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Peak growth leapfrog from 1969 to present

Peak growth is the point where development succumbs to the limits from innovation. Aerospace technology had experienced peak growth in 1969, a year when the X-15, the worlds fastest aircraft and the XB-70 – the worlds ultimate air-breathing aircraft were retired from testing. The last SR-71 left the production line the year before, the Apollo production had reached its peak goal and the Soviet M-1 rocket was scrapped. The Boeing 747 took its first flight this year also, while its SST programme enjoyed its last trouble free year of development. The world’s fastest helicopter, the Cheyenne, had its development terminated: 1969.

The world's first Supersonic airliner, the Tupelov Tu-144, had it's first flight at the very end of 1968, and the more developed Anglo-French Concorde in early 1969. Both of these types have long been retired from operational service, commercial aviation regressing backwards since then in all aspects except safety.

Briggs Aerospace Technologies has reversed technology decline with the advent of its multiple production programmes.

No portion sales yet for Briggsat

Briggs Aerospace Technologies has failed to attract any portion sales in its first month of operation. “It’ll take months for the news of this to spread around” B.A.T entrepreneur Jason Briggs said “and only a small number of people who come across the Briggsat site will help, both in sales and in purchasing”.   Briggs humorously compares what he is doing to Noah building the Ark, and the fable of ‘The Chicken and the bread’. He said “Not many people will drop their lives for this new project - no matter the importance and viability. This really does rely upon the kindness of others, which is why it has a great chance of success”.

On whether or not Briggs has the right marketing strategy he said “Seth Goden’s book ‘Purple Cow’ shows traditional methods of marketing are dead. Even with a traditional onslaught, it’d be impossible to maintain media interest – everything is old news in a few days” giving Haiti and the Gulf oil disaster as examples of media apathy. It also highlights our responsibility for what happens on this planet and B-A-T allows people to act to bring change, either through selling or buying portions; a revolutionary business model. He said “the way planned builds a stronger and more loyal following and foundation, with a type of ‘cool people only, thank you’ status early on”.

When pushed for comment on reasons why aerospace media are yet to mention B.A.T he said “most correspondents weren’t even born when the XB-70 was put in a museum, they’ve also had 25 years worth of ‘London to Sydney in 2 hour’ claims starting with President Reagan’s Orient Express – a type of ‘boy who cried Wolf’ situation. Their fear of backing B-A-T would be high, even if it’s like a teenager denying a huge pimple on their nose: here whether they like it or not.” Briggs sympathised with journalists saying it was a lesson taking him years to learn “the problem is in life when we do the best we can, that’s all that can be done. This is their responsibility to report. They make money from aviation, sooner rather than later they have to put back in, just like farmers have to look after the soil, to insure their own product. I can’t control what other people do or don’t do. Fortunately this doesn’t rely on one persons say so to get funding; there are millions of millionaires, any of whom can get this rolling – putting the odds in our favour”.

Commenting on the European economic situation and its effect on portion sales Briggs points out cutbacks illustrate the importance of B.A.T versus a typical Government-run programme. “Funding would be cut back until it wasn’t viable” he said. “B-A-T answers economic problems though job creation, and cheaper, cleaner, quieter and faster transport. It is here and these are getting built – the cost is tiny to the benefits. We have enough products to pay off over half the US national debt, with conservative sale estimates”.  His argument is based on airlines avoid replacing airliners with similar newer types, since they only improve performance by a percent or two, the reason the average age of airliners is increasing. B-A-T’s products have total market potential by replacing everything currently flying, and not just in traditional markets.

Briggs pointed out how China is investing huge money in infrastructure projects and it’s only a short time before they discover B-A-T and programmes like Breecuda. “China wants high-speed transport and is investing in very fast trains, but why should they waste their money?” He points out Breecuda’s superiority; it is over twice as fast, can be implemented for half the cost of their high speed railway system plans with a quarter of the operating cost of fast trains - savings spent elsewhere. Briggs auspiciously surmised “Don’t forget, the chicken got her bread made, and Noah built his Ark”. He forgot to add another: the Wolf came to hunt, too.

Breecuda gains from programme extension

Capabilities of both TC-150 and TC-500 Breecuda VTOL commuter types have been expanded with the launch of the CB-series, the CB-90 and CB-250. The new design enables endurance to be extended to close to 2 hours allowing 1100km (CB-90) and 1500km (CB-250) range versus the 400km of the TC series, offering a quantum leap in the number of locations where Breecuda’s can operate to and from. The TC-150 has been re-designated TC-190 to suit an increase in the basic variants passenger capacity, enabling the CB version of this mark to carry 90 people. 

There has been a slight increase in the amount of portions for the two Breecuda programmes to better pay for engine development. CB-90 sales profits integrate with the TC-190 portion buyers and CB-250 is similarly integrated with the TC-500. Buyers in both programmes benefit significantly from the new design. Briggs founder was pleased with the changes, saying it will increase the market share. “Breecuda is one of the most significant aircraft in the world today, one CB- series Breecuda can, on most sectors, replace two airliners of equal size because the VTOL flight saves about 25 minutes of an ordinary airliners flight”. About increasing portion numbers, he said “the portion increase provides proper development funding to engine manufacturers, and better engines - and subsequent performance - equals more sales”.

The Briggsat philosophy has been one of the most impressive aspects of the BAT spearhead to improve aerospace designs, as new and or improved engines do not come for free; the money has to be there for these companies to design, test and build them. Briggs highlighted the sales expectations are increased by thirty percent with the CB series so both programmes have better chance of bettering market estimates.

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