Airbus A350
Template:Short description Template:Redirect Template:Good article Template:Use dmy dates Template:Use British English Template:Infobox aircraft
The Airbus A350 is a long-range, wide-body twin-engine airliner developed and produced by Airbus. The initial A350 design proposed in 2004, in response to the Boeing 787 Dreamliner, would have been a development of the Airbus A330 with composite wings, advanced winglets, and new efficient engines. Due to inadequate market support, Airbus switched in 2006 to a clean-sheet "XWB" (eXtra Wide Body) design, powered by two Rolls-Royce Trent XWB high bypass turbofan engines. The prototype first flew on 14 June 2013 from Toulouse, 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.
The A350 is the first Airbus aircraft largely made of carbon-fibre-reinforced polymers. The fuselage is designed around a 3-3-3 nine-across economy cross-section, an increase from the eight-across A330/A340 2-4-2 configuration. 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 Template:Convert range, and has a Template:Convert maximum takeoff weight (MTOW); the longer A350-1000 accommodates 350 to 410 passengers and has a maximum range of Template:Convert and a Template:Convert MTOW.
On 15 January 2015, the first A350-900 entered service with Qatar Airways, followed by the A350-1000 on 24 February 2018 with the same launch operator. Template:As of, Singapore Airlines is the largest operator with 65 aircraft in its fleet, while Turkish Airlines is the largest customer with 110 aircraft on order. A total of 1,391 A350 family aircraft have been ordered and 655 delivered, of which 654 aircraft are in service with 38 operators. The global A350 fleet has completed more than 1.58 million flights on more than 1,240 routes, transporting more than 400 million passengers with one hull loss in an airport-safety-related incident. It succeeds the A340 and competes against Boeing's large long-haul twinjets, the Boeing 777, its future successor, the 777X, and the 787 Dreamliner.
DevelopmentEdit
Background and early designsEdit
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 "A330-200 Lite", 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.<ref name="Gunston p.253">Template:Harvnb</ref>
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.<ref name="Gunston p.253"/>
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; Template:Cvt) range and the 285-seat A350-900 over a 13,900 km (7,500 nmi; Template:Cvt) 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.<ref name=Airbus10dec2004>Template:Cite press release</ref> It had a common fuselage cross-section with the A330 and also a new horizontal stabiliser.<ref name="Gunston p.253"/>
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 new airliner model.<ref name="Qatar signs MoU to launch GEnx on A350">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name="Airbus unleashes A350 for long-range twin dogfight">Template:Cite news</ref><ref name="A350 lifts off with $15bn Qatar order">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Emirates sought a more improved design and decided against ordering the initial version of the A350.<ref name="cancelled">Template:Cite news</ref><ref name=ATW9May2006>Template:Cite news</ref>
On 6 October 2005, the programme's industrial launch was announced with an estimated development cost of around €3.5 billion.<ref name="Gunston p.253"/> 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 Template:Cvt range with a typical passenger capacity of 253 in a three-class configuration, and the A350-900 with Template:Cvt range and a 300-seat three-class configuration. The A350 was designed to be a direct competitor to the Boeing 787-9 and 777-200ER.<ref name="Gunston p.253"/>
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.<ref name="spi_20060329">Gates, D. "Airplane kingpins tell Airbus: Overhaul A350" Template:Webarchive. Seattle Times, 29 March 2006</ref><ref name="leeham_20060404">Hamilton, S. "Redesigning the A350: Airbus' tough choice" Template:Webarchive. Leeham Company</ref> In April 2006, while reviewing bids for the Boeing 787 and A350, the CEO of Singapore Airlines (SIA) Chew Choon Seng, commented that "having gone through the trouble of designing a new wing, tail, and cockpit, [Airbus] should have gone the whole hog and designed a new fuselage."<ref name="wsj_sq_20060407">Michaels, D. and Lunsford, J.L. "Singapore Airlines Says Airbus Needs to Make A350 Improvements" Template:Webarchive. The Wall Street Journal, 7 April 2006</ref>
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."<ref name="ap_20060410">Associated Press. "Airbus Considering Improvements to A350" Template:Webarchive. Seattle Times, 10 April 2006.</ref><ref>"Airbus Considering Improvements to A350" Template:Webarchive. Associated Press, 10 April 2006.</ref> 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.<ref>Template:Cite news</ref><ref name="1d">Template:Cite news</ref> One such proposal, known internally as "1d", formed the basis of the A350 redesign.<ref name="1d" />
Redesign and launchEdit
On 14 July 2006, during the Farnborough International Airshow, the redesigned aircraft was designated "A350 XWB" (Xtra-Wide-Body).<ref>Template:Harvnb</ref> Within four days, Singapore Airlines agreed to order 20 A350 XWBs with options for another 20 A350 XWBs.<ref>Template:Cite news</ref>
The proposed A350 was a new design, including a wider fuselage cross-section, allowing seating arrangements ranging from an eight-across low-density premium economy layout to a ten-across high-density seating configuration for a maximum seating capacity of 440–475 depending on variant.<ref name="a350 cabin">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref>Template:Cite news</ref> The 777 accommodates nine or ten seats per row, with more than half of recent 777s being configured in a ten-across layout that will come standard on the 777X.<ref>Template:Cite news</ref> The A350 cabin is Template:Cvt wider at the eye level of a seated passenger than the 787's cabin,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and Template:Cvt 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 Template:Convert. 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.<ref name="eads_pr_20061201">Template:Cite press release</ref> The delayed launch decision was a result of delays to the Airbus A380<ref name="fi_20061002">Template:Cite news</ref> 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.<ref name="bbg_20061005">Template:Cite news</ref> 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.<ref name="eads_pr_20061201"/> 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.<ref name="eads_pr_20070104">Template:Cite news</ref>
The design change imposed a two-year delay into the original timetable and increased development costs from US$5.5 billion (€5.3 billion) to approximately US$10 billion (€9.7 billion).<ref name="bbg_dev_20061204">"Airbus A350 Cost Rises to $15.4 Billion on Composites". Bloomberg. 4 December 2006 Template:Webarchive</ref> Reuters estimated the A350's total development cost at US$15 billion (€12 billion or £10 billion).<ref name="autogenerated6">[1] Template:Webarchive Reuters</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Airbus' 2019 earnings report indicated the A350 programme had broken even that year.Template:Cn
Design phaseEdit
Airbus suggested Boeing's use of composite materials for the 787 fuselage was premature, and that the new A350 XWB was to feature carbon fibre panels only for the main fuselage skin. However, after facing criticism for maintenance costs,<ref>Template:Cite news</ref> Airbus confirmed in early September 2007 that it would also use carbon fibre for fuselage frames.<ref>"Airbus rolls out XWB design revisions" Template:Webarchive. Flight International, September 2001</ref><ref>"Airbus is at a crossroads on A350 design says ILFC" Template:Webarchive. Flight International, March 2006.</ref> The composite frames would feature aluminium strips to ensure the electrical continuity of the fuselage, for dissipating lightning strikes.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
In 2006, Airbus confirmed development of a full bleed air system on the A350, as opposed to the 787's bleedless configuration.<ref name="flugrevue_200609_xwb">Steinke, S. "Airbus Unveils A350 XWB". Flug Revue. September 2006.</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>Patent 20090277445: System For Improving Air Quality In An Aircraft Pressure Cabin Template:Webarchive AIRBUS DEUTSCHLAND GMBH</ref> 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 Template:Cvt range.<ref>"R-R prepares to ground-test Trent XWB ahead of A380 trials next year" Template:Webarchive. Flight International, 29 April 2010.</ref>
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.<ref>Template:Cite news</ref> 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.<ref>Template:Cite news</ref> In April 2007, former Airbus CEO Louis Gallois held direct talks with GE management over developing a GEnx variant for the A350 XWB.<ref>Norris, Guy. "GEnx variant may yet power A350" Template:Webarchive. Flight International, 24 April 2007.</ref><ref>Template:Cite news</ref> 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.<ref>Template:Cite news</ref> 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.<ref>Template:Cite news</ref>
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.<ref name="thales">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Regarding cabin ergonomics and entertainment, in 2006 Airbus signed a firm contract with BMW for development of an interior concept for the original A350.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
ProductionEdit
In 2008, Airbus planned to start cabin furnishing early in parallel with final assembly to cut production time in half.<ref>Template:Cite magazine</ref> 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.<ref>Template:Cite news</ref>
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.<ref>Template:Cite news</ref> 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.<ref>Template:Cite news</ref>
Airbus manufactured the first structural component in December 2009.<ref>Template:Cite news</ref> Production of the first fuselage barrel began in late 2010 at its production plant in Illescas, Spain.<ref>Template:Cite press release</ref> Construction of the first A350-900 centre wingbox was set to start in August 2010.<ref>Template:Cite news</ref> The new composite rudder plant in China opened in early 2011.<ref>Template:Cite news</ref> The forward fuselage of the first A350 was delivered to the final assembly plant in Toulouse on 29 December 2011.<ref name= First_A350_ride>Template:Cite magazine</ref> Final assembly of the first A350 static test model was started on 5 April 2012.<ref>Template:Cite press release</ref> Final assembly of the first prototype A350 was completed in December 2012.<ref>Template:Cite press release</ref>
In 2018, the unit cost of the A350-900 was US$317.4 million and the A350-1000 was US$366.5 million.<ref name=Airbus_prices_2018>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref name="FI141223">Template:Cite news</ref> In 2015, 17 planes would be delivered and the initial dispatch reliability was 98%.<ref name="LH150423">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Airbus announced plans to increase its production rate from 10 monthly in 2018 to 13 monthly from 2019 and six A330 are produced monthly.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Around 90 deliveries were expected for 2018, with 15% or ≈{{#expr:90*.15round0}} units being A350-1000 variants.<ref>Template:Cite news</ref> That year, 93 aircraft were delivered, three more than expected.<ref name=AirbusO&D>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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 {{#expr:579/112round1}} years of production at a constant rate.<ref>Template:Cite news</ref>
The COVID-19 pandemic caused the decrease of A350 production from 9.5 per month to six per month, since April 2020.<ref>Template:Cite news</ref> After the pandemic a ramp-up is planned, aiming to reach a rate of 9 per month by the end of 2025.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> As the pre-pandemic rate of 10 monthly is aimed for by 2026, by April 2024 Airbus was planning a 12-monthly production rate by 2028 after securing 281 net orders in 2023.<ref>Template:Cite news</ref>
Testing and certificationEdit
The first Trent engine test was made on 14 June 2010.<ref>Template:Cite news</ref> 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.<ref name="busin-week_power-up">Template:Cite news</ref>
The A350's maiden flight took place on 14 June 2013 from the Toulouse–Blagnac Airport.<ref name=A350_first_flight>Template:Cite news</ref> 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."<ref name=A350_first_flight_pilot>Template:Cite news</ref> 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.<ref>Template:Cite news</ref> Costs for developing the aircraft were estimated at €11 billion (US$15 billion or £9.5 billion) in June 2013.<ref name=BBC130614>Template:Cite news</ref>
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 Template:Cvt to Template:Cvt.<ref>Template:Cite press release</ref>
The A350 received type certification from the European Aviation Safety Agency (EASA) on 30 September 2014.<ref>Template:Cite press release</ref> On 15 October 2014, EASA approved the A350-900 for ETOPS (Extended-range Twin-engine Operations Performance Standards) 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.<ref>Template:Cite press release</ref> Later that month Airbus received regulatory approval for a Common Type Rating for pilot training between the A350 XWB and A330.<ref>Template:Cite press release</ref> On 12 November 2014, the A350 received certification from the FAA.<ref>Template:Cite press release</ref> 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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Entry into serviceEdit
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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.<ref name="PARIS_A350-1000_delayed"/> In July 2012, Airbus delayed the -900's introduction by three months to the second half of 2014.<ref name="BBC_-1000_2012_delay">Template:Cite news</ref> The delivery to launch customer Qatar Airways took place on 22 December 2014.<ref>Template:Cite press release</ref> The first commercial flight was made on 15 January 2015 between Doha and Frankfurt.<ref name=15_Jan_2015_EIS>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
The first A350-1000 was assembled in 2016 and had its first flight on 24 November 2016.<ref name="FG-1000FirstFlight">Template:Cite news</ref> The aircraft was then delivered on 20 February 2018 to Qatar Airways, which had also been the launch operator of the -900.<ref name=20_Feb_2018_Delivery_1000>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and entered the commercial service with a flight from Doha to London on 24 February 2018.<ref name=24_Feb_2018_EIS_1000>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Shorter A350-800Edit
The Template:Cvt-long A350-800 was designed to seat 276 passengers in a typical three-class configuration with a range of Template:Convert with an MTOW of Template:Convert.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
In January 2010, Airbus opted to develop the -800 as a shrink of the baseline -900 to simplify development and increase its payload by Template:Convert or its range by Template:Convert, but this led to a fuel burn penalty of "a couple of percent", according to John Leahy.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref name="flightglobal2">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The −800's fuselage is 10 frames shorter (six forward and four aft of wing) than the −900 aircraft.<ref name=FG_family_commonality>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> It was designed to supplement the Airbus A330-200 long-range twin.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Airbus planned to decrease structural weight in the -800 as development continued, which should have been around airframe 20.<ref>Template:Cite news</ref>
While its backlog reached 182 in mid-2008, it diminished since 2010 as customers switched to the larger -900.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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".<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> He later confirmed at a September 2014 press conference that development of the A350-800 had been "cancelled".<ref name=FG140917>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref>Template:Cite news</ref> In January 2017, Aeroflot and Airbus announced the cancellation of its -800 order, leaving Asiana Airlines as the only customer for the variant.<ref>Template:Cite news</ref> After the negotiation between Airbus and Asiana Airlines,<ref>Template:Cite news</ref> Asiana converted orders of eight A350-800s and one A350-1000 to nine A350-900s.<ref>Template:Cite news</ref>
Longer A350-1000Edit
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.<ref name=Flight20mar2017/> 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.<ref name=Flight20mar2017>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Assembly of the first fuselage major components started in September 2015.<ref name="150925PR">Template:Cite press release</ref> 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.<ref name=Airbus10feb2016>Template:Cite press release</ref> The first aircraft completed its body join on 15 April 2016.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Its maiden flight took place on 24 November 2016.<ref name="FG-1000FirstFlight"/>
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.<ref>Template:Cite news</ref> In cruise at Template:Cvt and 35,000 ft, its fuel flow at Template:Cvt is Template:Cvt per hour within a Template:Convert, Template:Frac hours early long test flight.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Flight tests allowed raising the MTOW from Template:Cvt, the Template:Cvt increase giving Template:Cvt more range.<ref>Template:Cite news</ref> Airbus then completed functional and reliability testing.<ref>Template:Cite news</ref>
Type Certification was awarded by EASA on 21 November 2017,<ref name="TCDS">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> along FAA certification. The first serial unit was on the final assembly line in early December.<ref name=AvWeek21nov2017/> After its maiden flight on 7 December 2017, delivery to launch customer Qatar Airways slipped to early 2018.<ref>Template:Cite news</ref> The delay was due to issues with the business class seat installation.<ref>Template:Cite news</ref> It was delivered on 20 February 2018<ref name=Flight20feb2018>Template:Cite news</ref> and entered commercial service on Qatar Airways' Doha to London Heathrow route on 24 February 2018.<ref name=Flight24feb2018>Template:Cite news</ref>
Possible further stretchEdit
Airbus has explored the possibility of a further stretch offering 45 more seats.<ref name=FG160229>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> A potential Template:Cvt 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 Template:Cvt range to compete with the 777-9's capabilities.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> This variant was to be a replacement for the 747-400,<ref>Template:Cite newsTemplate:Subscription required</ref> tentatively called the A350-8000,<ref>Template:Cite news</ref> -2000<ref name=FG160603/> or -1100.<ref name=FG160229/>
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.<ref name=FG160603>Template:Cite news</ref> The potential Template:Cvt aeroplane was competing against a hypothetical 777-10X for Singapore Airlines.<ref>Template:Cite news</ref> At the 2017 Paris Air Show, the concept was shelved for lacking market appeal and in January 2018 Brégier focused on enhancing the A350-900/1000 to capture potential before 2022/2023, when it would be possible to stretch the A350 with a new engine generation.<ref>Template:Cite news</ref>
ImprovementsEdit
| MSN | Time | Improvement | Description | Structural MTOW | Source | |
|---|---|---|---|---|---|---|
| A350-900 | A350-1000 | |||||
| 1-215 | 2013 | — | — | Template:Convert | Template:Convert | |
| 2014 | MTOW increase, weight reduction | Template:Convert | <ref name=":1" /> | |||
| 216-315 | 2017 | Perf. Improv. Package | MTOW increase, new wing design, engine performance improvements | Template:Convert | <ref name=":1" /> | |
| 316-578 | 2019 | Improvement Package | SSA removal, LED Lighting | |||
| 579- | 2022 | New Production Standard | MTOW increase, Interior change, weight reduction, faster gear retraction, more slats/flap positions | Template:Convert | Template:Convert | <ref name="A350_500th" /> |
Performance improvement package (PIP) 2017Edit
In October 2017, Airbus was testing extended sharklets as part of the upcoming performance improvement package (PIP), which could offer Template:Cvt extra range and reduce fuel burn by 1.4–1.6%, it has also increased the maximum take off weight (MTOW) from Template:Convert to Template:Convert.<ref name=":1">Template:Cite news</ref> 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.<ref>Template:Cite news</ref>
On 26 June 2018, Iberia was the first to receive the upgraded -900, with a Template:Cvt MTOW version for an Template:Cvt range with 325 passengers in three classes.<ref>Template:Cite news</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> This eventually became a standard package for all the A350-900 airframes starting from MSN 216.
Hybrid laminar flow control (HLFC)Edit
By April 2019, Airbus was testing a hybrid laminar flow control (HLFC) on the leading edge of an A350 prototype vertical stabiliser, 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 programme.<ref>Template:Cite news</ref>
Improvement package 2019Edit
Starting with MSN 316, all the Airbus A350-900 and A350-1000 produced has the side slip angle (SSA) probe removed after a software update to prove these sensors are not needed anymore for redundancy. There's also a new light-emitting diode (LED) lighting package installed replacing the old high-intensity discharge (HID) lamps, these new light units will have a longer life cycle improving reliability performance.
In June 2019, Airbus delivered the first A350 equipped with the improvement package to Singapore Airlines (9V-SHH).Template:Cn
New production standard (NPS) 2022Edit
On 30 September 2022, an improved new production standard (NPS) was announced, it will apply to A359/A35K airframes starting from MSN 579, which is an A350-900 airframe that was delivered to Iberia. The NPS includes a Template:Cvt weight reduction and a Template:Cvt MTOW increase, along with a wider interior cabin to offer 30 additional seats.<ref name=A350_500th/> It offers the customers with a new weight variant WV020 for the 283t MTOW. 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-across 17-inch seats.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> There are also improvements to the aircraft’s take off performance by introducing software evolutions which regulate the slat and flap positions, and has also implemented a faster landing gear retraction cycle – conferring greater obstacle clearance and reduced aerodynamic drag.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
New Engine OptionEdit
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.<ref name=Bloomberg21nov2018>Template:Cite news</ref>
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.<ref name=AvWeek15nov2019>Template:Cite news</ref> In 2021, Rolls Royce signed an exclusive deal to supply A350-900 engines until 2030, following previous similar commitments for the A350-1000.<ref>Template:Cite news</ref>
DesignEdit
Airbus expected 10% lower airframe maintenance compared with the original A350 design and 14% lower empty seat weight than the Boeing 777.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Design freeze for the A350-900 was achieved in December 2008.<ref>Template:Cite press release</ref> 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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The A350's competitor, the Boeing 787, is 50% composites, 20% aluminium, 15% titanium, 10% steel, and 5% other.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
FuselageEdit
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.<ref name="Gunston p.257">Template:Harvnb</ref> The double-lobe (ovoid) fuselage cross-section has a maximum outer diameter of Template:Cvt, compared to Template:Cvt for the A330/A340.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The cabin's internal width is Template:Cvt at armrest level compared to Template:Cvt in the Boeing 787<ref name="A350XWB_cabin_mock_up">"Airbus unveils mock up XWB cabin" Template:Webarchive Flight International September 2007</ref> and Template:Cvt in the Boeing 777. It allows for an eight-across 2–4–2 arrangement in a premium economy layout,Template:Efn with the seats being Template:Cvt wide between Template:Cvt wide arm rests. Airbus states that the seat will be Template:Cvt wider than a 787 seat in the equivalent configuration.
In the nine-across, 3–3–3 standard economy layout, the A350 seat will be Template:Cvt wide, Template:Cvt wider than a seat in the equivalent layout in the 787,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and Template:Cvt wider than a seat in the equivalent A330 layout.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The current 777 and future derivatives have Template:Cvt greater seat width than the A350 in a nine-across configuration.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The 10-across seating on the A350 is similar to a 9-across configuration on the A330, with a seat width of Template:Cvt.<ref name="a350 cabin"/><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref>"Airbus confirms switch to A380 style nose for A350 XWB" Template:Webarchive. Flight International, September 2007</ref> This differs substantially from the four-window arrangement in the original A350 XWB design.<ref name="Gunston p.258"/> The new nose, made of aluminium,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
The Airbus A350 initially featured manual window shades. In 2020, Airbus announced that dimmable windows, similar to those on the Boeing 787, would be offered as an option.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> These windows are designed to darken or lighten more efficiently, providing greater control over light levels while maintaining an outside view.Template:Citation needed Starlux Airlines became the first carrier to receive A350s equipped with dimmable windows across all cabins, while Japan Airlines offers this feature exclusively in premium economy and higher-class cabins, retaining manual shades for economy passengers.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
WingEdit
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The A350 features new composite wings with a wingspan that is common to the proposed variants.<ref>Template:Cite newsTemplate:Dead link</ref> Its Template:Cvt wingspan stays within the same ICAO Aerodrome Reference Code E 65 m limit as the A330/A340<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and the Boeing 777.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref name=AvWeekPilotReport>Template:Cite news</ref>
The -900 wing has an area of Template:Cvt.<ref name=tech/> This is between the Template:Cvt wing of the current Boeing 777-200LR/300ER and the Template:Cvt wing of the in-development Boeing 777X.<ref name=AA120726>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> However, Boeing and Airbus do not use the same measurement.<ref name="Leeham1">Template:Cite news</ref> The A350-1000 wing is Template:Val (Template:Val) larger through a Template:Val (Template:Val) extension to the inboard sections of the fixed trailing edge.<ref name=Flight6jul2018>Template:Cite news</ref>
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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref name=1611pres>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
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.<ref name="A350 aerodynamic configuration">Template:Cite news</ref> The final configuration of wing and winglet was achieved for the "Maturity Gate 5" on 17 December 2008.<ref name="MG5">Template:Cite news</ref> The wingtip device curves upwards over the final Template:Cvt.<ref name="Gunston p.257"/> The wings are produced in the new £400 million (US$Template:To USDM), Template:Cvt North Factory at Airbus Broughton, employing 650 workers, in a specialist facility constructed with £29M of support from the Welsh Government.<ref>Template:Cite news</ref>
UndercarriageEdit
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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
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 Template:Cvt long bay. The higher weight variant, the A350-1000 uses a six-wheel bogie, with a Template:Cvt undercarriage bay.<ref name="landing">Template:Cite news</ref> French-based Messier-Dowty provides the main undercarriage for the -900 variant, with titanium forgings from Kobelco,<ref>Template:Cite press release</ref><ref>Template:Cite press release</ref> and UTC Aerospace Systems supplies the -1000 variant. The nose gear is supplied by Liebherr Aerospace.<ref name="messier">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
- Airbus A350-941 F-WWCF MSN002 main landing gear ILA Berlin 2016 06 (cropped).jpg
The A350-900 has a four-wheel main gear for a Template:Cvt MTOW.
- Airbus A350-1000 landing gear.jpg
The A350-1000 has a six-wheel main landing gear to support a Template:Cvt MTOW.
SystemsEdit
Honeywell supplies its Template:Convert 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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Airbus says that the new design provides a better cabin atmosphere with 20% humidity, a typical cabin altitude at or below Template:Cvt and an airflow management system that adapts cabin airflow to passenger load with draught-free air circulation.<ref name=EADSdec2006>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
The ram air turbine, with a nominal power of 50 kilovolt-ampere,<ref>Template:Cite book</ref> is supplied by Hamilton Sundstrand and located in the lower surface of the fuselage.<ref>Template:Cite press release</ref> 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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In late 2015, A350 XWB msn. 24 was delivered with Template:Cvt 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.<ref>Template:Cite news</ref>
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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Cockpit and avionicsEdit
The revised design of the A350 XWB's glass cockpit dropped the A380-sized display and adopted Template:Cvt 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 driven by laptops running EFB software which are connected while stowed behind each pilot.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>"Airbus reveals all new A350 XWB flightdeck design" Template:Webarchive. Flight International, September 2007</ref> 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.<ref name="A350_avionics">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref name="Gunston p.258">Template:Harvnb</ref><ref name="A350_avionics"/> 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 Avionics Full-Duplex Switched Ethernet standard, as employed in the A380, in place of the architecture used on the A330/A340.
EnginesEdit
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 Template:Cvt 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.<ref name=AvWeek15nov2019/>
The Rolls-Royce Trent XWB features a Template:Cvt 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: Template:Cvt and Template:Cvt for the regional variants of the A350-900 while the baseline A350-900 has the standard Template:Cvt and Template:Cvt for the A350-1000.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref>Template:Cite news</ref>
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.<ref>Template:Cite news</ref> 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;<ref>Template:Cite news</ref> although Airbus achieved a 370-minute ETOPS rating on 15 October 2014, which covers 99.7% of the Earth's surface.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> There are plans to extend this to 420 minutes in the future.<ref>Template:Cite news</ref> Engine thrust-reversers and nacelles are supplied by US-based Collins Aerospace (formerly UTC Aerospace Systems).<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Operational historyEdit
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.<ref name=AW160119/> This may have accelerated the retirement of the Airbus A340.<ref name=AW160119/>
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.<ref name=AW160119>Template:Cite news</ref>
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 Template:Cvt. 45% of flights were under Template:Cvt, 16% over Template:Cvt, 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 able 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.<ref>Template:Cite news</ref> 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.<ref name=Flight14June2017/><ref name=AirbusO&D />
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.<ref>Template:Cite press release</ref> 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.<ref>Template:Cite news</ref> 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.<ref>Template:Cite news</ref> Its reliability was 97.2% in 2015, 98.3% in 2016, and 98.8% in June 2017, just behind its 99% target for 2017.<ref>Template:Cite news</ref>
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).<ref name=Flight14June2017/> The fleet average block time (time between pushback and destination gate arrival) was 7.2 hours with 53% below Template:Cvt, 16% over Template:Cvt, and 31% in between. LATAM Airlines had the longest average sector at 10.7 hours, and Asiana had the shortest at 3.8 hours.<ref name=Flight14June2017/> Singapore Airlines operated the longest leg, Singapore to San Francisco Template:Cvt, and the shortest leg, Singapore to Kuala Lumpur Template:Cvt.<ref name=Flight14June2017/> Seating varied from 253 for Singapore Airlines to 389 for Air Caraïbes, with most between 280 and 320.<ref name=Flight14June2017>Template:Cite news</ref>
As of February 2018, 142 A350-900s had been delivered, and were in operation with a dispatch reliability of 99.3%.<ref name=AvWeek5feb2018>Template:Cite news</ref> As of November 2019, 33 operators had received 331 aircraft from 959 orders, and 2.6 million hours have been flown.<ref name=":2" />
On 30 September 2022, the 500th A350, an A350-900, was delivered to Iberia.<ref name="A350_500th">Template:Cite press release</ref>
Template:As of, the global A350 fleet of 620 aircraft had completed more than 1,589,000 flights on more than 1,240 routes, and had carried more than 400 million passengers since its entry into service; the fleet had 99.3% operational reliability in the last 3 months.<ref name="A350_2023file">Template:Cite report</ref>
Qatar Airways paint disputeEdit
In August 2021, as several A350s were sent in to be repainted in a scheme advertising the 2022 FIFA World Cup (played in Qatar), Qatar Airways discovered that their paint was unusually degraded. The airline grounded its A350s until the root cause could be determined, and would not accept new aircraft deliveries until the problem could be solved.<ref name="Reuters1">Template:Cite news</ref> The European civil aviation regulator, EASA, found that paint degradation did not affect the aircraft structure or introduce "other risks".<ref name="AeroTime1">Template:Cite news</ref> The Qatari civil aviation regulator was the only one that agreed with the airline that it was an airworthiness issue.<ref name=Flight16feb2023/>
In November 2021, Reuters found that Finnair, Cathay Pacific, Etihad, Lufthansa and Air France had also complained of paint damage as early as 2016.<ref>Template:Cite news</ref> Singapore Airlines had not detected such problems with its fleet.<ref>Template:Cite news</ref>
On 20 December 2021, Airbus received a formal legal claim in the English courts filed by Qatar Airways.<ref>Template:Cite press release</ref> 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.<ref name="Bloomberg1">Template:Cite news</ref> Qatar Airways claimed it was owed Template:US$ per day in compensation for each grounded aircraft.<ref name=Flight16feb2023/> Meanwhile, according to a Flight International editorial, Airbus's decision to cancel Qatar's outstanding orders indicated that it was certain of its case.<ref name=Flight16feb2023/> The court hearing was originally scheduled for summer 2023.<ref name="Reuters2">Template:Cite news</ref>
Both Airbus and Qatar Airways agreed to settle the dispute on 1 February 2023.<ref name="WallStreetJournal1">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> While the settlement was confidential, Flight International believed that Airbus achieved a more favourable outcome, opining that there was no major impact to Airbus's finances, the A350's reputation remained intact and Qatar's A321neos would nevertheless be delivered.<ref name=Flight16feb2023>Template:Citation</ref>
VariantsEdit
The three main variants of the A350 were launched in 2006, with entry into service planned for 2013.<ref name="eads_pr_20061201"/> At the 2011 Paris Air Show, Airbus postponed the entry into service of the A350-1000 by two years to mid-2017.<ref name="PARIS_A350-1000_delayed">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In July 2012, the A350's entry into service was delayed to the second half of 2014,<ref name="BBC_-1000_2012_delay"/> before the -900 began service on 15 January 2015.<ref name=15_Jan_2015_EIS/> In October 2012, the -800 was due to enter service in mid-2016,<ref name=FG23Oct2012>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> but its development was cancelled in September 2014 in favour of the reengined Airbus A330neo.<ref name=FG140917/> The A350 is also offered as the ACJ350 corporate jet by Airbus Corporate Jets (ACJ), offering a Template:Cvt range for 25 passengers for the -900 derivative.<ref name=ACJ350>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
A350-900Edit
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The A350-900 (ICAO code: A359) is the first A350 model; it has a MTOW of Template:Convert,<ref name=leeham /> typically seats 325 passengers, and has a range of Template:Cvt.<ref name="A350-900_specs"/> 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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The −900 is designed to compete with the Boeing 777-200LR and 787-10,<ref name=ser>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> while replacing the Airbus A340-500 and Boeing 777-200ER.<ref name="Gunston p.253"/>
A proposed A350−900R extended-range variant was to feature the higher engine thrust, strengthened structure, and landing gear of the Template:Convert MTOW -1000 to give a further Template:Cvt range.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Philippine Airlines (PAL) will replace its A340-300 with an A350-900HGW ("high-gross weight") variant available from 2017.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> It will enable non-stop Manila-New York City flights without payload limitations in either direction,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> a Template:Cvt flight.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The PAL version will have a Template:Convert MTOW, and from 2020, the -900 will be proposed with the ULR's Template:Convert MTOW, up from the Template:Convert for the original weight variant and the certified Template:Convert variants, with the large fuel capacity. This will enable an Template:Cvt range with 325 seats in a three-class layout.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
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 Template:Cvt.<ref name=AvWeek14nov2017>Template:Cite news</ref> After Emirates' Tim Clark was shown a ten-across economy cabin and galley changes, he said the -900 is "more marketable" as a result.<ref>Template:Cite news</ref>
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.<ref>Template:Cite news</ref> By 2018, a 2014 build was valued $108M falling to $74.5M by 2022 while a new build was valued for $148M, a 6+12 year check cost $3M and an engine overhaul $4–6.5M.<ref>Template:Cite news</ref>
A350-900ULREdit
Designated as weight variant 13 (WV013), the MTOW of the ultra-long range -900ULR has been increased to Template:Cvt and its fuel capacity increased from Template:Cvt within existing fuel tanks, enabling up to 19-hour flights with a Template:Cvt range,<ref name=FG170510>Template:Cite news</ref> the longest range of any airliner in service Template:As of.<ref name=A350_2023file/> The MTOW is increased by Template:Convert from the previously certified Template:Convert variant.<ref name=leeham>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Because of the A350-900's fuel consumption of Template:Convert per hour, it needs an additional Template:Convert of fuel to fly 19 hours instead of the standard 15 hours: the increased MTOW and lower payloads will enable the larger fuel capacity.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Non-stop flights could last more than 20 hours.<ref>Template:Cite news</ref> 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.<ref>Template:Cite news</ref> It made its first flight on 23 April 2018.<ref>Template:Cite news</ref>
There are no addition structural changes fitted to the A350-900ULR, therefore it retains the same type certificate and model name as the baseline A350-941. The larger fuel capacity is enabled by integrating a modified fuel system to make use of the extra spaces in the centre wing box, no auxiliary fuel tanks are fitted.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Also the front cargo hold is disabled due to operational limits but can be reactivated depending on customer needs.
Singapore Airlines, the launch customer and currently the only operator, uses its seven -900ULR aircraft on non-stop flights between Singapore and New York City and cities on the U.S. west coast.Template:CN Singapore Airlines' seating is to range from 170 in largely business class seating up to over 250 in mixed seating.<ref>Template:Cite news</ref> The planes can be reconfigured.<ref name="ausbtulr">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> They will have two seating classes.<ref>Template:Cite news</ref> The airline received its first -900ULR on 23 September 2018, with 67 business class seats and 94 premium economy seats.<ref>Template:Cite news</ref> 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,<ref>Template:Cite press release</ref> covering Template:Convert for a Template:Convert orthodromic distance.<ref>Template:Cite news</ref> It burned Template:Cvt of fuel to cover the route in 17 h 22 min: an average of Template:Convert.<ref>Template:Cite tweet</ref> 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 Persian Gulf airlines for this variant.<ref>Template:Cite news</ref> In February 2018, Qatar Airways stated its preference for the larger -1000, having no need for the extra range of the -900ULR.<ref>Template:Cite news</ref> Compared to the standard -900, the -900ULR additional value is likely around $2 million.<ref>Template:Cite news</ref>
ACJ350Edit
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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 Template:Cvt.<ref name=acj350>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The German Air Force is to be the first to receive the ACJ350, having ordered three aircraft which will replace its two A340-300s.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
A350-900 RegionalEdit
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 Template:Cvt.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Engine thrust would have been reduced to Template:Cvt from the standard Template:Cvt and the variant would have been optimised for routes up to Template:Cvt with seating for up to 360 passengers in a single-class layout.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The A350 Regional was expected to be ordered by Etihad Airways<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and Singapore Airlines.<ref>Template:Cite news</ref> Since 2013, there has been no further announcement about this variant.
Singapore Airlines selected an A350-900 version for medium-haul use,<ref>Template:Cite press release</ref> and Japan Airlines took delivery of a 369-seat A350-900 with a Template:Cvt MTOW (WV018) for its domestic flight network.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The A350 Type Certificate Data Sheet includes MTOWs of 210, 217, 235, 240, 250, 255, 260, 268, 272, 275, 277, 278, 280 and 283 t.<ref name=TCDS/>
A350-1000Edit
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The A350-1000 (ICAO code: A35K) is the largest variant of the A350 family at just under Template:Convert in length. It seats 350–410 passengers in a typical three-class layout with a range of Template:Cvt.<ref name=Airbus-Family-Figures>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> With a 9-across configuration, it is designed to replace the A340-600 and compete with the Boeing 777-300ER and 777-8. Airbus estimates a 366-seat -1000 should have a Template:Convert lighter operating empty weight than a 398-seat 777-9, a 15% lower trip cost, a 7% lower seat cost, and a Template:Cvt greater range.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref>Template:Cite news</ref> The Template:Cvt extension seats 40 more passengers with 40% more premium area.<ref name=1611pres/> The -1000 can match the 40 more seats of the 777-9 with a 10-across seating configuration but diminished comfort.<ref>Template:Cite news</ref>
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 Template:Cvt, optimising flap lift performance as well as cruise performance.<ref name=FG100423>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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 Template:Cvt.<ref name=ACU150122>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> These and other engineering upgrades are necessary so that the −1000 model maintains range.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
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It features an automatic emergency descent function to around Template:Cvt 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.<ref name=Flight21nov2017>Template:Cite news</ref> All performance targets have been met or exceeded, and it remains within its weight specification, unlike early −900s.<ref name=AvWeek21nov2017>Template:Cite news</ref>
Its basic Template:Cvt MTOW was increased to Template:Cvt before offering a possible Template:Cvt version.<ref>Template:Cite news</ref> Its 316 t MTOW appeared on 29 May 2018 update of its type certificate data sheet.<ref name=TCDS/> This raised its range from Template:Cvt.<ref name=AvWeek14jun2018>Template:Cite news</ref> A further MTOW increase by Template:Cvt, to a total of Template:Cvt is under study to be available from 2020 and could be a response to Qantas' Project Sunrise.<ref>Template:Cite news</ref>
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.<ref>Template:Cite news</ref> 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.<ref>Template:Cite press release</ref>
In October 2023, the variant's MTOW was raised again to Template:Cvt.<ref name=Flight25oct2023>Template:Cite news</ref>
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}}</ref> |
WV | MTOW | MLW | MZFW |
|---|---|---|---|---|
| WV000 | Template:Convert | Template:Convert | Template:Convert | |
| WV001 | Template:Convert | Template:Convert | Template:Convert | |
| WV002 | Template:Convert | Template:Convert | Template:Convert | |
| WV004 | Template:Convert | Template:Convert | Template:Convert | |
| WV005 | Template:Convert | Template:Convert | Template:Convert | |
| WV006 | Template:Convert | Template:Convert | Template:Convert | |
| WV008 | Template:Convert | Template:Convert | Template:Convert | |
| WV009 | Template:Convert | Template:Convert | Template:Convert | |
| WV010 | Template:Convert | Template:Convert | Template:Convert | |
| WV011 | Template:Convert | Template:Convert | Template:Convert | |
| WV014 | Template:Convert | Template:Convert | Template:Convert |
Qantas Project SunriseEdit
Template:Further information 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.<ref>Template:Cite news</ref> Initial speculation suggested that the variant might be marketed as the A350-1000ULR.<ref>Template:Cite news</ref> 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 Template:Cvt range.<ref>Template:Cite news</ref> 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 originally start in 2025.<ref>Template:Cite press release</ref>
On 6 June 2024, Qantas International CEO Cam Wallace, confirmed at the 80th International Air Transport Authority (IATA) AGM in Dubai, that the European Union Aviation Safety Agency (EASA) had approved the design of the rear centre tank (RCT) that allowed the aircraft to fly the distances required, following a requested redesign.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> With Airbus integrating the tank into the A350-1000 for flight testing in early 2025 for delivery to the group in mid-2026. The aircraft will be configured with 238 seats in four classes,<ref>Template:Cite news</ref> with Qantas publications and website using the ULR abbreviation, but Airbus is yet to confirm.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
A350FEdit
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; Template:Cvt), to be developed after the passenger version.<ref>Template:Cite news</ref> In early 2020, Airbus was proposing an A350F before a potential launch.<ref>Template:Cite news</ref> The proposed freighter would be slightly longer than the A350-900 and Airbus would need 50 orders to launch the $2–3 billion programme.<ref>Template:Cite news</ref> In July 2021, the Airbus board approved the freighter development.<ref>Template:Cite news</ref> It is based on the -1000 version for a payload over 90 tonnes, and entry into service is targeted for 2025.<ref>Template:Cite news</ref>
The A350F, also referred to by Airbus as the A350-1000F,<ref name=A350-1000F>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>Template:Cite news</ref> would keep the 319-tonne MTOW previously announced for the passenger A350-1000 on a shortened fuselage, but the proposed design remains Template:Cvt longer than the Boeing 777F with 10% larger freight volume at Template:Cvt.<ref name=Leeham11nov2021/><ref name=Flight25oct2023 /> With a main deck cargo door behind the wing and reinforced main deck aluminium floor beams, its Template:Cvt payload is higher than the Template:Cvt of the 777F, while its empty weight is Template:Convert lighter than the A350-1000, Template:Convert lighter than the 777F.<ref name=Leeham11nov2021>Template:Cite news</ref><ref name="FlightGlobal_05_2023" /> The 70.8 m (232 ft) long cargo variant should have a Template:Cvt range at max payload.<ref name="A350F-Facts-and-Figures">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref>Template:Cite news</ref> The launch operator of the A350F will be Singapore Airlines, who ordered 7 aircraft at the 2022 Singapore Airshow,<ref>Template:Cite news</ref> with deliveries expected to begin in 2026.<ref name="FlightGlobal_05_2023" >Template:Cite news</ref> In February 2025, Airbus announced that entry-into-service would be delayed until 2027 due to supply chain issues, particularly with Spirit Aerosystems which supplies the central fuselage section.<ref>Template:Cite news</ref>
OperatorsEdit
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There are 654 A350 aircraft in service with 38 operators and 60 customers Template:As of. The five largest operators were Singapore Airlines (65), Qatar Airways (58), Cathay Pacific (48), Delta Air Lines (37) and Air France (36).<ref name="Airbus_O_D"/><ref name=":2">Template:Cite tweet</ref>
Orders and deliveriesEdit
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Accidents and incidentsEdit
The global fleet of A350s has been involved in one airport-safety related hull-loss accident Template:As of. Although there were no fatalities onboard the A350, there were five fatalities onboard another aircraft on the ground.<ref name="A350_Safety">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>Template:Cite news</ref>
- On 2 January 2024 Japan Airlines Flight 516, an A350-900 flying from New Chitose Airport in Hokkaido to Haneda Airport in Tokyo, collided after touchdown with a De Havilland Canada Dash 8 operated by the Japan Coast Guard. The A350 caught fire and was completely destroyed, though all 367 passengers and 12 crew members successfully evacuated from the aircraft via the emergency slides, with 17 injuries reported. Five of the six crew members aboard the Coast Guard aircraft were killed; the sole survivor was the captain, who suffered serious injuries.<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref><ref>Template:Cite news</ref> The Japan Coast Guard aircraft was delivering supplies as part of relief efforts following the Noto earthquake the previous day.<ref>Template:Cite news</ref> Flight 516 had been cleared to land by Haneda ATC when it struck the coast guard plane.<ref>Template:Cite news</ref>
Specifications (A350-941, with Trent XWB-84 engines)Edit
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See alsoEdit
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ReferencesEdit
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External linksEdit
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