The new Libyan Wings airline signs a MOU for 3 A350-900 to start building up it´s operations

Libyan Wings, the newly launched Tripoli based airline, has signed a Memorandum of Understanding for 3 A350-900s (and 4 A320neo’s). The carrier is building up its fleet with aircraft orders announced at the 2013 Dubai Airshow. Libyan Wings will start operations for passenger charter and freight from the beginning of 2014.

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“The A350 XWB and A320neo will play a significant role in ensuring that our new airline operates one of the most modern and efficient fleets in the Middle East region moving forward,” said Wisam Al Masri, Chairman of Libyan Wings. "With these fuel-efficient aircraft we will be able to offer passengers the highest levels of comfort on both long haul and shorter regional routes, while benefitting from the lowest operating costs and best environmental performance."

"It’s very exciting to see a new airline starting its business today with our efficient, latest generation A320neo and A350 XWB Families. This means that the Airbus product line, from single aisle to widebody clearly meets customer requirements in the world’s most competitive and demanding markets like the Middle East," said John Leahy, Airbus Chief Operating Officer Customers. "Whether for short regional services or long intercontinental routes, Airbus has the right products with the lowest operating costs and best in class comfort standards."

Libyan Wings is a fully privately-funded airline backed by Libyan businessmen, according to Chairman Wisam Al Masri. It will function as a full-service operator, with the aircraft configured in both business and economy class seating.

Established in 2012, the Tripoli-based carrier plans to serve primarily the MENA region at the start, explained Haret Alfasi, the carrier’s Applications Manager. The current strategy is to debut with domestic routes and flights to such countries as Tunisia, Egypt and Morocco, along with Turkey. Future expansion is anticipated to northern Europe, with service to Persian Gulf countries also envisioned, he explained

“Our aircraft choice today also demonstrates a commitment to innovation, technology and matching customer expectations in terms of comfort and safety, while also addressing the growing environmental concerns of the aviation market.” Alfasi told reporters at the Dubai Airshow announcement press conference.

He added that Libya’s air transport sector is developing quickly, maintaining a strong recovery trend that has been boosted by a consumer market boom and the introduction of world brands in the country.

“Libyan Wings is here to demonstrate that we intend to make an impact in this market as well,” Alfasi concluded. “In addition, Libyan Wings is keen to play role in helping to revolutionize and improve airport infrastructure in Libya.”



Based on the press release “Libyan Wings orders three A350 XWBs and four A320neo’s”

Airbus is studying how much additional engineering work would be needed for the A350-1100, a double-stretched A350 XWB. No serious technical show-stopper identified.

Airbus has launched detailed technical studies into further stretching the A350, program head Didier Evrard said recently.

The current studies center on how much additional engineering work would be needed for the aircraft’s structure and systems to allow the fuselage to be extended beyond that of the A350-1000, a stretched version of the baseline A350-900.

Last month, at the Istat Europe conference in Barcelona, Airbus COO-Customers John Leahy confirmed for the first time that the company was studying the idea, although he later downplayed his comments. Later Evrard said “we are not in a hurry to define another product, but if the market needs it, we will do it.”

The current studies are primarily technical. Evrard pointed out that the landing gear for the -1000 is already different from the -900, and has upward weight potential in the tens of tons, so it would not be a hurdle. Evrard indicated that he didn´t see any technical issues that would be considered a serious technical show-stopper. “Others did it, we can certainly do it, too,” he said, referring to Boeing’s launch of the 787-10, a double-stretch of the 787-8.

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The amount of engineering work needed would largely depend on the extent of the stretch and the kind of missions that the aircraft would have to fly. A stretched version that does not include significant upgrades is likely to lose range.

If Airbus goes ahead with the project, it would follow Boeing’s plans to stretch the 777, making the proposed 777-9X a 400-seat aircraft. The type is widely expected to be launched at the Dubai air show in November.

Following the technical studies, Airbus plans to take a closer look at the market potential of a larger A350, which would likely take the aircraft into a similar size category. The A350-1000 is defined by Airbus as a 350-seat aircraft in three classes. It is almost identical in size to Boeing’s 777-300ER, but Airbus claims it can seat 9 additional passengers because the aircraft will have only 4 exit doors on each side rather than 5 for the 777-300ER.

Airbus argues that the proposed Boeing 777-9X will burn 15% more fuel than its A350-1000 for about 10% more capacity, and it will not get below the fuel-burn per seat achieved by the -900.



Based on the article “Airbus Studying Feasibility Of A Double-Stretched A350” published in Aviation Week

A vote of confidence from Etihad; 50 A350 ordered marking a volte-face after previously canceling some orders.

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Etihad orders 50 A350, including 10 A350-1000, only one and a half year later than the Middle Eastern airline cancelled 7+6 A350-1000 in May and January last year.

Chief Executive Officer James Hogan said at the Dubai Air Show that of the 40 A350-900 that Etihad agreed to buy, 24 are regional models due from 2018.

The commitment is a surprise comeback for Airbus after Hogan had canceled 13 A350-1000 orders last year, dealing a blow to Airbus at a time when the aircraft was struggling to gain appeal with buyers.

Etihad Airways, national airline of the United Arab Emirates, has announced a firm order for 50 A350 XWBs, 36 A320neo aircraft and one A330-200F as part of its fleet modernization strategy.

The contract was signed at the 2013 Dubai Airshow by James Hogan, Etihad Airways CEO and Fabrice Brégier, Airbus President and CEO.

James Hogan, President and Chief Executive Officer of Etihad Airways, said, “Ten years ago this month, we celebrated our inaugural flight from Abu Dhabi using an Airbus A330.

A decade later, we have grown into one of the world’s leading airlines and the importance of Airbus to our fast-growing operations has never been stronger. We have more than 60 Airbus aircraft in our fleet today, and this latest order is testament to the continued strength of our partnership.

As one of the first airlines set to receive the much-awaited Airbus A350-1000, we look forward to benefiting from its operational efficiencies and cost savings.”



Based on the article “Etihad Adds A350 Wide-Body Jet After Previously Canceling Order” published in Bloomberg

What has the first flying prototype MSN1 achieved alone in the A350 flight test program.

Hugues Van Der Stichel, Experimental test pilot, VP Flight Test Regulation, explained exactly what key achievements have been logged so far.

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• Aero clean and landing configurations are completed.
• Settings for the air brakes are completed.
• The flight envelope has been opened.
• The A350 is now cleared in normal law up to FL430.

RAT

• System tests including failure cases and a RAT (ram air turbine) in-flight extension have been completed.
• Auto-flight is functional, and the first autoland was performed on F4.
• Landing gear free falls have also been performed.
• The timing is not known for the all important VMU minimum unstick speed tests, the slowest speed at which the aircraft will safely take off.

 

Though Airbus says icing tests will occur by year’s end depending on weather.




Based on the article “Airbus Gives Major A350 XWB Program Update: Rival 777X In The Crosshairs” published in Airchive

First pictures of the cabin interior installation in the MSN2 third A350 flying prototype.

Patrick du Ché is the head of development flight tests and is also responsible for the development of the A350 XWB flight test campaign. “We´ve prepared very deeply for this flight test campaign and now it´s paying off”, he said. “Full speed ahead!”

MSN2 cabin interior installation

The MSN2 is the first test aircraft with a cabin. “This aircraft should join the fleet in early 2014 and then we´ll start carrying passengers and performing tests of the cabin and all of the cabin systems.”

MSN2 cabin interior installation

“If you are wondering why MSN2 is the third test aircraft, thanks to advancements in on-ground cabin testing, we didn´t need it before MSN3. So we built MSN3 earlier than planned, but kept the same MSN numbers” Patrick du Ché said.

MSN2 cabin interior installation

The MSN5 is a key aircraft for Airbus; “it will have a cabin and it will have all of the modification and improvements that we´ve made since testing began. It should be ready in spring, just months before we´ll deliver to our first customer, Qatar Airlines.”

MSN2 cabin interior installation

MSN5 will carry passengers as it basically makes a round-the-world trip during what Airbus call “route proving”, when they probe themselves and to their customers that the aircraft will do the job that it is supposed to do.

 

Based on the article “En route for certification” published by Airbus.

The dangerous flutter test performed last 23/October with the MSN1 A350 prototype. Video

When a flight test crew puts on helmets and parachutes, you know they´re going to attempt a potentially risky mission. And that´s what the crew of MSN1 did on 23/October during the flutter test, one of the most critical and most dangerous tests during an aircraft´s flight test campaign.

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Stéphane Vaux, flight test engineer, said: “with flutter testing, we´re confirming the aircraft´s damping properties, how effectively it reduces oscillations”. During the flutter test performance, the pilots push the aircraft to it´s designed speed and mach limits. But to truly test the aircraft´s damping ability, the flight engineers artificially “excite” the flight control surfaces; the rudder, ailerons and elevators.

To “excite” the aircraft, Stéphane send signals to the flight control surfaces that initiate oscillations. “With the aircraft already shaking, there´s a second flight test engineer monitoring what I do”, he said. “He´s making sure I don´t type in the wrong input, something that could damage the aircraft”.
           

                         


At the same time, the pilots have their own challenges. In a violently shaking aircraft, they have to sustain constant speed and mach. They must also maintain proper pitch and bank angle during the excitation phase, which can last up to 3 minutes.

In order to minimize risk, the crew will only gradually increase the aircraft´s speed and mach combinations. After each excitation phase, “We look at the data and get feedback from flutter and aero-elasticity experts monitoring the flight in the telemetry office”.

Inputting information from dozens of accelerometers around the aircraft into complex mathematical models, those experts will analyze the structure´s damping response. “If the oscillations are damped, the structure is stable”, Stéphane said. “If not, the aircraft can be severely damaged”. Only when the results are good, the flight crew accelerates to the next speed and mach combination.

After each 5-hour flutter flight, Stéphane said the crew comes back exhausted. “The test requires non-stop concentration”, he said. “We´re demanding a lot of the aircraft – we´re right at the limits of what it can do”.

With the successful completion of the flutter test campaign -6 flights in total- the A350 XWB´s flight envelope, in terms of speed and mach, is now completely opened. “We have flown faster and rougher than what any customer A350 XWB ever experience”, said Stéphane Vaux.

Based on the article “Flutter test; going to the edge” published by Airbus.

Gulf airlines define the range and payload capabilities for new aircraft. And that converts the A350-1000 in a heavier and more capable aircraft than many other European, US and Asian carriers require.

Middle Eastern airlines are now hugely influential when it comes to defining new aircraft models



For more than a decade, Persian Gulf carriers have collectively helped shape the long-range airliner product development strategy for both Airbus and Boeing and the world's high-capacity air transport markets. With the advent of the Boeing 777X and possible Airbus A350, and A380 upgrades, their influence looks like it will only grow.

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The impact of airlines such as Emirates, Etihad and Qatar Airways on performance requirements has therefore evolved into something considerably greater than the sum of their parts. As a result, even though the airlines of the region in themselves represent a sizeable chunk of both the Airbus and Boeing market forecasts, their influence extends out of all proportion around the globe. Having placed themselves at the nexus of an ever-growing network of interconnecting global routes, they have driven airframe and engine manufacturers to reach new levels of range and payload capability.

Because of the geographic location of their hubs, the Middle Eastern carriers require more range than most others. A flight to New York is not an 8 h. mission like it would be for Lufthansa or Air France, but can be a trip in excess of 14 h. against winter headwinds. Trips to the U.S. West Coast can reach 17 h., much like flights to Latin American destinations, which are increasingly linked to Middle East networks. Carriers claim they can connect any 2 markets on the globe with only one stop somewhere in the Persian Gulf region, and they need aircraft with long legs to keep that promise.

But Airbus and Boeing risk having to produce aircraft that are designed only for a part of the market, with European, U.S. and Asian airlines having to deal with heavier and more capable aircraft than they require. And the manufacturers have to avoid at all costs developing more slow-sellers like the Boeing 777-200LR or the Airbus A340-500. The second life of the A330 can partially be explained by the fact that the aircraft is all many airlines need as far as range is concerned. Lufthansa and Air France are flying the aircraft to the U.S. West Coast and Latin America. And the recently launched Boeing 787-10 is targeting that—arguably large—segment as well.

The A350-1000 is the most obvious example of Persian Gulf carriers' intervention in the design process. Emirates, notably, doubted that its engines were powerful enough and that the aircraft would have the required range. Along with Qatar Airways, the airline put significant pressure on Airbus. “Some say the A350-1000 needs to take on more thrust and weight, and I believe that to be the case,” Emirates' Clark said before the latest redesign. And Al Baker wanted “increased takeoff weight and increased range.”

The 2 got it their way. Airbus delayed the aircraft's EIS to allow time for Rolls-Royce to raise engine thrust from 93,000 to 97,000 lb. The Persian Gulf carriers' appetite for larger aircraft has also been a factor in Airbus's notable lack of interest in building the -800, the smallest A350 version.
Since the 777X will be launched largely on the strength of Persian Gulf carriers' orders, industry sources point at their massive influence in the aircraft's design.



Based on the article “Dubai 2013. Top Designers” published in Aviation Week