Airbus A350 XWB

• Germany Germany
• France France
• Spain
• United Kingdom United Kingdom

The Airbus A350 is a toy in the development of twin-engine aircraft manufacturer Airbus for long distances of up to 15,860 kilometers. Formally, the XWB project of the A350 was launched on 1 December 2006. On August 31, 2010, production of the first parts began at the Airbus plant in Stade. In the spring of 2013, the tests were carried out on the ground with the first A350, the maiden flight took place on 14 June 2013.

• 2.1 fuselage and cabin
• 2.2 Energy Supply
• 2.3 wings
• 2.4 engines
• 2.5 cockpit
• 2.6 Suspension

• 5.1 General
• 5.2 List Prices
• 5.3 Tabulated list

History

First Draft

The Airbus A350 was according to the original plan of 2004 not completely newly developed type of aircraft but a modernized version of the Airbus A330, equipped with more advanced versions of the newly developed for the Boeing 787 engines. The EADS Board announced on 10 December 2004, the authorization to start negotiations with various airlines. On 6 October 2005 gave the then Airbus shareholder EADS and BAE Systems, the formal go- ahead for the construction of the A350. At this time were available 140 firm purchase commitments for the A350. Airbus expected until the end of 2005 the number of 200 orders and firm purchase commitments have been reached, but missed with only 172 "Orders & Commitments" this goal - as rival Boeing a year earlier at the 787th

First, the machine should be finished in either A350 -800 and A350 -900, which corresponded approximately to the size of the Airbus models A330/A340-200/300. A first flight was planned for 2009 and entry into service in 2011.

The Boeing led set in motion market dynamics Airbus, first modify the original plans during the year 2005 notable manner and introduce a newly developed aircraft largely under the same name, which should be different in 90 percent of the parts of the A330. The cockpit instrumentation should be based on the A380, while the wing geometry and the body should be on the base of the A330 in diameter, supplemented by aerodynamic improvements, larger cabin windows and weitergehendem use of parts made of aluminum -lithium alloys and metal composites such as glare, so as to reduce the weight and fuel consumption. This should be compared to its competitor Boeing preferred reinforced with carbon fiber plastic parts offer an easier and more cost-effective maintenance of similar weight savings. By the end of 2005, and the bug was, including redesigned cockpit window, largely modified. Although the wings should maintain a similar layout as the A330/A340, but completely new designs from and are made entirely from carbon fiber reinforced plastic such as the Airbus A400M military transport, resulting in a higher stiffness, more lift, less weight (about 4.5 metric tons less than in should guarantee conventional design ) and less turbulence. Fuselage and wings together accounted for about 60 percent of the total empty weight, so the weight of the A350 should be reduced compared to the A330 by about 10 tons. According to Airbus A350 -900, the original should be 25 per cent less fuel than the Boeing 787 and its consume about 50 percent quieter than " competing in production models " (Boeing 777- 200ER ).

The first presented A350 should be equipped with modified versions of the budget for the Boeing 787 turbofan engines; stood for election to the General Electric GEnx customers 1A and the Rolls- Royce Trent 1711 ( a modified version of the Trent 787 used in the 1000). The A350 should, however, use versions that - as previously usual - bleed air ( "Bleed Air" ) provide for the operation of some on-board systems available, while for the Boeing 787 pin airless variants of these engines are used ( " bleedless ").

The cost of developing the first draft of the A350 Airbus was estimated at about 4.5 billion euros.

Critique and further development of the program

Be first called Steven F. Udvar- Hazy, founder of the leasing company ILFC, at an aviation conference in Orlando early April 2006, we should develop the A350 rather than A330- development as a completely new and more advanced type, which form the basis for a complete family of aircraft would, with the, then in November 2011 set, A340 could be replaced. Similar criticism expressed Chew Choon Seng, the chief of Singapore Airlines, a little later. He also criticized the fuselage cross-section, which is still the same as in the developed in the 1970s A300. By contrast, the fuselage of the Boeing 787 was about 10 cm wide, which they would offer more comfort with 8 seats per row, or alternatively, at 9 seats per row more seating capacity. Other companies made ​​similar in the subsequent period.

Airbus has repeatedly stressed by the strong customer criticism that you of course listen to the customers but did not want to drift to make hasty decisions; However, the then Airbus CEO Gustav Humbert rule out further to construct a completely new aircraft. However, the magazine Flight International and Bloomberg reported, citing Airbus sources beginning of May 2006 agreed that Airbus "radical changes " to the existing A350 plane. Intended now are, among other things, a wider fuselage cross-section, larger, made ​​entirely of composites wing, higher cruise speed and more powerful engines. In addition, the A350 Family should not, as initially planned consist of two, but of three versions between 250 and 350 seats. The largest of these versions, the A350 -1000 will, in competition with the Boeing 777- 300ER and consume about 20 percent less fuel than this. Thus, this variant would also replace the less successful A340 -600. Speculation was therefore also be made about the fact that the new aircraft a completely new name ( the speech was, among others, A370, A280 and A880 ) should receive.

The former Airbus CEO Humbert first confirmed on 17 May 2006 at a press conference at the Air Show ILA in Berlin, that the Boeing 787 had initially underestimated and now " some substantial changes " are provided on the A350. However, these would initially agreed with the previous customers and the Airbus owners. A final decision and notification is provided to the summer of 2006. At the Farnborough Air Show in the second draft of the A350 was introduced on 17 July 2006 finally. He received the designation A350 XWB and should be completely redesigned, so that the original A350 plans were almost completely discarded.

Technical data of the first draft

Second draft

On the air show in Farnborough announced on 17 July 2006, the then Airbus CEO Christian Streiff and Airbus sales manager John Leahy, to discard the existing A350 design and instead a completely new aircraft designated A350 XWB ( for eXtra Wide Body - particularly wide bodies ) to develop. The authorization to start negotiations with various potential customers already lying before. Also being negotiated with existing customers of the original A350 about to convert their order in the A350 XWB. The official start of the project ( "Industrial Launch" ) was originally scheduled for October 2006 but postponed in the wake of the triggered by the A380 delay crisis at Airbus on 1 December 2006.

The presented on the air show in Farnborough A350 XWB should still get a based largely on aluminum -lithium alloys hull, while the wings completely newly developed and should be made ​​of carbon fiber reinforced plastic ( CFRP or CRP). On 29 May 2007, the Süddeutsche Zeitung reported that some potential A350 customers the Airbus Concept of conventionally associated with rivets fuselage panels did not like, as they would expect lower maintenance costs with a hull design from KFK - tubes. However, as one day later denied at the order of 80 A350 - machines of Qatar Airways, this newspaper report by Airbus CEO Louis Gallois.

The development costs for the new aircraft EADS amounted initially to about 7.9 billion euros (compared with 4.5 billion euros for the original A350 ).

After the problems with the A380 program, the final decision for the official launch of the A350 XWB program of October 2006 was postponed several times. Also, funding issues delayed the program start - to further WTO conflicts with the United States to avoid unauthorized state aid, it was first necessary funding may be submitted that did without government loans. The EADS Board finally issued on December 1, 2006, the authorization for the development and commercialization of the type. Due to further modifications of the construction, the expected development costs are now estimated at about 10 billion euros.

Prior to the Board 's decision in the construction of the A350 XWB Press reports that Airbus have again re-thought and now plan to completely manufacture the fuselage made ​​of carbon fiber composite materials already published. These reports were confirmed indirectly by Airbus after the decision. Like the Boeing 787 will now receive a composed entirely of CFRP fuselage, the A350 XWB. However, while the 787 fuselage consists of several large consecutively mounted KFK - " tons ", Airbus chose a different approach. The A350 XWB will receive a hull that consists of several panels ( four per fuselage section, one each top, bottom, and both sides ) which are mounted on an aluminum frame. This is to allow easier repair or facilitating the exchange and on the other hand, offer the possibility to better adapt the individual segments in their design to the structural requirements and loads the one part with damage to the fuselage.

Airbus seeks to ETOPS -420 approval for the A350. This would allow the operator to use the machine on routes that have since been prohibited for twin-engine models.

The first delivered version is now no longer the A350 -800, but the larger A350 -900 be.

The decision to complete redesign, the dates for the first flight and deployment have been moved. At the launch in July 2006, the first flight of the A350 -900 was announced in mid-2011, the commissioning in mid-2012, both would have been about a year later than originally planned. The A350 -800 was for the first quarter of 2013, which finally provided the A350 -1000 for the first quarter of 2014. The A350 - 900R and - 900F should follow about a year later. Until the final decision to formally launch the further design changes were made, which shifted first flight and Indienststellungsdaten for a further year. The A350 -900 will thus take place in mid-2013.

For the first time in the history of Airbus are at least 10 percent of the estimated to around 10 billion euros in development costs are covered by risk-sharing partners. On February 28, 2007, Airbus announced at a press conference that the final assembly of the A350 will take place in Toulouse.

First flight and flight testing

The A350 -900 lifted on Friday, June 14, 2013 at 10:00 clock from Toulouse- Blagnac Airport next to the Airbus site on its maiden flight from, flew between the Pyrenees, southern Massif Central, Carcassonne and Les Landes several loops and landed at 14 05 clock back there. The flight was completed with a machine with the factory serial number MSN001, version A350 -941.

The planned test program consisting of some 2,500 flight hours, until the end of February 2014 already 1100 flight hours. With MSN001 were among other tests to Mindestabhebegeschwindigkeit (minimum unstick speed) at maximum take-off weight at the airport Chalons- Vatry. Since October 14, 2013 also performs MSN003 test flights, serial number MSN002 is equipped for flight tests with a complete interior instead of water tanks. The test aircraft MSN002 and MSN004 will join the existing fleet test in the first quarter of 2014, according to Airbus. In January 2014 MSN003 completed the required for admission heights and cold tests. On February 26, MSN002 and MSN004 also met with the existing test fleet. Thus, currently (as of February 28, 2014 ), four out of five test aircraft in operation.

List of test aircraft

Here are listed all aircraft, the Airbus used for flight testing, or static testing.

1Manufacturer Serial Number: Manufacturer Serial Number 2 The last two digits indicate at Airbus on the engine type and its sub-version; Structure test cells are not equipped with engines.

Construction

The A350 XWB will, as announced in July 2006, have a fully new and wider fuselage, new high-speed wing and completely newly developed engines with which they per seat about two percent more efficient than the Boeing 787 and up to 25 percent more efficient than the Boeing should be 777. The direct operating costs to the Boeing occur after Airbus Information about ten percent below those of 787 and 20 percent lower than those of competing products of the current generation. The travel speed is - are at full load at 16 EPN ( cumulative over the three measurement points) below the limits of ICAO Chapter 4 at Mach 0.85 and the noise values ​​- such as the A380.

The A350 will have a simplified system of three tanks without trim tank. This makes it the first Airbus widebody model that dispenses after the introduction of the trim tank in the A310 on this. To prevent ignition of gas fuel in the tank, the tank is filled with inert gas ( inert ) are. In many technical details benefited from the development of the A350 A380. For example, a 34.5 - MPa high-pressure hydraulic system is used with two circuits, which is backed by a two-channel electro-hydraulic Reserve System.

Fuselage and cabin

Contrary to the original plans to the A350 XWB - as well as the Boeing 787 - Get a largely consisting of CFRP fuselage parts. However, this is - in contrast to all existing Airbus aircraft (except A380) - Get a elliptical fuselage cross-section, allows the rest rooms for the crew to the actual cabin. As with the original A350, the cabin of the A350 XWB will be built according to a new concept that the passengers less noise, larger windows than before, more spacious and more easily accessible luggage racks, more headroom and so-called "mood lighting" offers. In "Mood lighting" is a first introduced on board the A340 -600 full-color light technology, with which the car can be continuously illuminated in different colors, depending on the time of day to be simulated. This is made possible by the intelligent cabin management system CIDS, which is developed and manufactured by Airbus Buxtehude. In addition, to enable significantly lower costs per available seat kilometer, the A350 XWB at eye level about 12.5 cm wider than the Boeing 787 and so on up to nine seats per row more comfortable than the competing model is or with ten seats per row. In addition to the A350 XWB Airbus loud enable a higher humidity than in the past in the passenger area (about 20 percent) and thus further increase the traveling comfort. In addition to the internal pressure higher than previously and are roughly equal to the air pressure at an altitude of up to 1,800 meters.

The CFRP parts of the hull should not be closed pipe 787 pieces like the Boeing. Instead, the fuselage cross-section is divided into four segments and are realized by long cylindrical segments. This is intended to repair the hull can be simplified in case of damage. In addition, shorter and therefore easier to turn than the Boeing design with short tube segments through the length of the segments, the overall length of the seams. The load-dependent detailed design should be simplified and optimized. Another important reason for this approach may be that the required autoclave thereby be smaller.

The cab should not taper conically unlike today's Airbus long-haul types at the rear. The A350 -1000 has an elongated body that is stretched in front of the wing and behind the wing at six to five joists.

Energy supply

For the power supply on the floor without auxiliary power and for the demand for electricity in the air in case of failure of the engine-side generators four rechargeable lithium batteries were originally provided. Once in the Boeing 787 in two cases, these batteries had caught fire and then had to be closed down 787 worldwide all Boeing, Airbus decided to put A350 on nickel - cadmium batteries, so as not to delay the program.

Wings

The wings of the A350 XWB is a new design made ​​of CFRP and the high sweep angle of 35 degrees ( on the front edge 45 °) optimized for the cruise speed of Mach 0.85. The wings have at the end of a smooth transition to the winglets. They have seven spoilers ( spoiler ) on each side. Are located on the wing leading edge in the inner area between the fuselage and engine gapless edge slats (so-called Droop Noses ). In the outer wing area are located on each side six classic slat. The entire drive train for all slats supplied by Liebherr -Aerospace. This drive is based on a combined hydraulic- electric solution ( " Hybrid Power Control Unit" ) to ensure high reliability and safety. At the wing trailing edge are single slotted flaps with " dropped- hinge kinematics ", which can be knocked out by up to two degrees even when retracted to adjust the wing camber to the current flight condition. This trim is made ​​possible by an active, equipped with an electric motor gearbox, which is also supplied by Liebherr -Aerospace. In November 2011, began with the assembly of the first A350 wing factory in Wales Broughton. The wings have a length of 32 meters and are made from CFRP.

Engines

As the only manufacturer Rolls- Royce announced to develop engines for all variants of the A350 XWB. The engines designated as " Trent XWB " should encompass the full required thrust range 333-422 kN. Airbus claims to be in negotiations with other engine manufacturers to eventually offer customers at least two engine options. General Electric (GE ) said multiple times by now that they would offer an engine for the A350 -800, with respect to the -900 still negotiating with Airbus, will, however, do not develop a unit for the A350 -1000, as you an exclusive contract with Boeing have for the competitive model 777- 300ER. The Engine Alliance ( a joint venture between General Electric and Pratt & Whitney ) is considering to develop an engine for the A350 XWB. We assume that a variant of the GP7000 can meet the requirements of the two smaller A350 XWB models (-800 and -900 ), but must examine more closely whether one can also equip the A350 -1000. However, of engines from GE and Engine Alliance now (2013 ) no longer heard. Later, Airbus announced now to be able to offer high-performance engines for the -1000 of Rolls-Royce, and thus to be able to unlock 777- 300ER to the performance values ​​of the Boeing. With the new engine variant, the long version of the A350 XWB could fully occupied fly up to 400 miles further or up to four and a half tons of extra- load transport, thus increasing the maximum take-off weight of 308 tons. The Rolls- Royce Trent XWB has been specially developed for the Airbus A350. The engines make in different variants 334-432 kN thrust.

The engines of the A350 continue to provide bleed air for cabin pressure, unlike the 787, in which the engines provide the power, need the auxiliary units to independently produce compressed air. According to Airbus not outweigh the benefits of a bleed air system without its disadvantages especially in maintenance.

The reverse thrust of the engines is the first time of an electrical system is activated ( Goodrich ). The generators of the engines operate with variable frequency, ie provide the on-board electronics, an AC voltage whose frequency is not specified.

Cockpit

The cockpit is designed as airbus typical two-man glass cockpit with sidestick and folding table with keyboard. New are the also used in the A380 mushroom-shaped palm rests for mouse control, two head-up displays and a representation of the overflown height profile. As the display are six liquid crystal screens with 38 cm diagonal measurement of the screen contents can be freely selected. Behind the cockpit are two achievable via a small staircase bunks and a retirement home for exchange pilots on long-haul routes.

Landing gear

The nose landing gear of the A350 is supplied by Liebherr -Aerospace and is designed conventionally. In contrast, the main landing gear by Messier Dowty is fixed unlike previous Airbus aircraft. The new design is inspired in the Vickers VC10 from the 1960s.

Airbus secured the main landing gear on the traditional rear wing spar. According to Airbus such an attachment with a carbon fiber wing would lead to stability problems, since the thin outer shell of the wing, the induced forces could not record there. Therefore, the main legs of the A350 are located even further behind. These are fastened to the front to the rear wing spar and the rear on an additional boom is hinged to the body and integrated into the wing.

The two winners of the main landing gear of the A350 -1000 will be six wheels that have the A350 -800 and -900, each with four wheels. Therefore, the length of the undercarriage support, at 4.7 meters and 4.1 meters is different.

Variants

The A350 XWB will initially be offered in three versions: as an A350 -800, -900 and -1000. A version with increased range A350 - 900R and 900F freighter have been announced but have not received final approval.

The model provides approximately -800 270 passengers, the A350 -900 about 314 passengers. Originally, the -800 obtain an improved and lighter structure. At the request of the airlines but you chose the -900 to use the structure for the -800, which led to a greater payload capacity and range at the expense of profitability. However, Airbus reserves the right to not offer the improved variant as an option. For the last of the three basic versions, the A350 -1000, a capacity of 350 and part 350/375 passengers is inconsistent Airbus stated. All data refer to a defined Airbus fictitious three-class configuration. On 15 September 2008, the French company Air Caraïbes Airbus ended with an agreement in principle for the purchase of three A350 -1000 for 440 passengers in three classes from.

The range of the A350 - 900R ultra long haul ( to compete with the Boeing 777- 200LR ) will be about 16000-19100 km. The A350 - 900F Freighter is offered in competition with Boeing 777F.

In fact, that is a more modern competitor to the Boeing 777- series is developed, which is, however, a greater capacity alternative to technologically comparable Boeing 787. A real capacity overlap the Boeing 787, there is only between the A350 - 800 and the 787-9 variant, and between the A350 -900 and 787-10. At Airbus, even this type replaces the smaller models of the four-engined A340.

Specifications

Orders

Generally

First deliveries of the A350 -900 was originally announced for the end of 2013. After two delays, the first delivery is now scheduled for the second half of 2014. The shorter version of the A350 -800 is scheduled for mid 2016Vorlage: Future / In 2 years, and the longer variant A350 -1000 mid 2017Vorlage: Future / leave in 3 years for the first time the factory.

On 21 December 2004, the Spanish airline Air Europa signed as a launch customer for a Memorandum of ten A350 - 800th As the first major client Qatar Airways announced at the Paris Air Show 2005 its plans to purchase up to 60 new Airbus A350-800/-900 known. After much speculation about a possible cancellation of the Letter of Intent due to the delayed through the redesign Indienststellungstermins was given March 15, 2007 announced that Qatar Airways A350 80 ( of 20 A350 -800 and A350 -900 -1000 and 40 ) at delivery from 2013 wants the biggest ever. The agreement in principle was signed on 30 May 2007. On 18 June, the purchase agreement was signed. Until the announcement of the restart of the A350 program under the name A350 XWB on 17 July 2006 were 182 firm orders and commitments before for the original A350 variant. With the start of the program was still open, which can be rewritten or canceled on the A350 XWB these contracts, and whether might change the ordered quantity, but major changes were raised.

The first customer, the leasing company ILFC was still known on the day of announcement of the A350 XWB, that one is pleased with the new A350 XWB and the existing order will not cancel. Only on the new price will be negotiate again. Finnair and other existing A350 customers expressed a little later similar.

Surprisingly gave Singapore Airlines - even during the air show in Farnborough - on 21 July 2006 that they would order next additional nine A380 and 20 A350 XWB version -900 plus 20 options. This Singapore Airlines is the first new customer who has opted for the A350 XWB, and the first airline that has ordered both the Boeing 787 and the A350. The fixed purchase contract was signed in June 2007.

The first firm orders for the A350 XWB was completed in late December 2006 with the U.S. leasing company Pegasus on two machines and announced in early January 2007. Finnair is the first customer who transformed his order of the original A350 design on 8 March 2007 in an order for the A350 XWB. The original order was thereby increased by two copies of eleven machines.

Emirates has 50 Airbus A350XWB 2007 900 and 20 A350 XWB in 1000 ordered on 11 November alongside eleven other A380.

SAS has signed a letter of intent for A350XWB 8 900 next four A330 -300 on 25 June 2013.

Lufthansa on September 19, 2013, inter alia, an order for 25 A350 -900 signed. In addition, the airline announced that it would 30 call options, including to have secured also to the larger A350 -1000.

Japan Airlines ( JAL) has ordered 31 copies of the new A350 long-haul jets, said the head of the EADS subsidiary Airbus, Fabrice Brégier, on October 7, 2013 in Tokyo. In addition, options to purchase a further 25 machines of the series. The aircraft on order is 18 copies of the standard version, the A350 -900 and 13 copies of the long version of the A350 -1000. According to the price list they have a total value equivalent to 7.2 billion euros. JAL has traditionally been Boeing customer.

On November 15, 2013 Etihad Airways ordered Air Show 2013 40 A350 -900 and an additional 10 A350 -1000, and thus has now ordered a total of 62 aircraft of the A350 series as part of Dubai.

List Price

(in millions of U.S. dollars)

Tabulated list

Listed are only the officially implemented in the Airbus order book firm orders (28 February 2014):