PWCR^TM Missions

Unique missions are made possible by the four features of the PWCR^TM airplanes. These unique missions can be divided into domestic missions (USA) and global missions.

Domestic (USA)

Short field capabilities of PWCR^TM airplanes open up thousands of local and community airports that currently have no air transportation service. This topic is being studied extensively by NASA in their AGATE and SATS programs. The goals of these programs are to develop the infrastructure that will enable air service to be furnished to small communities.

Short field capabilities can be fully realized only if an airplane can land at a predetermined point -- meaning that little or no tolerance is required for the touch-down point. A modulated, pilot-controlled approach angle enables a chosen touch-down point to be hit -- thus decreasing the required field length.

Air service for small communities implies that airplanes will operate predominantly at low altitudes. This means rough air. Passenger comfort is more than a "nice" feature for a passenger service; it has become a necessity with a flying public accustomed to the predominantly smooth flights of jet transports at high altitudes. Gust alleviation (Comfort-Ride^TM) is therefore a requirement for this type of service.

A local air service will use both single and multi-engine aircraft that will operate at relatively low altitudes (usually below 10,000 feet). An extended glide capability is therefore important. A PWCR^TM airplane at 5000 feet has a glide radius of 20 to 25 miles. A small airport will almost certainly be within that radius of operation in the continental USA.

Hub-and-spoke air transportation systems are now overloaded with serious dispatch and control problems, and the situation is steadily becoming worse. A point-to-point air transportation system supplements the hub-and-spoke system and can operate under the umbrella of existing jet transport service. GPS makes it possible to navigate demand-scheduled routes and make approaches to airports without the expensive and complicated landing systems now in use at hub airports.

Jointly owned aircraft have made it possible to share utilization of airplanes by scheduling. Individual owner usage is scheduled by a computer system. An airplane can be dispatched to a partial owner within a few hours to take the part-owner anywhere within the capabilities of the airplane.

This scheduling technology makes possible a demand-schedule operation possible wherein persons call a central service point and request transportation between any two points. Persons will be advised by phone or e-mail that an airplane will be at the person’s airport at a given time and will transport that person to the individual destination, with a maximum of one stop. Airplanes would not fly the same pattern on successive days--the pattern is set by the passengers' requests.

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Global Missions

A demand-schedule service is most probable in the contiguous USA. A far greater need for PWCR^TM aircraft exists in countries where the transportation infrastructure, both ground and air, is poorly developed. Small, developing countries, as well as large countries, suffer this deficiency. Air service in these regions is commonly called a “bush” service, although it is appropriate in populated areas where ground transportation is lacking. Russia, India, China, Africa, Central and South America come to mind.

Efforts exist to develop such systems. A good example can be found at the web site of www.dragonaviation.com. This describes a program in Guatemala where old (and obsolete) Russian AN2 biplanes are being used, largely because of their short field capabilities. Modern PWCR^TM airplanes will be a prime asset in this venture.

In summary, the multiple features of the PWCR^TM make it possible to develop a completely new pattern of air transportation in the US and enable airplanes to serve places in the world where transportation infrastructure is minimal.

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