development of the first true photon torpedoes, a reliable technique for detonating variable amounts of matter and antimatter had continued to elude Starfleet engineers, while the casing and propulsion system were virtually complete. On the surface, the problem seemed simple enough to solve, especially since some early matter/antimatter reaction engines suffered regular catastrophic detonations. The exact nature of the problem lay in the rapid total annihilation of the torpedo's warhead. While most warp engine destructions due to failure of antimatter containment appeared relatively violent, visually, the actual rate of particle annihilation was quite low. Two torpedo types were being developed simultaneously, beginning in 2215. The first was a simple 1:1 matter/antimatter collision device consisting of six slugs of frozen deuterium which were backed up by carbon-carbon disks and driven by microfusion initiators into six corresponding magnetic cavities, each holding antideuterium in suspension. As the slugs drove into the cavities, the annihilation energies were trapped briefly by the magnetic fields, and then suddenly released. The annihilation rate was deemed adequate to serve as a defensive weapon and was deployed to all deep interstellar Starfleet vessels. While a torpedo could coast indefinitely after firing, the maximum effective tactical range was 750,000 kilometers because of stability limits inherent to the containment field design. The device Starfleet was waiting for was the second type, made operational in 2271. The basic configuration is still in use and deployed on the Galaxy class with a maximum effective tactical range of 3,500,000 kilometers for midrange detonation yield. Variable amounts of matter and antimatter are broken into many thousand minute packets, effectively increasing the annihilation surface area by three orders of magnitude. The two components are both held in suspension by powerful magnetic field sustainers within the casing at the time of torpedo warhead loading. They are held in two separate regions of the casing, however, until just after torpedo launch, as a safety measure. The suspended component packets are mixed, though they still do not come into direct contact with one another because of the fields surrounding each packet. At a signal from the onboard detonation circuitry, the fields collapse and drive the materials together, resulting in the characteristic release of energy. While the maximum payload of antimatter in a standard photon torpedo is only about 1.5 kilograms, the released energy per unit time is actually greater than that calculated for a Galaxy class antimatter pod rupture.

PHOTON TORPEDO OPERATIONS The uses of photon torpedoes against natural and constructed targets are as varied as those devised for the Galaxy class shipboard phaser arrays. A complete examination of defensive and productive applications would require additional volumes dealing with specific celestial objects and Spacecraft Combat Maneuvers (SCMs), though the fundamentals are included here. Photon torpedoes are directed against Threat force targets at distances from 15 to nearly 3,500,000 kilometers from the starship. In docked flight, targeting data is gathered from the ship's various sensor systems and processed at FTL speeds in the main computers, then relayed through the Tactical bridge station to the forward and aft torpedo launchers. The automated reactant handling and torpedo loading into the launcher are managed by the tactical situation controller (TSC), in concert with the TA/T/TS. This dedicated section of the computer maintains regularly updated files of actual and simulated Threat tracking algorithms, firings, and battle damage reports, plus adaptive algorithms for new Threat targets. Tactical inputs determine the desired results from a list of basic menu choices, including nonstandard instructions, such as the option of computer-assisted manual torpedo flight control.

WEAPONS CONTROL In Separated Flight Mode, the main computer in the Battle Section accepts a total handoff of control from the Saucer Module main computers, switching the duplicate situation controller to full active status. This allows uninterrupted control of the two launcher tubes. With the Battle Section no longer occupying the docking cavity, the single aft-firing torpedo launcher in the Saucer Module is open to space. The main computer tactical situation controller manages the firing of this launcher, designed to defend the Saucer Module in the event of attack away from the Battle Section. Since photon torpedoes are classified as semi-autonomous weapons, initial firing direction is not a major concern. Most firings involve direct fore or aft vectors, within ten degrees of the vehicle centerline. When required, rapid trajectory changes may be executed following launch to achieve target acquisition, cruise tracking, and terminal guidance. This is utilized with numerous preprogrammed starship maneuvers, momentarily disabling Conn bridge station attitude and translational panel inputs. Targets within twenty-five kilometers involve launch followed immediately by a fast breakaway to guarantee that the starship will remain outside the explosion hazard radius, which is variable with yield. Sensor blinding of pursuing Threat vessels can be attempted by aft volley firings of four or more weapons. Combinations of many factors, including warp or impulse velocity changes, volley firing spread angles, and warhead yield are sorted and matched to Threat vehicles. Targeting is directed by the Tactical Officer following command authorization. Target detection and prioritization are orchestrated by the Tactical Officer with interactive prompts and responses from the computers. Torpedo sensors and guidance circuits are configured by the tactical situation controller to sense specific EM and subspace energies, and will perform homing maneuvers most suitable to the scenario. While Threat defenses exist against photon torpedoes, including high-energy deflector shields and active torpedo countermeasures, improvements in tactical algorithm creation routines are constantly being applied. Phaser dimpling of a Threat shield can sometimes allow torpedo penetration for detonation within the outer shield layers, constraining the explosion and causing almost total vaporization of the Threat rather than vessel fragmentation.

OTHER APPLICATIONS Photon torpedoes, being general energy release devices, have found their way into many other specialized applications. Reinforced torpedo casings are able to penetrate geologic formations for deep explosive modifications in terraforming and planetary engineering projects. Torpedoes are detonated as long-range sensor calibrators at both warp and sublight speeds. They are often used to divert or dissociate asteroidal materials designated as hazards to spacecraft and planets.

DEFLECTOR SHIELDS The tactical deflector system is the primary defensive system of the Galaxy class starship. It is a series of powerful deflector shields that protect both the spacecraft and its crew from both natural and artificial hazards. Like most forcefield devices, the deflector system creates a localized zone of highly focused spatial distortion within which an energetic graviton field is maintained. The deflector field itself is emitted and shaped by a series of conformal transmission grids on the spacecraft exterior, resulting in a field that closely follows the form of the vehicle itself. This field is highly resistive to impact due to mechanical incursions ranging from relativistic subatomic particles to more massive objects at lesser relative velocities. When such an intrusion occurs, field energy is concentrated at the point of impact, creating an intense, localized spatial distortion. To an observer aboard the starship, it appears that the intruding object has bounced off the shield. A zero-dimensional observer on the intruding object would, however, perceive that his/her trajectory is unaffected, but that the location of the starship has suddenly changed. This is somewhat analogous to the spatial distortion created by a natural gravity well, and is typically accompanied by a momentary discharge of Cerenkov radiation, often perceived as a brief blue flash. The deflector is also effective against a wide range of electromagnetic, nuclear, and other radiated and field energies.

FIELD GENERATORS The deflector system utilizes one or more graviton polarity source generators whose output is phase-synchronized through a series of subspace field distortion amplifiers. Flux energy for the Primary Hull is generated by five field generators located on Deck 10. Three additional generators are located on Deck 31 in the Secondary Hull. Two additional field generators are located in each of the warp nacelles, although the output of the Saucer Module grid can be boosted to include the nacelles if necessary. Each generator consists of a cluster of twelve 32 MW graviton polarity sources feeding a pair of 625 millicochrane subspace field distortion amplifiers. Cruise Mode operating rules require one generator in each major section to be operational at all times, with at least one additional unit available for activation should an Alert condition be invoked. During Alert situations, all operational deflector generators are normally brought to full standby. Nominal system output (Cruise Mode) of the deflector system is 1152 MW graviton load. Peak momentary load of a single generator can approach 473,000 MW for periods approaching 170 milliseconds. During Alert status, up to seven generators can be operated in parallel phase-lock, providing a continuous output of 2688 MW, with a maximum primary energy dissipation rate in excess of 7.3 x 10° kW. Heat dissipation on each generator is provided by a pair of liquid helium coolant loops with a continuous-duty rating of 750,000 MJ. Four backup generators are located in each hull, providing up to twenty-four hours of service at 65% of nominal rated power. Normal duty cycle on primary generators is twelve hours on-line, with nominal twelve hours degauss and scheduled maintenance time. Graviton polarity sources are rated for 1,250 operating hours between routine servicing of superconductive elements.

SHIELD OPERATING FREQUENCIES Providing shielding against the entire spectrum of electromagnetic radiation would prove far too energy-costly for normal Cruise Mode use. Additionally, a full-spectrum shielding system would prevent onboard sensors from gathering many types of scientific and tactical data. Instead, Cruise Mode operating rules allow for deflectors to operate at the relatively low level (approximately 5% of rated output) and at the specific frequency bands necessary to protect the spacecraft's habitable volume to SFRA-standard 347.3(a) levels for EM and nuclear radiation. During Alert situations, shields are raised to defensive configuration by increasing generator power to at least 85% of rated output. Shield modulation frequencies and band-widths are randomly varied to prevent a Threat force from adjusting the frequency of a directed energy weapon (such as a phaser) to penetrate shields by matching frequency and phase. Conversely, when the frequency characteristics of a directed energy weapon are known, it is possible to dramatically increase deflector efficiency by adjusting the shielding frequencies to match those of the incoming weapon. Similar techniques are used to protect the vehicle against various natural hazards, as when shielding is increased in the 10¸ meter band to protect against X rays generated by a supernova. Raising shields to defensive configuration also triggers a number of special operating rules. First, active sensor scans are operated according to special protocols that are intended to minimize the interference due to the shielding effects. For certain types of scans, sensors are continually recalibrated to take advantage of any EM windows left open by rotation of shield frequencies. In other cases, the random variation of shield frequencies is modified slightly to allow a specific EM window at specific intervals necessary for data collection. Such sensor operation techniques generally result in substantially reduced data collection rates, so sensor usage is strictly prioritized during Alert situations. Further, most defensive scenarios require sensors to be operated in silent running mode during which the usage of active scan sensors is not permitted and only passive sensors may be used. Also affected by deflector shield usage is operation of the transporter system. The annular confinement beam that serves as the transmission medium for the transporter beam requires such a wide EM and subspace bandwidth that it is normally impossible to transport through shields. Additionally, the shields spatial distortion effects can be severely disruptive of the transporter beam's pattern integrity. Shield operation also has a significant impact on warp drive operation. Because of the spatial distortion inherent in the shielding generation process, there is a measurable effect on the geometry of the warp fields that propel the ship. Warp drive control software therefore includes a number of routines designed to compensate for the presence of deflector shields, which would otherwise cause (at maximum rated output) a 32% degradation in force coupling energy transfer. Simultaneously, shield generator output must be upshifted by approximately 147 kilohertz to compensate for translational field interaction.

TACTICAL POLICIES Starfleet draws proudly upon the traditions of the navies of many worlds, most notably those of Earth. We honor our distinguished forebears in many ceremonial aspects of our service, yet there is a fundamental difference between Starfleet and those ancient military organizations. Those sailors of old saw themselves as warriors. It is undeniably true that preparedness for battle is an important part of our mission, but we of Starfleet see ourselves foremost as explorers and diplomats. This may seem a tenuous distinction, yet it has a dramatic influence on the way we deal with potential conflicts. When the soldiers of old pursued peace, the very nature of their organizations emphasized the option of using force when conflicts became difficult. That option had an inexorable way of becoming a self-fulfilling prophecy. Today, peace is no easier than it was in ages past. Conflicts are real, and tensions can escalate at a moment's notice between adversaries who command awesome destructive forces. Yet we have finally learned a bitter lesson from our past: When we regard force as a primary option, that option will be exercised. Starfleet's charter, framed some two centuries ago after the brutal Romulan Wars, is based on a solemn commitment that force is not to be regarded as an option in interstellar relations unless all other options have been exhausted.

RULES OF ENGAGEMENT Although starships are fully equipped with sophisticated weaponry and defenses, Starfleet teaches its people to use every means at their disposal to anticipate and defuse potential conflict before the need for force arises. This, according to Federation mandate, is Starfleet's primary mode of conflict resolution. Starfleet's rules of engagement are firmly based on these principles. Due to the extended range of Starfleet's theater of operations, it is not uncommon for starships to be beyond realtime communications range of Starfleet Command. This means a starship captain often has broad discretionary powers in interpreting applicable Federation and Starfleet policies. The details of these rules are classified but the basics are as follows. A starship is regarded as an instrument of policy for the U. F. P. and its member nations. As such, its officers and crew are expected to exhaust every option before resorting to the use of force in conflict resolution. More important, Federation policy requires constant vigilance to anticipate potential conflicts and to take steps to avert them long before they escalate into armed combat. Perhaps the most dangerous conflict scenario is that of the unknown, technically sophisticated Threat force. This refers to a confrontation with a spacecraft or weapons system from an unknown culture whose spacefaring and/or weapons capability is estimated to be similar or superior to our own. In such cases, the lack of knowledge about the Threat force is a severe handicap in effective conflict resolution and in tactical planning. Complicating matters further, such conflicts are often First Contact scenarios, meaning cultural and sociologic analysis data are likely to be inadequate, yet further increasing the import of the contact in terms of future relationships with the Federation. For these reasons, Starfleet requires cultural and technologic assessment during all First Contact scenarios, even those that occur during combat situations in deep space. Rules of engagement further require that adequate precaution be taken to avoid exposure of the ship and its crew or Federation interests to unnecessary risk, even when a potential Threat force has not specifically demonstrated a hostile intent. There are, however, specific diplomatic conditions under which the starship will be considered expendable. More common than the unknown adversary is conflict with a known, technically sophisticated Threat force. This refers to confrontation with a spacecraft or weapons system from a culture with which contact has already been made, and whose spacefaring and/or weapons capability is similar or superior to our own, even if the specific spacecraft or weapons system is of an unknown type. In such cases, tactical planning has the advantage of at least some cultural and technologic background of the Threat force, and the ship's captain will have detailed briefings of Federation policies toward the Threat force. In general, starships are not permitted to fire first against any Threat force, and any response to provocation must be measured and in proportion to such provocation. Here again, Starfleet requires adequate precaution be taken to avoid excessive risk to the ship or other Federation interests. Much more limiting are conflicts with spaceborne Threat forces estimated to be substantially inferior in terms of weapons systems and spaceflight potential. Here again, the use of cultural and technologic assessment is of crucial importance. Prime Directive considerations may severely restrict tactical options to measured responses designed to reduce a Threat force's ability to endanger the starship or third parties. Typically, this means limited strikes to disable weapons or propulsion systems only. Rules of engagement prohibit the destruction of such spacecraft except in extreme cases where Federation interests, third parties, or the starship itself are in immediate jeopardy. Even more difficult are conflicts in which a Starfleet vessel or the Federation itself is considered to be a third party. Such scenarios include civil and intrasystem conflicts or terrorist situations. In evaluating such cases, due care must be taken to avoid interference in purely local affairs. Still, there are occasionally situations where strategic or humanitarian considerations will require intervention. Starfleet personnel are expected to closely observe Prime Directive considerations in such cases. The physical layout of the raised Tactical station console describes a sweeping curve affording an unobstructed view of the main viewer, and an equally clear view of the command stations below. This allows for an uninterrupted exchange between the Security Officer (doubling as senior Tactical Officer) and other bridge officers during critical operations, as well as exchanges with crew members occupying the aft stations. The console lacks a seat and is therefore a standup position, deemed ergonomically necessary for efficient security functions. While the length of the control/display panel can accommodate two officers, more scenarios will see the Security Officer conducting operations alone. Even during crisis situations, when action levels are highest, a single tactical officer will respond in the least ambiguous manner, with a minimum number of significant order confirmations and command interrogatives. A second Tactical Officer will be available as necessary, in the event the senior officer is called to Away Team duty or is otherwise indisposed.

STARSHIP DEFENSE FUNCTIONS The very survival of the ship will often rest in the hands of Security Officer in the performance of operations in hazardous situations including close-in missions to energetic celestial objects, dealing with dangers posed by certain artificial constructs, and potential hostilities with Threat vessels. A wide variety of systems are available to the Security Officer from the Tactical station, including the ship's defensive shields, phaser banks, and photon torpedoes, all first-line devices. Tactical coordinates with the Flight Control Officer and Flight Operations positions in all situations involving external hazards. Guidance and navigation information, targeting data, and external communications are networked through all three stations, providing expanded options for dealing with unknowns as they present themselves. Other systems that may be commanded by Tactical include long- and short-range sensor arrays, sensor probes, message buoys, and tractor beam devices.

SCIENCE STATIONS Science stations I and II are the first two aft stations located directly behind the Tactical station on the upper level of the Main Bridge. They are used by bridge personnel to provide realtime scientific data to command personnel. These stations are not assigned full-time technicians, but are available for use as needed.

INSTRUMENTED PROBES The detailed examination of many objects and phenomena in the Milky Way galaxy can be handled routinely by the ship's onboard sensor arrays, up to the resolution limits of the individual instruments and to the limits of available data extraction algorithms used in extrapolating values from combinations of instrument readings. Greater proportions of high-resolution data of selected sites can be gathered using close approaches by instrumented probe spacecraft. These probes are generally sized to fit the fore and aft photon torpedo launchers, providing rapid times-to-target. Three larger classes of autonomous probes are based upon existing shuttlecraft spaceframes that have been stripped of all personnel support systems and then densely packed with sensor and telemetry hardware.

GENERAL USE PROBES The small probes are divided into nine classes, arranged according to sensor types, power, and performance ratings. The features common to all nine are spacecraft frames of gamma molded duranium-tritanium and pressure-bonded lufium boronate, with certain sensor windows of triple layered transparent aluminum. Sensors not utilizing the windows are affixed through various methods, from surface blending with the hull material to imbedding the active detectors within the hull itself. All nine classes are equipped with a standard suite of instruments to detect and analyze all normal EM and subspace bands, organic and inorganic chemical compounds, atmospheric constituents, and mechanical force properties. While all are capable of at least surviving a powered atmospheric entry, three are designed to function for extended periods of aerial maneuvering and soft landing. Many probes include varying degrees of telerobotic operation capabilities to permit realtime control and piloting of the probe. This permits an investigation to remain on board the Enterprise while exploring what might otherwise be a dangerously hostile or otherwise inaccessible environment. The following section lists the specifications of each class. The higher class numbers are not intended to imply greater capabilities, but rather different options available to the command crew when ordering a probe launch. General use probes readied for immediate launching are stored adjacent to the photon torpedo reactant loading area on Deck 25. Other standby probes are stored on Deck 26 on standard torpedo transfer pallets. All probes are accessible to Engineering crews for periodic status checks and modifications for unique applications. Class I Sensor Probe Range: 2 x 10° km Delta-v limit: 0.5c Powerplant: Vectored deuterium microfusion propulsion. Sensors: Full EM/Subspace and interstellar chemistry pallet for in-space applications. Telemetry: 12,500 channels at 12 megawatts. Class II Sensor Probe Modified Class I. Range: 4 x 10° km Delta-v limit: 0.65c Powerplant: Vectored deuterium microfusion propulsion; extended deuterium fuel supply. Sensors: Same instrumentation as Class I with addition of enhanced long-range particle and field detectors and imaging system. Telemetry: 15,650 channels at 20 megawatts. Class III Planetary Probe Range: 1.2 x 10¤ km Delta-v limit: .65c Powerplant: Vectored deuterium microfusion propulsion. Sensors: Terrestrial and gas giant sensor pallet with material sample and return capability; on-board chemical analysis submodule. Telemetry: 13,250 channels at Å15 megawatts. Additional data: Limited SIF hull reinforcement. Full range of terrestrial soft landing to subsurface penetrator missions; gas giant atmosphere missions survivable to 450 bar pressure. Limited terrestrial loiter time. Class IV Stellar Encounter Probe Modified Class III. Range: 3.5 x 10¤ km Delta-v limit: 0.60c Powerplant: Vectored deuterium microfusion propulsion supplemented with continuum driver coil; extended maneuvering deuterium supply. Sensors: Triply redundant stellar fields and particles detectors, stellar atmosphere analysis suite. Telemetry: 9,780 channels at 65 megawatts. Additional data: Six ejectable/survivable radiation flux subprobes. Deployable for nonstellar energy phenomena. Class V Medium-Range Reconnaissance Probe Range: 4.3 x 10¼ km Delta-v limit: Warp 2. Powerplant: Dual-mode matter/antimatter engine; extended duration sublight plus limited duration at warp. Sensors: Extended passive data-gathering and recording systems; full autonomous mission execution and return system. Telemetry: 6,320 channels at 2.5 megawatts. Additional data: Planetary atmosphere entry and soft landing capability. Low observability coatings and hull materials. Can be modified for tactical applications with addition of custom sensor countermeasure package. Class VI Comm Relay/Emergency Beacon Modified Class III. Range: 4.3 x 10¼ km Delta-v limit: 0.8c Powerplant: Microfusion engine with high-output MHD power tap. Sensors: Standard pallet. Telemetry/comm: 9,270 channel RF and subspace transceiver operating at 350 megawatts peak radiated power. 360¡ omni antenna coverage, 0.0001 arc-second high-gain antenna pointing resolution. Additional data: Extended deuterium supply for transceiver power generation and planetary orbit plane changes. Class VII Remote Culture Study Probe Modified Class V. Range: 4.5 x 10Þ km Delta-v limit: Warp 1.5. Powerplant: Dual-mode matter/antimatter engine. Sensors: Passive data gathering system plus subspace transceiver. Telemetry: 1,050 channels at 0.5 megawatts. Additional data: Applicable to civilizations up to technology level III. Low observability coatings and hull materials. Maximum loiter time: 3.5 months. Low-impact molecular destruct package tied to antitamper detectors. Class VIII Medium-Range Multimission Warp Probe Modified photon torpedo casing. Range: 1.2 x 10® l.y. Delta-v limit: Warp 9. Powerplant: Matter/antimatter warp field sustainer engine; duration 6.5 hours at Warp 9; MHD power supply tap for sensors and subspace transceiver. Sensors: Standard pallet plus mission-specific modules. Telemetry: 4,550 channels at 300 megawatts. Additional data: Applications vary from galactic particles and fields research to early-warning reconnaissance missions. Class IX Long-Range Multimission Warp Probe Modified photon torpedo casing. Range: 7.6 x 10® l.y. Delta-v limit: Warp 9. Powerplant: Matter/antimatter warp field sustainer engine; duration twelve hours at Warp 9; extended fuel supply for Warp 8 maximum flight duration of fourteen days. Sensors: Standard pallet plus mission-specific modules. Telemetry: 6,500 channels at 230 megawatts. Additional data: Limited payload capacity; isolinear memory storage 3,400 kiloquads; fifty-channel transponder echo. Typical application is emergency log-message capsule on homing trajectory to nearest starbase or known Starfleet vessel position.

SENSOR SYSTEMS The Galaxy Class Enterprise features one of the most sophisticated and flexible sensor packages ever developed for a Federation starship. These sensors make the Enterprise one of the most capable scientific research vessels ever built. There are three primary sensor systems aboard the Enterprise. The first is the long-range sensor array located at the front of the Engineering Hull. This package of high-power devices is designed to sweep far ahead of the ship's flight path to gather navigational and scientific information. The second major sensor group is the lateral arrays. These include the forward, port, and starboard arrays on the rim of the Primary Hull, as well as the port, starboard, and aft arrays on the Secondary Hull. Additionally, there are smaller upper and lower sensor arrays located near Decks 2 and 16 on the Primary Hull, providing coverage in the lateral arrays blind spots. The final major group is the navigational sensors. These dedicated sensors are tied directly into the ship's Flight Control systems and are used to determine the ship's location and velocity. They are located on the forward, upper port, upper starboard, aft, and upper and lower arrays.

LONG-RANGE SENSORS The most powerful scientific instruments aboard the USS Enterprise are probably those located in the long-range sensor array. This cluster of high-power active and passive subspace frequency sensors is located in the Engineering Hull directly behind the main deflector dish. The majority of instruments in the long-range array are active scan subspace devices, which permit information gathering at speeds greatly exceeding that of light. Maximum effective range of this array is approximately five light years in high-resolution mode. Operation in medium-to-low resolution mode yields a usable range of approximately 17 light years (depending on instrument type). At this range, a sensor scan pulse transmitted at Warp 9.9997 would take approximately forty-five minutes to reach its destination and another forty-five minutes to return to the Enterprise. Standard scan protocols permit comprehensive study of approximately one adjacent sector per day at this rate. Within the confines of a solar system, the long-range sensor array is capable of providing nearly instantaneous information. Primary instruments in the long-range array are located in a series of eight instrument bays directly behind the main deflector on Decks 32 38. Direct power taps from primary electro plasma system (EPS) conduits are available for high-power instruments such as the passive neutrino imaging scanner. The main deflector emitter screen includes perforated zones designed to be transparent for sensor use, although the subspace field stress and gravimetric distortion sensors cannot yield usable data when the deflector is operating at more than 55% of maximum rated power. Within these instrument bays, fifteen mount points are nominally unassigned and are available for mission-specific investigations or future upgrades. All instrument bays share the use of the navigational deflector's three subspace field generators located on Deck 34, providing the subspace flux potential allowing transmission of sensor impulses at warp speeds. The long-range sensor array is designed to scan in the direction of flight, and it is routinely used to search for possible flight hazards such as micrometeoroids or other debris. This operation is managed by the Flight Control Officer under automated control. When small particulates or other minor hazards are detected, the main deflector is automatically instructed to sweep the objects from the Vehicle's flight path. The scan range and degree of deflection vary with the ship's velocity. In the event that larger objects are detected, automatic minor changes in flight path can avoid potentially dangerous collisions. In such cases, the computer will notify the Flight Control Officer of the situation and offer the opportunity for manual intervention if possible.

LATERAL SENSOR ARRAYS The Enterprise is equipped with the most extensive array of sensor equipment available. The spacecraft exterior incorporates a number of large sensor arrays providing ample instrument positions and optimal three-axis coverage. Each sensor array is composed of a continuous rack in which are mounted a series of individual sensor instrument pallets. These sensor pallets are modules designed for easy replacement and updating of instrumentation. Approximately two-thirds of all pallet positions are occupied by standard Starfleet science sensor packages, but the remaining positions are available for mission-specific instrumentation. Sensor array pallets provide microwave power feed, optical data net links, cryogenic coolant feeds, and mechanical mounting points. Also provided are four sets of instrumentation steering servo clusters and two data subprocessor computers. The standard Starfleet sensor complement comprises twenty-four semi-redundant suites of these six standard sensor pallets. These 144 pallets are distributed on the Primary Hull and Secondary Hull lateral arrays. The instrumentation is located to maximize redundant coverage. A total of 284 pallet positions are available on both hulls. The upper and lower sensor platforms provide coverage in very high and very low vertical elevation zones. These arrays employ a more limited subset of the standard Starfleet instrument package. In addition to standard Starfleet instruments, mission-specific investigations frequently require nonstandard instruments that can be installed into one or more of the 140 nondedicated sensor pallets. When such devices are relatively small, such installation can be accomplished from service access ports inside the spacecraft. Installation of larger devices must be accomplished by extravehicular activity. A number of personnel airlocks are located in the sensor strip bays for this purpose. If a device is sufficiently large, or if installation entails replacement of one or more entire sensor pallets, a shuttlepod can be used for extravehicular equipment handling. The standard Starfleet science sensor complement consists of a series of six pallets, which include the following devices:Pallet #1Wide-angle EM radiation imaging scanner Quark population analysis counterZ-range particulate spectrometry sensorPallet #2High-energy proton spectrometry clusterGravimetric distortion mapping scannerPallet #3Steerable lifeform analysis instrument clusterPallet #4Active magnetic interferometry scannerLow-frequency EM flux sensorLocalized subspace field stress sensorParametric subspace field stress sensorHydrogen-filter subspace flux scannerLinear calibration subspace flux sensorPallet #5Variable band optical imaging clusterVirtual aperture graviton flux spectrometerHigh-resolution graviton flux spectrometerVery low energy graviton spin polarimeterPallet #6Passive imaging gamma interferometry sensorLow-level thermal imaging sensorFixed angle gamma frequency counterVirtual particle mapping camera

NAVIGATIONAL SENSORS A terrestrial bird, a living organism, is aware of its surroundings and uses its senses to find its way from one point to another, frequently guided by stars in the night sky. The comparison of the USS Enterprise to the bird here is an apt one. In much the same way, the Enterprise system constantly processes incoming sensor data and routinely performs billions of calculations each second, in an effort to mimic the biological solution to the problem of navigation. While an equivalent number of Enterprise sensors and simulated neurons (and their interconnections) within the main computers are still many orders of magnitude less efficiently designed than the avian brain, nonetheless the Enterprise system is more than adequate to the task of traversing the galaxy. Sensors provide the input; the navigational processors within the main computers reduce the incessant stream of impulses into usable position and velocity data. The specific navigational sensors being polled at any instant will depend on the current flight situation. If the starship is in orbit about a known celestial object, such as a planet in a charted star system, many long-range sensors will be inhibited, and short-range devices will be favored. If the ship is cruising in interstellar space, the long-range sensors are selected and a majority of the short-range sensors are powered down. As with an organic system, the computers are not overwhelmed by a barrage of sensory information. The 350 navigational sensor assemblies are, by design, isolated from extraneous cross-links with other general sensor arrays. This isolation provides more direct impulse pathways to the computers for rapid processing, especially during high warp factors, where minute directional errors, in hundredths of an arc-second per light year, could result in impact with a star, planet, or asteroid. In certain situations, selected cross-links may be created in order to filter out system discrepancies flagged by the main computer. Each standard suite of navigational sensor includes:¥ Quasar Telescope¥ Wide-Angle IR Source Tracker¥ Narrow-Angle IR-UV-Gamma Ray Imager¥ Passive Subspace Multibeacon Receiver¥ Stellar Graviton Detectors¥ High-Energy Charged Particle Detectors¥ Galactic Plasma Wave Cartographic Processor¥ Federation Timebase Beacon Receiver¥ Stellar Pair Coordinate Imager The navigational system within the main computers accepts sensor input at adaptive data rates, mainly tied to the ship's true velocity within the galaxy. The subspace fields within the computers, which maintain faster-than-light (FTL) processing, attempt to provide at least 30% higher proportional energies than those required to drive the spacecraft, in order to maintain a safe collision-avoidance margin. If the FTL processing power drops below 20% over propulsion, general mission rules dictate a commensurate drop in warp motive power to bring the safety level back up. Specific situations and resulting courses of action within the computer will determine the actual procedures, and special navigation operating rules are followed during emergency and combat conditions. Sensor input processing algorithms take two distinct forms, baseline code and rewritable code. The baseline code consists of the latest version of 3D and 4D position and flight motion software, as installed during starbase overhauls. This code resides within the protected archival computer core segments and allows the starship to perform all general flight tasks. The Enterprise has undergone three complete reinstallations of its baseline code since its first dock departure. The rewritable code can take the form of multiple revisions and translations of the baseline code into symbolic language to fit new scenarios and allow the main computers to create their own procedure solutions, or add to an existing database of proven solutions. These solutions are considered to be learned behaviors and experiences, and are easily shared with other Starfleet ships as part of an overall spacecraft species maturing process. They normally include a large number of predictive routines for high warp flight, which the computers use to compare predicted interstellar positions against realtime observations, and from which they can derive new mathematical formulae. A maximum of 1,024 complete switchable rewrite versions can reside in main memory at one time, or a maximum of 12,665 switchable code segments. Rewritable navigation code is routinely downloaded during major starbase layovers and transmitted or physically transferred to Starfleet for analysis. Sensor pallets dedicated to navigation, as with certain tactical and propulsion systems, undergo preventative maintenance (PM) and swapout on a more frequent schedule than other science-related equipment, owing to the critical nature of their operation. Healthy components are normally removed after 65 0% of their established lifetimes. This allows additional time for component refurbishment, and a larger performance margin if swapout is delayed by mission conditions or periodic spares unavailability. Rare detector materials, or those hardware components requiring long manufacturing lead times, are found in the quasar telescope (shifted frequency aperture window and beam combiner focus array), wide angle IR source tracker (cryogenic thin-film fluid recirculator), and galactic plasma wave cartographic processor (fast Fourier transform subnet). A 6% spares supply exists for these devices, deemed acceptable for the foreseeable future, compared to a 15% spares supply for other sensors.

MISSION OPS The third aft station is Mission Ops. This station provides additional support to the Operations Manager, and is specifically responsible for monitoring activity relating to secondary missions. In doing so, Mission Ops acts as an assistant to the Operations Manager, relieving him/her of responsibility for lower-priority tasks that must be monitored by a human operator.

COMMUNICATIONS

INTRASHIP COMMUNICATIONS Communications aboard the USS Enterprise take two basic forms, voice and data transmissions. Both are handled by the onboard computer system and dedicated peripheral hardware nodes. Though those sections of the computer normally allocated to communications tasks are named the communications system, the metaphor of the human central nervous system is more applicable in this situation. The sheer mass of adaptable links radiating outward from the main computers virtually assures that all information within the spacecraft will be rapidly transmitted to the correct destination, and will be received with little or no detectable loss of that information. While the multitude of communications functions are directly traceable to the same hardware, the operating modes and protocols around which they are based are distinctly different and are worth noting.

COMMUNICATIONS OPERATION During voice operations, the normal procedure involves a crew member stating his or her name, plus the party or ship area being called, in a form that can be understood by the computer for proper routing. Examples: Dr. Selar, this is the captain or Ensign Nelson to Engineering. The artificial intelligence (AI) routines in the main computer listen for intraship calls, perform analyses on the message opening content, attempt to locate the message recipient, and then activate the audio speakers at the recipient's location. During the initial message routing, there may be a slight processing delay until the computer has heard the entire name of the recipient and located same. From that point on, all transmissions are realtime. When both parties have concluded their conversation, the channel may be actively closed with the word out, which will be detected in context by the computer. If both parties discontinue without formally breaking the channel, and no other contextual cues have been offered to keep the line open, the computer will continue listening for ten seconds, and then close the line. When using the communicator badge to initiate a call aboard ship, the computer will consider the badge-tap to be force of habit, or simply a confirmatory signal. In the event that the recipient is unavailable for a routine voice call, a system flag will be set in the computer and will alert the recipient that a waiting message has been stored. Emergency voice transmissions are prioritized and controlled by command authority instructions within the computer, and can be redefined by command personnel according to the situation. During most Alert conditions, the communications system is automatically switched over to high-speed operations optimized to afford the Bridge uninterruptable links to the rest of the ship for contact with other departments and assessment of possible damage. At this time, routine channel operations are disabled. Data transmissions may be established between any standard Starfleet hardware units equipped with RF or STA devices, either by manual keypresses or by vocally commanding the computer to handle the data transfers. In most cases, the computer will automatically execute the desired functions; on occasion, the computer may request identification keypresses for specific pieces of hardware, usually for verification of device type, data transmission protocols, or sequencing of multiple devices. During both voice and data transmissions, channels may be secured by either manual inputs or vocal request, depending on the respective locations of the parties or devices involved.

SHIP-TO-GROUND COMMUNICATIONS The next higher organizational level for the overall communications system involves contact and information exchange between the starship and planetside personnel and remote equipment. Communications external to the spacecraft are routed from the main computers to the radio frequency (RF) and subspace radio system nodes. While the term radio is something of an anachronism, since Starfleet communications more often than not involve visual information, it nevertheless continues to describe the basic function of the system. Normal radio frequencies are set aside as backups to the primary subspace bands, though RF is in continued use by numerous cultures maintaining relations with the Federation, and Starfleet vessels must sometimes rely on this older system when subspace bands prove unusable due to stellar or geological phenomena, or when hardware difficulties arise with either the host or remote sides. Such space-normal radio communications are, of course, restricted by the speed of light, resulting in severe time and distance limitations.

SHIP-T0-SHIP COMMUNICATIONS The most energetic and far-reaching communications possible from the USS Enterprise encompass ship-to-ship and ship-to-starbase transmissions. These will typically span from hundreds of Astronomical Units to tens of light years, far beyond the capabilities of the lower-power subspace transceiver units already described. The communications system designed into the starship comprises ten ultra-high power subspace transceivers. Each is a trapezoidal solid 6 x 4 meters by 3 meters thick, set below the hull skin layer. The antenna array is the only device imbedded within the outer 11.34 cm of the skin. It is tied to the rest of the transceiver by a direct field energy waveguide. Since the operation of the long-range units can take place at both sublight and warp velocities, the internal arrangement of the transceiver allows for a greater number of major assemblies, including a sublight signal preprocessor, a warp velocity signal preprocessor, an adaptive antenna radiating element steering driver, Doppler and Heisenberg compensators, a combined selectable noise/clutter eliminator and amplifier stage, and a passive ranging determinator. As with the short-range system, signal encryption/decryption is handled by the main computer. All Starfleet starships are able to transmit and receive voice and data via subspace, at a maximum transfer rate of 18.5 kiloquads/second. Calls between ships during low-action levels are usually initiated by a hailing signal packet, which contains all pertinent information relating to the calling ship. The call, usually directed toward upper-tier command personnel, can be held for routing to the proper destination by Security or Ops. Routine voice and data exchanges between scientific, technical, and operational departments aboard both vessels can be cleared by Security once contact has been established. Crisis action levels, especially during Red Alert, can see normal hailing signals circumvented, depending on the exact situation. As with the other communications modes, calls can be closed out by either active controls, direct voice commands, or the aural monitoring functions of the main computer as it processes contextual cues.

STARBASE CONTACTS Communications with starbases are handled in a similar manner. Depending on the action level and distance from the starship, voice contact with a starbase can be routed through numerous Starfleet Command tiers. As face-to-face exchanges take place, information is constantly moving along hundreds of other high-speed subspace channels. Starship logs are downloaded along with volumes of collected information, including vehicle hardware and crew performance, sensor scans, strategic and tactical analyses, experiment results, and many other areas. Uploads to the starship include new additions to the galactic condition database, Starfleet clock synchronization values, compilations of other starship downloads, flight advisories, mission orders, and other information necessary to the smooth running of a starship. While docked at a major starbase, voice and data are normally transferred by the ODN.

NON-STARFLEET CONTACTS Most of the key interstellar-capable cultures in the Milky Way have come to use subspace frequencies in the interest of rapid communication. To echo an old saying, it's the only game in town. As such, even those that have had dealings with the Federation but are not members usually have gone some way toward adopting some common protocols, if only to interact with Starfleet vessels. Those who do not use standard voice and data translation routines, especially newly encountered races, can nevertheless be dealt with if the Enterprise main computers can perform adequate signal analyses and produce viable algorithms for use with the universal translator. In many cases, however, dedicated survey and contact ships will precede starships as large as the Galaxy class, performing pathfinder missions, making cultural contacts, and compiling the required communication information. The possibility always exists, however, that a certain small percentage of true first contacts will be made by the Enterprise, activating a series of events designed to insure adherence to the Prime Directive by all concerned departments. Pending Federation policy determinations on the specific contact, Starfleet's traditionally conservative interpretation of the Prime directive's noninterference requirements may result in subspace channels being closed down or set to higher encryption, if it has been determined that a new contact is using subspace radio.

SUBSPACE COMMUNICATIONS NETWORK The speed of propagation of a subspace signal continues to be the limiting factor in any long-range communications. Subspace radio signals, even those highly focused and radially polarized, will decay over time, as the engergies forced across the subspace threshold will tend to surface to become normal slower EM. As this decay occurs, enormous amounts of information are lost, since the modulated signal does not decay evenly. The propagation speed under ideal galactic conditions is equivalent to Warp Factor 9.9997. This places subspace radio about sixty times faster than the fastest starship, either existing or predicted. The phenomenon, which occurs at distances proportional to the peak radiated power of the outgoing beam with an upper distance limit of 22.65 light years, has necessitated the placement of untended relay booster beacons and small numbers of crew-tended communications bases at intervals of twenty light years, forming irregular strings of cells along major trade lanes and areas of ongoing exploration. Within the Federation, Starfleet's subspace communications network is supplemented by the federation's civil communications system, as well as by various local networks. New relay beacons are placed as areas of the galaxy are charted; small expendable beacons are carried aboard the Enterprise and other starships as temporary devices until permanent units can be placed. Already the extended exploration and patrol range of Starfleet vessels is so great that over 500 new subspace relays are made operational each year. Starfleet is continuing to conduct experiments with higher energy levels in an attempt to drive communications signals into deeper layers of subspace, where it is thought the signal will travel farther prior to decay. If this is indeed feasible, it may someday be possible to eliminate up to 80% of the installed boosters. Long-range subspace communications are vital to the continued effective operations of starships and their attendant planetside and free-flying base stations. Federation policy is formulated and carried out based on the rapid and accurate conveyance of orders, analyses, opinions, and scientific and technical information.

COMMUNICATIONS IN THE GALAXY While the hardware and processes have been thoroughly described, the basic concept of communications is more important than the preceding sections might imply. In a very real sense, the unceasing beat of life in the galaxy is dependent upon communications. Multiple levels of organization exist in the Milky Way, ranging from 10· cm to 10º km. Quarks and subatomic particles populate the lower end and lead to larger structures, through molecules, organic chemicals, and bioforms. At the higher end, atoms assemble into planets, solar systems, stellar clusters, and density waves in the galaxy. Each new level exhibits its own paradigm governing interactions, the exchange of energy and information. As sentient beings developed and progressed outward toward space, the exchange of information provided the necessary constant stimulus to learn more about the surrounding universe and to pursue the exploration of the galaxy. Contact among different cultures has led to real communications, in part facilitated by subspace transmission methods. While a small fraction of early contacts has resulted in hostilities, through misinterpretations of intentions or actual aggressive movement, most cultural compatibility problems have been solved through determined negotiations once common meeting grounds were found. In the view of many scholars, the entire Milky Way galaxy is experiencing a gradual acceleration in the rate of overall development because of continuing communications between sentient beings. The federation's Prime Directive notwithstanding, a number of technological civilizations are catching up at various rates, leading to what some consider will be an inevitable single broad leading edge of exploration and scientific discovery. The exact direction this wave front will take will remain an unknown, just as the future has always remained unknown. Tantalizing glimmers, however, will still be seen and shared, helping us to deal with the unexpected while preserving the excitement and sense of accomplishment.

UNIVERSAL TRANSLATOR The technical ability to exchange data is not in itself sufficient to permit communication. A common set of symbols and concepts language is equally important before communications can occur. This is difficult enough on a planet where individuals of the same species speak different languages, but it becomes a formidable task indeed when dealing with individuals from different planets who may share neither biology, culture, nor concepts. The Universal Translator is an extremely sophisticated computer program that is designed to first analyze the patterns of an unknown form of communication, then to derive a translation matrix to permit realtime verbal or data exchanges. Although the Universal Translator is primarily intended to work with spoken communications, it has been used successfully for translation with a wide range of language media.

DERIVING A TRANSLATION MATRIX The first step in deriving a translation matrix is to obtain as large a sample as possible of the unknown communication. Wherever possible, this sample should include examples of at least two native speakers conversing with each other. Extensive pattern analysis yields estimates on symbology, syntax, usage patterns, vocabulary, and cultural factors. Given an adequate sample, it is usually possible to derive a highly simplified language subset in only a few minutes, although Federation policy generally requires a much more extensive analysis before diplomatic usage of the Universal Translator is permitted. In the case where the individual lifeform communicated with has a similar language translation technology, it is sometimes useful to translate outgoing messages into the Linguacode language form, since this is specifically designed as a culturally neutral antiencrypted language medium.

UNIVERSAL TRANSLATOR LIMITATIONS The accuracy and applicability of the translation matrix is only as good as the language sample on which the matrix is based. A limited sample will generally permit a basic exchange of concepts, but can lead to highly distorted translations when concepts, vocabulary, or usage vary too far from the sample. Since the Universal Translator constantly updates the translation matrix during the course of usage, it is often useful to allow the program to accumulate a larger linguistic sample by exchanging simple subjects before proceeding to the discussion of more complex or sensitive subjects. Mission Ops is responsible for assignment of resources and priorities according to guidelines specified by the Operations Manager and by operating protocols. For example, Ops may determine that a particular research project is to have usage of specific sensor elements, subject to priority usage of those same sensors by the bridge. Although the actual minute-to-minute assignment of resources will be automatically handled by the Ops panel software, Mission Ops will monitor the computer activity to ensure that such computer control does not unduly compromise any mission priorities. This is particularly important during unforeseen situations that may not fall within the parameters of preprogrammed decision-making software. Mission Ops is responsible for resolving low-level conflicts, but will refer primary mission conflicts to the Operations Manager. A Mission Ops tech generally serves as relief Operations Manager when the duty Ops officer is away from station.

OTHER MISSION OPS DUTIES This station is responsible for monitoring telemetry from primary mission Away Teams. This includes tricorder data and any other mission-specific instrumentation. Mission Ops is also responsible for monitoring the activities of secondary missions to anticipate requirements and possible conflicts. In cases where such conflicts impact on primary missions in progress, Mission Ops is required to notify the Operations Manager. During Alert and crisis situations, Mission Ops also assists the Security Officer, providing information on Away Teams and secondary mission operations, with emphasis on possible impact on security concerns.

GUIDANCE AND NAVIGATION Critical to the flight of any vehicle through interstellar space are the concepts of guidance and navigation. These involve the ability to control spacecraft motions, to determine the locations of specific points in three and four dimensions, and to allow the spacecraft to follow safe paths between those points. The theater of operation for the USS Enterprise takes it through both known and unknown regions of the Milky Way galaxy. While the problems of interstellar navigation have been well-defined for over two hundred years, navigating about this celestial whirlpool, especially at warp velocities, still requires the precise orchestration of computers, sensors, active high-energy deflecting devices, and crew decision-making abilities.

SPACECRAFT GUIDANCE The attitude and translational control of the USS Enterprise relative to the surrounding space involves numerous systems aboard both the Saucer Module and Battle Section. As the starship maneuvers within the volume of the galaxy, the main computers attempt to calculate the location of the spacecraft to a precision of 10 kilometers at sublight, and 100 kilometers during warp flight. The subject of velocity is important in these discussions, as different sensing and computation methods are employed for each flight regime. During extremely slow in-system maneuvering at sublight velocity, the main computers, coupled with the reaction control thrusters, are capable of resolving spacecraft motions to 0.05 seconds of arc in axial rotation, and 0.5 meters of single-impulse translation. During terminal docking maneuvers, accuracies of up to 2.75 cm can be maintained. Changes in spacecraft direction of flight, relative to its own center of mass, is measured in bearings. Internal sensing devices such as accelerometers, optical gyros, and velocity vector processors, are grouped within the inertial baseline input system, or IBIS. The IBIS is in realtime contact with the structural integrity field and inertial damping systems, which provide compensating factors to adjust apparent internal sensor values, allowing them to be compared with externally derived readings. The IBIS also provides a continuous feedback loop used by the reaction control system to verify propulsion inputs.

NAVIGATION The whole of the galactic environment must be taken into account in any discussion of guidance and navigation. The Milky Way galaxy, with its populations of stars, gas and dust concentrations, and numerous other exotic (and energetic) phenomena, encompasses a vast amount of low-density space through which Federation vessels travel. The continuing mission segments of the USS Enterprise will take it to various objects within this space, made possible by the onboard navigation systems.

THE MILKY WAY GALAXY The Milky Way galaxy would seem, by any scheme of mapping, to be a record-keeping nightmare created to thwart all who would attempt to traverse it. Not only is the entire mass rotating, but it is doing so at different rates, from its core to the outer spiral arms. Over time, even small-scale structures change enough to be a problem in navigation and mapping. A common frame of reference is necessary, however, in order to conduct exploration, establish trade routes, and perform various other Starfleet operations, from colony transfers to rescue missions. Celestial objects become known by planetary deepspace instrument scans and starship surveys, and are recorded with Starfleet's central galactic condition database. Locations and proper motions of all major stars, nebulae, dust clouds, and other stable natural objects are stored and distributed throughout the Federation. New objects are catalogued as they are encountered, and updated databases are regularly transmitted by subspace radio to Starfleet and allied Federation vessels. During stops at Federation outposts and starbases, all detailed recordings of a ship's previous flight time are downloaded and sent on to Starfleet. Most of the information in the database concerns the present condition of an object, with present defined as real clock time measured at Starfleet Headquarters, San Francisco, Earth. The overall visual appearance of the galaxy from Earth or any planet is, of course, unreliable due to the limitation of the speed of light; so many additional sources (such as faster subspace readings) are needed to keep the database current. Where realtime object information is unavailable, predicted conditions are listed. The main computers of the USS Enterprise apply the galactic condition database to the task of plotting flight paths between points in the galaxy. Objects lying along the flight path, such as stellar systems or random large solid bodies, are avoided. At sublight as well as warp velocities, the external and internal sensors communicate with the computers and engine systems to perform constantly updated course corrections along the basic trajectory.

DEFLECTION OF LOW-MASS PARTICLES Lighter mass materials such as interstellar gas and dust grains are translated away from the ship's flight path by the main navigational deflector. During low-sublight travel, a number of nested parabolic deflector shields are projected by the main emitter dish. These shields encounter distant oncoming particles, imparting a radial velocity component to them, effectively clearing the space ahead of the vehicle for a short time. Higher sublight velocities require the additional use of precision-aimed deflector beams directed at specific targets in the projected flight path. Control of the deflector power output is available in a number of modes, from simple deflection to predictive-adaptive subspace/graviton; a series of high-speed algorithms analyzes the ship's velocity and the density of the interstellar medium, and commands changes in the navigational deflector system.

BASIC CONTROL PANEL/TERMINAL USE Control/display panels aboard the USS Enterprise are software-defined surfaces that are continually updated and reconfigured for maximum operator efficiency and ease of use. Each panel is tied into a local subprocessor that continually monitors panel activity and compares it to predefined scenarios and operational profiles. This permits the computer to continually update the panel configuration to provide the operator with a current menu of the most likely current actions. This also provides the operator with sufficient information and flexibility to determine and execute nonprogrammed instructions, if desired. Layout of the display surface is designed for maximum intuitive grouping of related functions and for logical organizational flow of operation. The library computer access and retrieval system (LCARS) software continually monitors operator activity and continually reconfigures the display surface to present the operator with a selection of the most frequently chosen courses of action in that particular situation. The LCARS software also provides the operator with full information (to the level selected by the operator or by operating rules) to choose any other legal action. Most panels are also configured to accept vocal input, although keyboard input is preferred in most situations for greater operating speed and reduced chance of input error by voice discriminator algorithms. Cruise Mode operating rules allow each crew member to define a customized operating configuration for his/her work station. This means that crew members are free to configure panel layout and procedural menus to suit personal working styles and levels of training. In the case where a system upgrade has recently been installed, but the duty officer has not yet been trained on the new configuration, panel software can usually be instructed to emulate the previous version until the individual has been properly certified. Standard configuration can be activated at any time, and Full Enable configuration is automatically activated during Alert status.

COMMAND INTELLIGENCE Operational authority for the starship rests with the Commanding Officer (usually the captain or duty officer). The Commanding Officer is responsible for execution of Starfleet orders and policy, as well as for interpretation and compliance with Federation law and diplomatic directives. As such, the Commanding Officer is directly answerable to Starfleet Command for the performance of the ship. The Main Bridge is directly responsible for the supervision of all primary mission functions. Through the Operations Manager, the bridge also monitors all secondary mission functions to provide an optimal operating state. The multimission operational profile of the Enterprise requires extensive coordination between different departments. The Main Bridge also serves as a command center during alert and crisis situations. During Separated Flight Mode, combat operations are managed from the Battle Bridge, while control of the Saucer Section remains with the Main Bridge. In such scenarios, the ship's captain and senior officers will generally command the Battle Section, while a designated junior officer will assume responsibility for the Saucer Section.

BRIDGE OPERATIONS DURING ALERT CONDITIONS¥ Cruise Mode. This is the normal operating status of the spacecraft. Cruise Mode operating rules require a minimum bridge staff of Commanding Officer (typically the captain), Flight Control Officer, Operations Manager, and at least one other officer available to serve at tactical or other stations as required. Other stations may be attended as specific mission requirements dictate.¥ Yellow Alert. During Yellow Alert condition, all active bridge stations are automatically brought to Full Enable Mode. Auto diagnostics (Level 4) are initiated for all primary and tactical systems. Ops is responsible for evaluating all current operations and shipboard activities and suspending any that may interfere with ship's readiness to respond to potential crisis situations.¥ Red Alert. During Red Alert condition, all bridge stations are automatically brought to Full Enable Mode. Tactical systems are placed on full alert and, if unoccupied, the duty security chief will occupy the bridge Tactical station.

MAIN VIEWER At the very front of the bridge chamber is located a large (4.8 x 2.5 meter) visual display panel. This main viewer is generally used to display the output of one of the forward optical scanners, but can easily be reset for any other visual, informational, or communications use. When in communications mode, the main viewer shares the use of a dedicated subprocessor, which permits near-instantaneous conversion and display of nearly any visual communications format. The main viewer display matrix includes omni-holographic display elements and is thus capable of displaying three-dimensional information.