Airbus has installed in the MSN59, the 1st
A350-1000 prototype, the same Emergency escape hatch for test-crew that was installed in the MSN1, the first A350-900
The main cargo door, manufactured in Korea
by KAI wil not be flying on the first set of test-flights of the MSN59. As it occurred
in the MSN1 first flight prototype.
Each test flight is operated by a crew of 2
pilots and 3 flight engineers, who monitor the stream of data flowing from a
multitude of sensors into a bank of computers installed in the middle of the
all seats is a parachute. If
things should go terribly awry and the crew needs to evacuate, a bright-orange
railing leads them from the cockpit door to a hatch in the floor above the
forward cargo door.
By pulling a lever, the crew can trigger a set of explosive charges that will blow a hole in the right side of the fuselage. They can then leap down a slide, through the hole, and into the air.
modified the thrust-reverser actuation system of production A350-900s after a
failure of a locking mechanism on an in-service aircraft.
actuator was removed from the jet after several failure messages, and
investigators found that it failed a primary lock integrity test, said the
European Aviation Safety Agency.
that the component can be affected by internal contamination from carbon dust,
and that this can affect the retention capability of the actuator.
EASA said 2
out of 3 retention mechanisms of the thrust reversers can potentially be
affected by the problem, which would leave only the 3rd system – a lock
employing a different design – for retention.
introduced a new thrust-reverser actuation system standard into A350
production, after Goodrichcorrected the problem.
ordered in-service A350s to be modified to the same standard, within 750 cycles
since first flight.
Aerospace Europe (part of UTC Aerospace Systems' Aerostructures) is producing
the thrust reversers in a new dedicated building at its Toulouse site, with a 50.000-square-foot thrust
reverser robotic production area with a moving assembly line.
is providing all three members of the A350 XWB family's nacelle and thrust
reverser system, wheels and carbon brakes, air data system and ice detection
system, external video system and cabin attendant seats.
for the new A350-1000, Goodrich is providing the main landing gear.
Based on the article “A350 thrust-reversers modified after
lock flaw” published in FlightGlobal.
“You cannot expect to have no problems,” said
Didier Evrard, Airbus EVP for programs, who run the A350 program until the end
“But what is
important is that you take immediate action once something comes up. We have
innovated quite a bit in the way we work.”
the goal of 98.5% dispatch reliability can be reached within 1-2 years.
dedicated team inside Airbus is dealing with the A350 2 hours per day, and Didier
Evrard has instructed the team to immediately escalate any serious and new
issues to his management level to ensure things are properly addressed.
detected 3 areas that have needed particular attention in the A350 operation.
system that has created the most logbook entries so far is the onboard network
that hosts all MRO applications.
According to Marc
Virilli (Senior Director - Customer Services at Airbus), some human-machine
interface improvements as well as software updates were needed.
issued an evolution of the system which has already been implemented on the
Qatar and Vietnam Airlines fleets, and we are seeing a decrease in the number
of reports,” he said.
has eliminated a number of software bugs that also affected communications
between the aircraft and the ground.
Airbus was forced to issue a number of service bulletins and to remove some
galley inserts, such as ovens or coffeemakers, because of leaks.
The leaks are
related to a supplier that Airbus declines to identify.
said that after corrective action was taken, the number of reports has come
the bleed system’s over heating detection has issued nuisance warnings that
have caused some operational disruption.
retrofitted a sensor connection using gold-plated connectors, and the issue has
said “a combination of several factors” was affecting Qatar’s operations; some
have improved while others are still being addressed, but in general, the overall
situation has stabilized.
Finnair has experienced “the expected amount of small technical issues that can
typically be addressed by resetting the system.” Rather than a clear pattern,
there have been “isolated things here and there”. However, Finnair has noticed
a slightly higher use of spare parts in the cabin.
Based on the article “A350 Dispatch Reliability By Daniel Omale” pubished in Jimi Disu´s blog.
The A350-900 will
be able to fly even farther from 2020, thanks to increased fuel efficiency and
an optional increased maximum takeoff weight (MTOW) of 280-tonne.
Source: Rami Khanna-Prade
A350-900 (currently offered as a 268-tonne aircraft), will have the same MTOW
as the recently launched Ultra Long Range A350-900 ULR version ordered by
Additionally, Airbus has already developed a 278-tonne MTOW
higher gross weight version for Philippine Airlines and its transpacific
Source: Rami Khanna-Prade
At the same time, the company will give the aircraft 2%
reduction in fuel burn, with 1% coming from aerodynamic improvements, while the
other 1% will come from changes within the Rolls-Royce XWB-84 engine.
Airbus says the combined MTOW increase and efficiency
improvements will nudge the A350-900’s range up by an additional 500 nautical
miles(covering a distance of 8,100
nautical miles), if the aircraft is carrying 325 passengers in a 3-class
Source: Rami Khanna-Prade
“Airlines have pushed us in two directions on the A350,”
Airbus EVP-strategy Kiran Rao said in London, pointing out that the A350-900 is
being offered in a regional configuration with down-rated engines as well as in
the ULR variant.
Rao said airlines increasingly wanted flexibility within
their fleets, with the option of moving regional aircraft into long-haul
By offering the higher-takeoff weight option into the
standard A350-900 provides more flexibility depending on airline requirements,
“We can take a regional aeroplane and turn it into
ultra-long range, and vice versa,” said Rao.
“We are creating a flexible aircraft, and airlines buy into
Rao gave few details about the aerodynamic performance
improvements, but the company says they have been flown and tested.
Based on the
article “Airbus To Offer 280-tonne MTOW A350-900” published in Aviation Daily
Airbus is considering
adding a small lower deck to the A350-1000 jet to accommodate lavatories and
This is not a new idea as
it has been configured in some A330 and A340 as shown in the pictures, depending on cargo storage planned by each airline.
Source: Rafael Reca
Shifting these 'service
areas' off the main deck would free up significant amounts of space for more seats
in both business class and economy class, Airbus said.
passenger doesn't want to sit next to a lav and doesn't want to sit next to a
galley" explained Kiran Rao, Airbus Executive Vice-President for Strategy
Source: Mario Aurich
"As we move these
service areas out of the passenger cabin we create space for more seats without
compromising on comfort."
"So we are looking
to utilize the under-floor area of the A350-1000 for galleys and lavs,"
Rao said at the launch of the aircraft manufacturer's Airspace cabin concept in
The space beneath the
passenger deck is typically used for cargo but "on long aircraft you can't
fill it all with cargo" Rao said, adding that this could mean larger
galleys which would "give the cabin crew a nicer area to work in."
Although the A350-1000
will typically carry 366 passengers, freeing up space occupied by galleys and
lavatories could boost the seat count closer to the 400 mark.
Airbus is showing
a select group of airlines a stretched version of the A350-1000.
idea is to get enough feedback from potential customers so that a decision to
go ahead or not can be made during the summer.
What has changed
now it that the A350-1000 is taking form on the Airbus Toulouse Final Assembly
Line (FAL) and Airbus can now see that the A350-1000 will hit its performance
and weight numbers.
Airbus also has a
lot of learning from the A350-900 which makes it confident that an A350-1000
stretch can be made with rather small changes.
The A350-1000 is very close in capacity to the Boeing 777-300ER,
yet is considerable lighter; it is made with more modern construction
techniques, it is equipped with a more modern engine and it has only 4 door
Source: Grupo Joly
This gives the A350-1000 a distinctive performance advantage.
Staying with 4 door pairs, the total length of the aircraft can
only be stretched with around 4m before the distance between exit doors go
beyond the allowed 60 feet.
As no additional safety exits will be necessary, such an extension
will increase the aircraft’s capacity to around 400 seats.
Leahy has said that the favoured engine alternative is a stretched
variant of the A350-1000 engine Rolls-Royce TWB 97k.
By staying within the exit limits of 4 door pairs (max capacity
440 seats), a capacity increase of 40 seats is possible with minimal changes to
other parts of the aircraft.
This would enable a 400 seat aircraft which has a 7,600nm range
with a MTOW which is below 320t.
This is a full 32t less than a competing Boeing 777-9 that has
only a marginally higher passenger capacity.
The lower take-off and empty weight would give an A350-1000
stretch around 10% lower trip costs and around 5% lower seat mile costs.
Based on the article “Airbus exploring higher
capacity A350” published in Leeham