Shaeneen

If you can reduce airfares, more people can afford to fly, increasing the amount of available travellers. Since the bulk of the population has less money, even a small reduction in fares exponentially increases the available market of potential ticket buyers to airlines. An increase in the number of travellers means more seats are filled, building profits while reducing the cost of an airliner in service, again increasing the market and permitting expansion of services.

The airline industry is under pressure from various groups to become more efficient, and the industry can do little since the airlines they can buy were designed to be efficient a minimum of 15 years ago when the latest one was designed. Shaeneen not only nearly halves present fuel use of Jet or Bio-fuelled types, all versions of the Shaeneen will offer hydrogen powered types.

VC, NR and JR Shaeneens will be the first new shape in the skies since the dawn of the jet age fifty years ago. The airline business is about making money; a design reducing costs means more of it. Shaeneen uses existing engineering technology, aerodynamically, in design and engines. BAT is committed to providing the safest, most economical, usable product to airlines and subsequently consumers with Shaeneen to be seen as a whole new era of flight.

The decrease in the size of the fuselage, engines and fuel load required brings airlines the results in financial performance of the airliner. Excellent aerodynamic benefits mean less noise. Shaeneen will be much more efficient than present types providing substantial environmental benefits and will boost profits to operators and airline share holders, while having equal or better airfield performance, improving safety.

VC, NR and JR types will be much lower in weight than present equivalent-sized airliners, reducing fuel consumption. A lighter weight allows smaller engines for equal performance. Smaller engines are lighter, and require less fuel - again saving weight - bucking the environmentally negative trend in other airliners to increase thrust with development. Fighter aircraft have similar thrust to 150-seat passenger aircraft but are over twice as fast and climb tenfold quicker. Power Plants are the heaviest component of an aircrafts weight; larger engines also use more fuel. Lowering the empty weight and drag of an aeroplane reduces thrust requirements to meet the same performance in speed, climb and fuel consumption.

Aero-elastic technology - flexing the skin of the wing or tail to provide appropriate control rather than heavier hinged controls – is being investigated for use in NR, VC and JR control surfaces. Aero-elastic technology isn’t new; it was used on the Wright flier. Such technology allows significant drag and weight reductions over traditional hinged surfaces.

The STOL Shaeneen is a modification allowing exceptional take off and landing performance. It will be available for all Shaeneen types including the new DC-series. The cost of this version will be around 15%-20% more expensive to buy than an ordinary Shaeneen airliner. The modified airliner will incur small range penalty for the added performance. Shaeneens with this option will be able to lift off in under 250 metres, with an accelerate-stop distance of under 500 metres. This applies to commercial aviation in case the captain decides to abort the take-off right at take-off speed for whatever safety reason, such as an engine failure or flock of birds.

The type has been designed with nations without proper runway facilities in mind. Aviation has assisted so much in the development of Western countries. The present infrastructure evolved from a series of grass paddocks. The modern airliner is no longer capable of taking off from an unsealed airfield, and uses over a mile of thick pavement to do so. This isn’t an option in many countries beyond the main International airport. Effectively the people of these countries are cut off from the growth the west experienced from types such as the Douglas DC-3.

STOL Shaeneen versions will bridge this gap, creating a new market in jet aviation. It is acknowledged that in certain countries once considered poor, aviation is growing much faster than in the traditional western market. STOL Shaeneens are created to expand the market of the Shaeneen series and benefit the portion buyers of this type.

Effectively because of the present design of airliners the poverty gap is increased between the wealthy western countries and the poorer nations without airport infrastructure. Even turboprop airliners - once the only option to poor countries - demand paved runways these days. The total growth in commercial aviation figures in fact are propped up by these poorer countries. Although the safety factor grows with paved runways it is beyond the economic reality of many countries, and domestic growth is thereby restricted. The fastest growth in commercial aerospace is occurring in nations such as India and Africa, and even Western nations struggle to maintain airport standards away from city centres where funding is highest.

Imagine if there was no transport between London and Edinburgh - one of the oldest commutes between business centres in the world - this is the daily situation in almost every African nation, slowing economic growth to a trickle. Assisting the STOL Shaeneens will be the fact they will have operating expenses around that of turbo-prop aircraft. Mass production will reduce the purchase price substantially also, opening new markets to the world, and visa-versa.

The difference between the servicing requirements of an airliner dictate whether the aircraft is in the sky or on the ground: on the ground the aircraft is not making money. Shaeneen is designed to be as accessible for maintenance while have as fewer parts as possible, allowing for easier servicing of the engines and other vital parts of the plane. This aspect simplifies maintenance, lowering time and thereby costs of mandatory checks and repairs. Where possible, complexity is reduced reducing the risk of ground personnel errors. This will keep Shaeneen buyers and passenger’s happy, with fewer delays due to maintenance faults, and less time spent waiting for repairs when faults do occur.

Due to easy access to all components, maintenance times and costs will cut considerably and safety enhanced giving more profit to operators, airlines and shareholders while permitting fare reductions over present values if desired. Composite construction also reduces maintenance with its resilient properties.

The VC, NR and JR Shaeneens will embody a composite fuselage and wings. Benefits of using composites are reduced weight, reduced corrosion and enhanced structural integrity. The lack of rivets also reduces drag, providing an air-flow which is more laminar. The weight savings from using a composite construction are generally 20% less than the same aircraft constructed with aluminium. Composite materials are accepted to have considerable advantages over what was the formerly conventional aluminium construction. Weight reductions provide fuel savings. Composite materials are becoming more recyclable.

The payload forms a vital part of a commercial airlines profit making ability. Shaeneens payload is designed to equal or better present airliners in each size category. Practical features of the VC, NR and JR types will allow faster loading and unloading of freight and passengers, enabling easy servicing and reduces turn-around times and costs.

For operators it lowers costs and adds more ability, safety and flexibility to services. The freight section can be quickly accessed permitting ultra fast turn-around times. Cut-priced cargo combined with easy access means easier commerce and industry in all areas. These considerations all permit much more than the required jump in performance to stimulate sales, with safety features to prevent human error.

VC, NR and JR introduce spacious new interiors promising a quieter and more comfortable flight, encouraging air-travel. The NR, VC and JR types will be perceptibly and distinctly different to current airliners using the dated configuration passengers great-grandparents flew in. Shaeneen is primarily designed for the short to medium range market allowing for Neecenow’s introduction.

Shaeneens interior improvements to comfort will be noticeable to airlines choosing this subsonic type over long distances. The fuselage provides a less confined cabin which is much lighter than conventional fuselages: easier to pressurize while providing more strength. Shaeneens cabin will feature active noise cancellation to further reduce aerodynamic noise. Zero altitude -arrival airport- pressurisation for greater comfort will prevent ear popping experiences of present flight. Those flying with their Doctors approval with mild colds will suffer less ear ache/discomfort with zero altitude pressurisation.

All versions of the Shaeneen will feature a windowless option to further reduce weight, being lighter, safer with lower maintenance costs. LED screens can be used to replace the windows which is lighter than structural reinforcement and double glazing required for a pressurised jet and make pressurisation easier due to seepage problems experienced with windows. High definition screens are as clear as windows that are subject to fogging, icing, scratches and greasy marks, and are quickly cleaned or replaced if damaged. Budget airlines are likely to have forward facing screens, or a single drop down screen for several rows of seat to reduce service entry costs: such an airliner would cost an airliner $1 million less. A low cost option permits more airlines to afford Shaeneens economical and environmentally friendly performance.

It is expected most airlines will buy window equipped versions with an improved version of the existing seat-front style LED entertainment units. These units will also have the distractive imagery and sounds such as car or rail views as background to music available to passengers with flying phobias. More options give people more distractions, a remedy in part for high anxiety levels.