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Airbus A350

March 19, 2023

"A350" redirects here. For other uses, see A350 (disambiguation).

The Airbus A350 is a long-range, wide-body twin-engine jet airliner developed and produced by Airbus. The first A350 design proposed by Airbus in 2004, in response to the Boeing 787 Dreamliner, would have been a development of the A330 with composite wings and new engines. As market support was inadequate, in 2006, Airbus switched to a clean-sheet "XWB" (eXtra Wide Body) design, powered by two Rolls-Royce Trent XWB turbofan engines. The prototype first flew on 14 June 2013 from Toulouse in France. Type certification from the European Aviation Safety Agency (EASA) was obtained in September 2014, followed by certification from the Federal Aviation Administration (FAA) two months later.

A350
Qatar Airways was the A350-900 launch operator on 15 January 2015.
Role Wide-body jet airliner
National origin Multinational[1]
Manufacturer Airbus Commercial Aircraft
First flight 14 June 2013[2]
Introduction 15 January 2015 with Qatar Airways[3]
Status In service
Primary users Singapore Airlines
Qatar Airways
Cathay Pacific
Delta Air Lines
Produced 2010–present[4]
Number built 524 as of 28 February 2023[5][6]

The A350 is the first Airbus aircraft largely made of carbon-fiber-reinforced polymers. It has a new fuselage designed around a nine-abreast economy cross-section, up from the eight-abreast A330/A340. It has a common type rating with the A330. The airliner has two variants: the A350-900 typically carries 300 to 350 passengers over a 15,000-kilometre (8,100-nautical-mile) range, and has a 283-tonne (617,300-pound) maximum takeoff weight (MTOW); the longer A350-1000 accommodates 350 to 410 passengers and has a maximum range of 16,100 km (8,700 nmi) and a 319 t (703,200 lb) MTOW.

On 15 January 2015, the initial A350-900 entered service with Qatar Airways, followed by the A350-1000 on 24 February 2018 with the same launch customer. As of January 2023, Singapore Airlines is the largest operator with 61 A350-900 aircraft in its fleet. A350 orders stood at 925 aircraft, of which 522 had been delivered and all were in service with 40 operators. The global A350 fleet had completed more than 934,000 flights on more than 955 routes without accidents. It succeeds the A340 and competes against Boeing's large long-haul twinjets: the 787, the 777, and its successor, the 777X.

Development

Background and early designs

Airbus initially rejected Boeing's claim that the Boeing 787 Dreamliner would be a serious threat to the Airbus A330, stating that the 787 was just a reaction to the A330 and that no response was needed. When airlines urged Airbus to provide a competitor, Airbus initially proposed the "A330-200Lite", a derivative of the A330 featuring improved aerodynamics and engines similar to those on the 787. The company planned to announce this version at the 2004 Farnborough Airshow, but did not proceed.[7]

 
The initial A350 concept, based on the A330

On 16 September 2004, Airbus president and chief executive officer Noël Forgeard confirmed the consideration of a new project during a private meeting with prospective customers. Forgeard did not give a project name, and did not state whether it would be an entirely new design or a modification of an existing product. Airline dissatisfaction with this proposal motivated Airbus to commit €4 billion to a new airliner design.[7]

On 10 December 2004, Airbus' shareholders, EADS and BAE Systems, approved the "authorisation to offer" for the A350, expecting a 2010 service entry. Airbus then expected to win more than half of the 250-300 seat aircraft market, estimated at 3,100 aircraft overall over 20 years. Based on the A330, the 245-seat A350-800 was to fly over a 8,600 nmi (15,900 km) range and the 285-seat A350-900 over a 7,500 nmi (13,900 km) range. Fuel efficiency would improve by over 10% with a mostly carbon fibre reinforced polymer wing and initial General Electric GEnx-72A1 engines, before offering a choice of powerplant.[8] It had a common fuselage cross-section with the A330 and also a new horizontal stabiliser.[7]

On 13 June 2005 at the Paris Air Show, Middle Eastern carrier Qatar Airways announced that they had placed an order for 60 A350s. In September 2006 the airline signed a memorandum of understanding with General Electric (GE) to launch the GEnx-1A-72 engine for the aircraft.[9][10][11] Emirates sought a more improved design and decided against ordering the initial version of the A350.[12][13]

On 6 October 2005, the programme's industrial launch was announced with an estimated development cost of around €3.5 billion.[7] The A350 was initially planned to be a 250- to 300-seat twin-engine wide-body aircraft derived from the existing A330's design. Under this plan, the A350 would have modified wings and new engines while sharing the A330's fuselage cross-section. For this design, the fuselage was to consist primarily of aluminium-lithium rather than the carbon-fibre-reinforced polymer (CFRP) fuselage on the Boeing 787. The A350 would see entry in two versions: the A350-800 with a 8,800 nmi (16,300 km) range with a typical passenger capacity of 253 in a three-class configuration, and the A350-900 with 7,500 nmi (13,900 km) range and a 300-seat 3-class configuration. The A350 was designed to be a direct competitor to the Boeing 787-9 and 777-200ER.[7]

The original A350 design was publicly criticised by two of Airbus's largest customers, International Lease Finance Corporation (ILFC) and GE Capital Aviation Services (GECAS). On 28 March 2006, ILFC President Steven F. Udvar-Házy urged Airbus to pursue a clean-sheet design or risk losing market share to Boeing and branded Airbus's strategy as "a Band-aid reaction to the 787", a sentiment echoed by GECAS president Henry Hubschman.[14][15] In April 2006, while reviewing bids for the Boeing 787 and A350, CEO of Singapore Airlines (SIA) Chew Choon Seng, commented that "having gone through the trouble of designing a new wing, tail, cockpit... [Airbus] should have gone the whole hog and designed a new fuselage."[16]

Airbus responded that they were considering A350 improvements to satisfy customer demands. Airbus's then-CEO Gustav Humbert stated, "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."[17][18] As major airlines such as Qantas and Singapore Airlines selected the 787 over the A350, Humbert tasked an engineering team to produce new alternative designs.[19][20] One such proposal, known internally as "1d", formed the basis of the A350 redesign.[20]

Redesign and launch

 
A model of the new design at ILA Berlin Air Show 2008

On 14 July 2006, during the Farnborough International Airshow, the redesigned aircraft was designated "A350 XWB" (Xtra-Wide-Body).[21] Within four days, Singapore Airlines agreed to order 20 A350 XWBs with options for another 20 A350 XWBs.[22]

The proposed A350 was a new design, including a wider fuselage cross-section, allowing seating arrangements ranging from an eight-abreast low-density premium economy layout to a ten-abreast high-density seating configuration for a maximum seating capacity of 440–475 depending on variant.[23][24] The A330 and previous iterations of the A350 would only be able to accommodate a maximum of eight seats per row. The 787 is typically configured for nine seats per row.[25] The 777 accommodates nine or ten seats per row, with more than half of recent 777s being configured in a ten-abreast layout that will come standard on the 777X.[26] The A350 cabin is 12.7 cm (5.0 in) wider at the eye level of a seated passenger than the 787's cabin,[27] and 28 cm (11 in) narrower than the Boeing 777's cabin (see the Wide-body aircraft comparison of cabin widths and seating). All A350 passenger models have a range of at least 8,000 nmi (14,816 km). The redesigned composite fuselage allows for higher cabin pressure and humidity, and lower maintenance costs.

On 1 December 2006, the Airbus board of directors approved the industrial launch of the A350-800, -900, and -1000 variants.[28] The delayed launch decision was a result of delays to the Airbus A380[29] and discussions on how to fund development. EADS CEO Thomas Enders stated that the A350 programme was not a certainty, citing EADS/Airbus's stretched resources.[30] However, it was decided programme costs are to be borne mainly from cash-flow. First delivery for the A350-900 was scheduled for mid-2013, with the -800 and -1000 following on 12 and 24 months later, respectively.[28] New technical details of the A350 XWB were revealed at a press conference in December 2006. Chief operating officer, John Leahy indicated existing A350 contracts were being re-negotiated due to price increases compared to the original A350s contracted. On 4 January 2007, Pegasus Aviation Finance Company placed the first firm order for the A350 XWB with an order for two aircraft.[31]

The design change imposed a two-year delay into the original timetable and increased development costs from US$5.3 billion (€5.5 billion) to approximately US$10 billion (€9.7 billion).[32] Reuters estimated the A350's total development cost at US$15 billion (€12 billion or £10 billion).[33][34] The original mid-2013 delivery date of the A350 was changed, as a longer than anticipated development forced Airbus to delay the final assembly and first flight of the aircraft to the third quarter of 2012 and second quarter of 2013 respectively. As a result, the flight test schedule was compressed from the original 15 months to 12 months. A350 programme chief Didier Evrard stressed that delays only affected the A350-900 while the -800 and -1000 schedules remained unchanged.[35] Airbus' 2019 earnings report indicated the A350 programme had broken even that year.[36][better source needed]

Design phase

 
A plan of the A350 XWB's new nose and general arrangement inside the forward fuselage

Airbus suggested Boeing's use of composite materials for the 787 fuselage was premature, and that the new A350 XWB was to feature large carbon fibre panels for the main fuselage skin. After facing criticism for maintenance costs,[37] Airbus confirmed in early September 2007 the adoption of composite fuselage frames for the aircraft structure.[38][39] The composite frames would feature aluminium strips to ensure the electrical continuity of the fuselage, for dissipating lightning strikes.[40] Airbus used a full mock up fuselage to develop the wiring, a different approach from the A380, on which the wiring was all done on computers.[41]

In 2006, Airbus confirmed development of a full bleed air system on the A350, as opposed to the 787's bleedless configuration.[42][43][44] Rolls-Royce agreed with Airbus to supply a new variant of the Trent turbofan engine for the A350 XWB, named Trent XWB. In 2010, after low-speed wind tunnel tests, Airbus finalised the static thrust at sea level for all three proposed variants to the 74,000–94,000 lbf (330–420 kN) range.[45]

GE stated it would 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.[46] Engine Alliance partner Pratt & Whitney seemed to be unaligned with GE on this, having publicly stated that it was looking at an advanced derivative of the GP7000.[47] In April 2007, former Airbus CEO Louis Gallois held direct talks with GE management over developing a GEnx variant for the A350 XWB.[48][49] In June 2007, John Leahy indicated that the A350 XWB would not feature the GEnx engine, saying that Airbus wanted GE to offer a more efficient version for the airliner.[50] Since then, the largest GE engines operators, which include Emirates, US Airways, Hawaiian Airlines and ILFC have selected the Trent XWB for their A350 orders. In May 2009, GE said that if it were to reach a deal with Airbus to offer the current 787-optimised GEnx for the A350, it would only power the -800 and -900 variants. GE believed it could offer a product that outperforms the Trent 1000 and Trent XWB, but was reluctant to support an aircraft competing directly with its GE90-115B-powered 777 variants.[51]

In January 2008, French-based Thales Group won a US$2.9 billion (€2 billion) 20-year contract to supply avionics and navigation equipment for the A350 XWB, beating Honeywell and Rockwell Collins.[52] US-based Rockwell Collins and Moog Inc. were chosen to supply the horizontal stabiliser actuator and primary flight control actuation, respectively. The flight management system incorporated several new safety features.[53] Regarding cabin ergonomics and entertainment, in 2006 Airbus signed a firm contract with BMW for development of an interior concept for the original A350.[54] On 4 February 2010, Airbus signed a contract with Panasonic Avionics Corporation to deliver in-flight entertainment and communication (IFEC) systems for the Airbus A350 XWB.[55]

Production

 
A partially-complete A350-900 XWB (destined for Finnair) on the Toulouse assembly line, December 2014

In 2008, Airbus planned to start cabin furnishing early in parallel with final assembly to cut production time in half.[56] The A350 XWB production programme sees extensive international collaboration and investments in new facilities: Airbus constructed 10 new factories in Western Europe and the US, with extensions carried out on three further sites.[57]

Among the new buildings was a £570 million (US$760 million or €745 million) composite facility in Broughton, Wales, which would be responsible for the wings.[58] In June 2009, the National Assembly for Wales announced provision of a £28 million grant to provide a training centre, production jobs and money toward the new production centre.[59]

Airbus manufactured the first structural component in December 2009.[60] Production of the first fuselage barrel began in late 2010 at its production plant in Illescas, Spain.[61] Construction of the first A350-900 centre wingbox was set to start in August 2010.[62] The new composite rudder plant in China opened in early 2011.[63] The forward fuselage of the first A350 was delivered to the final assembly plant in Toulouse on 29 December 2011.[64] Final assembly of the first A350 static test model was started on 5 April 2012.[65] Final assembly of the first prototype A350 was completed in December 2012.[66]

In 2018, the unit cost of the A350-900 was US$317.4 million and the A350-1000 was US$366.5 million.[67] The production rate was expected to rise from three aircraft per month in early 2015 to five at the end of 2015, and would ramp to ten aircraft per month by 2018.[68] In 2015, 17 planes would be delivered and the initial dispatch reliability was 98%.[69] Airbus announced plans to increase its production rate from 10 monthly in 2018 to 13 monthly from 2019 and six A330 are produced monthly.[70] Around 90 deliveries were expected for 2018, with 15% or ≈14 units being A350-1000 variants.[71] That year, 93 aircraft were delivered, three more than expected.[72] In 2019, Airbus delivered 112 A350s (87 A350-900s and 25 A350-1000s) at a rate of 10 per month, and were going to keep the rate around nine to 10 per month, to reflect softer demand for widebodies, as the backlog reached 579 − or 5.2 years of production at a constant rate.[73] The coronavirus crisis caused the decrease of A350 production from 9.5 per month to six per month, since April 2020.[74] After the crises the ramp-up is planed at a rate of 9 per month by the end of 2025.[75]

Testing and certification

 
A prototype Airbus A350-900 XWB (registered as F-WXWB) during its first flight

The first Trent engine test was made on 14 June 2010.[76] The Trent XWB's flight test programme began use on the A380 development aircraft in early 2011, ahead of engine certification in late 2011. On 2 June 2013, the Trent XWB engines were powered up on the A350 for the first time. Airbus confirmed that the flight test programme would last 12 months and use five test aircraft.[77]

The A350's maiden flight took place on 14 June 2013 from the Toulouse–Blagnac Airport.[2] Airbus's chief test pilot said, "it just seemed really happy in the air...all the things we were testing had no major issues at all."[78] It flew for four hours, reaching Mach 0.8 at 25,000 feet after retracting the landing gear and starting a 2,500 h flight test campaign.[79] Costs for developing the aircraft were estimated at €11 billion (US$15 billion or £9.5 billion) in June 2013.[80]

A350 XWB msn. 2 underwent two-and-a-half weeks of climatic tests in the unique McKinley Climatic Laboratory at Eglin Air Force Base, Florida, in May 2014, and was subjected to multiple climatic and humidity settings from a high of 45 °C (113 °F) to as low as −40 °C (−40 °F).[81]

The A350 received type certification from the European Aviation Safety Agency (EASA) on 30 September 2014.[82] On 15 October 2014, EASA approved the A350-900 for ETOPS 370, allowing it to fly more than six hours on one engine and making it the first airliner to be approved for "ETOPS Beyond 180 minutes" before entry into service.[83] Later that month Airbus received regulatory approval for a Common Type Rating for pilot training between the A350 XWB and A330.[84] On 12 November 2014, the A350 received certification from the FAA.[85] On 1 August 2017, the EASA issued an airworthiness directive mandating operators to power cycle (reset) early A350-900s before 149 hours of continuous power-on time, reissued in July 2019.[86]

Entry into service

 
Qatar Airways' first A350-900 XWB (registration: A7-ALA) after the first commercial flight to Frankfurt Airport

In June 2011, the A350-900 was scheduled to enter service in the first half of 2014, with the -800 to enter service in mid-2016, and the -1000 in 2017.[87] In July 2012, Airbus delayed the -900's introduction by three months to the second half of 2014.[88] The delivery to launch customer Qatar Airways took place on 22 December 2014.[89] The first commercial flight was made on 15 January 2015 between Doha and Frankfurt.[3]

The first A350-1000 was assembled in 2016 and had its first flight on 24 November 2016.[90] The aircraft was then delivered on 20 February 2018 to Qatar Airways, which had also been the launch operator of the -900.[91] and entered the commercial service with a flight from Doha to London on 24 February 2018.[92]

Shorter A350-800

The 60.45 m (198.3 ft)-long A350-800 was designed to seat 276 passengers in a typical three-class configuration with a range of 8,245 nmi (15,270 km) with an MTOW of 259 t (571,000 lb).[93]

In January 2010, Airbus opted to develop the -800 as a shrink of the baseline -900 to simplify development and increase its payload by 3 t (6,600 lb) or its range by 250 nmi (460 km), but this led to a fuel burn penalty of "a couple of percent", according to John Leahy.[94] The previously planned optimisation to the structure and landing gear was not beneficial enough against better commonality and maximum takeoff weight increase by 11t from 248t.[95] The −800's fuselage is 10 frames shorter (six forward and four aft of wing) than the −900 aircraft.[96] It was designed to supplement the Airbus A330-200 long-range twin.[97] Airbus planned to decrease structural weight in the -800 as development continued, which should have been around airframe 20.[98]

While its backlog reached 182 in mid-2008, it diminished since 2010 as customers switched to the larger -900.[99] After launching the Airbus A330neo at the 2014 Farnborough Airshow, Airbus dropped the A350-800, with its CEO Fabrice Brégier saying "I believe all of our customers will either convert to the A350-900 or the A330neo".[100] He later confirmed at a September 2014 press conference that development of the A350-800 had been "cancelled."[101] There were 16 orders left for the -800 since Yemenia switched to the -900 and Hawaiian Airlines moved to the A330neo in December 2014: eight for Aeroflot and eight for Asiana Airlines, both also having orders for the -900.[102] In January 2017, Aeroflot and Airbus announced the cancellation of its -800 order, leaving Asiana Airlines as the only customer for the variant.[103] After the negotiation between Airbus and Asiana Airlines,[104] Asiana converted orders of eight A350-800s and one A350-1000 to nine A350-900s.[105]

Longer A350-1000

In 2011, Airbus redesigned the A350-1000 with higher weights and a more powerful engine variant to provide more range for trans-Pacific operations. This boosted its appeal to Cathay Pacific and Singapore Airlines, who were committed to purchase 20 Boeing 777-9s, and to United Airlines, which was considering Boeing 777-300ERs to replace its 747-400s.[106] Emirates was disappointed with the changes and cancelled its order for 50 A350-900s and 20 A350-1000s, instead of changing the whole order to the larger variant.[106]

Assembly of the first fuselage major components started in September 2015.[107] In February 2016, final assembly started at the A350 Final Assembly Line in Toulouse. Three flight test aircraft were planned, with entry into service scheduled for mid-2017.[108] The first aircraft completed its body join on 15 April 2016.[109] Its maiden flight took place on 24 November 2016.[90]

The A350-1000 flight test programme planned for 1,600 flight hours; 600 hours on the first aircraft, MSN59, for the flight envelope, systems and powerplant checks; 500 hours on MSN71 for cold and warm campaigns, landing gear checks and high-altitude tests; and 500 hours on MSN65 for route proving and ETOPS assessment, with an interior layout for cabin development and certification.[110] In cruise at Mach 0.854 (911.9 km/h; 492.4 kn) and 35,000 ft, its fuel flow at 259 t (571,000 lb) is 6.8 t (15,000 lb) per hour within a 5,400 nautical miles (10,000 km), 11 1/2 hours early long test flight.[111] Flight tests allowed raising the MTOW from 308 to 316 t (679,000 to 697,000 lb), the 8 t (18,000 lb) increase giving 450 nmi (830 km) more range.[112] Airbus then completed functional and reliability testing.[113]

Type Certification was awarded by EASA on 21 November 2017,[114] along FAA certification. The first serial unit was on the final assembly line in early December.[115] After its maiden flight on 7 December 2017, delivery to launch customer Qatar Airways slipped to early 2018.[116] The delay was due to issues with the business class seat installation.[117] It was delivered on 20 February 2018[118] and entered commercial service on Qatar Airways' Doha to London Heathrow route on 24 February 2018.[119]

Possible further stretch

Airbus has explored the possibility of a further stretch offering 45 more seats.[120] A potential 4 m stretch would remain within the exit limit of four door pairs, and a modest MTOW increase from 308 t to 319 t would need only 3% more thrust, within the Rolls-Royce Trent XWB-97 capabilities, and would allow a 14,100 km (7,600 nmi) range to compete with the 777-9's capabilities.[121] This variant was to be a replacement for the 747-400,[122] tentatively called the A350-8000,[123] -2000[124] or -1100.[120]

At the June 2016 Airbus Innovation Days, chief commercial officer John Leahy was concerned about the size of a 400-seat market besides the Boeing 747-8 and the 777-9 and chief executive Fabrice Brégier feared such an aircraft could cannibalise demand for the -1000.[124] The potential 79 m-long (258 ft) aeroplane was competing against a hypothetical 777-10X for Singapore Airlines.[125] At the 2017 Paris Air Show, the concept was shelved for lacking market appeal and in January 2018 Fabrice Brégier focused on enhancing the A350-900/1000 to capture potential before 2022/2023, when it will be possible to stretch the A350 with a new engine generation.[126]

Improvements

In October 2017, Airbus was testing extended sharklets, which could offer 100–140 nmi (185–259 km) extra range and reduce fuel burn by 1.4–1.6%.[127] The wing twist is being changed for the wider, optimised spanload pressure distribution, and will be used for the Singapore Airlines A350-900ULR in 2018 before spreading to other variants.[128] On 26 June 2018, Iberia was the first to receive the upgraded -900, with a 280 t (620,000 lb) MTOW version for an 8,200 nmi (15,200 km) range with 325 passengers in three classes.[129][130]

By April 2019, Airbus was testing a hybrid laminar flow control (HLFC) on the leading edge of an A350 prototype vertical stabilizer, with passive suction similar to the boundary layer control on the Boeing 787-9 tail, but unlike the natural laminar flow BLADE, within the same EU Clean Sky program.[131]

On 30 September 2022, a 1.2 t (2,600 lb) weight reduction and a 3 t (6,600 lb) MTOW increase was announced, along with a wider interior cabin to offer 30 additional seats.[6] The interior changes include moving the cockpit wall forward, moving the aft pressure bulkhead one frame further aft and resculpting the sidewalls to allow ten-abreast 17-inch seats.[132]

New Engine Option

By November 2018, Airbus was hiring in Toulouse and Madrid to develop a re-engined A350neo. Although its launch is not guaranteed, it would be delivered in the mid-2020s, after the A321XLR and a stretched A320neo "plus", potentially competing with the Boeing New Midsize Airplane. Service entry would be determined by ultra-high bypass ratio engine developments pursued by Pratt & Whitney, testing its Geared Turbofan upgrade; Safran Aircraft Engines, ground testing a demonstrator from 2021; and Rolls-Royce, targeting a 2025 Ultrafan service entry. The production target is a monthly rate of 20 A350neos, up from 10.[133]

In November 2019, General Electric was offering an advanced GEnx-1 variant with a bleed air system and improvements from the GE9X, developed for the delayed Boeing 777X, to power a proposed A350neo from the mid-2020s.[134]

Design

 
The A350 demonstrator painted like carbon fibre weaves

Airbus expected 10% lower airframe maintenance compared with the original A350 design and 14% lower empty seat weight than the Boeing 777.[135] Design freeze for the A350-900 was achieved in December 2008.[136] The airframe is made out of 53% composites: CFRP for the empennage (vertical and horizontal tailplanes), the wing (centre and outer box; including covers, stringers, and spars), and fuselage (keel beam, rear fuselage, skin, and frame); 19% aluminium and aluminium–lithium alloy for ribs, floor beams, and gear bays; 14% titanium for landing gears, pylons, and attachments; 6% steel; and 8% miscellaneous.[137] The A350's competitor, the Boeing 787, is 50% composites, 20% aluminium, 15% titanium, 10% steel, and 5% other.[138]

Fuselage

 
Nine-abreast Economy Class cabin

The A350 features a new composite fuselage with a constant width from door 1 to door 4, unlike previous Airbus aircraft, to provide maximum usable volume.[139] The double-lobe (ovoid) fuselage cross-section has a maximum outer diameter of 5.97 m (19.6 ft), compared to 5.64 m (18.5 ft) for the A330/A340.[140] The cabin's internal width is 5.61 m (18.4 ft) at armrest level compared to 5.49 m (18.0 ft) in the Boeing 787[141] and 5.87 m (19.3 ft) in the Boeing 777. It allows for an eight-abreast 2–4–2 arrangement in a premium economy layout,[a] with the seats being 49.5 cm (19.5 in) wide between 5 cm (2.0 in) wide arm rests. Airbus states that the seat will be 1.3 cm (0.5 in) wider than a 787 seat in the equivalent configuration.

In the nine-abreast, 3–3–3 standard economy layout, the A350 seat will be 45 cm (18 in) wide, 1.27 cm (0.5 in) wider than a seat in the equivalent layout in the 787,[142] and 3.9 cm (1.5 in) wider than a seat in the equivalent A330 layout.[143] The current 777 and future derivatives have 1.27 cm (0.5 in) greater seat width than the A350 in a nine-abreast configuration.[144][145][146] The 10-abreast seating on the A350 is similar to a 9-abreast configuration on the A330, with a seat width of 41.65 cm (16.4 in).[23][147] Overall, the A350 gives passengers more headroom, larger overhead storage space, and wider panoramic windows than current Airbus models.

The A350 nose section has a configuration derived from the A380 with a forward-mounted nosegear bay and a six-panel flightdeck windscreen.[148] This differs substantially from the four-window arrangement in the original design.[149] The new nose, made of aluminium,[150] improves aerodynamics and enables 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 centre post. The upper shell radius of the nose section has been increased.[151]

Wing

 
The Airbus A350's blended winglets

The A350 features new composite wings with a wingspan that is common to the proposed variants.[152] Its 64.75 m (212.4 ft) wingspan stays within the same ICAO Aerodrome Reference Code E 65m limit as the A330/A340[153] and the Boeing 777.[154] The A350's wing has a 31.9° sweep angle for a Mach 0.85 cruise speed and has a maximum operating speed of Mach 0.89.[155]

The -900 wing covers a 442 m2 (4,760 sq ft) area.[156] This is between the 436.8 m2 (4,702 sq ft) wing of the current Boeing 777-200LR/300ER and the 466.8 m2 (5,025 sq ft) wing of the in-development Boeing 777X.[157] However, Boeing and Airbus do not use the same measurement.[158] The A350-1000 wing is 22.3 m2 (240 sq ft) larger through a 30 cm (12 in) extension to the inboard sections of the fixed trailing edge.[159]

A new trailing-edge high-lift device 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.[160] It is a limited morphing wing with adaptive features for continuously optimising the wing loading to reduce fuel burn: variable camber for longitudinal load control where inboard & outboard flaps deflect together and differential flaps setting for lateral load control where inboard & outboard flaps deflect differentially.[161]

The manufacturer has extensively used computational fluid dynamics and also carried out more than 4,000 hours of low- and high-speed windtunnel testing to refine the aerodynamic design.[162] The final configuration of wing and winglet was achieved for the "Maturity Gate 5" on 17 December 2008.[163] The wingtip device curves upwards over the final 4.4 m (14 ft).[139] The wings are produced in the new £400 million (US$641M), 46,000 m2 (500,000 sq ft) North Factory at Airbus Broughton, employing 650 workers, in a specialist facility constructed with £29M of support from the Welsh Government.[164]

Undercarriage

Airbus adopted a new philosophy for the attachment of the A350's main undercarriage as part of the switch to a composite wing structure. Each main undercarriage 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.[165]

Airbus devised a three-pronged main undercarriage design philosophy encompassing both four- and six-wheel bogies to stay within pavement loading limits. The A350-900 has four-wheel bogies in a 4.1 m (13 ft) long bay. The higher weight variant, the A350-1000 uses a six-wheel bogie, with a 4.7 m (15 ft) undercarriage bay.[166] French-based Messier-Dowty provides the main undercarriage for the -900 variant, with titanium forgings from Kobelco,[167][168] and UTC Aerospace Systems supplies the −1000 variant. The nose gear is supplied by Liebherr Aerospace.[169]

  •  

    The A350-900 has a four-wheel main gear for a 280 t (620,000 lb) MTOW.

  •  

    The A350-1000 has a six-wheel main landing gear to support a 319 t (703,000 lb) MTOW.

Systems

Honeywell supplies its 1,700 horsepower (1,300 kW) HGT1700 auxiliary power unit with 10% greater power density than the TPE331 from which it is developed, and the air management system: the bleed air, environmental control, cabin pressure control and supplemental cooling systems.[170] Airbus says that the new design provides a better cabin atmosphere with 20% humidity, a typical cabin altitude at or below 6,000 ft (1,800 m) and an airflow management system that adapts cabin airflow to passenger load with draught-free air circulation.[171]

The ram air turbine, capable of generating 100 kilovolt-ampere, is supplied by Hamilton Sundstrand and located in the lower surface of the fuselage.[172] In light of the 787 Dreamliner battery problems, in February 2013 Airbus decided to revert from lithium-ion to the proven nickel-cadmium technology although the flight test programme will continue with the lithium-ion battery systems.[173] In late 2015, A350 XWB msn. 24 was delivered with 80 kg (176 lb) lighter Saft Li-ion batteries and in June 2017, fifty A350s were flying with them and benefiting from a two-year maintenance schedule instead of NiCd's 4–6 months.[174]

Parker Hannifin supplies the complete fuel package: inerting system, fuel measurement and management systems, mechanical equipment and fuel pumps. The fuel tank inerting system features air-separation modules to generate nitrogen-enriched air to reduce the flammability of fuel vapour in the tanks. Parker also provides 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.[175]

Cockpit and avionics

 
The cockpit of the Airbus A350

The revised design of the A350 XWB's glass cockpit dropped the A380-sized display and adopted 38 cm (15 in) liquid-crystal display screens. The new six-screen configuration includes two central displays mounted one above the other (the lower one above the thrust levers) and a single (for each pilot) primary flight/navigation display, with an adjacent on-board information system screen.[176] Airbus says the cockpit design allows for future advances in navigation technology to be placed on the displays plus gives flexibility and capacity to upload new software and to combine data from multiple sources and sensors for flight management and aircraft systems control.[177] An optional head-up display is also present in the cockpit.

Avionics are 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 undercarriage, fuel, pneumatics, cabin environmental systems, and fire detection.[149][177] Airbus stated that the benefits includes reduced maintenance and lower weight because as the 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 AFDX standard, as employed in the A380, in place of the architecture used on the A330/A340.

Propulsion

 
The 84,000–97,000 lbf (370–430 kN) Rolls-Royce Trent XWB powers exclusively the A350.

In 2005, GE was the launch engine of the original A350, aiming for 2010 deliveries, while Rolls-Royce offered its Trent 1700. For the updated A350 XWB, GE offered a 87,000 lbf (390 kN) GEnx-3A87 for the A350-800/900, but not a higher thrust version needed for the A350-1000, which competes with the longer range 777 powered exclusively with the GE90-115B. In December 2006, Rolls-Royce was selected for the A350 XWB launch engine.[134]

The Rolls-Royce Trent XWB features a 300 cm (118 in) diameter fan and the design is based on the advanced developments of the Airbus A380 Trent 900 and the Boeing 787 Trent 1000. It has four thrust levels to power the A350 variants: a 75,000 lbf (330 kN) and 79,000 lbf (350 kN) for the regional variants of the A350-900 while the baseline A350-900 has the standard 84,000 lbf (370 kN) and a 97,000 lbf (430 kN) for the A350-1000.[178] The higher-thrust version will have some modifications to the fan module—it will be the same diameter but will run slightly faster and have a new fan blade design—and run at increased temperatures allowed by new materials technologies from Rolls-Royce's research.[179]

The Trent XWB may also benefit from the next-generation reduced acoustic mode scattering engine duct system (RAMSES), an acoustic quieting engine nacelle intake, and a carry-on design of the Airbus's "zero splice" intake liner developed for the A380.[180] A "hot and high" rating option for Middle Eastern customers Qatar Airways, Emirates, and Etihad Airways keep its thrust available at higher temperatures and altitudes.

Airbus aimed to certify the A350 with 350-minute ETOPS capability on entry into service.[181] That could reach 420 min later,[182] although Airbus achieved a 370–minute ETOPS rating on 15 October 2014 which covers 99.7% of the Earth's surface.[183] Engine thrust-reversers and nacelles are supplied by US-based UTC Aerospace Systems.[184][185]

Operational history

 
Iberia received the 500th A350 On 30 September 2022

One year after introduction, the A350 fleet had accumulated 3,000 flight cycles and around 16,000 block hours. Average daily usage by first customers was 11.4 hours with flights averaging 5.2 hours, which are under the aircraft's capabilities and reflect both short flights within the schedules of Qatar Airways and Vietnam Airlines, as well as flight-crew proficiency training that is typical of early use and is accomplished on short-haul flights. Finnair was operating the A350 at very high rates: 15 flight hours per day for Beijing, 18 hours for Shanghai, and more than 20 hours for Bangkok.[186] This may have accelerated the retirement of the Airbus A340.[186]

In service, problems occurred in three areas. The onboard maintenance, repair, overhaul network needed software improvements. Airbus issued service bulletins regarding onboard equipment and removed galley inserts (coffee makers, toaster ovens) because of leaks. Airbus had to address spurious overheating warnings in the bleed air system by retrofitting an original connector with a gold-plated connector. Airbus targeted a 98.5% dependability by the end of 2016 and to match the mature A330 reliability by early 2019.[186]

By the end of May 2016, the A350 fleet had flown 55,200 hours over 9,400 cycles at a 97.8% operational reliability on three months. The longest operated sector was Qatar Airways' Adelaide–Doha at 13.8 hours for 6,120 nmi (11,334 km). 45% of flights were under 3,000 nmi (5,556 km), 16% over 5,000 nmi (9,260 km), and 39% in between. The average flight was 6.8 hours, with the longest average being 9.6 hours by TAM Airlines and the shortest being 2.1 hours by Cathay Pacific's. It is to seat from 253 seats for Singapore Airlines to 348 seats for TAM Airlines, with a 30 to 46 seat business class and a 211 to 318 seat economy class, often including a premium economy.[187] A total of 49 A350s were delivered to customers in 2016. It was also planned that the monthly rate would grow to 10 by the end of 2018, which was eventually achieved in 2019 when Airbus delivered 112 aircraft over a period of 11 months.[188][72]

In January 2017, two years after introduction, 62 aircraft were in service with 10 airlines. They had accumulated 25,000 flights over 154,000 hours with an average daily utilisation of 12.5 hours, and transported six million passengers with a 98.7% operational reliability.[189] Zodiac Aerospace encountered production difficulties with business class seats in their Texas and California factories. After a year, Cathay Pacific experienced cosmetic quality issues and upgraded or replaced the seats for the earliest cabins.[190] In 2017, average test flights before delivery decreased to 4.1 from 12 in 2014, with an average delay down to 25 days from 68.[191] Its reliability was 97.2% in 2015, 98.3% in 2016, and 98.8% in June 2017, just behind its 99% target for 2017.[192]

In June 2017 after 30 months in commercial operation, 80 A350s were in service with 12 operators, the largest being Qatar Airways with 17 and 13 each at Cathay Pacific and Singapore Airlines (SIA).[188] The fleet average block time (time between pushback and destination gate arrival) was 7.2 hours with 53% below 3,000 nmi (5,556 km), 16% over 5,000 nmi (9,260 km), and 31% in between. LATAM Airlines had the longest average sector at 10.7 hours, and Asiana had the shortest at 3.8 hours.[188] Singapore Airlines operated the longest leg, Singapore to San Francisco 7,340 nmi (13,594 km), and the shortest leg, Singapore to Kuala Lumpur 160 nmi (296 km).[188] Seating varied from 253 for Singapore Airlines to 389 for Air Caraïbes, with most between 280 and 320.[188]

On 30 September 2022, the 500th A350, an A350-900, was delivered to Iberia.[6] As of November 2022, the global A350 fleet had 3.36 years average aircraft age, had completed more than 934,000 flights on more than 955 routes, and had carried more than 241 million passengers since its entry into service; the fleet had 99.4 percent operational reliability in the last 3 months.[193]

Qatar Airways paint dispute

In August 2021, as several A350s were sent in to be repainted for the 2022 World Cup in Qatar, Qatar Airways discovered that their paint was unusually degraded. The airline grounded its airliners until the root cause could be determined, and would not accept deliveries until the problem could be solved.[194] The European regulator, EASA, found that paint degradation did not affect the aircraft structure nor introduces "other risks".[195] Singapore Airlines had not detected such problems with its fleet.[196]

In November 2021, Reuters found that Finnair, Cathay Pacific, Etihad, Lufthansa and Air France had also complained of paint damage as early as 2016.[197] On 20 December 2021, Airbus received a formal legal claim in the English courts filed by Qatar Airways.[198] Qatar Airways alleged that the surface flaws cause the risk of fuel tank ignition due to the degradation in lightning protection over the fuel tanks in the wings.[199] The court hearing was originally scheduled for summer 2023.[200] Both Airbus and Qatar Airways agreed to settle the dispute on 1 February 2023.[201]

The Qatar civil aviation regulator was the only one agreeing with the airline.[202] Qatar Airways was claiming a $200,000-per-day compensation for each grounded aircraft.[202] Airbus decided to cancel Qatar’s outstanding orders, showing that it was certain of its case.[202] While the settlement is confidential, Airbus may benefit more as there is no major impact to Airbus’s finances, the A350 reputation remains intact and Qatar’s A321neos will be delivered three years late, underlining their price was not renegotiated.[202]

Variants

 
Comparative lengths of the three variants, with the now-cancelled -800

The three main variants of the A350 were launched in 2006, with entry into service planned for 2013.[28] At the 2011 Paris Air Show, Airbus postponed the entry into service of the A350-1000 by two years to mid-2017.[87] In July 2012, the A350's entry into service was delayed to the second half of 2014,[88] before the -900 began service on 15 January 2015.[3] In October 2012, the -800 was due to enter service in mid-2016,[203] but its development was cancelled in September 2014.[101] The A350 is also offered as the ACJ350 corporate jet by Airbus Corporate Jets (ACJ), offering a 20,000 km (10,800 nmi) range for 25 passengers for the -900 derivative.[204]

A350-900

 
The baseline 67 m (219 ft) long A350-900

The A350-900 is the first A350 model; it has a MTOW of 280 tonnes (620,000 lb),[205] typically seats 325 passengers, and has a range of 8,100 nmi (15,000 km).[206] Airbus says that per seat, the Boeing 777-200ER should have a 16% heavier manufacturer's empty weight, a 30% higher block fuel consumption, and 25% higher cash operating costs than the A350-900.[207] The −900 is designed to compete with the Boeing 777 and 787[208] (777-200ER/LR, and Boeing 787-10), while replacing the Airbus A340-300 and A340-500.

A proposed A350−900R extended-range variant was to feature the higher engine thrust, strengthened structure, and landing gear of the 308 tonnes (679,000 lb) MTOW -1000 to give a further 800 nmi (1,500 km) range.[209]

Philippine Airlines (PAL) will replace its A340-300 with an A350-900HGW ("high-gross weight") variant available from 2017.[210] It will enable non-stop Manila-New York City flights without payload limitations in either direction,[211] a 7,404 nmi (13,712 km) flight.[212] The PAL version will have a 278 tonnes (613,000 lb) MTOW, and from 2020, the -900 will be proposed with the ULR's 280 tonnes (620,000 lb) MTOW, up from the 268 tonnes (591,000 lb) for the original weight variant and the certified 260, 272, and 275 tonnes (573,000, 600,000, and 606,000 lb) variants, with the large fuel capacity. This will enable an 8,100 nmi (15,000 km) range with 325 seats in a three-class layout.[213]

In early November 2017, Emirates committed to purchase 40 Boeing 787-10 aircraft before Airbus presented an updated A350-900 layout with the rear pressure bulkhead pushed back by 2.5 ft (1 m).[214] After Emirates' Tim Clark was shown a ten-abreast economy cabin and galley changes, he said the -900 is "more marketable" as a result.[215]

The average lease rates of the first A350-900s produced in 2014 were $1.1 million per month, not including maintenance reserves amounting to $18 million after 10–12 years, and falling to $940,000 per month in 2018 while a new A350-900 is leased for $1.2 million per month and its interior can cost $12 million, 10% of the aircraft.[216] By 2018, a 2014 build was valued $108M falling to $74.5M by 2022 while a new build was valued for $148M, a 6+12year check cost $3M and an engine overhaul $4–6.5M.[217]

A350-900ULR

 
Singapore Airlines A350-900ULR, externally identical to the regular A350-900

The MTOW of the ultra-long range -900ULR has been increased to 280 t (620,000 lb) and its fuel capacity increased from 141,000 to 165,000 L (37,000 to 44,000 US gal) within existing fuel tanks, enabling up to 19-hour flights with a 9,700 nmi (18,000 km) range,[218] the longest range of any airliner in service as of 2022.[193] The MTOW is increased by 5 tonnes (11,000 lb) from the previously certified 275 tonnes (606,000 lb) variant.[205] Because of the A350-900's fuel consumption of 5.8 tonnes (13,000 lb) per hour, it needs an additional 24 tonnes (53,000 lb) of fuel to fly 19 hours instead of the standard 15 hours: the increased MTOW and lower payloads will enable the larger fuel capacity.[219] Non-stop flights could last more than 20 hours.[220] The first −900ULR was rolled out without its engines in February 2018 for ground testing. Flight-tests after engine installation checked the larger fuel capacity and measured the performance improvements from the extended winglets.[221] It made its first flight on 23 April 2018.[222]

Singapore Airlines, the launch customer and currently the only operator, used its seven -900ULR aircraft on non-stop flights between Singapore and New York City and cities on the U.S. west coast.[223] Singapore Airlines' seating is to range from 170 in largely business class seating up to over 250 in mixed seating.[224] The planes can be reconfigured.[225] They will have two seating classes.[226] The airline received its first -900ULR on 23 September 2018, with 67 business class seats and 94 premium economy seats.[227] On 12 October 2018, it landed the world's then-longest flight at Newark Liberty International Airport from Singapore Changi after 17 hours and 52 minutes,[228] covering 16,561 kilometres (8,942 nmi) for a 15,353 kilometres (8,290 nmi) orthodromic distance.[229] It burned 101.4 t (224,000 lb) of fuel to cover the route in 17 h 22 min: an average of 5.8 tonnes per hour (1.6 kg/s).[230] As of 2022, the A350-900ULR is used on the longest flight in the world, Singapore Airlines Flights 23 and 24 from Singapore to New York JFK.

At the 2015 Dubai Air Show, John Leahy noted the demand of the Middle Eastern Gulf airlines for this variant.[231] In February 2018, Qatar Airways stated its preference for the larger -1000, having no need for the extra range of the -900ULR.[232] Compared to the standard -900, the -900ULR additional value is likely around $2 million.[233]

ACJ350

Airbus Corporate Jet version of the A350, the ACJ350, is derived from the A350-900ULR. As a result of the increased fuel capacity from the -900ULR, the ACJ350 has a maximum range of 20,000 km (10,800 nmi).[234] The German Air Force is to be the first to receive the ACJ350 having ordered 3 aircraft which will replace its 2 A340-300.[235]

A350 Regional

After the Boeing 787-10 launch at the 2013 Paris Air Show, Airbus discussed with airlines a possible A350-900 Regional with a reduced MTOW of 250 t (550,000 lb).[236] Engine thrust would have been reduced to 70,000–75,000 lbf (310–330 kN) from the standard 85,000 lbf (380 kN) and the variant would have been optimised for routes up to 6,800 nmi (12,600 km) with seating for up to 360 passengers in a single-class layout.[237] The A350 Regional was expected to be ordered by Etihad Airways[238] and Singapore Airlines.[239] Since 2013, there has been no further announcement about this variant.

Singapore Airlines selected an A350-900 version for medium-haul use,[240] and Japan Airlines took delivery of a 369-seat A350-900 with a 217 t (478,000 lb) MTOW for its domestic flight network.[241] The A350 Type Certificate Data Sheet includes MTOWs of 217, 235, 240, 250, 255, 260, 268, 272, 275, 277, 278, 280 and 283 t.[114]

A350-1000

 
The 73.8 m (242 ft) long A350-1000 first flew on 24 November 2016.

The A350-1000 is the largest variant of the A350 family at just under 74 metres (243 ft) in length. It seats 350-410 passengers in a typical three-class layout with a range of 8,700 nmi (16,100 km).[242] With a 9-abreast configuration, it is designed to replace the A340-600 and compete with the Boeing 777-300ER and 777-9. Airbus estimates a 366-seat -1000 should have a 35 tonnes (77,000 lb) lighter operating empty weight than a 398-seat 777-9, a 15% lower trip cost, a 7% lower seat cost, and a 400 nmi (740 km) greater range.[243] Compared to a Boeing 777-300ER with 360 seats, Airbus claims a 25% fuel burn per seat advantage for an A350-1000 with 369 seats.[244] The 7 m (23 ft) extension seats 40 more passengers with 40% more premium area.[161] The -1000 can match the 40 more seats of the 777-9 by going 10-abreast but with diminished comfort.[245]

The A350-1000 has an 11-frame stretch over the −900 and a slightly larger wing than the −800/900 models with trailing-edge extension increasing its area by 4%. This will extend the high-lift devices and the ailerons, making the chord bigger by around 400 mm (16 in), optimising flap lift performance as well as cruise performance.[246] The main landing gear is a 6-wheel bogie instead of a 4-wheel bogie, put in a one frame longer bay. The Rolls-Royce Trent XWB engine's thrust is augmented to 97,000 lbf (430 kN).[247] These and other engineering upgrades are necessary so that the −1000 model maintains range.[248]

 
Qatar Airways was the A350-1000 XWB launch operator in February 2018.

It features an automatic emergency descent function to around 10,000 ft (3,000 m) and notifies air traffic control if the crew fails to respond to an alert, indicating possible incapacitation from depressurisation. The avionics software adaptation is activated by a push and pull button to avoid mistakes and could be retrofitted in the smaller -900.[249] All performance targets have been met or exceeded, and it remains within its weight specification, unlike early −900s.[115]

Its basic 308 t (679,000 lb) MTOW was increased to 311 t (686,000 lb) before offering a possible 316 t (697,000 lb) version.[250] Its 316 t MTOW appeared on 29 May 2018 update of its type certificate data sheet.[114] This raised its range from 7,950 to 8,400 nmi (14,720 to 15,560 km).[251] A further MTOW increase by 3 t (6,600 lb), to a total of 319 t (703,000 lb) is under study to be available from 2020 and could be a response to Qantas' Project Sunrise.[252] Initial speculation suggested that the variant might be marketed as the A350-1000ULR.[253] However, the -1000 is not expected to share the -900ULR's larger fuel tanks and other fuel system modifications, and Airbus has stopped short of describing the largest MTOW variant as a ULR model, despite the 8,700 nmi (16,100 km) range.[254]

In November 2019, maximum accommodation increased to 480 seats from 440 through the installation of new "Type-A+" exits, with a dual-lane evacuation slide.[255] On 17 December 2021, French Bee took delivery of the first A350-1000 in this 480-seat configuration, leased by Air Lease Corporation and to be operated by from Paris to Reunion Island, with 40 premium and 440 economy seats.[256]

In December 2019, Qantas tentatively chose the A350-1000 to operate their Project Sunrise routes, before a final decision in March 2020 for up to 12 aircraft.[257] After a delay due to the COVID-19 pandemic, the decision was confirmed on 2 May 2022, when Qantas placed a formal order for 12 Airbus A350-1000 aircraft for Project Sunrise flights to start in 2025.[258] The aircraft will be configured with 238 seats in four classes.[259]

A350F

 
The 70.8 m (232 ft) long A350F, with an aft cargo door

An A350-900 freighter was first mentioned in 2007, offering a similar capacity to the MD-11F with a range of 9,250 km (5,000 nmi), to be developed after the passenger version.[260] In early 2020, Airbus was proposing an A350F before a potential launch.[261] The proposed freighter would be slightly longer than the A350-900 and Airbus would need 50 orders to launch the $2–3 billion programme.[262] In July 2021, the Airbus board approved the freighter development.[263] It is based on the -1000 version for a payload over 90 tonnes, and entry into service is targeted for 2025.[264]

The A350F would keep the A350-1000 319 t MTOW, shortened but still 6.9 m (23 ft) longer than the Boeing 777F for 10% larger freight volume at 695 m3 (24,500 cu ft) compared to 633 m3 (22,400 cu ft) for the 777F, similar to the Boeing 747-8F.[265] With a maindeck cargo door behind the wing and reinforced main deck aluminum floor beams, its 109 t (240,000 lb) payload is higher than the 103.7 t (229,000 lb) of the 777F, while its empty weight is 30 t (66,000 lb) lighter than the A350-1000, 20 t (44,000 lb) lighter than the 777F.[265] At the November 2021 Dubai Air Show, US lessor Air Lease Corporation became the launch customer with an order for seven to be delivered around 2026, among other Airbus airliners.[266] The launch operator of the A350F will be Singapore Airlines, who ordered 7 aircraft at the 2022 Singapore Airshow, and deliveries will start from 2025.[267] The 70.8 m (232 ft) long cargo variant should have a 4,700 nmi (8,700 km) range at max payload.[268]

Operators

Main article: List of Airbus A350 operators
 
An A350-1000 of Cathay Pacific, the third-largest A350 operator after Singapore Airlines and Qatar Airways

As of February 2018, 142 -900s had been delivered, with a dispatch reliability of 99.3%.[269] At the November 2019 Dubai Air Show, Emirates finalised an order for fifty -900s for $16 Billion at list prices, to be delivered from 2023 to 2028.[270] The order replaced the February agreement for thirty A350s and forty A330Neos, compensating the cancellation for thirty-nine A380s, causing the end of the double-decker production.[270] By the end of November 2019, 33 operators had received 331 aircraft from 959 orders, and 2.6 million hours have been flown.[271]

There were 522 A350 aircraft in service with 40 operators and 54 customers as of January 2023. The five largest operators were Singapore Airlines (61), Qatar Airways (53), Cathay Pacific (46), Delta Air Lines (28) and Air China (23).[5]

Orders and deliveries

Main article: List of Airbus A350 orders and deliveries
Orders and deliveries by type (summary) [5]
Type Orders Deliveries Backlog
A350-900 750 455 295
A350-1000 163 69 94
A350F 35 – 35
A350 family 948 524 424
A350 family orders and deliveries by year (distributive)[5]
2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 Total
Orders 2 292[272] 163[273] 51 78 −31 27 230 −32 −3 41 36 40 32 −11 2 8 23 948
Deliveries A350-900 – – – – – – – – 1 14 49 78 79 87 45 49 50[b] 3 455
A350-1000 – – – – – – – – – – – – 14 25 14 6 10 – 69
A350F – – – – – – – – – – – – – – – – – – 0
A350 family – – – – – – – – 1 14 49 78 93 112 59 55 60 3 524
  1. ^ China Airlines and Lufthansa were seven-abreast 2–3–2 arrangement in a premium economy configuration
  2. ^ Excluding 2 A350-900 delivered to AEROFLOT (under sanctions)

A350 family orders and deliveries by year (cumulative)

 Orders

 Deliveries

As of February 2023[5]

Accidents and incidents

The global A350 fleet has zero fatalities and no hull loss accidents as of February 2023.[274]

Specifications

 
A Vietnam Airlines A350-941 at Toulouse-Blagnac—the main production site of the type
A350 aircraft characteristics[275]
Model A350-900 A350-1000 A350F[268]
Cockpit crew Two
Seating 315 (48J+267Y) 369 (54J+315Y) 11
Max limit[114] 440 480
Cargo capacity 36 LD3 or 11 pallets 44 LD3 or 14 pallets 42 pallets
Overall length 66.8 m / 219.2 ft 73.79 m / 242.1 ft 70.8 m / 232.2 ft
Wing 64.75 m / 212.43 ft span, 31.9° sweep[155]
Aspect ratio 9.49 9.03
Wing area 442 m2 (4,760 sq ft)[156] 464.3 m2 (4,998 sq ft)[159]
Overall height 17.05 m / 55 ft 11 in[206] 17.08 m / 56 ft 0 in[276]
Fuselage 5.96 m / 19.7 ft width, 6.09 m / 19.98 ft height
Cabin width 5.61 m / 18 ft 5 in,[206][276] 5.71 m / 18 ft 9 in,[277] 9-abreast seat: 18 in / 46 cm[a]
MTOW 283 t (623,908 lb)[114] 319 t / 696,661 lb 319 t / 703,275 lb
Max. payload 53.3 t (118,000 lb)
45.9–56.4 t (101,300–124,300 lb)[155]		 68 t (150,000 lb) 109 t (240,000 lb)
Fuel capacity[114] 140.8 m3 (37,200 US gal)
110.5 t (244,000 lb)[b]		 158.8 m3 (42,000 US gal)
124.65 t (274,800 lb)
OEW 142.4 t (314,000 lb) typical
134.7–145.1 t (297,000–320,000 lb)[155]		 155 t (342,000 lb)
155 t (342,000 lb) dry[279]		 124.4 t (274,000 lb)[c]
131.7 t (290,000 lb)[d]
MEW 115.7 t (255,075 lb)[282] 129 t (284,000 lb)[269]
Engines (2×) Rolls-Royce Trent XWB
Maximum thrust (2x)[114] 84,200 lbf / 374.5 kN 97,000 lbf / 431.5 kN
Cruise speed Mach 0.85 (488 kn; 903 km/h) Typical, Mach 0.89 (513 kn; 950 km/h) Maximum[155]
Range 15,372 km / 8,300 nmi[e][206][b] 16,100 km (8,700 nmi)[e][276] 8,704 km (4,700 nmi)[f]
Takeoff (MTOW, SL, ISA) 2,600 m (8,500 ft) 2,600 m (8,500 ft)
Landing (MLW, SL, ISA) 2,000 m (6,600 ft)
Service ceiling[114] 43,100 ft (13,100 m) 41,450 ft (12,630 m)

Aircraft model designations

Type certificate[114]
Model Engines Certification Date
A350-941 Trent XWB-84 30 September 2014
A350-1041 Trent XWB-97 21 November 2017

ICAO aircraft type designators

Designation[283] Type
A359 Airbus A350-900
A35K Airbus A350-1000

See also

Related development

Aircraft of comparable role, configuration, and era

Related lists

Notes

  1. ^ 10-abreast: 16.8 in (43 cm)[278]
  2. ^ a b -900ULR fuel capacity: 166.5 m3 (44,000 US gal),[223]18,000 km (9,700 nmi) range,[218] ACJ350 range: 20,000 km (10,800 nmi)[204]
  3. ^ 20t lighter than the Boeing 777F,[265] 144.4t[280]
  4. ^ 32t lighter than the Boeing 747-400F, 163.7t[281]
  5. ^ a b unspecified passengers
  6. ^ max payload

References

  1. ^ Final assembly in France
  2. ^ a b "Airbus Airbus A350 makes maiden test flight". BBC. 14 June 2013. from the original on 17 October 2018. Retrieved 20 June 2018.
  3. ^ a b c "A350 enters service as Qatar jet heads for Frankfurt". Flight International. 15 January 2015. from the original on 15 January 2015. Retrieved 15 January 2015.
  4. ^ "German Airbus A350 XWB Production commences" (Press release). Airbus S.A.S. 31 August 2010. from the original on 3 October 2012. Retrieved 23 May 2011.
  5. ^ a b c d e "Airbus O&D". Airbus S.A.S. 28 February 2023. Retrieved 7 March 2023.
  6. ^ a b c "Airbus delivers its 500th A350" (Press release). Toulouse: Airbus. 30 September 2022.
  7. ^ a b c d e Gunston 2009, p. 253
  8. ^ "A350 Receives Authorisation To Offer(ATO)" (Press release). Airbus. 10 December 2004. from the original on 17 December 2019. Retrieved 17 December 2019.
  9. ^ Norris, Guy (14 September 2005). . Flightglobal. Archived from the original on 15 April 2008. Retrieved 11 November 2010.
  10. ^ "Airbus unleashes A350 for long-range twin dogfight". Flight International. 15 June 2005. Archived from the original on 23 January 2013. Retrieved 11 November 2010.
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External links

 
Wikimedia Commons has media related to:
Airbus A350 (category)
  • Official website
  • . Airbus. Archived from the original on 5 September 2015.
  • "A350 XWB Facts & Figures" (PDF). Airbus. June 2018.
  • "Latest news, data, analysis and insight into the Airbus A350 programme". FlightGlobal.

March 19, 2023
airbus, a350, a350, redirects, here, other, uses, a350, disambiguation, long, range, wide, body, twin, engine, airliner, developed, produced, airbus, first, a350, design, proposed, airbus, 2004, response, boeing, dreamliner, would, have, been, development, a33. A350 redirects here For other uses see A350 disambiguation The Airbus A350 is a long range wide body twin engine jet airliner developed and produced by Airbus The first A350 design proposed by Airbus in 2004 in response to the Boeing 787 Dreamliner would have been a development of the A330 with composite wings and new engines As market support was inadequate in 2006 Airbus switched to a clean sheet XWB eXtra Wide Body design powered by two Rolls Royce Trent XWB turbofan engines The prototype first flew on 14 June 2013 from Toulouse in France Type certification from the European Aviation Safety Agency EASA was obtained in September 2014 followed by certification from the Federal Aviation Administration FAA two months later A350Qatar Airways was the A350 900 launch operator on 15 January 2015 Role Wide body jet airlinerNational origin Multinational 1 Manufacturer Airbus Commercial AircraftFirst flight 14 June 2013 2 Introduction 15 January 2015 with Qatar Airways 3 Status In servicePrimary users Singapore AirlinesQatar Airways Cathay Pacific Delta Air LinesProduced 2010 present 4 Number built 524 as of 28 February 2023 update 5 6 The A350 is the first Airbus aircraft largely made of carbon fiber reinforced polymers It has a new fuselage designed around a nine abreast economy cross section up from the eight abreast A330 A340 It has a common type rating with the A330 The airliner has two variants the A350 900 typically carries 300 to 350 passengers over a 15 000 kilometre 8 100 nautical mile range and has a 283 tonne 617 300 pound maximum takeoff weight MTOW the longer A350 1000 accommodates 350 to 410 passengers and has a maximum range of 16 100 km 8 700 nmi and a 319 t 703 200 lb MTOW On 15 January 2015 the initial A350 900 entered service with Qatar Airways followed by the A350 1000 on 24 February 2018 with the same launch customer As of January 2023 update Singapore Airlines is the largest operator with 61 A350 900 aircraft in its fleet A350 orders stood at 925 aircraft of which 522 had been delivered and all were in service with 40 operators The global A350 fleet had completed more than 934 000 flights on more than 955 routes without accidents It succeeds the A340 and competes against Boeing s large long haul twinjets the 787 the 777 and its successor the 777X Contents 1 Development 1 1 Background and early designs 1 2 Redesign and launch 1 3 Design phase 1 4 Production 1 5 Testing and certification 1 6 Entry into service 1 7 Shorter A350 800 1 8 Longer A350 1000 1 9 Possible further stretch 1 10 Improvements 1 11 New Engine Option 2 Design 2 1 Fuselage 2 2 Wing 2 3 Undercarriage 2 4 Systems 2 5 Cockpit and avionics 2 6 Propulsion 3 Operational history 3 1 Qatar Airways paint dispute 4 Variants 4 1 A350 900 4 1 1 A350 900ULR 4 1 2 ACJ350 4 1 3 A350 Regional 4 2 A350 1000 4 3 A350F 5 Operators 5 1 Orders and deliveries 6 Accidents and incidents 7 Specifications 7 1 Aircraft model designations 7 2 ICAO aircraft type designators 8 See also 9 Notes 10 References 11 External linksDevelopment EditBackground and early designs Edit Airbus initially rejected Boeing s claim that the Boeing 787 Dreamliner would be a serious threat to the Airbus A330 stating that the 787 was just a reaction to the A330 and that no response was needed When airlines urged Airbus to provide a competitor Airbus initially proposed the A330 200Lite a derivative of the A330 featuring improved aerodynamics and engines similar to those on the 787 The company planned to announce this version at the 2004 Farnborough Airshow but did not proceed 7 The initial A350 concept based on the A330 On 16 September 2004 Airbus president and chief executive officer Noel Forgeard confirmed the consideration of a new project during a private meeting with prospective customers Forgeard did not give a project name and did not state whether it would be an entirely new design or a modification of an existing product Airline dissatisfaction with this proposal motivated Airbus to commit 4 billion to a new airliner design 7 On 10 December 2004 Airbus shareholders EADS and BAE Systems approved the authorisation to offer for the A350 expecting a 2010 service entry Airbus then expected to win more than half of the 250 300 seat aircraft market estimated at 3 100 aircraft overall over 20 years Based on the A330 the 245 seat A350 800 was to fly over a 8 600 nmi 15 900 km range and the 285 seat A350 900 over a 7 500 nmi 13 900 km range Fuel efficiency would improve by over 10 with a mostly carbon fibre reinforced polymer wing and initial General Electric GEnx 72A1 engines before offering a choice of powerplant 8 It had a common fuselage cross section with the A330 and also a new horizontal stabiliser 7 On 13 June 2005 at the Paris Air Show Middle Eastern carrier Qatar Airways announced that they had placed an order for 60 A350s In September 2006 the airline signed a memorandum of understanding with General Electric GE to launch the GEnx 1A 72 engine for the aircraft 9 10 11 Emirates sought a more improved design and decided against ordering the initial version of the A350 12 13 On 6 October 2005 the programme s industrial launch was announced with an estimated development cost of around 3 5 billion 7 The A350 was initially planned to be a 250 to 300 seat twin engine wide body aircraft derived from the existing A330 s design Under this plan the A350 would have modified wings and new engines while sharing the A330 s fuselage cross section For this design the fuselage was to consist primarily of aluminium lithium rather than the carbon fibre reinforced polymer CFRP fuselage on the Boeing 787 The A350 would see entry in two versions the A350 800 with a 8 800 nmi 16 300 km range with a typical passenger capacity of 253 in a three class configuration and the A350 900 with 7 500 nmi 13 900 km range and a 300 seat 3 class configuration The A350 was designed to be a direct competitor to the Boeing 787 9 and 777 200ER 7 The original A350 design was publicly criticised by two of Airbus s largest customers International Lease Finance Corporation ILFC and GE Capital Aviation Services GECAS On 28 March 2006 ILFC President Steven F Udvar Hazy urged Airbus to pursue a clean sheet design or risk losing market share to Boeing and branded Airbus s strategy as a Band aid reaction to the 787 a sentiment echoed by GECAS president Henry Hubschman 14 15 In April 2006 while reviewing bids for the Boeing 787 and A350 CEO of Singapore Airlines SIA Chew Choon Seng commented that having gone through the trouble of designing a new wing tail cockpit Airbus should have gone the whole hog and designed a new fuselage 16 Airbus responded that they were considering A350 improvements to satisfy customer demands Airbus s then CEO Gustav Humbert stated 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 17 18 As major airlines such as Qantas and Singapore Airlines selected the 787 over the A350 Humbert tasked an engineering team to produce new alternative designs 19 20 One such proposal known internally as 1d formed the basis of the A350 redesign 20 Redesign and launch Edit A model of the new design at ILA Berlin Air Show 2008 On 14 July 2006 during the Farnborough International Airshow the redesigned aircraft was designated A350 XWB Xtra Wide Body 21 Within four days Singapore Airlines agreed to order 20 A350 XWBs with options for another 20 A350 XWBs 22 The proposed A350 was a new design including a wider fuselage cross section allowing seating arrangements ranging from an eight abreast low density premium economy layout to a ten abreast high density seating configuration for a maximum seating capacity of 440 475 depending on variant 23 24 The A330 and previous iterations of the A350 would only be able to accommodate a maximum of eight seats per row The 787 is typically configured for nine seats per row 25 The 777 accommodates nine or ten seats per row with more than half of recent 777s being configured in a ten abreast layout that will come standard on the 777X 26 The A350 cabin is 12 7 cm 5 0 in wider at the eye level of a seated passenger than the 787 s cabin 27 and 28 cm 11 in narrower than the Boeing 777 s cabin see the Wide body aircraft comparison of cabin widths and seating All A350 passenger models have a range of at least 8 000 nmi 14 816 km The redesigned composite fuselage allows for higher cabin pressure and humidity and lower maintenance costs On 1 December 2006 the Airbus board of directors approved the industrial launch of the A350 800 900 and 1000 variants 28 The delayed launch decision was a result of delays to the Airbus A380 29 and discussions on how to fund development EADS CEO Thomas Enders stated that the A350 programme was not a certainty citing EADS Airbus s stretched resources 30 However it was decided programme costs are to be borne mainly from cash flow First delivery for the A350 900 was scheduled for mid 2013 with the 800 and 1000 following on 12 and 24 months later respectively 28 New technical details of the A350 XWB were revealed at a press conference in December 2006 Chief operating officer John Leahy indicated existing A350 contracts were being re negotiated due to price increases compared to the original A350s contracted On 4 January 2007 Pegasus Aviation Finance Company placed the first firm order for the A350 XWB with an order for two aircraft 31 The design change imposed a two year delay into the original timetable and increased development costs from US 5 3 billion 5 5 billion to approximately US 10 billion 9 7 billion 32 Reuters estimated the A350 s total development cost at US 15 billion 12 billion or 10 billion 33 34 The original mid 2013 delivery date of the A350 was changed as a longer than anticipated development forced Airbus to delay the final assembly and first flight of the aircraft to the third quarter of 2012 and second quarter of 2013 respectively As a result the flight test schedule was compressed from the original 15 months to 12 months A350 programme chief Didier Evrard stressed that delays only affected the A350 900 while the 800 and 1000 schedules remained unchanged 35 Airbus 2019 earnings report indicated the A350 programme had broken even that year 36 better source needed Design phase Edit A plan of the A350 XWB s new nose and general arrangement inside the forward fuselage Airbus suggested Boeing s use of composite materials for the 787 fuselage was premature and that the new A350 XWB was to feature large carbon fibre panels for the main fuselage skin After facing criticism for maintenance costs 37 Airbus confirmed in early September 2007 the adoption of composite fuselage frames for the aircraft structure 38 39 The composite frames would feature aluminium strips to ensure the electrical continuity of the fuselage for dissipating lightning strikes 40 Airbus used a full mock up fuselage to develop the wiring a different approach from the A380 on which the wiring was all done on computers 41 In 2006 Airbus confirmed development of a full bleed air system on the A350 as opposed to the 787 s bleedless configuration 42 43 44 Rolls Royce agreed with Airbus to supply a new variant of the Trent turbofan engine for the A350 XWB named Trent XWB In 2010 after low speed wind tunnel tests Airbus finalised the static thrust at sea level for all three proposed variants to the 74 000 94 000 lbf 330 420 kN range 45 GE stated it would 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 46 Engine Alliance partner Pratt amp Whitney seemed to be unaligned with GE on this having publicly stated that it was looking at an advanced derivative of the GP7000 47 In April 2007 former Airbus CEO Louis Gallois held direct talks with GE management over developing a GEnx variant for the A350 XWB 48 49 In June 2007 John Leahy indicated that the A350 XWB would not feature the GEnx engine saying that Airbus wanted GE to offer a more efficient version for the airliner 50 Since then the largest GE engines operators which include Emirates US Airways Hawaiian Airlines and ILFC have selected the Trent XWB for their A350 orders In May 2009 GE said that if it were to reach a deal with Airbus to offer the current 787 optimised GEnx for the A350 it would only power the 800 and 900 variants GE believed it could offer a product that outperforms the Trent 1000 and Trent XWB but was reluctant to support an aircraft competing directly with its GE90 115B powered 777 variants 51 In January 2008 French based Thales Group won a US 2 9 billion 2 billion 20 year contract to supply avionics and navigation equipment for the A350 XWB beating Honeywell and Rockwell Collins 52 US based Rockwell Collins and Moog Inc were chosen to supply the horizontal stabiliser actuator and primary flight control actuation respectively The flight management system incorporated several new safety features 53 Regarding cabin ergonomics and entertainment in 2006 Airbus signed a firm contract with BMW for development of an interior concept for the original A350 54 On 4 February 2010 Airbus signed a contract with Panasonic Avionics Corporation to deliver in flight entertainment and communication IFEC systems for the Airbus A350 XWB 55 Production Edit A partially complete A350 900 XWB destined for Finnair on the Toulouse assembly line December 2014 In 2008 Airbus planned to start cabin furnishing early in parallel with final assembly to cut production time in half 56 The A350 XWB production programme sees extensive international collaboration and investments in new facilities Airbus constructed 10 new factories in Western Europe and the US with extensions carried out on three further sites 57 Among the new buildings was a 570 million US 760 million or 745 million composite facility in Broughton Wales which would be responsible for the wings 58 In June 2009 the National Assembly for Wales announced provision of a 28 million grant to provide a training centre production jobs and money toward the new production centre 59 Airbus manufactured the first structural component in December 2009 60 Production of the first fuselage barrel began in late 2010 at its production plant in Illescas Spain 61 Construction of the first A350 900 centre wingbox was set to start in August 2010 62 The new composite rudder plant in China opened in early 2011 63 The forward fuselage of the first A350 was delivered to the final assembly plant in Toulouse on 29 December 2011 64 Final assembly of the first A350 static test model was started on 5 April 2012 65 Final assembly of the first prototype A350 was completed in December 2012 66 In 2018 the unit cost of the A350 900 was US 317 4 million and the A350 1000 was US 366 5 million 67 The production rate was expected to rise from three aircraft per month in early 2015 to five at the end of 2015 and would ramp to ten aircraft per month by 2018 68 In 2015 17 planes would be delivered and the initial dispatch reliability was 98 69 Airbus announced plans to increase its production rate from 10 monthly in 2018 to 13 monthly from 2019 and six A330 are produced monthly 70 Around 90 deliveries were expected for 2018 with 15 or 14 units being A350 1000 variants 71 That year 93 aircraft were delivered three more than expected 72 In 2019 Airbus delivered 112 A350s 87 A350 900s and 25 A350 1000s at a rate of 10 per month and were going to keep the rate around nine to 10 per month to reflect softer demand for widebodies as the backlog reached 579 or 5 2 years of production at a constant rate 73 The coronavirus crisis caused the decrease of A350 production from 9 5 per month to six per month since April 2020 74 After the crises the ramp up is planed at a rate of 9 per month by the end of 2025 75 Testing and certification Edit A prototype Airbus A350 900 XWB registered as F WXWB during its first flight The first Trent engine test was made on 14 June 2010 76 The Trent XWB s flight test programme began use on the A380 development aircraft in early 2011 ahead of engine certification in late 2011 On 2 June 2013 the Trent XWB engines were powered up on the A350 for the first time Airbus confirmed that the flight test programme would last 12 months and use five test aircraft 77 The A350 s maiden flight took place on 14 June 2013 from the Toulouse Blagnac Airport 2 Airbus s chief test pilot said it just seemed really happy in the air all the things we were testing had no major issues at all 78 It flew for four hours reaching Mach 0 8 at 25 000 feet after retracting the landing gear and starting a 2 500 h flight test campaign 79 Costs for developing the aircraft were estimated at 11 billion US 15 billion or 9 5 billion in June 2013 80 A350 XWB msn 2 underwent two and a half weeks of climatic tests in the unique McKinley Climatic Laboratory at Eglin Air Force Base Florida in May 2014 and was subjected to multiple climatic and humidity settings from a high of 45 C 113 F to as low as 40 C 40 F 81 The A350 received type certification from the European Aviation Safety Agency EASA on 30 September 2014 82 On 15 October 2014 EASA approved the A350 900 for ETOPS 370 allowing it to fly more than six hours on one engine and making it the first airliner to be approved for ETOPS Beyond 180 minutes before entry into service 83 Later that month Airbus received regulatory approval for a Common Type Rating for pilot training between the A350 XWB and A330 84 On 12 November 2014 the A350 received certification from the FAA 85 On 1 August 2017 the EASA issued an airworthiness directive mandating operators to power cycle reset early A350 900s before 149 hours of continuous power on time reissued in July 2019 86 Entry into service Edit Qatar Airways first A350 900 XWB registration A7 ALA after the first commercial flight to Frankfurt Airport In June 2011 the A350 900 was scheduled to enter service in the first half of 2014 with the 800 to enter service in mid 2016 and the 1000 in 2017 87 In July 2012 Airbus delayed the 900 s introduction by three months to the second half of 2014 88 The delivery to launch customer Qatar Airways took place on 22 December 2014 89 The first commercial flight was made on 15 January 2015 between Doha and Frankfurt 3 The first A350 1000 was assembled in 2016 and had its first flight on 24 November 2016 90 The aircraft was then delivered on 20 February 2018 to Qatar Airways which had also been the launch operator of the 900 91 and entered the commercial service with a flight from Doha to London on 24 February 2018 92 Shorter A350 800 Edit The 60 45 m 198 3 ft long A350 800 was designed to seat 276 passengers in a typical three class configuration with a range of 8 245 nmi 15 270 km with an MTOW of 259 t 571 000 lb 93 In January 2010 Airbus opted to develop the 800 as a shrink of the baseline 900 to simplify development and increase its payload by 3 t 6 600 lb or its range by 250 nmi 460 km but this led to a fuel burn penalty of a couple of percent according to John Leahy 94 The previously planned optimisation to the structure and landing gear was not beneficial enough against better commonality and maximum takeoff weight increase by 11t from 248t 95 The 800 s fuselage is 10 frames shorter six forward and four aft of wing than the 900 aircraft 96 It was designed to supplement the Airbus A330 200 long range twin 97 Airbus planned to decrease structural weight in the 800 as development continued which should have been around airframe 20 98 While its backlog reached 182 in mid 2008 it diminished since 2010 as customers switched to the larger 900 99 After launching the Airbus A330neo at the 2014 Farnborough Airshow Airbus dropped the A350 800 with its CEO Fabrice Bregier saying I believe all of our customers will either convert to the A350 900 or the A330neo 100 He later confirmed at a September 2014 press conference that development of the A350 800 had been cancelled 101 There were 16 orders left for the 800 since Yemenia switched to the 900 and Hawaiian Airlines moved to the A330neo in December 2014 eight for Aeroflot and eight for Asiana Airlines both also having orders for the 900 102 In January 2017 Aeroflot and Airbus announced the cancellation of its 800 order leaving Asiana Airlines as the only customer for the variant 103 After the negotiation between Airbus and Asiana Airlines 104 Asiana converted orders of eight A350 800s and one A350 1000 to nine A350 900s 105 Longer A350 1000 Edit In 2011 Airbus redesigned the A350 1000 with higher weights and a more powerful engine variant to provide more range for trans Pacific operations This boosted its appeal to Cathay Pacific and Singapore Airlines who were committed to purchase 20 Boeing 777 9s and to United Airlines which was considering Boeing 777 300ERs to replace its 747 400s 106 Emirates was disappointed with the changes and cancelled its order for 50 A350 900s and 20 A350 1000s instead of changing the whole order to the larger variant 106 Assembly of the first fuselage major components started in September 2015 107 In February 2016 final assembly started at the A350 Final Assembly Line in Toulouse Three flight test aircraft were planned with entry into service scheduled for mid 2017 108 The first aircraft completed its body join on 15 April 2016 109 Its maiden flight took place on 24 November 2016 90 The A350 1000 flight test programme planned for 1 600 flight hours 600 hours on the first aircraft MSN59 for the flight envelope systems and powerplant checks 500 hours on MSN71 for cold and warm campaigns landing gear checks and high altitude tests and 500 hours on MSN65 for route proving and ETOPS assessment with an interior layout for cabin development and certification 110 In cruise at Mach 0 854 911 9 km h 492 4 kn and 35 000 ft its fuel flow at 259 t 571 000 lb is 6 8 t 15 000 lb per hour within a 5 400 nautical miles 10 000 km 11 1 2 hours early long test flight 111 Flight tests allowed raising the MTOW from 308 to 316 t 679 000 to 697 000 lb the 8 t 18 000 lb increase giving 450 nmi 830 km more range 112 Airbus then completed functional and reliability testing 113 Type Certification was awarded by EASA on 21 November 2017 114 along FAA certification The first serial unit was on the final assembly line in early December 115 After its maiden flight on 7 December 2017 delivery to launch customer Qatar Airways slipped to early 2018 116 The delay was due to issues with the business class seat installation 117 It was delivered on 20 February 2018 118 and entered commercial service on Qatar Airways Doha to London Heathrow route on 24 February 2018 119 Possible further stretch Edit Airbus has explored the possibility of a further stretch offering 45 more seats 120 A potential 4 m stretch would remain within the exit limit of four door pairs and a modest MTOW increase from 308 t to 319 t would need only 3 more thrust within the Rolls Royce Trent XWB 97 capabilities and would allow a 14 100 km 7 600 nmi range to compete with the 777 9 s capabilities 121 This variant was to be a replacement for the 747 400 122 tentatively called the A350 8000 123 2000 124 or 1100 120 At the June 2016 Airbus Innovation Days chief commercial officer John Leahy was concerned about the size of a 400 seat market besides the Boeing 747 8 and the 777 9 and chief executive Fabrice Bregier feared such an aircraft could cannibalise demand for the 1000 124 The potential 79 m long 258 ft aeroplane was competing against a hypothetical 777 10X for Singapore Airlines 125 At the 2017 Paris Air Show the concept was shelved for lacking market appeal and in January 2018 Fabrice Bregier focused on enhancing the A350 900 1000 to capture potential before 2022 2023 when it will be possible to stretch the A350 with a new engine generation 126 Improvements Edit In October 2017 Airbus was testing extended sharklets which could offer 100 140 nmi 185 259 km extra range and reduce fuel burn by 1 4 1 6 127 The wing twist is being changed for the wider optimised spanload pressure distribution and will be used for the Singapore Airlines A350 900ULR in 2018 before spreading to other variants 128 On 26 June 2018 Iberia was the first to receive the upgraded 900 with a 280 t 620 000 lb MTOW version for an 8 200 nmi 15 200 km range with 325 passengers in three classes 129 130 By April 2019 Airbus was testing a hybrid laminar flow control HLFC on the leading edge of an A350 prototype vertical stabilizer with passive suction similar to the boundary layer control on the Boeing 787 9 tail but unlike the natural laminar flow BLADE within the same EU Clean Sky program 131 On 30 September 2022 a 1 2 t 2 600 lb weight reduction and a 3 t 6 600 lb MTOW increase was announced along with a wider interior cabin to offer 30 additional seats 6 The interior changes include moving the cockpit wall forward moving the aft pressure bulkhead one frame further aft and resculpting the sidewalls to allow ten abreast 17 inch seats 132 New Engine Option Edit By November 2018 Airbus was hiring in Toulouse and Madrid to develop a re engined A350neo Although its launch is not guaranteed it would be delivered in the mid 2020s after the A321XLR and a stretched A320neo plus potentially competing with the Boeing New Midsize Airplane Service entry would be determined by ultra high bypass ratio engine developments pursued by Pratt amp Whitney testing its Geared Turbofan upgrade Safran Aircraft Engines ground testing a demonstrator from 2021 and Rolls Royce targeting a 2025 Ultrafan service entry The production target is a monthly rate of 20 A350neos up from 10 133 In November 2019 General Electric was offering an advanced GEnx 1 variant with a bleed air system and improvements from the GE9X developed for the delayed Boeing 777X to power a proposed A350neo from the mid 2020s 134 Design Edit The A350 demonstrator painted like carbon fibre weaves Airbus expected 10 lower airframe maintenance compared with the original A350 design and 14 lower empty seat weight than the Boeing 777 135 Design freeze for the A350 900 was achieved in December 2008 136 The airframe is made out of 53 composites CFRP for the empennage vertical and horizontal tailplanes the wing centre and outer box including covers stringers and spars and fuselage keel beam rear fuselage skin and frame 19 aluminium and aluminium lithium alloy for ribs floor beams and gear bays 14 titanium for landing gears pylons and attachments 6 steel and 8 miscellaneous 137 The A350 s competitor the Boeing 787 is 50 composites 20 aluminium 15 titanium 10 steel and 5 other 138 Fuselage Edit Nine abreast Economy Class cabin The A350 features a new composite fuselage with a constant width from door 1 to door 4 unlike previous Airbus aircraft to provide maximum usable volume 139 The double lobe ovoid fuselage cross section has a maximum outer diameter of 5 97 m 19 6 ft compared to 5 64 m 18 5 ft for the A330 A340 140 The cabin s internal width is 5 61 m 18 4 ft at armrest level compared to 5 49 m 18 0 ft in the Boeing 787 141 and 5 87 m 19 3 ft in the Boeing 777 It allows for an eight abreast 2 4 2 arrangement in a premium economy layout a with the seats being 49 5 cm 19 5 in wide between 5 cm 2 0 in wide arm rests Airbus states that the seat will be 1 3 cm 0 5 in wider than a 787 seat in the equivalent configuration In the nine abreast 3 3 3 standard economy layout the A350 seat will be 45 cm 18 in wide 1 27 cm 0 5 in wider than a seat in the equivalent layout in the 787 142 and 3 9 cm 1 5 in wider than a seat in the equivalent A330 layout 143 The current 777 and future derivatives have 1 27 cm 0 5 in greater seat width than the A350 in a nine abreast configuration 144 145 146 The 10 abreast seating on the A350 is similar to a 9 abreast configuration on the A330 with a seat width of 41 65 cm 16 4 in 23 147 Overall the A350 gives passengers more headroom larger overhead storage space and wider panoramic windows than current Airbus models The A350 nose section has a configuration derived from the A380 with a forward mounted nosegear bay and a six panel flightdeck windscreen 148 This differs substantially from the four window arrangement in the original design 149 The new nose made of aluminium 150 improves aerodynamics and enables 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 centre post The upper shell radius of the nose section has been increased 151 Wing Edit The Airbus A350 s blended winglets The A350 features new composite wings with a wingspan that is common to the proposed variants 152 Its 64 75 m 212 4 ft wingspan stays within the same ICAO Aerodrome Reference Code E 65m limit as the A330 A340 153 and the Boeing 777 154 The A350 s wing has a 31 9 sweep angle for a Mach 0 85 cruise speed and has a maximum operating speed of Mach 0 89 155 The 900 wing covers a 442 m2 4 760 sq ft area 156 This is between the 436 8 m2 4 702 sq ft wing of the current Boeing 777 200LR 300ER and the 466 8 m2 5 025 sq ft wing of the in development Boeing 777X 157 However Boeing and Airbus do not use the same measurement 158 The A350 1000 wing is 22 3 m2 240 sq ft larger through a 30 cm 12 in extension to the inboard sections of the fixed trailing edge 159 A new trailing edge high lift device 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 160 It is a limited morphing wing with adaptive features for continuously optimising the wing loading to reduce fuel burn variable camber for longitudinal load control where inboard amp outboard flaps deflect together and differential flaps setting for lateral load control where inboard amp outboard flaps deflect differentially 161 The manufacturer has extensively used computational fluid dynamics and also carried out more than 4 000 hours of low and high speed windtunnel testing to refine the aerodynamic design 162 The final configuration of wing and winglet was achieved for the Maturity Gate 5 on 17 December 2008 163 The wingtip device curves upwards over the final 4 4 m 14 ft 139 The wings are produced in the new 400 million US 641M 46 000 m2 500 000 sq ft North Factory at Airbus Broughton employing 650 workers in a specialist facility constructed with 29M of support from the Welsh Government 164 Undercarriage Edit Airbus adopted a new philosophy for the attachment of the A350 s main undercarriage as part of the switch to a composite wing structure Each main undercarriage 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 165 Airbus devised a three pronged main undercarriage design philosophy encompassing both four and six wheel bogies to stay within pavement loading limits The A350 900 has four wheel bogies in a 4 1 m 13 ft long bay The higher weight variant the A350 1000 uses a six wheel bogie with a 4 7 m 15 ft undercarriage bay 166 French based Messier Dowty provides the main undercarriage for the 900 variant with titanium forgings from Kobelco 167 168 and UTC Aerospace Systems supplies the 1000 variant The nose gear is supplied by Liebherr Aerospace 169 The A350 900 has a four wheel main gear for a 280 t 620 000 lb MTOW The A350 1000 has a six wheel main landing gear to support a 319 t 703 000 lb MTOW Systems Edit Honeywell supplies its 1 700 horsepower 1 300 kW HGT1700 auxiliary power unit with 10 greater power density than the TPE331 from which it is developed and the air management system the bleed air environmental control cabin pressure control and supplemental cooling systems 170 Airbus says that the new design provides a better cabin atmosphere with 20 humidity a typical cabin altitude at or below 6 000 ft 1 800 m and an airflow management system that adapts cabin airflow to passenger load with draught free air circulation 171 The ram air turbine capable of generating 100 kilovolt ampere is supplied by Hamilton Sundstrand and located in the lower surface of the fuselage 172 In light of the 787 Dreamliner battery problems in February 2013 Airbus decided to revert from lithium ion to the proven nickel cadmium technology although the flight test programme will continue with the lithium ion battery systems 173 In late 2015 A350 XWB msn 24 was delivered with 80 kg 176 lb lighter Saft Li ion batteries and in June 2017 fifty A350s were flying with them and benefiting from a two year maintenance schedule instead of NiCd s 4 6 months 174 Parker Hannifin supplies the complete fuel package inerting system fuel measurement and management systems mechanical equipment and fuel pumps The fuel tank inerting system features air separation modules to generate nitrogen enriched air to reduce the flammability of fuel vapour in the tanks Parker also provides 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 175 Cockpit and avionics Edit The cockpit of the Airbus A350 The revised design of the A350 XWB s glass cockpit dropped the A380 sized display and adopted 38 cm 15 in liquid crystal display screens The new six screen configuration includes two central displays mounted one above the other the lower one above the thrust levers and a single for each pilot primary flight navigation display with an adjacent on board information system screen 176 Airbus says the cockpit design allows for future advances in navigation technology to be placed on the displays plus gives flexibility and capacity to upload new software and to combine data from multiple sources and sensors for flight management and aircraft systems control 177 An optional head up display is also present in the cockpit Avionics are 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 undercarriage fuel pneumatics cabin environmental systems and fire detection 149 177 Airbus stated that the benefits includes reduced maintenance and lower weight because as the 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 AFDX standard as employed in the A380 in place of the architecture used on the A330 A340 Propulsion Edit The 84 000 97 000 lbf 370 430 kN Rolls Royce Trent XWB powers exclusively the A350 In 2005 GE was the launch engine of the original A350 aiming for 2010 deliveries while Rolls Royce offered its Trent 1700 For the updated A350 XWB GE offered a 87 000 lbf 390 kN GEnx 3A87 for the A350 800 900 but not a higher thrust version needed for the A350 1000 which competes with the longer range 777 powered exclusively with the GE90 115B In December 2006 Rolls Royce was selected for the A350 XWB launch engine 134 The Rolls Royce Trent XWB features a 300 cm 118 in diameter fan and the design is based on the advanced developments of the Airbus A380 Trent 900 and the Boeing 787 Trent 1000 It has four thrust levels to power the A350 variants a 75 000 lbf 330 kN and 79 000 lbf 350 kN for the regional variants of the A350 900 while the baseline A350 900 has the standard 84 000 lbf 370 kN and a 97 000 lbf 430 kN for the A350 1000 178 The higher thrust version will have some modifications to the fan module it will be the same diameter but will run slightly faster and have a new fan blade design and run at increased temperatures allowed by new materials technologies from Rolls Royce s research 179 The Trent XWB may also benefit from the next generation reduced acoustic mode scattering engine duct system RAMSES an acoustic quieting engine nacelle intake and a carry on design of the Airbus s zero splice intake liner developed for the A380 180 A hot and high rating option for Middle Eastern customers Qatar Airways Emirates and Etihad Airways keep its thrust available at higher temperatures and altitudes Airbus aimed to certify the A350 with 350 minute ETOPS capability on entry into service 181 That could reach 420 min later 182 although Airbus achieved a 370 minute ETOPS rating on 15 October 2014 which covers 99 7 of the Earth s surface 183 Engine thrust reversers and nacelles are supplied by US based UTC Aerospace Systems 184 185 Operational history Edit Iberia received the 500th A350 On 30 September 2022 One year after introduction the A350 fleet had accumulated 3 000 flight cycles and around 16 000 block hours Average daily usage by first customers was 11 4 hours with flights averaging 5 2 hours which are under the aircraft s capabilities and reflect both short flights within the schedules of Qatar Airways and Vietnam Airlines as well as flight crew proficiency training that is typical of early use and is accomplished on short haul flights Finnair was operating the A350 at very high rates 15 flight hours per day for Beijing 18 hours for Shanghai and more than 20 hours for Bangkok 186 This may have accelerated the retirement of the Airbus A340 186 In service problems occurred in three areas The onboard maintenance repair overhaul network needed software improvements Airbus issued service bulletins regarding onboard equipment and removed galley inserts coffee makers toaster ovens because of leaks Airbus had to address spurious overheating warnings in the bleed air system by retrofitting an original connector with a gold plated connector Airbus targeted a 98 5 dependability by the end of 2016 and to match the mature A330 reliability by early 2019 186 By the end of May 2016 the A350 fleet had flown 55 200 hours over 9 400 cycles at a 97 8 operational reliability on three months The longest operated sector was Qatar Airways Adelaide Doha at 13 8 hours for 6 120 nmi 11 334 km 45 of flights were under 3 000 nmi 5 556 km 16 over 5 000 nmi 9 260 km and 39 in between The average flight was 6 8 hours with the longest average being 9 6 hours by TAM Airlines and the shortest being 2 1 hours by Cathay Pacific s It is to seat from 253 seats for Singapore Airlines to 348 seats for TAM Airlines with a 30 to 46 seat business class and a 211 to 318 seat economy class often including a premium economy 187 A total of 49 A350s were delivered to customers in 2016 It was also planned that the monthly rate would grow to 10 by the end of 2018 which was eventually achieved in 2019 when Airbus delivered 112 aircraft over a period of 11 months 188 72 In January 2017 two years after introduction 62 aircraft were in service with 10 airlines They had accumulated 25 000 flights over 154 000 hours with an average daily utilisation of 12 5 hours and transported six million passengers with a 98 7 operational reliability 189 Zodiac Aerospace encountered production difficulties with business class seats in their Texas and California factories After a year Cathay Pacific experienced cosmetic quality issues and upgraded or replaced the seats for the earliest cabins 190 In 2017 average test flights before delivery decreased to 4 1 from 12 in 2014 with an average delay down to 25 days from 68 191 Its reliability was 97 2 in 2015 98 3 in 2016 and 98 8 in June 2017 just behind its 99 target for 2017 192 In June 2017 after 30 months in commercial operation 80 A350s were in service with 12 operators the largest being Qatar Airways with 17 and 13 each at Cathay Pacific and Singapore Airlines SIA 188 The fleet average block time time between pushback and destination gate arrival was 7 2 hours with 53 below 3 000 nmi 5 556 km 16 over 5 000 nmi 9 260 km and 31 in between LATAM Airlines had the longest average sector at 10 7 hours and Asiana had the shortest at 3 8 hours 188 Singapore Airlines operated the longest leg Singapore to San Francisco 7 340 nmi 13 594 km and the shortest leg Singapore to Kuala Lumpur 160 nmi 296 km 188 Seating varied from 253 for Singapore Airlines to 389 for Air Caraibes with most between 280 and 320 188 On 30 September 2022 the 500th A350 an A350 900 was delivered to Iberia 6 As of November 2022 update the global A350 fleet had 3 36 years average aircraft age had completed more than 934 000 flights on more than 955 routes and had carried more than 241 million passengers since its entry into service the fleet had 99 4 percent operational reliability in the last 3 months 193 Qatar Airways paint dispute Edit In August 2021 as several A350s were sent in to be repainted for the 2022 World Cup in Qatar Qatar Airways discovered that their paint was unusually degraded The airline grounded its airliners until the root cause could be determined and would not accept deliveries until the problem could be solved 194 The European regulator EASA found that paint degradation did not affect the aircraft structure nor introduces other risks 195 Singapore Airlines had not detected such problems with its fleet 196 In November 2021 Reuters found that Finnair Cathay Pacific Etihad Lufthansa and Air France had also complained of paint damage as early as 2016 197 On 20 December 2021 Airbus received a formal legal claim in the English courts filed by Qatar Airways 198 Qatar Airways alleged that the surface flaws cause the risk of fuel tank ignition due to the degradation in lightning protection over the fuel tanks in the wings 199 The court hearing was originally scheduled for summer 2023 200 Both Airbus and Qatar Airways agreed to settle the dispute on 1 February 2023 201 The Qatar civil aviation regulator was the only one agreeing with the airline 202 Qatar Airways was claiming a 200 000 per day compensation for each grounded aircraft 202 Airbus decided to cancel Qatar s outstanding orders showing that it was certain of its case 202 While the settlement is confidential Airbus may benefit more as there is no major impact to Airbus s finances the A350 reputation remains intact and Qatar s A321neos will be delivered three years late underlining their price was not renegotiated 202 Variants Edit Comparative lengths of the three variants with the now cancelled 800 The three main variants of the A350 were launched in 2006 with entry into service planned for 2013 28 At the 2011 Paris Air Show Airbus postponed the entry into service of the A350 1000 by two years to mid 2017 87 In July 2012 the A350 s entry into service was delayed to the second half of 2014 88 before the 900 began service on 15 January 2015 3 In October 2012 the 800 was due to enter service in mid 2016 203 but its development was cancelled in September 2014 101 The A350 is also offered as the ACJ350 corporate jet by Airbus Corporate Jets ACJ offering a 20 000 km 10 800 nmi range for 25 passengers for the 900 derivative 204 A350 900 Edit The baseline 67 m 219 ft long A350 900 The A350 900 is the first A350 model it has a MTOW of 280 tonnes 620 000 lb 205 typically seats 325 passengers and has a range of 8 100 nmi 15 000 km 206 Airbus says that per seat the Boeing 777 200ER should have a 16 heavier manufacturer s empty weight a 30 higher block fuel consumption and 25 higher cash operating costs than the A350 900 207 The 900 is designed to compete with the Boeing 777 and 787 208 777 200ER LR and Boeing 787 10 while replacing the Airbus A340 300 and A340 500 A proposed A350 900R extended range variant was to feature the higher engine thrust strengthened structure and landing gear of the 308 tonnes 679 000 lb MTOW 1000 to give a further 800 nmi 1 500 km range 209 Philippine Airlines PAL will replace its A340 300 with an A350 900HGW high gross weight variant available from 2017 210 It will enable non stop Manila New York City flights without payload limitations in either direction 211 a 7 404 nmi 13 712 km flight 212 The PAL version will have a 278 tonnes 613 000 lb MTOW and from 2020 the 900 will be proposed with the ULR s 280 tonnes 620 000 lb MTOW up from the 268 tonnes 591 000 lb for the original weight variant and the certified 260 272 and 275 tonnes 573 000 600 000 and 606 000 lb variants with the large fuel capacity This will enable an 8 100 nmi 15 000 km range with 325 seats in a three class layout 213 In early November 2017 Emirates committed to purchase 40 Boeing 787 10 aircraft before Airbus presented an updated A350 900 layout with the rear pressure bulkhead pushed back by 2 5 ft 1 m 214 After Emirates Tim Clark was shown a ten abreast economy cabin and galley changes he said the 900 is more marketable as a result 215 The average lease rates of the first A350 900s produced in 2014 were 1 1 million per month not including maintenance reserves amounting to 18 million after 10 12 years and falling to 940 000 per month in 2018 while a new A350 900 is leased for 1 2 million per month and its interior can cost 12 million 10 of the aircraft 216 By 2018 a 2014 build was valued 108M falling to 74 5M by 2022 while a new build was valued for 148M a 6 12year check cost 3M and an engine overhaul 4 6 5M 217 A350 900ULR Edit Singapore Airlines A350 900ULR externally identical to the regular A350 900 The MTOW of the ultra long range 900ULR has been increased to 280 t 620 000 lb and its fuel capacity increased from 141 000 to 165 000 L 37 000 to 44 000 US gal within existing fuel tanks enabling up to 19 hour flights with a 9 700 nmi 18 000 km range 218 the longest range of any airliner in service as of 2022 update 193 The MTOW is increased by 5 tonnes 11 000 lb from the previously certified 275 tonnes 606 000 lb variant 205 Because of the A350 900 s fuel consumption of 5 8 tonnes 13 000 lb per hour it needs an additional 24 tonnes 53 000 lb of fuel to fly 19 hours instead of the standard 15 hours the increased MTOW and lower payloads will enable the larger fuel capacity 219 Non stop flights could last more than 20 hours 220 The first 900ULR was rolled out without its engines in February 2018 for ground testing Flight tests after engine installation checked the larger fuel capacity and measured the performance improvements from the extended winglets 221 It made its first flight on 23 April 2018 222 Singapore Airlines the launch customer and currently the only operator used its seven 900ULR aircraft on non stop flights between Singapore and New York City and cities on the U S west coast 223 Singapore Airlines seating is to range from 170 in largely business class seating up to over 250 in mixed seating 224 The planes can be reconfigured 225 They will have two seating classes 226 The airline received its first 900ULR on 23 September 2018 with 67 business class seats and 94 premium economy seats 227 On 12 October 2018 it landed the world s then longest flight at Newark Liberty International Airport from Singapore Changi after 17 hours and 52 minutes 228 covering 16 561 kilometres 8 942 nmi for a 15 353 kilometres 8 290 nmi orthodromic distance 229 It burned 101 4 t 224 000 lb of fuel to cover the route in 17 h 22 min an average of 5 8 tonnes per hour 1 6 kg s 230 As of 2022 the A350 900ULR is used on the longest flight in the world Singapore Airlines Flights 23 and 24 from Singapore to New York JFK At the 2015 Dubai Air Show John Leahy noted the demand of the Middle Eastern Gulf airlines for this variant 231 In February 2018 Qatar Airways stated its preference for the larger 1000 having no need for the extra range of the 900ULR 232 Compared to the standard 900 the 900ULR additional value is likely around 2 million 233 ACJ350 Edit Airbus Corporate Jet version of the A350 the ACJ350 is derived from the A350 900ULR As a result of the increased fuel capacity from the 900ULR the ACJ350 has a maximum range of 20 000 km 10 800 nmi 234 The German Air Force is to be the first to receive the ACJ350 having ordered 3 aircraft which will replace its 2 A340 300 235 A350 Regional Edit After the Boeing 787 10 launch at the 2013 Paris Air Show Airbus discussed with airlines a possible A350 900 Regional with a reduced MTOW of 250 t 550 000 lb 236 Engine thrust would have been reduced to 70 000 75 000 lbf 310 330 kN from the standard 85 000 lbf 380 kN and the variant would have been optimised for routes up to 6 800 nmi 12 600 km with seating for up to 360 passengers in a single class layout 237 The A350 Regional was expected to be ordered by Etihad Airways 238 and Singapore Airlines 239 Since 2013 there has been no further announcement about this variant Singapore Airlines selected an A350 900 version for medium haul use 240 and Japan Airlines took delivery of a 369 seat A350 900 with a 217 t 478 000 lb MTOW for its domestic flight network 241 The A350 Type Certificate Data Sheet includes MTOWs of 217 235 240 250 255 260 268 272 275 277 278 280 and 283 t 114 A350 1000 Edit The 73 8 m 242 ft long A350 1000 first flew on 24 November 2016 The A350 1000 is the largest variant of the A350 family at just under 74 metres 243 ft in length It seats 350 410 passengers in a typical three class layout with a range of 8 700 nmi 16 100 km 242 With a 9 abreast configuration it is designed to replace the A340 600 and compete with the Boeing 777 300ER and 777 9 Airbus estimates a 366 seat 1000 should have a 35 tonnes 77 000 lb lighter operating empty weight than a 398 seat 777 9 a 15 lower trip cost a 7 lower seat cost and a 400 nmi 740 km greater range 243 Compared to a Boeing 777 300ER with 360 seats Airbus claims a 25 fuel burn per seat advantage for an A350 1000 with 369 seats 244 The 7 m 23 ft extension seats 40 more passengers with 40 more premium area 161 The 1000 can match the 40 more seats of the 777 9 by going 10 abreast but with diminished comfort 245 The A350 1000 has an 11 frame stretch over the 900 and a slightly larger wing than the 800 900 models with trailing edge extension increasing its area by 4 This will extend the high lift devices and the ailerons making the chord bigger by around 400 mm 16 in optimising flap lift performance as well as cruise performance 246 The main landing gear is a 6 wheel bogie instead of a 4 wheel bogie put in a one frame longer bay The Rolls Royce Trent XWB engine s thrust is augmented to 97 000 lbf 430 kN 247 These and other engineering upgrades are necessary so that the 1000 model maintains range 248 Qatar Airways was the A350 1000 XWB launch operator in February 2018 It features an automatic emergency descent function to around 10 000 ft 3 000 m and notifies air traffic control if the crew fails to respond to an alert indicating possible incapacitation from depressurisation The avionics software adaptation is activated by a push and pull button to avoid mistakes and could be retrofitted in the smaller 900 249 All performance targets have been met or exceeded and it remains within its weight specification unlike early 900s 115 Its basic 308 t 679 000 lb MTOW was increased to 311 t 686 000 lb before offering a possible 316 t 697 000 lb version 250 Its 316 t MTOW appeared on 29 May 2018 update of its type certificate data sheet 114 This raised its range from 7 950 to 8 400 nmi 14 720 to 15 560 km 251 A further MTOW increase by 3 t 6 600 lb to a total of 319 t 703 000 lb is under study to be available from 2020 and could be a response to Qantas Project Sunrise 252 Initial speculation suggested that the variant might be marketed as the A350 1000ULR 253 However the 1000 is not expected to share the 900ULR s larger fuel tanks and other fuel system modifications and Airbus has stopped short of describing the largest MTOW variant as a ULR model despite the 8 700 nmi 16 100 km range 254 In November 2019 maximum accommodation increased to 480 seats from 440 through the installation of new Type A exits with a dual lane evacuation slide 255 On 17 December 2021 French Bee took delivery of the first A350 1000 in this 480 seat configuration leased by Air Lease Corporation and to be operated by from Paris to Reunion Island with 40 premium and 440 economy seats 256 In December 2019 Qantas tentatively chose the A350 1000 to operate their Project Sunrise routes before a final decision in March 2020 for up to 12 aircraft 257 After a delay due to the COVID 19 pandemic the decision was confirmed on 2 May 2022 when Qantas placed a formal order for 12 Airbus A350 1000 aircraft for Project Sunrise flights to start in 2025 258 The aircraft will be configured with 238 seats in four classes 259 A350F Edit The 70 8 m 232 ft long A350F with an aft cargo door An A350 900 freighter was first mentioned in 2007 offering a similar capacity to the MD 11F with a range of 9 250 km 5 000 nmi to be developed after the passenger version 260 In early 2020 Airbus was proposing an A350F before a potential launch 261 The proposed freighter would be slightly longer than the A350 900 and Airbus would need 50 orders to launch the 2 3 billion programme 262 In July 2021 the Airbus board approved the freighter development 263 It is based on the 1000 version for a payload over 90 tonnes and entry into service is targeted for 2025 264 The A350F would keep the A350 1000 319 t MTOW shortened but still 6 9 m 23 ft longer than the Boeing 777F for 10 larger freight volume at 695 m3 24 500 cu ft compared to 633 m3 22 400 cu ft for the 777F similar to the Boeing 747 8F 265 With a maindeck cargo door behind the wing and reinforced main deck aluminum floor beams its 109 t 240 000 lb payload is higher than the 103 7 t 229 000 lb of the 777F while its empty weight is 30 t 66 000 lb lighter than the A350 1000 20 t 44 000 lb lighter than the 777F 265 At the November 2021 Dubai Air Show US lessor Air Lease Corporation became the launch customer with an order for seven to be delivered around 2026 among other Airbus airliners 266 The launch operator of the A350F will be Singapore Airlines who ordered 7 aircraft at the 2022 Singapore Airshow and deliveries will start from 2025 267 The 70 8 m 232 ft long cargo variant should have a 4 700 nmi 8 700 km range at max payload 268 Operators EditMain article List of Airbus A350 operators An A350 1000 of Cathay Pacific the third largest A350 operator after Singapore Airlines and Qatar Airways As of February 2018 142 900s had been delivered with a dispatch reliability of 99 3 269 At the November 2019 Dubai Air Show Emirates finalised an order for fifty 900s for 16 Billion at list prices to be delivered from 2023 to 2028 270 The order replaced the February agreement for thirty A350s and forty A330Neos compensating the cancellation for thirty nine A380s causing the end of the double decker production 270 By the end of November 2019 33 operators had received 331 aircraft from 959 orders and 2 6 million hours have been flown 271 There were 522 A350 aircraft in service with 40 operators and 54 customers as of January 2023 update The five largest operators were Singapore Airlines 61 Qatar Airways 53 Cathay Pacific 46 Delta Air Lines 28 and Air China 23 5 Orders and deliveries Edit Main article List of Airbus A350 orders and deliveries Orders and deliveries by type summary 5 Type Orders Deliveries BacklogA350 900 750 455 295A350 1000 163 69 94A350F 35 35A350 family 948 524 424A350 family orders and deliveries by year distributive 5 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 TotalOrders 2 292 272 163 273 51 78 31 27 230 32 3 41 36 40 32 11 2 8 23 948Deliveries A350 900 1 14 49 78 79 87 45 49 50 b 3 455A350 1000 14 25 14 6 10 69A350F 0A350 family 1 14 49 78 93 112 59 55 60 3 524 China Airlines and Lufthansa were seven abreast 2 3 2 arrangement in a premium economy configuration Excluding 2 A350 900 delivered to AEROFLOT under sanctions A350 family orders and deliveries by year cumulative Orders Deliveries As of February 2023 update 5 Accidents and incidents EditThe global A350 fleet has zero fatalities and no hull loss accidents as of February 2023 274 Specifications Edit A Vietnam Airlines A350 941 at Toulouse Blagnac the main production site of the type A350 aircraft characteristics 275 Model A350 900 A350 1000 A350F 268 Cockpit crew TwoSeating 315 48J 267Y 369 54J 315Y 11Max limit 114 440 480Cargo capacity 36 LD3 or 11 pallets 44 LD3 or 14 pallets 42 palletsOverall length 66 8 m 219 2 ft 73 79 m 242 1 ft 70 8 m 232 2 ftWing 64 75 m 212 43 ft span 31 9 sweep 155 Aspect ratio 9 49 9 03Wing area 442 m2 4 760 sq ft 156 464 3 m2 4 998 sq ft 159 Overall height 17 05 m 55 ft 11 in 206 17 08 m 56 ft 0 in 276 Fuselage 5 96 m 19 7 ft width 6 09 m 19 98 ft heightCabin width 5 61 m 18 ft 5 in 206 276 5 71 m 18 ft 9 in 277 9 abreast seat 18 in 46 cm a MTOW 283 t 623 908 lb 114 319 t 696 661 lb 319 t 703 275 lbMax payload 53 3 t 118 000 lb 45 9 56 4 t 101 300 124 300 lb 155 68 t 150 000 lb 109 t 240 000 lb Fuel capacity 114 140 8 m3 37 200 US gal 110 5 t 244 000 lb b 158 8 m3 42 000 US gal 124 65 t 274 800 lb OEW 142 4 t 314 000 lb typical 134 7 145 1 t 297 000 320 000 lb 155 155 t 342 000 lb 155 t 342 000 lb dry 279 124 4 t 274 000 lb c 131 7 t 290 000 lb d MEW 115 7 t 255 075 lb 282 129 t 284 000 lb 269 Engines 2 Rolls Royce Trent XWBMaximum thrust 2x 114 84 200 lbf 374 5 kN 97 000 lbf 431 5 kNCruise speed Mach 0 85 488 kn 903 km h Typical Mach 0 89 513 kn 950 km h Maximum 155 Range 15 372 km 8 300 nmi e 206 b 16 100 km 8 700 nmi e 276 8 704 km 4 700 nmi f Takeoff MTOW SL ISA 2 600 m 8 500 ft 2 600 m 8 500 ft Landing MLW SL ISA 2 000 m 6 600 ft Service ceiling 114 43 100 ft 13 100 m 41 450 ft 12 630 m Aircraft model designations Edit Type certificate 114 Model Engines Certification DateA350 941 Trent XWB 84 30 September 2014A350 1041 Trent XWB 97 21 November 2017ICAO aircraft type designators Edit Designation 283 TypeA359 Airbus A350 900A35K Airbus A350 1000See also Edit Aviation portalCompetition between Airbus and BoeingRelated development Airbus A380Aircraft of comparable role configuration and era Boeing 787 Boeing 777X Boeing 777Related lists List of commercial jet airliners List of civil aircraftNotes Edit 10 abreast 16 8 in 43 cm 278 a b 900ULR fuel capacity 166 5 m3 44 000 US gal 223 18 000 km 9 700 nmi range 218 ACJ350 range 20 000 km 10 800 nmi 204 20t lighter than the Boeing 777F 265 144 4t 280 32t lighter than the Boeing 747 400F 163 7t 281 a b unspecified passengers max payloadReferences Edit Final assembly in France a b Airbus Airbus A350 makes maiden test flight BBC 14 June 2013 Archived from the original on 17 October 2018 Retrieved 20 June 2018 a b c A350 enters service as Qatar jet heads for Frankfurt Flight International 15 January 2015 Archived from the original on 15 January 2015 Retrieved 15 January 2015 German Airbus 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Latest news data analysis and insight into the Airbus A350 programme FlightGlobal Retrieved from https en wikipedia org w index php title Airbus A350 amp oldid 1145504340, wikipedia, wiki, book, books, library,

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