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The only possible strategy that makes responsible commercial sense is to grant manufacturing and operational licenses to every Manufacturing Company and Airline Operator who can show reasonable justification for having such a license. By this, it is meant, showing that it's existing commercial position would be seriously affected were it not granted such a licence. It is critical to the success of this venture that a level commercial "playing field" honestly reflecting the existing positions of all of the principal Countries, their Aircraft and Jet Engine Manufacturing Companies including the World's Airlines be maintained from the very commencement of licensing awards.
The implications and affect that the adoption of this System would have upon the Industry makes possible and creates, an entirely new range of design cost saving options in both Airframe and Jet Engine design. This has simply not been possible employing the conventional configurations of existing types of Jet Powered Aircraft. This System makes possible the trading off of engine power already technically and practically attainable against, the size, range, speed and payload of Aircraft by utilising existing technology in a way hitherto impossible.
By conventional configuration it is meant by a Jet Powered Aircraft utilising a pure, bypass or fan type of jet engine in the manner currently practised.
The Company will be the undisputed world leader for the duration of it's patents because The System utilises the existing two principle Air Mass Motion Systems which are caused to act upon a conventionally configured Jet Powered Aircraft in flight in a fundamentally different way. The very considerable demonstrable affect it's adoption would have on the overall economics, hence, upon the economic and commercial viability of the entire World's Jet Powered Aircraft Industry would be on a scale that simply could not be ignored.
Such is the scale of the earning potential of The Company that although licensing would be the principle source of revenue this need not prevent It from setting up it's own manufacturing organisation provided of course, that this could be justified once the revenue income proved sufficient to support such a venture.
The nature of this entire enterprise affecting as it would the operations of every major Aircraft & Jet Engine manufacturer across the world suggests that a joint venture enterprise might be the best way to proceed wherein, all those principal companies that would undoubtedly be affected were invited to take up shares in The Company.
Our initial goals in order of priority are as follows:
a. The selection of a joint venture management team.
Such is the nature of this venture and the range of talent and experience required that the only place such talent and experience is likely to be found quick enough, is in the ranks of the Companies with whom we would wish to do business. For this reason, selection and appointment of both directors and management from possible Joint Ventures Companies would be one way of tackling this problem.
The Principal and Inventor of this concept and source of this invitation has had considerable experience in both the selection, employment and use of project management teams required for the execution of multi million man hour projects.
To be accomplished within first three months.
b. The computerised simulation of the operation of The System applied to a conventionally configured Jet Powered Aircraft such as, for example, a Boeing 707.
c. In parallel with (a) the design and testing of a model of The System applied to a small jet engine of known performance and tested in a suitable wind tunnel facility.
This test would be used to prove the basic physics issue upon which the viability of the understanding invested in The System is founded.
a & b to be completed within the first six months.
Both a & b to be undertaken in association with a suitably qualified University which also possesses the necessary wind tunnel test facilities.
d. In parallel with both a & b the staffing and establishment of a highly skilled licensing team capable of very professionally representing The Company legally and establishing a very sound system of control over all manner of licensing business likely to be entered into on world wide basis.
e. The establishment of a licensing organisation on a scale sufficient to ensure a uniform and balanced distribution of licenses across the whole Industry at the same time and in a fair manner.
To be established and in full operation by the end of first eighteen months.
f. The design, manufacture and testing of a suitable number of at least six, prototype Systems; these would be designed for installation on a suitable conventionally configured Jet Powered Aircraft such as, for example, an old but air worthy Boeing 707. A minimum of two systems to be utilised at a time, one on each of two engines, the rest to be used as back up.
To be completed within the first 18 months.
g. In parallel with (a & b) the recruitment and establishment of The Systems, Command Control Computer System's, Design Team.
To be completed within the first 3 months.
h. The design and manufacture of the System's Command Control Computer System. As this is critical to the ultimate success of the performance of The System it's development must be undertaken under the indisputable control of, The Company.
To be completed within the first 9 months.
j. The prototype flight test programme to determine the design and control criteria of the Computerised Command Control System as well as the detailed design factors that will be required to be incorporated into all future production Systems.
To be completed within the first eighteen months.
k. At a later stage, The Company may also introduce a version of the Physics equivalent of The System for incorporation in all future naval ships and, particularly, transatlantic Liners. The scope of the patents as written provisions for this possibility.
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