The global use of small to medium sized subsonic airliners in growing at 5% per year, and demand is out stripping supply with long waiting lists for new aircraft in this category, even for types similar to the airliners formerly owned by the airline. Imagine adding an entirely new product, of almost double the efficiency and able to use clean burning hydrogen fuel to this market: this is the Shaeneen.

VC, NR and JR versions of the Shaeneen offer the highest sales potential and thus syndicate returns of all BAT products. They offer a new look, new performance and economics airline accountants dream about. Each programme opens a huge market presently occupied by thousands of airliners. Providing a new, visually different product that is more economical to operate than existing types while performing the same task, suits all customers.

Shaeneens efficient design will reduce fuel consumption to nearly half the fuel of present types. Fuel costs represent nearly half the cost of operating an airliner. In future, if fuel costs double, VC, NR and JR types will permit existing airfares to remain, or become cheaper. Alternative fuelled airliners in operation keeps pressure on oil companies to remain competitive, keeping fuel costs low. In a world where there is increasing demand for air travel this is beneficial to every traveller and every airline.

A high production rate is intended for all Shaeneen variants, lowering the waiting lists. By reducing the waiting time for the Shaeneen, availability is increased and the preference this creates builds demand. The distinctive shape of the Shaeneen, a model of a new, clean era will create desire for the type from airliners wishing to appear at the zenith of new technology, efficiency and safety: at the peak of success. A higher production rate in comparison to present manufactures employs more people, and is able to be sustained  while building at over 700 types per year; double that of present builders. When the market is completely replaced by Shaeneens and any competitors, new airliners will be being ordered, sustaining the employment of close to 250,000 people.

The Shaeneen is vital for our present environmental targets: small efficiency gains and carbon decreases offered by existing new airliners do not compete with the growth in domestic aviation – at best carbon emissions stay similar to current levels. Shaeneen cuts the carbon emissions in half or eliminates them altogether with Hydrogen versions

» Which BAT?

Shaeneen competes against AFG Neecenow and TC Breecuda.

TC Breecuda will for most operators, be the best option for flights under 150nm. Despite higher operational costs, TC will have thrice-fold faster flights from its vertical departures and landings. Breecuda won’t require normal airspace, security clearances and radar vectoring which slows airliner services. For this reason the two and a half hour train service between London and Paris is faster than airliners: TC can do this trip in about thirty minutes. This is an intoxicatingly reason to buy a Breecuda over a Shaeneen.

Around 150 to 300nm there is a grey area of operation where some airlines will opt for the TC and others for Shaeneen. Breecuda is primarily designed for the city commuter market and will also have longer range fit-outs available. Over greater distances Shaeneen has the advantage of having a higher true airspeed, narrowing travel times at about half of the cost 

In this mid-zone, between 250nm-900nm, Shaeneen will not have any competition, it will be just too efficient and the speed will not be significantly slower to any competition to affect flight times.

Between 900nm to 1500nm is another grey area, where some airlines will choose Neecenow and others the Shaeneen. Hypersonic flight is not practical for journeys under 900nm due to the costs of operation, purchase and flight envelop. Ascent, acceleration and descent times constitute a large percentage of AFG flight; still a high 25% over global distances. Shaeneen purchase price will be about a quarter of the cost of a Neecenow, though airlines may adopt the latter type for a premium express service niche market over distances as short as 1000nm for the lucrative business market. Operational expenses of using a Neecenow over short distances will also be prohibitive.

Beyond 1500nm, AFG will better subsonic jets – even the Shaeneen - in speed and cost efficiency.

» History

Shaeneens difficult design problem was overcome 8 years ago after study found not all airlines interested in high-speed and long-range flights: the bulk of airliners sold are in the short-range, low to medium capacity market. This market has not seen a new product for twenty years, with the present configuration or outlay around since the beginning of jet transport. This present design outlay of airliners is very practical and efficient, hence its use over 80 years of commercial flight.

Tronolog provided experience in design with characteristics that could prove highly beneficial in a subsonic short to medium range jet. The new configuration proved one of BAT’s most difficult designs to obtain but once various aspects of design were properly considered, major breakthroughs in efficiency and ergonomics were found and applied in concept configuration drawings. Too larger change from the present format would scare away customers, so Shaeneen retains much of a normal layout while improving economic performance markedly. It will use existing facilities and operate as present airliners do.

Shaeneen will inspire confidence to passengers, in airlines and their shareholders. This new shape will show that a new era of efficiency and prosperity has arrived. After 50 years of jet transport airlines introducing the Shaeneen will be seen to be distinctive and definitely using new aircraft, boosting ticket sales.