MSN003 final assembly will start in comming days

Arriving from St.Nazaire in the Beluga, the forward and central fuselage sections for the MSN003 will allow the FAL team to start the final assembly of the second flight test aircraft in comming days

The assembly in the nose section of the forward fuselage at St.Nazaire has been done with a higher maturity than the previous two aircraft and the lessons learnt have been applied. The installation of the FTI Flight Test Instrumentation components, and specially systems with all kind of provisions and fixed supports, has been the main challenge of last months. The cockpit systems and different modules have been suscessfully installed.

An enhanced reality project is in place for that purpose: the digital model of the aircraft is used to process it and to use a touch-screen tablet to look round inside the aircraft to check all the fixed supports and also to discuss the status of progress on the aircraft with the other departments involved.

The central fuselage has been more challenging because of panels manufactured by Spirit, that have been delayed to achieve a big rate of completion which allows to avoid travelling work to the FAL in Toulouse. Additionally, other components in the central fuselage, with many interfaces involved, have required more development than expected.

The arrival of these two first components in the final assembly was initially planned for Cristhmas, so the assembly team at the FAL will try to recover this delay. The aft sections of the fuselage should be in the final stage in Germany to be shipped to the FAL during February.

  

Based on the article “A350, A380, A400M, "supply chain" tendue... les quatre grands défis d'Airbus pour 2013” published in La Tribune

Batteries incident in 787 could impact the A350 XWB first flight targeted for Le Bourget in mid-June/2013. Safety is the first

Airbus knows that what happens to Boeing could in similar form happen to Airbus so nobody at Airbus is anything but empathetic. CEO Fabrice Breigier expressed sincere hope for Boeing’s plight and efforts to return the 787 to service, and this reflected universal sentiment.

Regarding the use of lithium batteries on the A350 XWB, Airbus officials, without any hint of criticism over Boeing’s choice of an all-electric airplane, simply explained the differing philosophies that led to Airbus’ conclusion to retain more tradition methods of powering the A350: hydraulics and pneumatics. The benefits of all-electric didn’t offset the risks and costs enough to go this route, officials said. The result is that the A350 XWB actually draws less power from batteries than the A330 because of design efficiencies, they said. Further, the Auxiliary Power Unit on the A350 XWB is started by two batteries splitting the load versus one battery on the 787 carrying all the load. That leads to less power per battery being required in A350. “But that does not mean that we may not be facing the same issues as Boeing,” said Tom Williams EVP-Programs.

Airbus CEO Fabrice Bregier tried to calm everyone and said there is not foresee an imminent effect of the Boeing 787 grounding on the Airbus A350 XWB program. “Airbus went through discussions with the FAA and the European Aviation Safety Agency about the electric architecture of the aircraft and they seemed very happy at the time.”

Airbus will “carefully study” recommendations that come out of the Boeing 787 investigation and evaluate whether they apply to the A350, with Bregier noting that the A350 still is in the development stage, so modifications are still possible.

However, Executive VP-Programs Tom Williams concedes that replacing the lithium-ion batteries would be a “very serious decision” and possibly cause “months in delays” in the A350 program, impacting the first flight.

The real impact on Airbus is still uncertain. While Airbus has selected a different supplier, Saft, for the batteries, the A350 XWB also is a less electric aircraft than the 787. Systems such as braking and functions such as de-icing are still performed in the conventional way, using hydraulics and bleed air, respectively.

According to Williams, Airbus has design features intended to make the battery operation particularly safe, including mechanical relief vents made of titanium. “The critical issue is to get failure management right,” he says.

Airbus could use nickel-cadmium batteries, but that would require a huge effort, and would lead to a significant weight and space penalty. Also, nickel-cadmium batteries are prone to the memory effect and cannot be recharged fully after a certain number of cycles.

Based on the article “Airbus Awaits Decision On Lithium-Ion Batteries Destined For A350 Platform” published in Aviation Daily

A350 XWB: 27 ordered in 2012. As of 31/December/2012, it has 582 orders from 34 customers

During the Annual Press Conference held on 17/January/2013, Airbus highlighted the orders signed in 2012.

"In the widebody market, 58 A330s and 27 A350 XWB were ordered. The A350-1000 won major endorsements from leading airlines through significant upsizing orders."

As of 31/Dec/2012, the A350 XWB has 582 orders from 34 customers

A350-900: 385
A350-1000: 105
A350-800: 92

 

 

Second A350 XWB supplier rescued by Airbus: Spanish Alestis Aerospace.

Airbus may invest in one of its key suppliers in Spain, Alestis Aerospace, to protect the delivery of parts and ensure Alestis can pay its own subcontractors (around 200 in Andalucia).In principle, this operation will be temporary.

Airbus has been supporting Alestis for more than a year, since the Spanish company struggled to receive credit, and the Toulouse-based planemaker is now considering an outright investment, said Airbus spokesman Jaime Perez-Guerra.

Suppliers including Alestis, which makes parts for all Airbus aircraft including the new A350 XWB, have struggled to keep pace. Airbus purchased PFW in 2011 after the German supplier lost access to credit. It is striking that both PFW & Alestis manufacture also parts for Airbus´ competitor 787.

 

“At this point our main aim is to guarantee that Alestis will deliver on its obligations to us, and for that we need a solution for the long term,” Perez-Guerra said.

Airbus has sent in managers to help Alestis in areas such as engineering and operations. The manufacturer may invest 21 million euros ($28 million) for a controlling 56.5% stake (from a previous 1.8%), Spanish paper El Pais reported Jan. 9. The adjustment implies 365 fired employees from a total of 1.800 in all facilities and plants located in Spain and Brazil.

The amount of workload for Alestis coming from Airbus is about worth about 2.3 billion euros over the next 10 years, Perez-Guerra said. The company’s two main work packages for the A350 XWB are the belly fairing and the section19.1 (tail cone).

 

Based on the article “Airbus May Invest in Spanish Supplier Alestis to Secure Work” published in Bloomberg

Airbus closely monitoring 787 major battery malfunctions to mitigate the risk of grounding the A350 XWB fleet in the future.

Airbus has set a taskforce to monitor all data, information and safety improvements related to the in-flight fire in hazardous Li-ion batteries that has spoiled and forced the 8 airlines -that has received 50 aircraft- and regulatory agencies –with American FAA leading them- to ground the complete 787 fleet.

 

Because it is not only an issue with the electrical systems but a series of incidents, as the 787 grounding is the first one for many years (the last time the FAA issued this type of order grounding a jetliner model occurred after a DC-10 lost an engine and crashed in 1979). The FAA called for Boeing and its airline customers "to develop a corrective action plan" and Boeing is working around the clock to resume the flights as quickly as possible.

 

Boeing confirmed that a fire on two JAL & ANA 787s appeared to have started in a battery, and the National Transportation Safety Board said the battery had "severe fire damage." The fire happened on the ground 7/January, with no passengers on board JAL 787. Only a week later another 787, this time from ANA, made an emergency landing in southern Japan after battery alarm and smoke. The key is that in-flight fires can be catastrophic, so the matter is getting close scrutiny by aviation authorities.

 

A350 XWB has also lithium-ion batteries, which is considered hazardous in many applications and in air cargo shipping. While the 787′s use of Li-ion is attracting headlines, the use in airplane applications is more common than has been recognized.

The Airbus A380 uses lithium batteries to power its emergency lighting system. The US FAA set special conditions when certifying the aircraft. Airbus says “the batteries are small, limited, and are not in a frequently-active charging/discharging function.” And the Airbus A350 will have Lit-ion batteries as can be read in the website:

“Airbus also has looked at new ways to generate electricity aboard the aircraft itself. The A350 XWB features a new lithium-ion battery that marks a significant improvement on the Cd-Ni unit used in other models. The battery contains less hazardous material, which makes it safer to handle. Adding to the benefits, it has a higher power and energy density, and low maintenance requirements, all while lasting up to three times longer than the Cd-Ni.”

So the reason for equipping the 787 and the A350 XWB with batteries is the same: improve fuel efficiency, reduce maintenance costs/time and reduce weight.

The batteries are used for the following functions:

• No-break power transfer function
• DC power to the instrument buses in a standby power configuration
• DC power or various ground functions, including APU start when ground power is not available.

The A350 XWB has 4 identical part number 28V Lithium-Ion batteries from Saft,  meaning there are 28 Li-ion cells on-board (compared with only 14 on the 787). Airbus electrical systems engineers have studied the known failure mode for Li-ion batteries called thermal runaway.

Only 2 of the 4 batteries are connected to the buses in a way such that they can supply standby DC power in an emergency. The battery system offers a truly innovative solution and includes an integrated monitoring and charging system using proprietary Saft know-how in the relevant electrochemistry algorithms.

Currently, and this could be modified, the electronics bay –where relatively few flammables are installed- doesn’t have a fire suppression system.

 

Airbus CEO Brégier: “We went through discussions with the regulatory agencies – EASA [European Aviation Safety Agency] and FAA [Federal Aviation Administration] – and they seemed happy with the [A350 electrical] architecture,” he said. “Regarding the A350, we’re in the development phase. We will have many opportunities to change things. With regard to the electric architecture, we see, unless we receive new information, no need to change the architecture.” “Both Boeing and Airbus give the same priority to safety,” affirmed Brégier.

 

The announcement “There is no Boeing 787 flying anywhere in the world at the moment"  shocked the aerospace industry and it is not good for the A350 XWB because the public confidence in the fleet of 787 or any aircraft needs to be restored and it will take time.

 

 

 

Based on the article “All Boeing Dreamliners Are Grounded World-Wide” published in The Wall Street Journal

A350 XWB nacelle aluminum leading edges manufactured in Southern California

McStarlite Company is manufacturing high tech inlet lipskins for the A350 XWB. The engine nacelle lipskins –manufactured of ductile aluminum AL-2219- are delivered from California to Airbus´ Nantes facility.

 

McStarlite produces the engine nacelle leading edges – or lipskins – for all the current Airbus production models.  

 

Aluminum Splices for the inlet segments (four per engine)

 

“Airbus is increasingly working with US-based high-tech companies like McStarlite,” said Airbus Americas Chairman Allan McArtor at a ceremony in the City of Los Angeles in the presence of Mayor Antonio R. Villaraigosa.

“Airbus has proven to be a strong business partner with more than 100 suppliers throughout California. By doubling its direct economic investment, Airbus’ commitment to the region is commendable and helps ensure that the aerospace industry remains a strong economic engine here in Southern California where it began. Los Angeles is always on the cutting edge of creativity and innovation, and companies like McStarlite make the city's business community shine,” stated Mayor Antonio Villaraigosa.

Is the A350 XWB cabin interior designed for women or for men?

 

Men and women have different habits in airplanes.

The airlines indicate that, in general, women prefer seats next to the window. Among frequent travelers of US Airways that have declared their preference in this regard, men prefer the aisle in an almost 2-to-1 ratio, advises the airline.

Meanwhile, aisle-seats are preferred by men. But while he wants the shade up, she likes the window seat with the shade pulled down.

 

More gender differences in flying; women usually carry a bag while men a small suitcase. Women huddle in the seat and avoid contact, while men extend elbows and legs and sometimes invade the space of their neighbors.

Women and men have different habits when it comes to getting on a plane. It is an area that is capturing the attention of airlines at a time in which more women thicken rows of frequent travelers.

Several airlines, as Delta Air Lines and US Airways say that between 54% and 56% of its clients are male. However, the difference is stabilizing. Virgin America points out that in recent years, 52% of its passengers have been male and 48% female.
British Airways transports more women than men, according to a spokesman. In the case of American Airlines, the men represent 55% of the members of its frequent flier program, but under 30 years old, women now outnumber men in that same age.

When talking about entertainment, there are also differences; airlines with systems of entertainment, such as Virgin America, indicate that women prefer to watch movies and men are more likely to tune in live news and sports programs.

A study on the meal preferences of travelers, Delta found that women are more inclined to salads and tapas (small dishes).The airline now evaluates changes in the menu.

Blankets tend to be more used by women than by men, also say the airlines.

 

Men remember what type of plane they’re flying on at first sight, while women couldn’t care less.

Generalization into which you can fit or not. But airlines should take into account. As hotels are doing, for instance, knowing that women prefer to read the ebook/ipad on bed while men seated (in a chair or in the bathroom).

Based on article “He Carries On, She Likes to Check” published in The Wall Street Journal.