EnginesFor the engines Airbus has confirmed that they will retain a full bleed air system on their engines, rather than the bleedless configuration used on the Boeing 787. Rolls-Royce has agreed with Airbus to supply a new variant of the Trent engine for the A350 XWB, currently called the Trent XWB. After the low-speed windtunnel test, Airbus has frozen the static thrust at sea level for all three proposed variants in the 74,000-92,000 lb range.
GE has stated it will not offer the GP7000 on the aircraft, and that previous contracts for the GEnx on the original A350 did not apply to the XWB.
In April 2007, Airbus former chief executive Louis Gallois held face-to-face talks with senior General Electric management over finalizing the possible go-ahead of a new variant of the GEnx engine for the A350 XWB. Airline pressure for a GE engine option is believed to be coming particularly from US Airways and Singapore Airlines, as well as others within the A350 orders group that either originally selected GE or that have not yet settled for the Rolls-Royce Trent XWB-powered option. But on June 2007, Rolls-Royce announced that it had signed its biggest ever contract with Qatar Airways for the Trent XWB to power 80 A350 XWBs on order from Airbus worth $5.6 billion at list prices and in June 2007, Airbus' Chief Operating Officer John Leahy indicated that the GEnx engine will not feature on the A350 XWB, claiming that Airbus wants GE to offer a more efficient version for the new Airbus airliner. Both Singapore Airlines and US Airways have selected the RR Trent XWB for their future fleet of A350.
The Trent XWB will feature a 118 in (3 m) fan diameter and the design will be based on the advanced developments of the Trent 900 (Airbus A380) and Trent 1000 (Boeing 787). The Trent XWB may also benefit from the next-generation reduced acoustic mode scattering engine duct system (RAMSES), which is a noise-dampening engine nacelle intake and a carry on design of the Airbus's "zero splice" intake liner developed for the A380.
Auxiliary power unitThe A350 XWB will feature a 1,700 shp HGT1700 APU by Honeywell, which has 10% greater power density than the previous generation of the Honeywell's 331 APU family. Honeywell will also supply the air management system which comprise the bleed air, environmental control, cabin pressure control and supplemental cooling systems. The ram-air turbine will be now localized on the belly and the generator requirement is 100 kVA compared to 150 kVA for the A380. The selection of U.S. based Honeywell supplier is part of Airbus strategy to select complete work packages to a smaller number of major suppliers who are becoming system integrators on the programme.
Landing gearAirbus has adopted a completely new philosophy for the attachment of the A350 XWB’s main landing gear as part of the switch to a composite wing structure. Each XWB's main landing gear leg is going to be 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.
Airbus devised a three-pronged main landing gear design philosophy encompassing both four- and six-wheel bogies to ensure it can keep the pavement loading within limits. The A350-800 and A350-900 will both have four-wheel bogies, although the -800's will be slightly shorter to save weight. Both will fit in the same 4.1 m (13.5 ft) long bay. The proposed higher weight variant, the A350-1000 (and the proposed A350-900R and A350-900F) will used a six-wheel bogey and a 4.7 m landing gear bay. Messier-Dowty was chosen to provide the original A350's main landing gear, and has been confirmed to be providing the main landing gear for the new XWB. The nose gear will be supplied by Liebherr-Aerospace.
VariantsThere are three variants of the A350 and all launched in 2006. The A350-900 will enter service in 2013. The A350-800 will enter service in 2014. The last to enter service will be the A350-1000 in 2015.
A350-800The A350-800 will seat 270 passengers in a 3-class cabin and will have a range of 8,300 nmi (15,400 km).
A350-900The A350-900 is the first to enter service (EIS) in 2013 and seats 314 passengers in a 3-class cabin 9-abreast layout. The airplane will have a range of 8,100 nmi (15,000 km). Airbus claim that the A350-900 will have an increase of 16% MWE per seat, 30% in block fuel per seat and 25% better cash operating cost against the Boeing 777-200ER. A -900R and -900F variant also is being proposed but not launched yet and will feature the higher engine thrust, strengthened structure and landing gear of the -1000.
A350-1000The A350-1000 will enter service in 2015. It is the largest variant of the A350 family and will seat 350 passengers in a 3-class cabin. It will have range of 8,000 nmi (14,800 km).
GE has stated it will not offer the GP7000 on the aircraft, and that previous contracts for the GEnx on the original A350 did not apply to the XWB.
In April 2007, Airbus former chief executive Louis Gallois held face-to-face talks with senior General Electric management over finalizing the possible go-ahead of a new variant of the GEnx engine for the A350 XWB. Airline pressure for a GE engine option is believed to be coming particularly from US Airways and Singapore Airlines, as well as others within the A350 orders group that either originally selected GE or that have not yet settled for the Rolls-Royce Trent XWB-powered option. But on June 2007, Rolls-Royce announced that it had signed its biggest ever contract with Qatar Airways for the Trent XWB to power 80 A350 XWBs on order from Airbus worth $5.6 billion at list prices and in June 2007, Airbus' Chief Operating Officer John Leahy indicated that the GEnx engine will not feature on the A350 XWB, claiming that Airbus wants GE to offer a more efficient version for the new Airbus airliner. Both Singapore Airlines and US Airways have selected the RR Trent XWB for their future fleet of A350.
The Trent XWB will feature a 118 in (3 m) fan diameter and the design will be based on the advanced developments of the Trent 900 (Airbus A380) and Trent 1000 (Boeing 787). The Trent XWB may also benefit from the next-generation reduced acoustic mode scattering engine duct system (RAMSES), which is a noise-dampening engine nacelle intake and a carry on design of the Airbus's "zero splice" intake liner developed for the A380.
Auxiliary power unitThe A350 XWB will feature a 1,700 shp HGT1700 APU by Honeywell, which has 10% greater power density than the previous generation of the Honeywell's 331 APU family. Honeywell will also supply the air management system which comprise the bleed air, environmental control, cabin pressure control and supplemental cooling systems. The ram-air turbine will be now localized on the belly and the generator requirement is 100 kVA compared to 150 kVA for the A380. The selection of U.S. based Honeywell supplier is part of Airbus strategy to select complete work packages to a smaller number of major suppliers who are becoming system integrators on the programme.
Landing gearAirbus has adopted a completely new philosophy for the attachment of the A350 XWB’s main landing gear as part of the switch to a composite wing structure. Each XWB's main landing gear leg is going to be 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.
Airbus devised a three-pronged main landing gear design philosophy encompassing both four- and six-wheel bogies to ensure it can keep the pavement loading within limits. The A350-800 and A350-900 will both have four-wheel bogies, although the -800's will be slightly shorter to save weight. Both will fit in the same 4.1 m (13.5 ft) long bay. The proposed higher weight variant, the A350-1000 (and the proposed A350-900R and A350-900F) will used a six-wheel bogey and a 4.7 m landing gear bay. Messier-Dowty was chosen to provide the original A350's main landing gear, and has been confirmed to be providing the main landing gear for the new XWB. The nose gear will be supplied by Liebherr-Aerospace.
VariantsThere are three variants of the A350 and all launched in 2006. The A350-900 will enter service in 2013. The A350-800 will enter service in 2014. The last to enter service will be the A350-1000 in 2015.
A350-800The A350-800 will seat 270 passengers in a 3-class cabin and will have a range of 8,300 nmi (15,400 km).
A350-900The A350-900 is the first to enter service (EIS) in 2013 and seats 314 passengers in a 3-class cabin 9-abreast layout. The airplane will have a range of 8,100 nmi (15,000 km). Airbus claim that the A350-900 will have an increase of 16% MWE per seat, 30% in block fuel per seat and 25% better cash operating cost against the Boeing 777-200ER. A -900R and -900F variant also is being proposed but not launched yet and will feature the higher engine thrust, strengthened structure and landing gear of the -1000.
A350-1000The A350-1000 will enter service in 2015. It is the largest variant of the A350 family and will seat 350 passengers in a 3-class cabin. It will have range of 8,000 nmi (14,800 km).
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