Dear Mr McGinn,

I’m very pleased that Boeing is still interested in the HPAC (Human Powered Aircraft).

Furthermore, I am very pleased that you have taken exception as have I, to one “Mr A” from Karlstad Sweden in claiming that he invented the HPAC. Preliminary glances of his sketches show a crude copy of my own drawings of the AM (Ancient Mayan) HPAC.

Personally, I wish for no credit concerning the HPAC, only it’s reinvention. AWK (as we know), the HPAC was originally a designed inspired through necessity when aliens crash landed in AM (Ancient Maya). My model HPAC merely employs and enjoys the design benefits of the original alien DT (Design Team). Naturally, I have added my own contributions in the prototype and subsequently feel that Boeing will have very little to work on to develop this into a very sellable product to FT (forward thinking) airlines.

The JVPHPAC (Joe Vee Production HPAC) will be varied. A small 50 passenger commuter to the Joeagle 350 seat model capable of long distance flights with speeds of up to 380 kias. A true marvel of the air.

In answer to some of your other questions that may not have been covered in the technical drawings I sent you.

1. First of all, the passengers would have to be made well aware of the A/C type with their ticket purchase. Needless to say, some fitness tests would have to be borne. I really feel that this airliner will take off (PI ((pun intended))) in places like Sweden where feral backpackers wish to travel the world at low cost. It would be great on runs from say London to Amsterdam where the not so fit could even manage a short bike ride of say one hour. Then take the London to Australia run. Perfectly suited to the youthful and exuberant traveller, wishing to slash his airline ticket by many, many hundreds of dollars. Yes, this isn’t the plane for the infirm but it is the aircraft of the future.

2. Your question about sustained PP or Pax Power and safety during take off and landing. Remember that the propellers are driven from both electrical power and crankshaft power. An additional battery is available to pilots on take off and landing in the event of a PF (Passenger Failure) or a UPDDTOL (Unexpected Passenger Death During Take-off or Landing). Indeed, I’m pleased to say that you could quite easily lose more than ten passengers on take off, even in the commuter model and still have an extraordinary climb rate. The whole idea is that once established in cruise, passengers would be able to slow down their pedalling rate to that of a steady long distance rider. Indeed the whole HPAC system is designed around safety. For example the HPAC can take off or land on either the battery or PP alone. When married together the system is safe as houses.

Consider too, without massive fuel quantities, in the event of a CF (Catastrophic Failure) the plane crash would indeed be quite survivable. Lower landing and take off speeds means safety. Instead of finding fuel in the wings, rescuers will find luggage and surf boards. Lower impact speeds means a faster clean up because debris won’t be spread over the traditionally wide areas. There are significant cost savings to be had even in a crash.

3. Food and Catering. Needless to say. Catering does impose a SWP (Significant Weight Penalty). It is for this reason I recommend that First Class Seating configurations are abandoned. Having experienced the delights of First Class travel myself, I am aware that the necessary silver ware, food, etc., etc., would impose ridiculous pedalling penalty on the other passengers. For example, with a choice of meals OCFN (only considering for now) the main course. You may offer Lobster Thermidor or Pheasant au gratin or Trout Almondine. The ratios of catering would mean extra unnecessary weight penalty. Food in the “tourist/coach” section (hopefully the whole thing) would be pre-packed LWHNDM (Light Weight High Nutrition Diet Meals). No stodgy tucker to be allowed on board. These would be handed out by the flight attendant/s once established in cruise. Needless to say, such luxuries as alcoholic drinks or even effervescent beverages would not be carried. The containers alone would weigh too much. The big problem would be if more than a handful needed to visit the lavatory for a comfort stop. Remember, someone needs to keep pedalling to keep the HPAC in the air.

4. Toilet facilities. Before boarding the passenger would be given special airline clothing. This is already popular with the airlines. Many hand out robes, slippers, ear muffs and eye shades already. This clothing would be appropriate for the HPAC. Because of the very nature of the HPAC, passengers really need to consider that they will be seated for most of the flight. This means the PPU (Passenger Pedalling Unit) much like an exercise bike, will also incorporate an ERS (Excrement Removal System). Hence the “special airline clothing” would be of African “lap-lap” or short moo moo design. (What is essentially given away as a “gift” is in fact essential attire).

The passenger, upon being seated moves the flaps of the LWC (Light Weight Clothing) around for comfort and discretion and so that the human “vents” sit over the ERA (Excrement Removal Aperture) in the PPU seat. This way the passenger can pedal, dine and excrete all from one handy location. Exciting isn’t it. Furthermore, once the excrement travels down the ERS, it then collects into one bin called the ESB (Excrement Storage Bin). Here two things happen. A message is sent to the cockpit where the condition of the ESB is constantly shown. Also the liquid part is separated and sent to the LFU (Liquid Filtration Unit) where it is re-bottled in handsome LWC (Light Weight Containers) and served by the Flight Attendant. This way, water which is stored in the tyres of the landing gear and other areas can be kept to a minimum. Bare in mind that it is possible to refill the WSU (Water Storage Unit) in flight by flying through rain showers. At an appropriate time the pilots WMUO (would make use of) a small LW (Light Weight) bomb sight. When an unpopulated area was being crossed the pilot could release the contents of the ESB via the ERL (Excrement Retention Latch).

5. Seating. To make use of the HPAC’s unique cross section, seating would be four abreast but staggered so that the two centre passengers would sit higher and closer together than the outer two. This will in no way diminish the visual experience for any of the passengers who will all be able to view the world go by through the patented clear LW fuselage.

The pilots would be seated side by side. The thrust levers sit between the pilots. Thrust levers may seem unnecessary but remember that battery power also comes into play here. When take off speed is required FI (for instance), the further forward the levers are pushed, the higher the volume and faster the speed of the drums being played in the cabin. For example, as the plane taxied out for take off a casual speed would be more than sufficient. At holding points the drums and volume would slow (RP (Recharge Power)). Then as the plane taxied on to the main runway and the pilots called for take off thrust, the intensity of the drums would spur the passengers on for “60 plus cycles per minute”. At top of descent, once again a more suitable volume and pace would be set. During a cancelled take off procedure the drums would be replaced by an EV (Electronic Voice) yelling “Stop pedalling immediately”. This would be activated once the pilots collectively pulled the TLs (Thrust Levers) past IC (Idle Cut off).

The throttle system would not be unlike that of a light twin aircraft. The left hand throttle however, governs PPP (Pax Pedal Power) and the other would govern the BSP (Battery Storage Power). During flight the pilots would monitor charge and passenger power, with the priority going to using the PP over BP (Battery Power).

6. Passenger rewards. Passengers get rewards for all sorts of things. Well, with the HPAC flight model and system. Passengers that pedal harder for longer will be able to accrue “Frequent Pedaller Points” or FPPs. This way the more power the passenger puts into the system, the more points they accumulate for TO (Time Off). They can then use these points to stretch their legs, move from their seat and head to the LW lounge chair for a break from the pedalling. Needless to say, points do not carry over from one flight to another; and are not to be used during the take off or landing sequence when all hands are needed on deck.

Mr McGinn, I hope this answers most of your initial questions regarding the commercial use of the HPAC. I can at this stage say that yes, Airbus Industrie has shown some interest in the HPAC. I do believe that Boeing still has the advantage by clearly demonstrating a desire to gain a clearer understanding of the HPAC. This will of course put you ahead of any competitor when the time comes to go into production.

If I can be of any further assistance, please contact me at the Research Sanctuary and Institute using the enclosed contact details

Yours sincerely

Professor Joseph Vee
Professional Aerologist
Aviation Design Specialist and Consultant
Chief Administrator of the Joe Vee Research Sanctuary and Institute