When the AI craziness dominates the Tech news — there is a tech-race that is much more quiet, yet much faster, and more impactful, because its all about Supersonic passenger jets that fly faster than the speed of sound…

The old Concorde was laid up in 2003.

Yet the new Concorde, that we are building, is the new generation of the iconic supersonic airplane that is significantly more quite, safer, more efficient, and perhaps more importantly a far more environmental and affordable flight than the old Concorde ever offered.

Yes, the trip from New York to London could be shy of three hours, instead of eight hours, costing just the same amount of money that you now pay for a regular business class ticket with a slumbering airliner that flies the cattle class, first, and business class all at the same speed of approximately 500 miles per hour.

So by taking into account the time savings, and earned wages of the Business Class passengers — the New Concorde is dramatically more affordable, than any other high-speed method of travel.

Flying at MACH 2,2 times faster than the speed of sound, 2.2 x 767 = 1704 miles per hour, the Concorde flies long haul at speeds of 2.2 MACH, that is the equivalent of 1704 miles per hour.

Indeed, while most commercial airliners today fly at speeds between 450-550 miles per hour, the New Concorde, will fly at 1,704 miles per hour over the sea, and at 760 miles per hour overland, until the FAA recognizes that there is no sonic-boom noise on the ground under its passage, and thus allow us to fly at supersonic speeds overland too.

The New Concorde currently is collaborating with GE Aviation on our Affinity engine, with Honeywell for our flight deck and with Boeing on engineering, design and manufacturing.

Dr Churchill has spend two decades solving the issues of Sonic Boom through Physics, and he says the energy, the mental juice, the capital and all the man-hours spent to solve those crucial issues was more than enough to begin realizing his vision of creating the New SuperSonic Concorde airplanes that fly faster than twice the speed of sound, and at prices that compete with today’s business-class fares.

As soon as the Concorde starts flying — the fares will be similar to today’s normal airliner business class — thus widening the horizons for tens of millions of travelers, and bringing more earthlings closer together, because our goal is to make high-speed flight affordable for all.

In fact, we will eventually make and sell planes to today’s and tomorrow’s airlines, that will fly just as fast as our Concorde at MACH 2,2 and also accommodate many more people than the basic One Hundred Concorde passengers of today — yet prized at economy class fares.

And the way it is possible, to accomplish this manufacturing feat today, so that we can produce the Concorde for transoceanic flights, such as between New York to London, San Francisco to Tokyo, Seattle to Shanghai, Seattle to Sydney, Seattle to Hong Kong, Seattle to Singapore, etc, but also for all the other destinations because the New Concorde has solved and removed the continuous sonic boom that was created by the shock waves of the SuperSonic airplane flying faster than the speed of sound, and had limited the Old Concorde from flying at supersonic speeds over the landmass of many countries who only allowed the Concorde to fly overhead at more normal subsonic speeds.

Still when the Concorde is flying at those subsonic overland speeds, when combined with the supersonic speeds of this modernized supersonic airplane when flying over the 80% of the water covered earth — the Concorde of today still covers the reach of all the destinations of the Earth at between 1/2 to 1/3 the time that the regular airlines cover the same distances.

Of course, the New Concorde is sufficiently fuel-efficient, by using modern less thirsty engines, utilizing SAF biofuels which means that to make flight around the globe faster, it also brings both the goodness of time savings, the cure of the common jet lag, and the sustainability of environmental flight for the lower carbon footprint of the Concorde flyer.

There are only few companies that build long-range commercial aircraft, and that just scares off a lot of competitors.

The Concorde was created 60 years ago with slide rules and very rudimentary computer mainframes. And more than half a century later, utilizing AI and the most advanced quantum computer machines — the answers for the New Concorde came that the fuel economy of the Old Concorde was the main economic problem that grounded the only Supersonic passenger plane.

Indeed, the old “bird of prey” the Concorde of the 1960s with its gigantically thirsty RollsRoyce Olympus SNECMA engines, was just too expensive to operate, because of fuel demands, hence most people could not afford to fly in it.

I run the numbers well, and again, and found out what we would have to do to make this SuperSonic flight economically feasible. The answer is to make the fuel efficiency at least 30% better, versus the Old Concorde that was designed a long time ago.

Eventually, people started saying “This actually makes sense.”

And so we started the New Concorde company.

And now we are really standing on the shoulders of all the work that’s happened in aerospace since literally the Concorde 60 years ago. And we’ve gone from aluminum as the material to carbon fiber composites; we’ve gone from defining aerodynamics in wind tunnels to being able to do it in simulation, from slide-rulers, all the way through to AI and cloud computing. And we’ve gone from engines that are loud and very inefficient to modern jet engines that are quiet and slowly sip the SAF fuel, because as it turns out, if you take all that technology that’s been proven, the big players in the space have been iteratively optimizing the same technology you’ve had since the 1960s. But you can actually take the modern technology and make the New supersonic Concorde airplane far more efficient, and thus in turn make the traveling human far more efficient as well, and help peel;le travel to all the destinations around this Earth without jet lag, without sonic boom, and bring the World’s people closer together.

So the design of our new airplane is very radical, but the fundamental technology is really all from the basis of the Old Concorde that has been tested and found to be safe & true for more than half century now.

And that is a really unconventional fact.

Yet, it’s not enough just to do something really cool, but you have to make the economics work, so then what you need, is to make the machine efficient enough, so that many more people can afford to fly in it.

You’ve gotta get the fares down.

Then the second thing you’ve got to do is right-size the airplanes, because if you’re in the airline business, you live and die by something called load factor, which is the percentage of seats that are filled.

And thus we chose the classic 100 seats per plane, because if you put too many seats on the airplane relative to the price of the seats, you fly around empty. The New Concorde with One Hundred seats can fill all the seats and make continuously money by charging typical business class fares for many hundreds of routes.

And even if it’s a three, or four, or five hour flight, instead of a seven, eight, or nine hour flight, the passenger is still in there long enough that chair, flow, and environmental comfort matters. So, as long as you can put in a really nice interior in the airplane, with plenty of overhead space so it’ll be business-class style, with extremely comfortable seats, light above the windows, plenty of room to work or relax. Yet even doing all that — when the flight is three, four, or even five hours, the seat doesn’t have to lay flat the way it does in business class today. Because if you think about it — by the time you have your martini on ice, go for a walk about, and have a conversation at the bar with a fellow passenger — its time to put the chair back up again for landing.

On the face of it, it sounds like something that only big companies can do, because the New Concorde requires four ingredients to make it successful.

Number one is the engineering execution on the airplane; that’s the one thing we control directly.

Number two is the customer demand, so showing that you’re building not just something that seems cool but is something that airlines really want.

Number three is the supplier partnerships, so folks that build jet engines, folks that do carbon fiber composites, folks that do avionics. Unless you’re going to build the whole thing yourself, you need those partnerships.

Number Four, is that last but not least — you need a lot of capital.

And each of those components wants all the rest to be all together in place, like when the prospective investors want to know that the airlines are there before they commit … And the airlines always ask about who the engine builders are and how committed they are. The engine companies ask who are the airlines that have pre-commitment orders, and so on so forth. Thus, it’s like our team is always spiraling up in giant leaps and bounds above the trampoline of daily business.

The real Tech of the New Concorde airplane is actually a blend of all the Old Concorde solutions, the incredibly well designed aerodynamic airframe, the high energy physics of the sonic boom solution, some other extraordinary innovations, and some rather conventional stuff that is all technology and products bought off the shelf. Engines that are currently already flying on many other airplanes of today, complete the picture of the manufacturing of the New Concorde. So, what I am saying by that is, that the New Concorde technology is proven safe, reliable, efficient, and effective already today.

But the way you go to market and the way you build a new airplane manufacturing company in Seattle where the small “bicycle company named Boeing” is the 800 pound gorilla, dominating the local Aviation ecosystem, while ruling the “Hood” like a gang of suited, booted, & tied hoodlums — the new kid on the block, needs to look for beneficial partnerships. And that is completely different from the way that Boeing or Airbus would do it. Because the New Concorde has to built the Boeing relationship along with the 300 other supplier relationships for the New Concorde to survive and thrive. We call this business game the five step Tango dance, consisting of, 1) dating, 2) engagement, 3) intercourse 4) marriage, and 5) pregnancy, because that process will lead to children incubation, manufacture (birth) and launching into the world those kids created out of this rather useful and productive partnership. And so whether it’s an airline partnership, a supplier partnership, a manufacturing, and/or an engine partnership — we start off with making friends, finding useful dovetailing fitting alliances, and starting discussing agreements, beginning with something relatively loosy-goosy, like negotiating and agreeing on an LOI (letter of intent), that allows you to go off and show credibility to other parties, as you escalate towards an MOU (memorandum of understanding), and then you circle back and you progressively sharpen those agreements, contracts and financial instruments.

So where we stand today on the airline side of it — is that we have put out our feelers to pre-sell some Concorde airplanes, at $100 million a pop and have been working steadily to get our airliners to buy into this concept because we are the lowest priced SuperSonic planes since we rely on the already built Old Concorde supersonic that flew for 30 years successfully, and carried more than Two Million paying passengers over its functional life.

Although this has been the process we follow — there is a bit more to it, than signing letters of intent, memorandums of understanding and booking orders into our order book, because this is the part of the go-to-market engineering blueprint, that turns out to be the map that materializes an airplane. So what we do with all the airlines, it’s basically an option agreement with some cleverly engineered legal terms. Because basically, once we achieve some milestones, and we built our first full scale prototype Concorde, over the next two years — that kicks the options into gear and they are now moving fast towards a fast approaching expiration date. And thus the airlines, at the high point of the New Concorde being manufactured — they will have to place a full scale order for a pre-agreed number of airplanes, or negotiate a new number, or delay their acceptance, or Concordes, offer back their position to the company or to another airline, and maybe even choose to delay their order and thus pay more upfront costs and still lose the first dibs pole position, while maintaining their order size to be delivered at a later time and at a new price.

Yours,

Dr Churchill

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