Airbus A350: Difference between revisions
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{|{{Infobox Aircraft Begin |
{|{{Infobox Aircraft Begin |
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|name = Airbus A350 |
|name = Airbus A350 |
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|image = |
|image = File:A350XWB-941 ETIHAD AIRWAYS.png |
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|caption = Airbus A350 XWB concept |
|caption = Airbus A350 XWB concept on Etihad Airways livery |
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}}{{Infobox Aircraft Type |
}}{{Infobox Aircraft Type |
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|type = [[Wide-body aircraft|Wide-body]] [[jet airliner]] |
|type = [[Wide-body aircraft|Wide-body]] [[jet airliner]] |
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|national origin = [[European Union]] |
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|manufacturer = [[Airbus]] |
|manufacturer = [[Airbus]] |
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|first flight = |
|first flight = 2012 (scheduled) |
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|introduction = 2013 (scheduled) |
|introduction = 2013 (scheduled) |
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|launch customer = [[US Airways]] |
|launch customer = [[US Airways]] |
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The '''Airbus A350''' is a long |
The '''Airbus A350''' is a long-range, mid-size, [[Wide-body aircraft|wide-body]] family of [[airliner]]s currently under development by European manufacturer [[Airbus]]. The A350 will be the first Airbus with both [[fuselage]] and wing structures made primarily of [[carbon fiber-reinforced polymer|carbon fiber-reinforced plastic]].<ref name="presentation">[http://www.eads.com/xml/content/OF00000000400004/7/19/41508197.pdf Taking the lead: A350XWB presentation]. ''[[EADS]]''</ref> The A350 is designed to compete with the [[Boeing 777]] and the [[Boeing 787]]. Airbus claims that it will be more [[fuel efficiency|fuel-efficient]], with up to 8% lower [[operating cost]] than the Boeing 787.<ref name="presentation"/> It is scheduled to enter into airline service in 2013. The launch customer for the Airbus A350 is [[Qatar Airways]], which ordered the -900 variant.<ref>[http://www.flightglobal.com/landingpage/airbus%20a350.html </ref> Development costs are projected to be US$15 billion.<ref name=Reuters_video>http://www.youtube.com/watch?v=NdpxatVG_mU&feature=channel ] Reuters </ref> |
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==Development== |
==Development== |
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===Early designs=== |
===Early designs=== |
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When [[Boeing]] announced its [[Boeing 787|787 Dreamliner]] project, it claimed the lower operating costs of this |
When [[Boeing]] announced its [[Boeing 787|787 Dreamliner]] project, it claimed the lower operating costs of this aircraft would make it a serious threat to the [[Airbus A330]]. In public announcements, [[Airbus]] initially rejected this claim, stating that the 787 was itself just a reaction to the A330, and that no response was needed to the 787. |
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The airlines pushed Airbus to provide a competitor, as Boeing had committed the 787 to have 20% lower fuel consumption than the [[Boeing 767]]. |
The airlines pushed Airbus to provide a competitor, as Boeing had committed the 787 to have 20% lower fuel consumption than the [[Boeing 767]]. At first, Airbus proposed a simple derivative of the A330, unofficially dubbed the 'A330-200Lite', with improved aerodynamics and engines similar to those on the 787. The airlines were not satisfied, and Airbus committed €4 billion to a new design to be called the A350. The original version of the A350 superficially resembled the A330 due to its common [[fuselage]] cross-section and assembly. A new wing, engines and a [[Tailplane|horizontal stabilizer]] were to be coupled with new [[composite material]]s and production methods applied to the fuselage to make the A350 an almost all-new aircraft. |
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On 16 September 2004, then |
On 16 September 2004, then-Airbus president and CEO [[Noël Forgeard]] confirmed that a new project was under consideration, but did not give a project name, and would not state whether it would be an entirely new design or a modification of an existing product. Forgeard indicated that Airbus would finalise its concept by the end of 2004, begin consulting with airlines in early 2005, and aim to launch the new development programme at the end of that year. On 10 December 2004, the boards of [[EADS]] and [[BAE Systems]], then the shareholders of Airbus, gave Airbus an "authorisation to offer (ATO)", and formally named it the A350.<ref name="bbc_auth">"[http://news.bbc.co.uk/2/hi/business/4085631.stm Airbus to launch Boeing 7E7 rival]." [[BBC News]]. 10 December 2004.</ref> |
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⚫ | On 6 October 2005, full industrial launch of the program was announced with an estimated development cost of around € 3.5 billion. This version of the A350 was planned to be a 250– to 300-seat twin-engine [[wide-body aircraft]] derived from the design of the existing [[Airbus A330|A330]]. Under this plan, the A350 would have modified wings and new engines, while sharing the same fuselage cross-section as its predecessor. As a result of a controversial design, the fuselage was to consist primarily of [[Al-Li]], rather than the [[CFRP]] fuselage on the 787. It was to see entry into service in 2010 in two versions: the A350-800 capable of flying {{convert|8800|nmi|km|abbr=on}} with typical passenger capacity of 253 in 3-class configuration and the 300-seat (3-class) A350-900 with {{convert|7500|nmi|km|abbr=on}} range. It was designed to be a direct competitor to the [[Boeing 787|787-9]], and [[Boeing 777#777-200ER|777-200ER]]. |
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On 10 December 2004, the boards of [[EADS]] and [[BAE Systems]], then the shareholders of Airbus, gave Airbus an "authorisation to offer (ATO)", and formally named it the A350.<ref name="bbc_auth">"[http://news.bbc.co.uk/2/hi/business/4085631.stm Airbus to launch Boeing 7E7 rival]." [[BBC News]]. 10 December 2004.</ref> |
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⚫ | Almost immediately, Airbus faced criticism on the A350 project by the heads of two of its largest customers, [[International Lease Finance Corporation|ILFC]] and [[GE Commercial Aviation Services|GECAS]]. On 28 March 2006, in the presence of hundreds of top airline executives, [[Steven F. Udvar-Hazy]], of ILFC lambasted Airbus' strategy in bringing to market what they saw as "a Band-aid reaction to the 787," a sentiment that was echoed by GECAS president [[Henry Hubschman]]. Udvar-Hazy called on Airbus to bring a clean-sheet design to the table, or risk losing most of the market to Boeing.<ref name="spi_20060329">"[http://seattletimes.nwsource.com/html/boeingaerospace/2002896362_boeing29.html Airplane kingpins tell Airbus: Overhaul A350]." Gates, D. ''[[Seattle Times]]''. 29 March 2006.</ref><ref name="leeham_20060404">"[http://www.leeham.net/filelib/ScottsColumn040406.pdf Redesigning the A350: Airbus’ tough choice]." Hamilton, S., Leeham Company.</ref> |
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⚫ | On 6 October 2005, full industrial launch of the program was announced with an estimated development cost of around € 3.5 billion. This version of the A350 was planned to be a |
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⚫ | Almost immediately Airbus faced criticism on the A350 project by the heads of two of its largest customers, [[International Lease Finance Corporation|ILFC]] and [[GE Commercial Aviation Services|GECAS]]. On 28 March 2006, in the presence of hundreds of top airline executives, [[Steven F. Udvar-Hazy]], of ILFC lambasted Airbus' strategy in bringing to market what they saw as "a Band-aid reaction to the 787," a sentiment |
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Several days later, similar comments were made by [[Chew Choon Seng]], [[Chief Executive Officer|CEO]] of [[Singapore Airlines]]. Chew stated, "having gone to the trouble of designing a new wing, tail, cockpit" and adding advanced new materials, Airbus "should have gone the whole hog and designed a new fuselage."<ref name="wsj_sq_20060407">"[http://online.wsj.com/article/SB114442937150720186.html Singapore Airlines Says Airbus Needs to Make A350 Improvements]." Michaels, D. and Lunsford, J. L. ''[[The Wall Street Journal]]''. 7 April 2006.</ref> At the time, Singapore was reviewing bids for the 787 and A350. |
Several days later, similar comments were made by [[Chew Choon Seng]], [[Chief Executive Officer|CEO]] of [[Singapore Airlines]]. Chew stated, "having gone to the trouble of designing a new wing, tail, cockpit" and adding advanced new materials, Airbus "should have gone the whole hog and designed a new fuselage."<ref name="wsj_sq_20060407">"[http://online.wsj.com/article/SB114442937150720186.html Singapore Airlines Says Airbus Needs to Make A350 Improvements]." Michaels, D. and Lunsford, J. L. ''[[The Wall Street Journal]]''. 7 April 2006.</ref> At the time, Singapore was reviewing bids for the 787 and A350. |
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Airbus responded by stating it was considering improvements for the A350 to satisfy customer demands.<ref name="bbg_20060411">"[http://seattletimes.nwsource.com/html/businesstechnology/2002923790_airbus11.html Criticism prompts Airbus to study options, CEO says]." Rothman, A. [[Bloomberg News]]. 11 April 2006.</ref> At the same time, Airbus then-CEO [[Gustav Humbert]] suggested that there would be no quick fixes, stating, "Our strategy isn't driven by the needs of the next one or two campaigns, but rather by a long-term view of the market and our ability to deliver on our promises."<ref name="ap_20060410">"[http://news.moneycentral.msn.com/provider/providerarticle.asp?feed=AP&Date=20060410&ID=5603964 Airbus Considering Improvements to A350]." [[Associated Press]]. 10 April 2006.</ref> |
Airbus responded by stating it was considering improvements for the A350 to satisfy customer demands.<ref name="bbg_20060411">"[http://seattletimes.nwsource.com/html/businesstechnology/2002923790_airbus11.html Criticism prompts Airbus to study options, CEO says]." Rothman, A. [[Bloomberg News]]. 11 April 2006.</ref> At the same time, Airbus then-CEO [[Gustav Humbert]] suggested that there would be no quick fixes, stating, "Our strategy isn't driven by the needs of the next one or two campaigns, but rather by a long-term view of the market and our ability to deliver on our promises."<ref name="ap_20060410">"[http://news.moneycentral.msn.com/provider/providerarticle.asp?feed=AP&Date=20060410&ID=5603964 Airbus Considering Improvements to A350]." [[Associated Press]]. 10 April 2006.</ref> |
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On 14 June 2006, Singapore Airlines announced it had selected the 787 over the A350, ordering 20 [[Boeing 787|787-9]]s.<ref>[http://boeing.com/news/releases/2006/q2/060614b_nr.html Singapore Airlines 787 Dreamliner Announcement] Press release</ref> [[Emirates Airline]] decided against making an order for the initial version of the A350 because of weaknesses in the design<ref name="cancelled">"[http://news.independent.co.uk/business/news/article1090115.ece Pressure mounts following attack by Emirates]." Brierley, D. [[The Independent]]. 18 June 2006.</ref> |
On 14 June 2006, Singapore Airlines announced it had selected the 787 over the A350, ordering 20 [[Boeing 787|787-9]]s.<ref>[http://boeing.com/news/releases/2006/q2/060614b_nr.html Singapore Airlines 787 Dreamliner Announcement] Press release</ref> [[Emirates Airline]] decided against making an order for the initial version of the A350 because of weaknesses in the design,<ref name="cancelled">"[http://news.independent.co.uk/business/news/article1090115.ece Pressure mounts following attack by Emirates]." Brierley, D. [[The Independent]]. 18 June 2006.</ref> but has since made a large order for A350 XWBs.<ref name="Ordered">"[http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/07_11_11_emirates_a380_a350.html Emirates Airline buys 70 Airbus A350s and 11 additional A380s]." Airbus Press Release [[Airbus]]. 11 November 2007.</ref> |
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===XWB=== |
===XWB=== |
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[[Image:Airbus A350.jpg|thumbnail|Interior mock-up of the Business Class Of the A350 XWB.]] |
[[Image:Airbus A350.jpg|thumbnail|Interior mock-up of the Business Class Of the A350 XWB.]] |
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As a result of these criticisms, in mid-2006 Airbus undertook a major review of the A350 concept. The proposed new A350 with a larger fuselage cross-section has become more of a competitor to the larger [[Boeing 777]] as well as some models of the [[Boeing 787]]. The A350 fuselage can accommodate 10 passengers per row in a high-density configuration.<ref name="a350 cabin">[http://www.airbus.com/en/aircraftfamilies/a350/efficiency/in_motion/passenger_cabin |
As a result of these criticisms, in mid-2006 Airbus undertook a major review of the A350 concept. The proposed new A350 with a larger fuselage cross-section has become more of a competitor to the larger [[Boeing 777]] as well as some models of the [[Boeing 787]]. The A350 fuselage can accommodate 10 passengers per row in a high-density configuration.<ref name="a350 cabin">[http://www.airbus.com/en/aircraftfamilies/a350/efficiency/in_motion/passenger_cabin/ Efficiency in motion - A350 cabin]. Airbus.</ref> The A330 and previous iterations of the A350 would only be able to accommodate 8 passengers per row in normal configurations. The 787 can accommodate 8 or 9 passengers per row, while the 777 can accommodate 9 passengers per row (a few airlines seat 10 passengers abreast in some of their 777s). From the point of view of a seated passenger, the A350 cabin is {{convert|13|cm|in|abbr=on}} wider at eye level than the competing 787, and {{convert|28|cm|in|abbr=on}} narrower than the Boeing 777, its other competitor. (See [[wide-body aircraft]] for a comparison of cabin widths and seating). All A350 passenger models will have a range of at least {{convert|8000|nmi|km|abbr=on}}. |
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There was some speculation that the revised aircraft would be called the Airbus A370 or A280, with Airbus going as far as accidentally publishing an advert referring to the aircraft as the "A280" on the ''[[Financial Times]]'' website. However, on 17 July 2006, at the [[Farnborough Airshow]], Airbus announced that the redesigned aircraft would be called '''A350 XWB''' (Xtra |
There was some speculation that the revised aircraft would be called the Airbus A370 or A280, with Airbus going as far as accidentally publishing an advert referring to the aircraft as the "A280" on the ''[[Financial Times]]'' website. However, on 17 July 2006, at the [[Farnborough Airshow]], Airbus announced that the redesigned aircraft would be called '''A350 XWB''' (Xtra-Wide-Body). |
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Airbus achieved its first sale of the redesigned A350 four days after its unveiling when [[Singapore Airlines]] announced an order for 20 A350 XWBs with [[Option (aircraft purchasing)|options]] of a further 20. Its CEO, [[Chew Choon Seng]], said in a statement, that "it is heartening that Airbus has listened to customer airlines and has come up with a totally new design for the A350."<ref name=SIA_july21.pdf>[http://business-times.asiaone.com/mnt/html/pdf/SIA_july21.pdf Singapore Airlines orders 20 Airbus A350 XWB-900s and 9 Airbus A380s]</ref> |
Airbus achieved its first sale of the redesigned A350 four days after its unveiling when [[Singapore Airlines]] announced an order for 20 A350 XWBs with [[Option (aircraft purchasing)|options]] of a further 20. Its CEO, [[Chew Choon Seng]], said in a statement, that "it is heartening that Airbus has listened to customer airlines and has come up with a totally new design for the A350."<ref name=SIA_july21.pdf>[http://business-times.asiaone.com/mnt/html/pdf/SIA_july21.pdf Singapore Airlines orders 20 Airbus A350 XWB-900s and 9 Airbus A380s]</ref> |
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Late in 2006 a decision on formal launch was delayed as a result of delays of the [[Airbus A380]]<ref name="fi_20061002">"[http://www.flightglobal.com/Articles/2006/10/02/Navigation/177/209601/A380+delay+puts+brakes+on+A350+XWB+formal+launch+at.html A380 delay puts brakes on A350 XWB formal launch at Airbus]." Norris, G.; Kingsley-Jones, M. ''[[Flight International]]''. 10 October 2006.</ref> and wrangles about how the development would be funded. EADS CEO [[Thomas Enders]] stated that the A350 program was not a certainty, citing EADS/Airbus' stretched resources.<ref name="bbg_20061005">"[http://www.bloomberg.com/apps/news?pid=20601100&sid=aYeQTI21_ZDY&refer=germany Airbus May Stop Work on Its A350 Plane, FT Deutschland Says]." Dinkloh, P. [[Bloomberg L.P.|Bloomberg]]. 2006-10-05.</ref><ref name="forbes_20061005">"[http://www.forbes.com/markets/feeds/afx/2006/10/05/afx3068756.html Airbus CEO Streiff says A350 programme essential, but EADS board to decide]." ''[[Forbes]]''. 5 October 2006.</ref> On 1 December 2006 the EADS board agreed the industrial launch of the sixth iteration of the A350 <ref name="amt_st_20061221">"[http://www.amtonline.com/article/article.jsp?sitesection=1&id=3030 Airbus Gets OK to Compete with Boeing 787]". ''[[Chicago Sun-Times]]'' via ''[[Aircraft Maintenance Technology]]''. 21 December 2006.</ref> with costs mainly borne out of cash-flow. First delivery for the -900 is scheduled for mid-2013, with the -800 and -1000 following on, respectively, 12 and 24 months later.<ref name="eads_pr_20061201">{{cite press release | title= A350 XWB Family receives industrial go-ahead | publisher =EADS Airbus| date =2006-12-01 | url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/06_12_01_A350_XWB_go_ahead.html | accessdate =2006-12-01}}</ref> At a press conference 4 December 2006 a few new technical details of the A350 XWB design were revealed, but no new customers were identified and [[John Leahy (airline executive)|John Leahy]] indicated existing A350 contracts were under re-negotiation due to increases in prices compared to the original A350s contracted. |
Late in 2006, a decision on formal launch was delayed as a result of delays of the [[Airbus A380]]<ref name="fi_20061002">"[http://www.flightglobal.com/Articles/2006/10/02/Navigation/177/209601/A380+delay+puts+brakes+on+A350+XWB+formal+launch+at.html A380 delay puts brakes on A350 XWB formal launch at Airbus]." Norris, G.; Kingsley-Jones, M. ''[[Flight International]]''. 10 October 2006.</ref> and wrangles about how the development would be funded. EADS CEO [[Thomas Enders]] stated that the A350 program was not a certainty, citing EADS/Airbus' stretched resources.<ref name="bbg_20061005">"[http://www.bloomberg.com/apps/news?pid=20601100&sid=aYeQTI21_ZDY&refer=germany Airbus May Stop Work on Its A350 Plane, FT Deutschland Says]." Dinkloh, P. [[Bloomberg L.P.|Bloomberg]]. 2006-10-05.</ref><ref name="forbes_20061005">"[http://www.forbes.com/markets/feeds/afx/2006/10/05/afx3068756.html Airbus CEO Streiff says A350 programme essential, but EADS board to decide]." ''[[Forbes]]''. 5 October 2006.</ref> On 1 December 2006 the EADS board agreed the industrial launch of the sixth iteration of the A350 <ref name="amt_st_20061221">"[http://www.amtonline.com/article/article.jsp?sitesection=1&id=3030 Airbus Gets OK to Compete with Boeing 787]". ''[[Chicago Sun-Times]]'' via ''[[Aircraft Maintenance Technology]]''. 21 December 2006.</ref> with costs mainly borne out of cash-flow. First delivery for the -900 is scheduled for mid-2013, with the -800 and -1000 following on, respectively, 12 and 24 months later.<ref name="eads_pr_20061201">{{cite press release | title= A350 XWB Family receives industrial go-ahead | publisher =EADS Airbus| date =2006-12-01 | url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/06_12_01_A350_XWB_go_ahead.html | accessdate =2006-12-01}}</ref> At a press conference 4 December 2006 a few new technical details of the A350 XWB design were revealed, but no new customers were identified and [[John Leahy (airline executive)|John Leahy]] indicated existing A350 contracts were under re-negotiation due to increases in prices compared to the original A350s contracted. |
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On 4 January 2007, Airbus announced that [[Pegasus Aviation Finance Company]] had placed the first firm order for the A350 XWB with an order for two aircraft, though the variants were unspecified at the time.<ref name="eads_pr_20070104">{{cite press release | title =Pegasus Aviation Finance Company orders two A350 and six A330-200s | publisher =EADS Airbus| date =2007-01-04 | url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/01_04_07_Pegausus.html | accessdate =2007-01-10}}</ref> |
On 4 January 2007, Airbus announced that [[Pegasus Aviation Finance Company]] had placed the first firm order for the A350 XWB with an order for two aircraft, though the variants were unspecified at the time.<ref name="eads_pr_20070104">{{cite press release | title =Pegasus Aviation Finance Company orders two A350 and six A330-200s | publisher =EADS Airbus| date =2007-01-04 | url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/01_04_07_Pegausus.html | accessdate =2007-01-10}}</ref> |
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The Airbus board of directors approved the industrial launch of the A350-800, -900 and -1000 in December 2006. The XWB will impose a couple of years of delay into the original timetable and almost double development costs from $5.3 billion to approximately $10 billion.<ref name="bbg_dev_20060717">"[http://www.bloomberg.com/apps/news?pid=20601085&sid=aW1OpAimXpY8&refer=europe Airbus Unveils New A350 to Take on Boeing's 787]." [[Bloomberg L.P.|Bloomberg]]. 17 July 2006.</ref><ref name="bbg_dev_20061204">"[http://www.bloomberg.com/apps/news?pid=20601087&sid=arBlbUi8MnWE&refer=home Airbus A350 Cost Rises to $15.4 Billion on Composites]." [[Bloomberg L.P.|Bloomberg]]. 4 December 2006.</ref> |
The Airbus board of directors approved the industrial launch of the A350-800, -900 and -1000 in December 2006. The XWB will impose a couple of years of delay into the original timetable and almost double development costs from $5.3 billion to approximately $10 billion.<ref name="bbg_dev_20060717">"[http://www.bloomberg.com/apps/news?pid=20601085&sid=aW1OpAimXpY8&refer=europe Airbus Unveils New A350 to Take on Boeing's 787]." [[Bloomberg L.P.|Bloomberg]]. 17 July 2006.</ref><ref name="bbg_dev_20061204">"[http://www.bloomberg.com/apps/news?pid=20601087&sid=arBlbUi8MnWE&refer=home Airbus A350 Cost Rises to $15.4 Billion on Composites]." [[Bloomberg L.P.|Bloomberg]]. 4 December 2006.</ref> The total development cost for the A350 is estimated at US$15 billion by ''Reuters''.<ref name=Reuters_video>http://www.youtube.com/watch?v=NdpxatVG_mU&feature=channel ] Reuters </ref> |
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During [[Paris Air Show#2007 Paris Airshow|2007 Paris Air Show]], Airbus won firm orders for 141 A350 XWB{{Fact|date=October 2007}} and at the [[Dubai Airshow]] it won firm orders for 165 A350 XWB. |
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==Design== |
==Design== |
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The new XWB fuselage will have a constant width from door 1 to door 4, unlike previous Airbus aircraft to provide maximum usable volume. The double-lobe ([[oval|ovoid]]) fuselage [[Cross section (geometry)|cross-section]] will have a maximum outer diameter of {{convert|5.97|m|ft|abbr=on}}, compared to {{convert|5.64|m|ft|abbr=on}} for the A330/A340. The cabin's internal diameter will be {{convert|5.61|m|ft|abbr=on}} wide at armrest level compared with {{convert|5.49|m|ft|abbr=on}} of the 787<ref name="A350XWB_cabin_mock_up">[http://www.flightglobal.com/articles/2007/09/28/217395/pictures-airbus-unveils-mock-up-of-a350-xwb-cabin.html Airbus unveils mock up XWB cabin] ''[[Flight International]]'' September 2007</ref> and {{convert|5.86|m|ft|abbr=on}} of the [[Boeing 777|777]]). |
The new XWB fuselage will have a constant width from door 1 to door 4, unlike previous Airbus aircraft to provide maximum usable volume. The double-lobe ([[oval|ovoid]]) fuselage [[Cross section (geometry)|cross-section]] will have a maximum outer diameter of {{convert|5.97|m|ft|abbr=on}}, compared to {{convert|5.64|m|ft|abbr=on}} for the A330/A340. The cabin's internal diameter will be {{convert|5.61|m|ft|abbr=on}} wide at armrest level compared with {{convert|5.49|m|ft|abbr=on}} of the 787<ref name="A350XWB_cabin_mock_up">[http://www.flightglobal.com/articles/2007/09/28/217395/pictures-airbus-unveils-mock-up-of-a350-xwb-cabin.html Airbus unveils mock up XWB cabin] ''[[Flight International]]'' September 2007</ref> and {{convert|5.86|m|ft|abbr=on}} of the [[Boeing 777|777]]). |
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In the eight |
In the eight-abreast 2-4-2 arrangement, which is a premium economy layout, the seats will be {{convert|49.5|cm|in|abbr=on}} wide between {{convert|5|cm|in|1|abbr=on|adj=on}} wide arm rests. Airbus claims that the seat width will be {{convert|1.3|cm|in|1|abbr=on}} greater than the seat on the 787 in the equivalent configuration. In the 9-abreast, 3-3-3 standard layout, the XWB's seat width will be {{convert|45|cm|in|abbr=on}} which will be {{convert|1.3|cm|in|1|abbr=on}} wider than the proposed equivalent seat layout for the Boeing 787.<ref name="presentation" /><ref name="A350XWB_cabin_mock_up">[http://www.flightglobal.com/articles/2007/09/28/217395/pictures-airbus-unveils-mock-up-of-a350-xwb-cabin.html "Airbus unveils mock up XWB cabin"]. ''[[Flight International]]'', 28 August 2007.</ref> A 10-abreast high density is also available.<ref name="a350 cabin"/> |
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Although Airbus previously suggested Boeing's use of [[composite material]]s for the 787 fuselage was premature, and that the original A350s would be made from [[Al-Li|aluminium-lithium]], the new A350 XWB will feature large [[Carbon fibre reinforced plastic|carbon fibre]] panels for the main [[fuselage]] skin. After facing criticism for maintenance costs,<ref>[http://www.flightglobal.com/articles/2006/05/08/206441/airline-criticism-of-airbus-a350-forces-airframer-to-make-radical-changes-to-fuselage-wing-and.html "Airline criticism of A350 forces Airframer to make radical changes to fuselage"]. ''[[Flight International]]'', May 2006.</ref> Airbus confirmed in early September 2007 the adoption of composite fuselage frames for the aircraft structure.<ref>[http://www.flightglobal.com/articles/2007/09/21/216943/airbus-rolls-out-a350-xwb-design-revisions.html "Airbus rolls out XWB design revisions"]. ''[[Flight International]]'', September 2001.</ref><ref>[http://www.flightglobal.com/articles/2006/03/29/205740/airbus-is-at-a-crossroads-on-a350-design-says-ilfcs.html "Airbus is at a crossroads on A350 design says ILFC"]. ''[[Flight International]]'', March 2006.</ref> The composite frames will feature aluminium strips to ensure the electrical continuity of the fuselage (for dissipating lightning strikes).<ref>[http://www.flightglobal.com/articles/2007/09/28/217062/metallic-strips-will-ensure-electrical-continuity-in-a350s-carbon.html "Metallic strips will ensure electrical continuity in A350 carbon"]. ''[[Flight International]]'', September 2007</ref> However, the fuselage crossbeams remain metallic, but Airbus is running trade-off studies to evaluate switching them to composite. |
Although Airbus previously suggested Boeing's use of [[composite material]]s for the 787 fuselage was premature, and that the original A350s would be made from [[Al-Li|aluminium-lithium]], the new A350 XWB will feature large [[Carbon fibre reinforced plastic|carbon fibre]] panels for the main [[fuselage]] skin. After facing criticism for maintenance costs,<ref>[http://www.flightglobal.com/articles/2006/05/08/206441/airline-criticism-of-airbus-a350-forces-airframer-to-make-radical-changes-to-fuselage-wing-and.html "Airline criticism of A350 forces Airframer to make radical changes to fuselage"]. ''[[Flight International]]'', May 2006.</ref> Airbus confirmed in early September 2007 the adoption of composite fuselage frames for the aircraft structure.<ref>[http://www.flightglobal.com/articles/2007/09/21/216943/airbus-rolls-out-a350-xwb-design-revisions.html "Airbus rolls out XWB design revisions"]. ''[[Flight International]]'', September 2001.</ref><ref>[http://www.flightglobal.com/articles/2006/03/29/205740/airbus-is-at-a-crossroads-on-a350-design-says-ilfcs.html "Airbus is at a crossroads on A350 design says ILFC"]. ''[[Flight International]]'', March 2006.</ref> The composite frames will feature aluminium strips to ensure the electrical continuity of the fuselage (for dissipating lightning strikes).<ref>[http://www.flightglobal.com/articles/2007/09/28/217062/metallic-strips-will-ensure-electrical-continuity-in-a350s-carbon.html "Metallic strips will ensure electrical continuity in A350 carbon"]. ''[[Flight International]]'', September 2007</ref> However, the fuselage crossbeams remain metallic, but Airbus is running trade-off studies to evaluate switching them to composite.{{Citation needed|date=August 2009}} |
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Airbus had signed a firm contract with [[BMW]] for development of an interior concept for the original A350.<ref>[http://www.forbes.com/markets/feeds/afx/2006/01/05/afx2430232.html BMW to design parts of Airbus A350 model, reportedly aircraft cabins] ''[[Forbes]]''. 5 January 2006</ref> |
Airbus had signed a firm contract with [[BMW]] for development of an interior concept for the original A350.<ref>[http://www.forbes.com/markets/feeds/afx/2006/01/05/afx2430232.html BMW to design parts of Airbus A350 model, reportedly aircraft cabins] ''[[Forbes]]''. 5 January 2006</ref> |
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On February 4, 2010, Airbus signed a contract for delivering in-flight entertainment and communication (IFEC) systems for the Airbus A350 XWB with Panasonic Avionics Corporation. |
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===Wings=== |
===Wings=== |
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The A350 will feature new all-composite wings that will be common to all three proposed variants.<ref>[http://www.flightglobal.com/articles/2006/12/12/211030/why-new-wing-is-key-a350-xwb.html Why new wing is key A350 XWB]. ''[[Flight International]]'' December 2006</ref> With an area of {{convert|443|m2|sqft|abbr=on}}<ref name="A350-800_specs"/> it will be the largest wing ever produced for a single-deck widebody aircraft. The geometric [[wingspan]] of {{convert|64.8|m|ft|abbr=on}}<ref name="A350-800_specs"/> is {{convert|4.5|m|ft|abbr=on}} greater than that of the A330. This is the same span as the long-range Boeing [[Boeing 777|777-200LR/777-300ER]], which has slightly less area. The new wing will have 31.9-degree [[sweep angle|sweep]]<ref name="A350-800_specs"/> (1.9 degrees more than the A330) helping to increase typical cruise speed to [[mach number|Mach]] 0.85 and maximum operating speed to Mach 0.89. |
The A350 will feature new all-composite wings that will be common to all three proposed variants.<ref>[http://www.flightglobal.com/articles/2006/12/12/211030/why-new-wing-is-key-a350-xwb.html Why new wing is key A350 XWB]. ''[[Flight International]]'' December 2006</ref> With an area of {{convert|443|m2|sqft|abbr=on}}<ref name="A350-800_specs"/> it will be the largest wing ever produced for a single-deck widebody aircraft. The geometric [[wingspan]] of {{convert|64.8|m|ft|abbr=on}}<ref name="A350-800_specs"/> is {{convert|4.5|m|ft|abbr=on}} greater than that of the A330. This is the same span as the long-range Boeing [[Boeing 777|777-200LR/777-300ER]], which has slightly less area. The new wing will have 31.9-degree [[sweep angle|sweep]]<ref name="A350-800_specs"/> (1.9 degrees more than the A330) helping to increase typical cruise speed to [[mach number|Mach]] 0.85 and maximum operating speed to Mach 0.89. |
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A new trailing-edge [[high-lift device|high-lift]] system has been adopted with an advanced dropped |
A new trailing-edge [[high-lift device|high-lift]] system has been adopted with an advanced dropped-hinge [[flap (aircraft)|flap]] (similar to that of the A380), which permits the gap between the trailing edge and the flap to be closed with the [[spoiler (aeronautics)|spoiler]].<ref>[http://www.flightglobal.com/articles/2007/05/08/213737/airbus-a350-wing-aerodynamics-advance.html "Airbus A350 wing aerodynamics advance"]. ''[[Flight International]]'', May 2007.</ref> The manufacturer has extensively used computational fluid dynamics and also carried out more than 4,000h hours of low- and high-speed [[windtunnel]] testing to refine the aerodynamic design<ref name="A350 aerodynamic configuration">[http://www.flightglobal.com/articles/2008/06/13/224610/pictures-airbus-refines-a350-aerodynamic-configuration.html "PICTURES: Airbus refines A350 aerodynamic configuration"]. ''[[Flight International]]'', June 2008.</ref>, achieving the final configuration of wing and winglet on the "Maturity Gate 5" on 17 December 2008.<ref name="MG5">[http://www.flightglobal.com/articles/2009/01/15/321112/airbus-prepares-for-a350-production-following-definition.html "Airbus prepares for A350 production following definition freeze"]. ''[[Flight International]]'', January 2009.</ref> |
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Airbus is planning a £570 million (US$760 million) investment to upgrade composite capability at its [[Broughton, Flintshire|Broughton]] site in the United Kingdom, in preparation for its role as final assembly location for the A350 XWB wing.<ref>[http://www.flightglobal.com/articles/2007/03/30/212959/airbus-invests-in-a350-xwb-wing-line.html Airbus invest in A350 XWB wing line]. ''[[Flight International]]'', March 2007.</ref> In June 2009, the [[Welsh Assembly]] announced provision of a £28million grant to provide a training centre, production jobs and money towards the new production centre.<ref>{{citeweb|url=http://news.bbc.co.uk/1/hi/wales/8107292.stm|title=£28m investment at Airbus factory|publisher=BBC News|date=2009-06-19|accessdate=2009-06-19}}</ref> |
Airbus is planning a £570 million (US$760 million) investment to upgrade composite capability at its [[Broughton, Flintshire|Broughton]] site in the United Kingdom, in preparation for its role as final assembly location for the A350 XWB wing.<ref>[http://www.flightglobal.com/articles/2007/03/30/212959/airbus-invests-in-a350-xwb-wing-line.html Airbus invest in A350 XWB wing line]. ''[[Flight International]]'', March 2007.</ref> In June 2009, the [[Welsh Assembly]] announced provision of a £28million grant to provide a training centre, production jobs and money towards the new production centre.<ref>{{citeweb|url=http://news.bbc.co.uk/1/hi/wales/8107292.stm|title=£28m investment at Airbus factory|publisher=BBC News|date=2009-06-19|accessdate=2009-06-19}}</ref> |
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The XWB's nose section will adopt a configuration derived from the A380 with a forward-mounted nosegear bay and a six-panel flightdeck windscreen.<ref>[http://www.flightglobal.com/articles/2007/09/21/216949/airbus-confirms-switch-to-a380-style-nose-for-a350-xwb.html "Airbus confirms switch to A380 style nose for A350 XWB"]. ''[[Flight International]]'', September 2007.</ref> This differs substantially from the four-window arrangement in the original design. The new nose will improve aerodynamics and enable overhead crew rest areas to be installed further forward and eliminate any encroachment in the passenger cabin. The new windscreen has been revised to improve vision by reducing the width of the center post. The upper shell radius of the nose section has been increased. The nose bears a striking resemblance to the nose of the [[BAe 146]]. |
The XWB's nose section will adopt a configuration derived from the A380 with a forward-mounted nosegear bay and a six-panel flightdeck windscreen.<ref>[http://www.flightglobal.com/articles/2007/09/21/216949/airbus-confirms-switch-to-a380-style-nose-for-a350-xwb.html "Airbus confirms switch to A380 style nose for A350 XWB"]. ''[[Flight International]]'', September 2007.</ref> This differs substantially from the four-window arrangement in the original design. The new nose will improve aerodynamics and enable overhead crew rest areas to be installed further forward and eliminate any encroachment in the passenger cabin. The new windscreen has been revised to improve vision by reducing the width of the center post. The upper shell radius of the nose section has been increased. The nose bears a striking resemblance to the nose of the [[BAe 146]]. |
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[[Image: |
[[Image:A350xwb nose 2009B.png|thumb|right|A350XWB new nose and general interior arrangement.]] |
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The nose is likely to be constructed from aluminium but Airbus is currently running trade-off studies considering one-piece carbon fibre structure. According to Gordon McConnell, A350 Chief Engineer, a carbon fibre structure would need titanium reinforcements for birdstrike protection, thus the aluminium structure is the best cost-wise.<ref>[http://www.flightglobal.com/articles/2006/12/19/211187/a350-could-have-composite-nose.html "A350 could have composite nose"]. ''[[Flight International]]'', December 2006.</ref> |
The nose is likely to be constructed from aluminium but Airbus is currently running trade-off studies considering one-piece carbon fibre structure. According to Gordon McConnell, A350 Chief Engineer, a carbon fibre structure would need titanium reinforcements for birdstrike protection, thus the aluminium structure is the best cost-wise.<ref>[http://www.flightglobal.com/articles/2006/12/19/211187/a350-could-have-composite-nose.html "A350 could have composite nose"]. ''[[Flight International]]'', December 2006.</ref> |
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The revised design of the [[glass cockpit|cockpit]] dropped the A380-sized display and adopted {{convert|15|in|cm|abbr=on}} [[LCD]] displays. The new six-screen configuration will have two [[ECAM|central displays]] mounted one above other (the lower one above the [[thrust lever]]s) and a single (for each pilot) primary flight/navigation display with an on-board information system screen adjacent to it.<ref>[http://www.flightglobal.com/articles/2007/09/25/217029/picture-airbus-reveals-all-new-a350-xwb-flightdeck-design.html "Airbus reveals all new A350 XWB flightdeck design"]. ''[[Flight International]]'', September 2007.</ref> Airbus claims the new cockpit will allow advances in navigation technology to be placed on the displays in the future plus flexibility and capacity to upload new software and to combine data from multiple sources and sensors for flight management and aircraft systems control.<ref name="A350_avionics">[http://www.flightglobal.com/articles/2007/07/24/215493/a350-avionics-to-expand-on-a380-systems.html "A350 avionics to expand on A380 system"]. ''[[Flight International]]'', July 2007.</ref> The A350 XWB will also feature a [[head-up display]]. |
The revised design of the [[glass cockpit|cockpit]] dropped the A380-sized display and adopted {{convert|15|in|cm|abbr=on}} [[LCD]] displays. The new six-screen configuration will have two [[ECAM|central displays]] mounted one above other (the lower one above the [[thrust lever]]s) and a single (for each pilot) primary flight/navigation display with an on-board information system screen adjacent to it.<ref>[http://www.flightglobal.com/articles/2007/09/25/217029/picture-airbus-reveals-all-new-a350-xwb-flightdeck-design.html "Airbus reveals all new A350 XWB flightdeck design"]. ''[[Flight International]]'', September 2007.</ref> Airbus claims the new cockpit will allow advances in navigation technology to be placed on the displays in the future plus flexibility and capacity to upload new software and to combine data from multiple sources and sensors for flight management and aircraft systems control.<ref name="A350_avionics">[http://www.flightglobal.com/articles/2007/07/24/215493/a350-avionics-to-expand-on-a380-systems.html "A350 avionics to expand on A380 system"]. ''[[Flight International]]'', July 2007.</ref> The A350 XWB will also feature a [[head-up display]]. |
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The [[avionics]] will be a further development of the [[Integrated Modular Avionics|integrated modular avionics (IMA)]] concept found on the A380. The A350's IMA will manage up to 40 functions (versus 23 functions for the A380) such as landing gear, fuel, brakes, pneumatics, oxygen system, cabin pressurisation system and fire detection.<ref name="A350_avionics">[http://www.flightglobal.com/articles/2007/07/24/215493/a350-avionics-to-expand-on-a380-systems.html "A350 avionics to expand on A380 systems"]. ''[[Flight International]], July 2007</ref> Airbus claims benefits such as reduced maintenance and less weight because IMA replaces multiple processors and LRUs with around 50% fewer standard computer modules known as line-replaceable modules. The IMA runs on a 100 |
The [[avionics]] will be a further development of the [[Integrated Modular Avionics|integrated modular avionics (IMA)]] concept found on the A380. The A350's IMA will manage up to 40 functions (versus 23 functions for the A380) such as landing gear, fuel, brakes, pneumatics, oxygen system, cabin pressurisation system, and fire detection.<ref name="A350_avionics">[http://www.flightglobal.com/articles/2007/07/24/215493/a350-avionics-to-expand-on-a380-systems.html "A350 avionics to expand on A380 systems"]. ''[[Flight International]], July 2007</ref> Airbus claims benefits such as reduced maintenance and less weight because IMA replaces multiple processors and LRUs with around 50% fewer standard computer modules known as line-replaceable modules. The IMA runs on a 100-[[Megabit per second|Mbit/s]] network based on the avionics full-duplex ([[AFDX]]) standard, already employed in the A380 instead of the [[ARINC 429|Arinc 429]] system on the A330/A340. |
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In January 2008, French-based [[Thales Group]] won the US$2.9 billion 20-year contract to supply avionics and navigation equipment for the A350 XWB. Thales competed against [[Honeywell]] and [[Rockwell Collins]] for the flight deck supply contract.<ref name="thales">[http://www.flightglobal.com/articles/2008/01/21/220969/airbus-selects-thales-for-a350-xwb-cockpit-avionics.html "Airbus selects Thales for A350 XWB cockpit avionics"]. ''[[Flight International]]'' January 2008</ref> However, US-based [[Rockwell Collins]] and [[Moog Inc]] were chosen to supply the horizontal stabiliser actuator and primary flight control actuation, respectively. |
In January 2008, French-based [[Thales Group]] won the US$2.9 billion 20-year contract to supply avionics and navigation equipment for the A350 XWB. Thales competed against [[Honeywell]] and [[Rockwell Collins]] for the flight deck supply contract.<ref name="thales">[http://www.flightglobal.com/articles/2008/01/21/220969/airbus-selects-thales-for-a350-xwb-cockpit-avionics.html "Airbus selects Thales for A350 XWB cockpit avionics"]. ''[[Flight International]]'' January 2008</ref> However, US-based [[Rockwell Collins]] and [[Moog Inc]] were chosen to supply the horizontal stabiliser actuator and primary flight control actuation, respectively. |
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===Engines=== |
===Engines=== |
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Airbus has confirmed that it will |
Airbus has confirmed that it will further develop a full [[bleed air]] system on the [[turbofan|engines]],<ref name="flugrevue_200609_xwb">"[http://www.flug-revue.rotor.com/FRheft/FRHeft06/FRH0609/FR0609b.htm Airbus Unveils A350 XWB]." Steinke, S. ''[[Flug Revue]]''. September, 2006.</ref><ref>[http://www.flightglobal.com/articles/2006/07/25/208086/farnborough-airbus-a350-powerplant-race-ignites-as-rolls-royce-reaches-agreement-to-supply-trent.html Farnborough: Airbus A350 powerplant race ignites as Rolls-Royce reaches agreement to supply Trent] ''[[Flight International]] July 2006</ref><ref>[http://www.faqs.org/patents/app/20090277445 Patent 20090277445: System For Improving Air Quality In An Aircraft Pressure Cabin] AIRBUS DEUTSCHLAND GMBH</ref> rather than the bleedless configuration used on the Boeing 787. [[Rolls-Royce plc|Rolls-Royce]] has agreed with Airbus to supply a new variant of the [[Rolls-Royce Trent|Trent]] engine for the A350 XWB, currently called the ''Trent XWB''. After the low-speed windtunnel test, Airbus has frozen the static thrust at sea level for all three proposed variants in the {{convert|74000|-|92000|lbf|kN|abbr=on}} range. Airbus will begin a flight-test programme of the Rolls-Royce Trent XWB using the superjumbo A380 development aircraft on early 2011, ahead of engine certification at the end of 2011. |
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[[General Electric|GE]] has stated it will not offer the [[Engine Alliance GP7000|GP7000]] engine on the aircraft, and that previous contracts for the [[General Electric GEnx|GEnx]] on the original A350 did not apply to the XWB.<ref>[http://atwonline.com/news/story.html?storyID=8150|ATW Daily News - No GP7000 for A350 XWB-1000]</ref> Fellow [[Engine Alliance]] partner [[Pratt & Whitney]] seems to be at odds with GE on this, publicly stating that it is looking at an advanced derivative of the GP7000.<ref>[http://www.flightglobal.com/articles/2008/02/20/221701/singapore-2008-pratt.html Singapore 2008: Pratt & Whitney pushes GP7000 as alternative A350 XWB engine] </ref> |
[[General Electric|GE]] has stated it will not offer the [[Engine Alliance GP7000|GP7000]] engine on the aircraft, and that previous contracts for the [[General Electric GEnx|GEnx]] on the original A350 did not apply to the XWB.<ref>[http://atwonline.com/news/story.html?storyID=8150|ATW Daily News - No GP7000 for A350 XWB-1000]</ref> Fellow [[Engine Alliance]] partner [[Pratt & Whitney]] seems to be at odds with GE on this, publicly stating that it is looking at an advanced derivative of the GP7000.<ref>[http://www.flightglobal.com/articles/2008/02/20/221701/singapore-2008-pratt.html Singapore 2008: Pratt & Whitney pushes GP7000 as alternative A350 XWB engine] </ref> In April 2007, Airbus former chief executive Louis Gallois held face-to-face talks with senior [[GE-Aviation|General Electric]] management over developing a new variant of the GEnx engine for the A350 XWB.<ref>Norris, Guy. [http://www.flightglobal.com/articles/2007/04/24/213367/genx-variant-may-yet-power-a350.html "GEnx variant may yet power A350"]. ''Flight International'', 24 April 2007.</ref> |
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In |
In June 2007, Rolls-Royce announced that it had signed its biggest ever contract with [[Qatar Airways]] for the Trent XWB to power 80 A350 XWBs on order from Airbus worth $5.6 billion at list prices,<ref>[http://www.flightglobal.com/articles/2007/04/20/213347/airbus-lobbies-general-electric-to-offer-genx-for-a350.html "Airbus lobbies General Electric to offer GEnx for A350 XWB"]. ''[[Flight International]]'' April 2007</ref> and in June 2007, Airbus' Chief Operating Officer [[John Leahy (airline executive)|John Leahy]] indicated that the A350 XWB will not feature the GEnx engine, claiming that Airbus wants GE to offer a more efficient version for the new Airbus airliner.<ref>[http://www.aero-news.net/index.cfm?ContentBlockID=191ded2c-3425-4c2f-987a-c4a4d0adfced Airbus Says No To GEnx For A350 XWB] ''Aero News Network'' 7 June 2007 </ref> Since then, largest GE engines operators [[Emirates Airline]], US-based [[US Airways]], [[Hawaiian Airlines]] and [[ILFC]] have selected the RR Trent XWB for their future fleet of A350. |
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The ''Trent XWB'' will feature a 3-meter (118 inch) [[fan disk|fan diameter]] and the design will be based on the advanced developments of the [[Rolls-Royce Trent|Trent 900]] (Airbus A380) and [[Rolls-Royce Trent|Trent 1000]] (Boeing 787). The ''Trent XWB'' may also benefit from the next-generation reduced acoustic mode scattering engine duct system (RAMSES), which is a noise-dampening engine nacelle intake and a carry-on design of the Airbus's "zero splice" intake liner developed for the A380.<ref>[http://www.flightglobal.com/articles/2007/01/23/211641/airbus-a350-xwb-set-to-be-quietest-generation-of-airliner-as-manufacturer-improves-zero-splice.html "Airbus A350 XWB set to be quietest generation of airliner as manufacturer improves zero splice"]. ''[[Flight International]]'', January 2007.</ref> Engine [[Thrust reversal|thrust-reversers]] and [[nacelle]]s will be supplied by US-based [[Goodrich Corporation]]. |
The ''Trent XWB'' will feature a 3-meter (118 inch) [[fan disk|fan diameter]] and the design will be based on the advanced developments of the [[Rolls-Royce Trent|Trent 900]] (Airbus A380) and [[Rolls-Royce Trent|Trent 1000]] (Boeing 787). The ''Trent XWB'' may also benefit from the next-generation reduced acoustic mode scattering engine duct system (RAMSES), which is a noise-dampening engine nacelle intake and a carry-on design of the Airbus's "zero splice" intake liner developed for the A380.<ref>[http://www.flightglobal.com/articles/2007/01/23/211641/airbus-a350-xwb-set-to-be-quietest-generation-of-airliner-as-manufacturer-improves-zero-splice.html "Airbus A350 XWB set to be quietest generation of airliner as manufacturer improves zero splice"]. ''[[Flight International]]'', January 2007.</ref> Engine [[Thrust reversal|thrust-reversers]] and [[nacelle]]s will be supplied by US-based [[Goodrich Corporation]]. |
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===Auxiliary power unit and air management system=== |
===Auxiliary power unit and air management system=== |
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The A350 XWB will feature a {{convert|1700|shp|kW|abbr=on}} HGT1700 [[auxiliary power unit]] by [[Honeywell]], which has 10% greater power density than the previous generation of |
The A350 XWB will feature a {{convert|1700|shp|kW|abbr=on}} HGT1700 [[auxiliary power unit]] by [[Honeywell]], which has 10% greater power density than the previous generation of Honeywell's 331 APU family. Honeywell will also supply the air management system: the bleed air, environmental control, cabin pressure control and supplemental cooling systems.<ref>[http://www.flightglobal.com/articles/2007/09/19/216864/honeywell-wins-first-contract-to-supply-systems-for-airbus-a350-xwb.html "Honeywell wins first contract to supply systems for Airbus A350 XWB"]. ''[[Flight International]]'', September 2007.</ref> The [[ram-air turbine]] will be in the lower surface of the fuselage, and the generator requirement is 100 [[kilovolt-ampere|kVA]] compared to 150 kVA for the A380. The selection of US-based Honeywell to supply this system is part of Airbus' strategy to contract complete work packages to a smaller number of major suppliers who are becoming system integrators on the programme.<ref>[http://www.flightglobal.com/articles/2007/09/28/217090/airbus-finalises-a350-work-packages.html "Airbus finalises A350 work packages"]. ''[[Flight International]]'', September 2007</ref> |
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===Fuel and hydraulic systems=== |
===Fuel and hydraulic systems=== |
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===A350-800=== |
===A350-800=== |
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The A350-800 will seat 270 passengers in a 3-class cabin 9-abreast layout and will have a range of {{convert| |
The A350-800 will seat 270 passengers in a 3-class cabin 9-abreast layout and will have a range of {{convert|15400|km|nmi|abbr=on}}.<ref name="A350-800_specs"/> It is designed to compete with the [[Boeing 787-9]] and to directly replace the [[Airbus A330|Airbus A330-200]]. In January 2010, Airbus announced that the -800 would share more hardware with the -900 than previously planned. This increased commonality will allow a higher maximum takeoff weight, which will increase the range (or payload) of the A350-800 compared to initial plans. The change will increase fuel burn by "a few per cent", according to the programme's marketing head, Sophie Pendaries.<ref>http://www.flightglobal.com/articles/2010/01/15/337132/qatar-airways-backs-airbus-rethink-on-a350-800-design.html</ref> |
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===A350-900=== |
===A350-900=== |
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The A350-900 is the first model scheduled to enter service (EIS) in 2013 and seats 314 passengers in a 3-class cabin 9-abreast layout. It will have a range of {{convert| |
The A350-900 is the first model scheduled to enter service (EIS) in 2013 and seats 314 passengers in a 3-class cabin 9-abreast layout. It will have a range of {{convert|15000|km|nmi|abbr=on}}. Airbus claim that the A350-900 will have a decrease of 16% [[Manufacturer's Weight Empty|MWE]] per seat, a 30% decrease in block fuel per seat and 25% better cash operating cost against the [[Boeing 777-200ER]].<ref>[http://leeham.net/filelib/Leahy_Final.pdf John Leahy presentation at Paris Le Bourget 2007 Air Show]. ''[[Airbus]]''</ref> The -900R and -900F variants also have been proposed but not yet launched. These will feature the higher engine thrust, strengthened structure and landing gear of the -1000.<ref name="landing">[http://www.flightglobal.com/articles/2007/03/27/212895/extended-range-a350-900r-adopts-1000s-six-wheel-gear.html "Extended range A350-900R adopts -1000 six-wheel-gear"]. ''[[Flight International]]'', March 2007.</ref> Range of the "standard" A350-900R was estimated to 17,600 km (9,500 nmi), which would be boosted to about 19,100 km (10,315 nmi) by this design improvements to compete with the [[Boeing 777-200LR]] and be capable for [[Non-stop flight]] from [[London Heathrow Airport|London-Heathrow]] to [[Auckland Airport|Auckland]]. The -900 is designed to compete with the [[Boeing 777-200ER]] and replace the [[Airbus A340-300]]. |
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===A350-1000=== |
===A350-1000=== |
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The A350-1000 is scheduled to enter service in 2015. It is the largest variant of the A350 family and will seat 350 passengers in a 3-class cabin 9-abreast layout. It will have range of |
The A350-1000 is scheduled to enter service in 2015. It is the largest variant of the A350 family and will seat 350 passengers in a 3-class cabin 9-abreast layout.<ref name="A350-1000_specs"/> It will have range of 14,800 km (8,000 nmi). It is designed to compete with the [[Boeing 777-300ER]] and replace the [[Airbus A340#A340-600|A340-600]]. |
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==Orders and deliveries== |
==Orders and deliveries== |
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[[Image:A350XWB-941 ETIHAD AIRWAYS.png|thumb|right|[[Etihad Airways]] signed for twenty-five commitments on July 14, 2008 during the Farnborough Airshow.]] |
[[Image:A350XWB-941 ETIHAD AIRWAYS.png|thumb|right|[[Etihad Airways]] signed for twenty-five commitments on July 14, 2008 during the [[Farnborough Airshow]].]] |
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{{ |
{{Main|List of Airbus A350 orders}} |
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As of |
{{As of|2009|11}}, 32 customers have placed 505 firm orders for the A350XWB.<ref name="Airbus_O_D">{{cite web |url = http://www.airbus.com/odxml/orders_and_deliveries.xls |title = Airbus Orders, Deliveries, Operators |publisher = [[Airbus|Airbus S.A.S]] |date = 30 November 2009 |accessdate = 15 December 2009 }}</ref> |
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{| class="wikitable" style="text-align:center; background:#fbf8db;" |
{| class="wikitable" style="text-align:center; background:#fbf8db;" |
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Line 146: | Line 146: | ||
|- |
|- |
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|182 |
|182 |
||
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||273 |
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||75 |
||75 |
||
|| |
|| |
||
|| |
||530 |
||
|- |
|- |
||
|} |
|} |
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Source: Airbus orders data<ref name="Airbus_O_D"/> |
Source: Airbus orders data<ref name="Airbus_O_D"/> |
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'''Orders and deliveries by year''' |
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{| border="2" cellpadding="4" cellspacing="0" style="margin: 1em 1em 1em 300; border: 1px #aaa solid; border-collapse: collapse; font-size: 95%; background:#fbf8db" |
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|- style="color:black; font-weight:bold; background:#ccddff;padding:0.3em;" |
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! |
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!2006 |
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!2007 |
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!2008 |
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!2009 |
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!2010 |
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!'''Total''' |
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|- |
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!|Net orders |
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| 20 |
|||
|330 |
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|133 |
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| 22 |
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| 25 |
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|'''530''' |
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|- |
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!Deliveries |
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| |
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==Specifications== |
==Specifications== |
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Line 158: | Line 185: | ||
|- bgcolor="#DDDD" align="center" |
|- bgcolor="#DDDD" align="center" |
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!Model |
!Model |
||
!A350-800<ref>http://www.flightglobal.com/articles/2010/01/15/337132/qatar-airways-backs-airbus-rethink-on-a350-800-design.html</ref> |
|||
!A350-800 |
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!A350-900 |
!A350-900 |
||
!A350-900R<ref name=eads1>[http://www.eads.com/1024/en/madebyeads/protection/a350.html Airbus A350 XWB] EADS</ref> |
!A350-900R<ref name=eads1>[http://www.eads.com/1024/en/madebyeads/protection/a350.html Airbus A350 XWB] EADS</ref> |
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Line 164: | Line 191: | ||
!A350-1000 |
!A350-1000 |
||
|- bgcolor="#EEEEEE" align="center" |
|- bgcolor="#EEEEEE" align="center" |
||
|Scheduled service entry || |
|Scheduled service entry || late-2014 || late-2013 || 2016<ref name=ser>[http://www.forecastinternational.com/samples/F611_CompleteSample.pdf The Market for Large Commercial Jet Transports] Forecast International</ref> || 2017<ref name=ser/> || Late-2015 |
||
|- bgcolor="#EEEEEE" align="center" |
|- bgcolor="#EEEEEE" align="center" |
||
|Cockpit crew || colspan=5 | Two |
|Cockpit crew || colspan=5 | Two |
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Line 188: | Line 215: | ||
|Cargo capacity || 28 [[Unit Load Device|LD3]] or 9 pallets || 36 [[Unit Load Device|LD3]] or 11 pallets || || {{convert|90|t|lb|sigfig=3|lk=on|abbr=on}} || 44 LD3 or 14 pallets |
|Cargo capacity || 28 [[Unit Load Device|LD3]] or 9 pallets || 36 [[Unit Load Device|LD3]] or 11 pallets || || {{convert|90|t|lb|sigfig=3|lk=on|abbr=on}} || 44 LD3 or 14 pallets |
||
|- bgcolor="#EEEEEE" align="center" |
|- bgcolor="#EEEEEE" align="center" |
||
|Empty weight |
|Empty weight, manufacturer's<ref>[http://www.flightglobal.com/articles/2008/07/08/225120/as-airbus-a350-takes-shape-can-it-avoid-the-a380s.html As Airbus A350 takes shape, can it avoid the A380's troubles?] Flightglobal</ref> || || {{convert|115.7|t|lb|1|abbr=on}}<ref>[http://www.flightglobal.com/articles/2009/05/13/326468/airbus-revises-a350-trent-xwb-thrust-values-following-weight.html Airbus revises A350 Trent XWB thrust values following weight increases] Flightglobal</ref> || || || |
||
|- bgcolor="#EEEEEE" align="center" |
|- bgcolor="#EEEEEE" align="center" |
||
|Maximum zero fuel weight<ref>[http://www.flightglobal.com/articles/2009/06/05/327500/paris-air-show-a350-xwb-ready-to-rock.html PARIS AIR SHOW: A350 XWB ready to rock] Flightglobal</ref> || {{convert|173.5|t|lb|sigfig=3|lk=off|abbr=on}} || {{convert|192|t|lb|sigfig=3|abbr=on}} || || || {{convert|213.5|t|lb|sigfig=3|abbr=on}} |
|Maximum zero fuel weight<ref>[http://www.flightglobal.com/articles/2009/06/05/327500/paris-air-show-a350-xwb-ready-to-rock.html PARIS AIR SHOW: A350 XWB ready to rock] Flightglobal</ref> || {{convert|173.5|t|lb|sigfig=3|lk=off|abbr=on}} || {{convert|192|t|lb|sigfig=3|abbr=on}} || || || {{convert|213.5|t|lb|sigfig=3|abbr=on}} |
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Line 194: | Line 221: | ||
|Maximum landing weight || {{convert|185|t|lb|sigfig=3|lk=off|abbr=on}} || {{convert|205|t|lb|sigfig=3|abbr=on}} || || || {{convert|228.5|t|lb|sigfig=3|abbr=on}} |
|Maximum landing weight || {{convert|185|t|lb|sigfig=3|lk=off|abbr=on}} || {{convert|205|t|lb|sigfig=3|abbr=on}} || || || {{convert|228.5|t|lb|sigfig=3|abbr=on}} |
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|- bgcolor="#EEEEEE" align="center" |
|- bgcolor="#EEEEEE" align="center" |
||
|Maximum takeoff weight || {{convert| |
|Maximum takeoff weight || {{convert|259|t|lb|sigfig=3|lk=off|abbr=on}} || {{convert|268|t|lb|sigfig=3|abbr=on}} || colspan=3 | {{convert|298|t|lb|sigfig=3|abbr=on}} |
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|- bgcolor="#EEEEEE" align="center" |
|- bgcolor="#EEEEEE" align="center" |
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|Cruise speed || colspan=5 | [[mach number|Mach]] 0.85 (903 |
|Cruise speed || colspan=5 | [[mach number|Mach]] 0.85 (903 km/h, 561 mph, 487 [[knot (speed)|knots]], at 40,000 ft/12.19 km) |
||
|- bgcolor="#EEEEEE" align="center" |
|- bgcolor="#EEEEEE" align="center" |
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|Maximum cruise speed || colspan=5 | Mach 0.89 (945 |
|Maximum cruise speed || colspan=5 | Mach 0.89 (945 km/h, 587 mph, 510 knots, at 40,000 ft/12.19 km) |
||
|- bgcolor="#EEEEEE" align="center" |
|- bgcolor="#EEEEEE" align="center" |
||
|Range, loaded || {{convert| |
|Range, loaded || {{convert|15860|km|nmi|sigfig=3|abbr=on}} || {{convert|15000|km|nmi|sigfig=3|abbr=on}} || {{convert|17600|km|nmi|sigfig=3|abbr=on}} || {{convert|9250|km|nmi|sigfig=3|abbr=on}} || {{convert|14800|km|nmi|sigfig=3|abbr=on}} |
||
|- bgcolor="#EEEEEE" align="center" |
|- bgcolor="#EEEEEE" align="center" |
||
|Maximum fuel capacity || {{convert|129000|l|USgal|sigfig=3|lk=on|abbr=on}} || {{convert|138000|l|USgal|sigfig=3|lk=on|abbr=on}} || || || {{convert|156000|l|USgal|sigfig=3|lk=on|abbr=on}} |
|Maximum fuel capacity || {{convert|129000|l|USgal|sigfig=3|lk=on|abbr=on}} || {{convert|138000|l|USgal|sigfig=3|lk=on|abbr=on}} || || || {{convert|156000|l|USgal|sigfig=3|lk=on|abbr=on}} |
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Line 208: | Line 235: | ||
|Engines (2×) || colspan="5" | [[Rolls-Royce Trent#Trent XWB|RR Trent XWB]] |
|Engines (2×) || colspan="5" | [[Rolls-Royce Trent#Trent XWB|RR Trent XWB]] |
||
|- bgcolor="#EEEEEE" align="center" |
|- bgcolor="#EEEEEE" align="center" |
||
|Maximum thrust capability || {{convert| |
|Maximum thrust capability || {{convert|79000|lbf|kN|sigfig=3|lk=on|abbr=on}} || {{convert|84000|lbf|kN|sigfig=3|abbr=on}} || colspan=3 | {{convert|93000|lbf|kN|sigfig=3|abbr=on}} |
||
|} |
|} |
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Line 215: | Line 242: | ||
==See also== |
==See also== |
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{{aircontent |
{{aircontent |
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⚫ | |||
⚫ | |||
* [[Comparison of commercial aircraft]] |
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|related= |
|related= |
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* [[Airbus A380]] |
* [[Airbus A380]] |
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* [[Boeing 777]] |
* [[Boeing 777]] |
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* [[Boeing 787]] |
* [[Boeing 787]] |
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|sequence= |
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|lists= |
|lists= |
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* [[List of civil aircraft]] |
* [[List of civil aircraft]] |
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⚫ | |||
⚫ | |||
}} |
}} |
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{{aviation lists}} |
{{aviation lists}} |
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⚫ | |||
[[Category:International airliners 2000-2009]] |
[[Category:International airliners 2000-2009]] |
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[[Category: |
[[Category:Upcoming aircraft]] |
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[[Category:Multiple engine aircraft]] |
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⚫ | |||
[[Category:Low wing aircraft]] |
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[[Category:2013 introductions]] |
[[Category:2013 introductions]] |
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[[it:Airbus A350]] |
[[it:Airbus A350]] |
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[[he:איירבוס A350]] |
[[he:איירבוס A350]] |
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[[lb:Airbus A350]] |
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[[hu:Airbus A350]] |
[[hu:Airbus A350]] |
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[[mr:एरबस ए-३५०]] |
[[mr:एरबस ए-३५०]] |
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[[ro:Airbus A350]] |
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[[ru:Airbus A350]] |
[[ru:Airbus A350]] |
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[[sk:Airbus A350]] |
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[[sr:Ербас А350]] |
[[sr:Ербас А350]] |
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[[fi:Airbus A350]] |
[[fi:Airbus A350]] |
Revision as of 11:54, 30 April 2010
Airbus A350 | |
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![]() | |
Airbus A350 XWB concept on Etihad Airways livery | |
Role | Wide-body jet airliner |
National origin | European Union |
Manufacturer | Airbus |
First flight | 2012 (scheduled) |
Introduction | 2013 (scheduled) |
Status | Under development |
The Airbus A350 is a long-range, mid-size, wide-body family of airliners currently under development by European manufacturer Airbus. The A350 will be the first Airbus with both fuselage and wing structures made primarily of carbon fiber-reinforced plastic.[1] The A350 is designed to compete with the Boeing 777 and the Boeing 787. Airbus claims that it will be more fuel-efficient, with up to 8% lower operating cost than the Boeing 787.[1] It is scheduled to enter into airline service in 2013. The launch customer for the Airbus A350 is Qatar Airways, which ordered the -900 variant.[2] Development costs are projected to be US$15 billion.[3]
Development
Early designs
When Boeing announced its 787 Dreamliner project, it claimed the lower operating costs of this aircraft would make it a serious threat to the Airbus A330. In public announcements, Airbus initially rejected this claim, stating that the 787 was itself just a reaction to the A330, and that no response was needed to the 787.
The airlines pushed Airbus to provide a competitor, as Boeing had committed the 787 to have 20% lower fuel consumption than the Boeing 767. At first, Airbus proposed a simple derivative of the A330, unofficially dubbed the 'A330-200Lite', with improved aerodynamics and engines similar to those on the 787. The airlines were not satisfied, and Airbus committed €4 billion to a new design to be called the A350. The original version of the A350 superficially resembled the A330 due to its common fuselage cross-section and assembly. A new wing, engines and a horizontal stabilizer were to be coupled with new composite materials and production methods applied to the fuselage to make the A350 an almost all-new aircraft.
On 16 September 2004, then-Airbus president and CEO Noël Forgeard confirmed that a new project was under consideration, but did not give a project name, and would not state whether it would be an entirely new design or a modification of an existing product. Forgeard indicated that Airbus would finalise its concept by the end of 2004, begin consulting with airlines in early 2005, and aim to launch the new development programme at the end of that year. On 10 December 2004, the boards of EADS and BAE Systems, then the shareholders of Airbus, gave Airbus an "authorisation to offer (ATO)", and formally named it the A350.[4]
On 6 October 2005, full industrial launch of the program was announced with an estimated development cost of around € 3.5 billion. This version of the A350 was planned to be a 250– to 300-seat twin-engine wide-body aircraft derived from the design of the existing A330. Under this plan, the A350 would have modified wings and new engines, while sharing the same fuselage cross-section as its predecessor. As a result of a controversial design, the fuselage was to consist primarily of Al-Li, rather than the CFRP fuselage on the 787. It was to see entry into service in 2010 in two versions: the A350-800 capable of flying 8,800 nmi (16,300 km) with typical passenger capacity of 253 in 3-class configuration and the 300-seat (3-class) A350-900 with 7,500 nmi (13,900 km) range. It was designed to be a direct competitor to the 787-9, and 777-200ER.
Almost immediately, Airbus faced criticism on the A350 project by the heads of two of its largest customers, ILFC and GECAS. On 28 March 2006, in the presence of hundreds of top airline executives, Steven F. Udvar-Hazy, of ILFC lambasted Airbus' strategy in bringing to market what they saw as "a Band-aid reaction to the 787," a sentiment that was echoed by GECAS president Henry Hubschman. Udvar-Hazy called on Airbus to bring a clean-sheet design to the table, or risk losing most of the market to Boeing.[5][6]
Several days later, similar comments were made by Chew Choon Seng, CEO of Singapore Airlines. Chew stated, "having gone to the trouble of designing a new wing, tail, cockpit" and adding advanced new materials, Airbus "should have gone the whole hog and designed a new fuselage."[7] At the time, Singapore was reviewing bids for the 787 and A350.
Airbus responded by stating it was considering improvements for the A350 to satisfy customer demands.[8] At the same time, Airbus then-CEO Gustav Humbert suggested that there would be no quick fixes, stating, "Our strategy isn't driven by the needs of the next one or two campaigns, but rather by a long-term view of the market and our ability to deliver on our promises."[9]
On 14 June 2006, Singapore Airlines announced it had selected the 787 over the A350, ordering 20 787-9s.[10] Emirates Airline decided against making an order for the initial version of the A350 because of weaknesses in the design,[11] but has since made a large order for A350 XWBs.[12]
XWB
![](http://upload.wikimedia.org/wikipedia/commons/thumb/1/17/Airbus_A350.jpg/220px-Airbus_A350.jpg)
As a result of these criticisms, in mid-2006 Airbus undertook a major review of the A350 concept. The proposed new A350 with a larger fuselage cross-section has become more of a competitor to the larger Boeing 777 as well as some models of the Boeing 787. The A350 fuselage can accommodate 10 passengers per row in a high-density configuration.[13] The A330 and previous iterations of the A350 would only be able to accommodate 8 passengers per row in normal configurations. The 787 can accommodate 8 or 9 passengers per row, while the 777 can accommodate 9 passengers per row (a few airlines seat 10 passengers abreast in some of their 777s). From the point of view of a seated passenger, the A350 cabin is 13 cm (5.1 in) wider at eye level than the competing 787, and 28 cm (11 in) narrower than the Boeing 777, its other competitor. (See wide-body aircraft for a comparison of cabin widths and seating). All A350 passenger models will have a range of at least 8,000 nmi (15,000 km).
There was some speculation that the revised aircraft would be called the Airbus A370 or A280, with Airbus going as far as accidentally publishing an advert referring to the aircraft as the "A280" on the Financial Times website. However, on 17 July 2006, at the Farnborough Airshow, Airbus announced that the redesigned aircraft would be called A350 XWB (Xtra-Wide-Body).
Airbus achieved its first sale of the redesigned A350 four days after its unveiling when Singapore Airlines announced an order for 20 A350 XWBs with options of a further 20. Its CEO, Chew Choon Seng, said in a statement, that "it is heartening that Airbus has listened to customer airlines and has come up with a totally new design for the A350."[14]
Late in 2006, a decision on formal launch was delayed as a result of delays of the Airbus A380[15] and wrangles about how the development would be funded. EADS CEO Thomas Enders stated that the A350 program was not a certainty, citing EADS/Airbus' stretched resources.[16][17] On 1 December 2006 the EADS board agreed the industrial launch of the sixth iteration of the A350 [18] with costs mainly borne out of cash-flow. First delivery for the -900 is scheduled for mid-2013, with the -800 and -1000 following on, respectively, 12 and 24 months later.[19] At a press conference 4 December 2006 a few new technical details of the A350 XWB design were revealed, but no new customers were identified and John Leahy indicated existing A350 contracts were under re-negotiation due to increases in prices compared to the original A350s contracted.
On 4 January 2007, Airbus announced that Pegasus Aviation Finance Company had placed the first firm order for the A350 XWB with an order for two aircraft, though the variants were unspecified at the time.[20]
The Airbus board of directors approved the industrial launch of the A350-800, -900 and -1000 in December 2006. The XWB will impose a couple of years of delay into the original timetable and almost double development costs from $5.3 billion to approximately $10 billion.[21][22] The total development cost for the A350 is estimated at US$15 billion by Reuters.[3]
Design
In September 2007, Airbus rolled out new design advances to a gathering of 100 representatives from existing and potential XWB customers. The A350 XWB will be built on the technologies developed for Airbus A380 and will have a similar cockpit and fly-by-wire systems layout.[23] The A350XWB will be made out of 53% composites, 19% Al/Al-Li, 14% titanium, 6% steel and 8% miscellaneous.[24] This compares to the Boeing 787, which consists of 50% composites, 20% aluminium, 15% titanium, 10% steel and 5% the balance.[25] October 2008 was the Airbus internal goal to freeze the design and Airbus expects 10% lower airframe maintenance cost and 14% lower empty seat weight than competing aircraft.[1]
Airbus claims that the new design provides a better cabin atmosphere with 20% humidity level during flight and typical cabin altitude at or below 6,000 ft (1,800 m), pressurization at 6,000 ft (1,800 m) and flow management system that adapts cabin airflow to passenger load with draft-free air circulation.[1] Airbus is aiming to certificate the A350 with 350min ETOPS capability upon service entry.[26]
Fuselage
The new XWB fuselage will have a constant width from door 1 to door 4, unlike previous Airbus aircraft to provide maximum usable volume. The double-lobe (ovoid) fuselage cross-section will have a maximum outer diameter of 5.97 m (19.6 ft), compared to 5.64 m (18.5 ft) for the A330/A340. The cabin's internal diameter will be 5.61 m (18.4 ft) wide at armrest level compared with 5.49 m (18.0 ft) of the 787[27] and 5.86 m (19.2 ft) of the 777).
In the eight-abreast 2-4-2 arrangement, which is a premium economy layout, the seats will be 49.5 cm (19.5 in) wide between 5 cm (2.0 in) wide arm rests. Airbus claims that the seat width will be 1.3 cm (0.5 in) greater than the seat on the 787 in the equivalent configuration. In the 9-abreast, 3-3-3 standard layout, the XWB's seat width will be 45 cm (18 in) which will be 1.3 cm (0.5 in) wider than the proposed equivalent seat layout for the Boeing 787.[1][27] A 10-abreast high density is also available.[13]
Although Airbus previously suggested Boeing's use of composite materials for the 787 fuselage was premature, and that the original A350s would be made from aluminium-lithium, the new A350 XWB will feature large carbon fibre panels for the main fuselage skin. After facing criticism for maintenance costs,[28] Airbus confirmed in early September 2007 the adoption of composite fuselage frames for the aircraft structure.[29][30] The composite frames will feature aluminium strips to ensure the electrical continuity of the fuselage (for dissipating lightning strikes).[31] However, the fuselage crossbeams remain metallic, but Airbus is running trade-off studies to evaluate switching them to composite.[citation needed]
Airbus had signed a firm contract with BMW for development of an interior concept for the original A350.[32]
On February 4, 2010, Airbus signed a contract for delivering in-flight entertainment and communication (IFEC) systems for the Airbus A350 XWB with Panasonic Avionics Corporation.
Wings
The A350 will feature new all-composite wings that will be common to all three proposed variants.[33] With an area of 443 m2 (4,770 sq ft)[34] it will be the largest wing ever produced for a single-deck widebody aircraft. The geometric wingspan of 64.8 m (213 ft)[34] is 4.5 m (15 ft) greater than that of the A330. This is the same span as the long-range Boeing 777-200LR/777-300ER, which has slightly less area. The new wing will have 31.9-degree sweep[34] (1.9 degrees more than the A330) helping to increase typical cruise speed to Mach 0.85 and maximum operating speed to Mach 0.89.
A new trailing-edge high-lift system has been adopted with an advanced dropped-hinge flap (similar to that of the A380), which permits the gap between the trailing edge and the flap to be closed with the spoiler.[35] The manufacturer has extensively used computational fluid dynamics and also carried out more than 4,000h hours of low- and high-speed windtunnel testing to refine the aerodynamic design[36], achieving the final configuration of wing and winglet on the "Maturity Gate 5" on 17 December 2008.[37]
Airbus is planning a £570 million (US$760 million) investment to upgrade composite capability at its Broughton site in the United Kingdom, in preparation for its role as final assembly location for the A350 XWB wing.[38] In June 2009, the Welsh Assembly announced provision of a £28million grant to provide a training centre, production jobs and money towards the new production centre.[39]
Nose
The XWB's nose section will adopt a configuration derived from the A380 with a forward-mounted nosegear bay and a six-panel flightdeck windscreen.[40] This differs substantially from the four-window arrangement in the original design. The new nose will improve aerodynamics and enable overhead crew rest areas to be installed further forward and eliminate any encroachment in the passenger cabin. The new windscreen has been revised to improve vision by reducing the width of the center post. The upper shell radius of the nose section has been increased. The nose bears a striking resemblance to the nose of the BAe 146.
![](http://upload.wikimedia.org/wikipedia/commons/thumb/7/73/A350xwb_nose_2009B.png/220px-A350xwb_nose_2009B.png)
The nose is likely to be constructed from aluminium but Airbus is currently running trade-off studies considering one-piece carbon fibre structure. According to Gordon McConnell, A350 Chief Engineer, a carbon fibre structure would need titanium reinforcements for birdstrike protection, thus the aluminium structure is the best cost-wise.[41]
Cockpit
The revised design of the cockpit dropped the A380-sized display and adopted 15 in (38 cm) LCD displays. The new six-screen configuration will have two central displays mounted one above other (the lower one above the thrust levers) and a single (for each pilot) primary flight/navigation display with an on-board information system screen adjacent to it.[42] Airbus claims the new cockpit will allow advances in navigation technology to be placed on the displays in the future plus flexibility and capacity to upload new software and to combine data from multiple sources and sensors for flight management and aircraft systems control.[43] The A350 XWB will also feature a head-up display.
The avionics will be a further development of the integrated modular avionics (IMA) concept found on the A380. The A350's IMA will manage up to 40 functions (versus 23 functions for the A380) such as landing gear, fuel, brakes, pneumatics, oxygen system, cabin pressurisation system, and fire detection.[43] Airbus claims benefits such as reduced maintenance and less weight because IMA replaces multiple processors and LRUs with around 50% fewer standard computer modules known as line-replaceable modules. The IMA runs on a 100-Mbit/s network based on the avionics full-duplex (AFDX) standard, already employed in the A380 instead of the Arinc 429 system on the A330/A340.
In January 2008, French-based Thales Group won the US$2.9 billion 20-year contract to supply avionics and navigation equipment for the A350 XWB. Thales competed against Honeywell and Rockwell Collins for the flight deck supply contract.[44] However, US-based Rockwell Collins and Moog Inc were chosen to supply the horizontal stabiliser actuator and primary flight control actuation, respectively.
Engines
Airbus has confirmed that it will further develop a full bleed air system on the engines,[45][46][47] rather than the bleedless configuration used on the Boeing 787. Rolls-Royce has agreed with Airbus to supply a new variant of the Trent engine for the A350 XWB, currently called the Trent XWB. After the low-speed windtunnel test, Airbus has frozen the static thrust at sea level for all three proposed variants in the 74,000–92,000 lbf (330–410 kN) range. Airbus will begin a flight-test programme of the Rolls-Royce Trent XWB using the superjumbo A380 development aircraft on early 2011, ahead of engine certification at the end of 2011.
GE has stated it will not offer the GP7000 engine on the aircraft, and that previous contracts for the GEnx on the original A350 did not apply to the XWB.[48] Fellow Engine Alliance partner Pratt & Whitney seems to be at odds with GE on this, publicly stating that it is looking at an advanced derivative of the GP7000.[49] In April 2007, Airbus former chief executive Louis Gallois held face-to-face talks with senior General Electric management over developing a new variant of the GEnx engine for the A350 XWB.[50]
In June 2007, Rolls-Royce announced that it had signed its biggest ever contract with Qatar Airways for the Trent XWB to power 80 A350 XWBs on order from Airbus worth $5.6 billion at list prices,[51] and in June 2007, Airbus' Chief Operating Officer John Leahy indicated that the A350 XWB will not feature the GEnx engine, claiming that Airbus wants GE to offer a more efficient version for the new Airbus airliner.[52] Since then, largest GE engines operators Emirates Airline, US-based US Airways, Hawaiian Airlines and ILFC have selected the RR Trent XWB for their future fleet of A350.
The Trent XWB will feature a 3-meter (118 inch) fan diameter and the design will be based on the advanced developments of the Trent 900 (Airbus A380) and Trent 1000 (Boeing 787). The Trent XWB may also benefit from the next-generation reduced acoustic mode scattering engine duct system (RAMSES), which is a noise-dampening engine nacelle intake and a carry-on design of the Airbus's "zero splice" intake liner developed for the A380.[53] Engine thrust-reversers and nacelles will be supplied by US-based Goodrich Corporation.
Auxiliary power unit and air management system
The A350 XWB will feature a 1,700 shp (1,300 kW) HGT1700 auxiliary power unit by Honeywell, which has 10% greater power density than the previous generation of Honeywell's 331 APU family. Honeywell will also supply the air management system: the bleed air, environmental control, cabin pressure control and supplemental cooling systems.[54] The ram-air turbine will be in the lower surface of the fuselage, and the generator requirement is 100 kVA compared to 150 kVA for the A380. The selection of US-based Honeywell to supply this system is part of Airbus' strategy to contract complete work packages to a smaller number of major suppliers who are becoming system integrators on the programme.[55]
Fuel and hydraulic systems
US-based Parker Hannifin has been selected to supply the complete fuel package: inerting system, fuel measurement and management systems, mechanical equipment and fuel pumps. The fuel tank inerting system will feature air-separation modules to generate nitrogen-enriched air that will be used to reduce the flammability of fuel vapour in the tanks.
Parker will also provide hydraulic power generation and distribution system: reservoirs, manifolds, accumulators, thermal control, isolation, software and new engine- and electric motor-driven pump designs. Parker estimates the contracts will generate more than US$2 billion in revenues over the life of the programme.[56]
Landing gear
Airbus adopted a new philosophy for the attachment of the A350’s main landing gear as part of the switch to a composite wing structure. Each main landing gear leg is attached to the rear wing spar forward and to a gear beam aft, which itself is attached to the wing and the fuselage. To help reduce the loads further into the wing, a double side-stay configuration has been adopted. This solution resembles the design of the Vickers VC10.[57]
Airbus devised a three-pronged main landing gear design philosophy encompassing both four- and six-wheel bogies to ensure it can keep the pavement loading within limits. The A350-800 and A350-900 will both have four-wheel bogies, although the -800's will be slightly shorter to save weight. Both will fit in the same 4.1 m (13 ft) long bay. The proposed higher weight variant, the A350-1000 (and the A350-900R, which is being proposed to British Airways, with -900 size but with sufficient fuel capacity to allow nonstop London-Sydney flights) will use a six-wheel bogey, with a 4.7 m (15 ft) landing gear bay.[58] French-based Messier-Dowty will provide the main landing gear. The nose gear will be supplied by Liebherr-Aerospace.[59]
Variants
![](http://upload.wikimedia.org/wikipedia/commons/thumb/5/52/A350_variant_sizes.svg/220px-A350_variant_sizes.svg.png)
There are three variants of the A350 and all launched in 2006. The A350-900 is scheduled to enter service in 2013. The A350-800 is scheduled to enter service in 2014. The A350-1000 is scheduled to enter service in 2015.[60] All variants will be offered as corporate jets by wholly-owned subsidiary Airbus Executive and Private Aviation.
A350-800
The A350-800 will seat 270 passengers in a 3-class cabin 9-abreast layout and will have a range of 15,400 km (8,300 nmi).[34] It is designed to compete with the Boeing 787-9 and to directly replace the Airbus A330-200. In January 2010, Airbus announced that the -800 would share more hardware with the -900 than previously planned. This increased commonality will allow a higher maximum takeoff weight, which will increase the range (or payload) of the A350-800 compared to initial plans. The change will increase fuel burn by "a few per cent", according to the programme's marketing head, Sophie Pendaries.[61]
A350-900
The A350-900 is the first model scheduled to enter service (EIS) in 2013 and seats 314 passengers in a 3-class cabin 9-abreast layout. It will have a range of 15,000 km (8,100 nmi). Airbus claim that the A350-900 will have a decrease of 16% MWE per seat, a 30% decrease in block fuel per seat and 25% better cash operating cost against the Boeing 777-200ER.[62] The -900R and -900F variants also have been proposed but not yet launched. These will feature the higher engine thrust, strengthened structure and landing gear of the -1000.[58] Range of the "standard" A350-900R was estimated to 17,600 km (9,500 nmi), which would be boosted to about 19,100 km (10,315 nmi) by this design improvements to compete with the Boeing 777-200LR and be capable for Non-stop flight from London-Heathrow to Auckland. The -900 is designed to compete with the Boeing 777-200ER and replace the Airbus A340-300.
A350-1000
The A350-1000 is scheduled to enter service in 2015. It is the largest variant of the A350 family and will seat 350 passengers in a 3-class cabin 9-abreast layout.[63] It will have range of 14,800 km (8,000 nmi). It is designed to compete with the Boeing 777-300ER and replace the A340-600.
Orders and deliveries
![](http://upload.wikimedia.org/wikipedia/commons/thumb/a/a3/A350XWB-941_ETIHAD_AIRWAYS.png/220px-A350XWB-941_ETIHAD_AIRWAYS.png)
As of November 2009[update], 32 customers have placed 505 firm orders for the A350XWB.[64]
A350-800 | A350-900 | A350-1000 | TBD | Total firm orders |
182 | 273 | 75 | 530 |
Source: Airbus orders data[64]
Orders and deliveries by year
2006 | 2007 | 2008 | 2009 | 2010 | Total | |
---|---|---|---|---|---|---|
Net orders | 20 | 330 | 133 | 22 | 25 | 530 |
Deliveries |
Specifications
Model | A350-800[65] | A350-900 | A350-900R[66] | A350-900F[66] | A350-1000 |
---|---|---|---|---|---|
Scheduled service entry | late-2014 | late-2013 | 2016[67] | 2017[67] | Late-2015 |
Cockpit crew | Two | ||||
Passengers | 270 3-class 312 2-class |
314 3-class 366 2-class |
310 3-class | - | 350 3-class 412 2-class |
Length | 60.7 m (199 ft) | 67.0 m (219.8 ft) | 74 m (243 ft) | ||
Wingspan | 64.8 m (213 ft) | ||||
Wing area | 443 m2 (4,770 sq ft) | ||||
Wing sweepback | 31.9° | ||||
Height | 17.2 m (56 ft) | 17.1 m (56 ft) | 17.2 m (56 ft) | ||
Fuselage width | 5.96 m (19.6 ft) | ||||
Fuselage height | 6.09 m (20.0 ft) | ||||
Cabin width | 5.59 m (18.3 ft) | ||||
Cargo capacity | 28 LD3 or 9 pallets | 36 LD3 or 11 pallets | 90 t (198,000 lb) | 44 LD3 or 14 pallets | |
Empty weight, manufacturer's[68] | 115.7 t (255,074.8 lb)[69] | ||||
Maximum zero fuel weight[70] | 173.5 t (383,000 lb) | 192 t (423,000 lb) | 213.5 t (471,000 lb) | ||
Maximum landing weight | 185 t (408,000 lb) | 205 t (452,000 lb) | 228.5 t (504,000 lb) | ||
Maximum takeoff weight | 259 t (571,000 lb) | 268 t (591,000 lb) | 298 t (657,000 lb) | ||
Cruise speed | Mach 0.85 (903 km/h, 561 mph, 487 knots, at 40,000 ft/12.19 km) | ||||
Maximum cruise speed | Mach 0.89 (945 km/h, 587 mph, 510 knots, at 40,000 ft/12.19 km) | ||||
Range, loaded | 15,860 km (8,560 nmi) | 15,000 km (8,100 nmi) | 17,600 km (9,500 nmi) | 9,250 km (4,990 nmi) | 14,800 km (7,990 nmi) |
Maximum fuel capacity | 129,000 L (34,100 US gal) | 138,000 L (36,500 US gal) | 156,000 L (41,200 US gal) | ||
Service ceiling | 43,100 ft (13.1 km) | 41,450 ft (12.6 km) | |||
Engines (2×) | RR Trent XWB | ||||
Maximum thrust capability | 79,000 lbf (351 kN) | 84,000 lbf (374 kN) | 93,000 lbf (414 kN) |
Sources: Airbus A350-800 specifications,[34] Airbus A350-900 specifications,[71] Airbus A350-1000 specifications[63]
See also
Related development
Aircraft of comparable role, configuration, and era
Related lists
References
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