Airbus A350 XWB Update

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Airbus A350 XWB update

16 November 2010
| George Marsh
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In responding to Boeing’s radical B787 Dreamliner,
Composite
Airbus
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to provide theget away with an
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use think again.
Ultimately, it put forward an altogether new aircraft,
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gaining competitive edge by giving it a wider fuselage
than that of the B787 (hence ‘XWB’).
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https://www.materialstoday.com/composite-applications/features/airbus-a350-xwb-update/ 1/16
Airbus leaders had to backtrack on their previous

Cathay Pacific Airways has ordered 30
assertions that Boeing was foolish to adopt a A350 XWB long range aircraft. (Picture © You might also like…
reinforced plastic fuselage for its Dreamliner. Plastic Airbus S.A.S./computer rendering by
Fixion.)
fuselages are an undoubted challenge because PRODUCT
previous commercial passenger jet fuselages have

Graphene reinforced aerospace part
been metal and no-one knew how best to fabricate a
large composite pressure vessel that has to An EU consortium have produced an
accommodate hundreds of passengers. Nor was it aeroplane part made of graphene reinforced
clear how such a plastic fuselage would behave in composite.
service. Unknowns range from the likely effects of 8 January 2019
fatigue on a structure subject to repeated thermal
and pressure cycles, to detection of damage in Comment now
composites and subsequent repairability. NEWS
Yet, stung by Boeing’s bold adoption of a SGL extends contract with aircraft
predominantly composite airframe, including the manufacturer
fuselage, Airbus has followed suit, notably specifying Manufacture of the A350 XWB lower wing SGL Carbon and Elbe Flugzeugwerke, a
reinforced plastics for its wide ovoid fuselage as well shells commenced in August 2010 at German aircraft manufacturer, have
as wings, empennage and other primary Illescas in Spain. (Picture © Airbus S.A.S.)
extended their contract to supply carbon
aerostructure. In fact, the billed 53% composite fiber prepregs for use in the Airbus A350.
content of the A350 slightly trumps the 50% of the
2 August 2019
B787. The European contender is 53% composite,
19% aluminium-lithium, 14% titanium, 6% steel and
Comment now
8% other materials.
PRODUCT
Of course, operators are not interested in
competition around plastic content for its own sake, SGL Carbon delivers composites for
but are keen Airbus rotor blades
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have the weight and performance
benefits that composites can bring. Reassured that SGL Carbon says that it has delivered two
Cookies enable us to provide the best non-crimped glass fiber textiles for the new
Airbus has recovered from its wrong-footing by The second test composite fuselage
experience possible and help us understand version of Airbus’ H145 helicopter.
Boeing, 35 customers have (at time of writing) section for the A350 XWB was completed
how visitors use our website. By browsing in Hamburg, Germany, in 2009. (Picture
ordered 573 A350 XWBs. (Airbus claims this number 25 November 2019
Materials Today, you agree to our use of © Airbus/M. Lindner.)
of firm orders and another 80 commitments.)
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Something around 600 copies is a creditable tally Comment now
given that the aircraft was officially launched in 2006,
more
Okay, than three years
I understand after

Learn the B787.
more ADVERTISEMENT
Composites advantage
Airbus believes it has advantages in the composites
arena. For a start, while Boeing has had to make a
large jump from barely 10% composites content in its
B777 airliner to the B787’s 50% figure, Airbus was an
early composites adopter and has gained expertise
while progressively adding fairings, nacelles,
empennages, control surfaces and wings to its
composite structures portfolio. It now has extensive
experience of reinforced plastics fabrication and
service behaviour, while composites engineers on the
A350 programme benefit also from the 15% plastic The A350 XWB’s advanced cockpit
content in the Airbus A380 ‘superjumbo’. Admittedly, features six large LCD screens that
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Airbus might still have preferred to maintain its more represent the latest in display
technology. (Picture © Airbus.)
incremental approach to composites adoption but,
goaded by its competitor, it is now fully committed to
the plastic fuselage revolution. Although low-weight
metal solutions, primarily aluminium/lithium alloy
and metal/composite hybrids such as GLARE, were
considered, composites won out because of the
prospects for greater integration, fewer parts and
fasteners, lower maintenance and, it seems, the
favourable attitude of airlines to the precedent set by
Boeing.
Paradoxically, the European planemaker gains from

In September, Airbus flight tested an
not being the leader in this particular airframe race
Our website uses cookies A350 XWB fuselage panel made from
since it can learn much from the problems CFRP. The 15 m² structure was fitted in
experienced by Boeing that have
Cookies enable us to provide the best led to a likely three- place of an existing A340 aluminium
year delay in first deliveries of B787s. Although the fuselage section. The trials was designed
experience possible and help us understand
to evaluate acoustic properties and to
A350 programme
how visitors is facing
use our website. Bydelays of its own, so far
browsing help fine-tune sound insulation for the
theseToday,
Materials are of you
the agree
order of
to months rather than years.
our use of A350 XWB cabin. (Picture © Airbus.)
With first deliveries and service entry likely in 2014,
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the new Airbus should not be nearly as far behind its
competitor in terms of its availability as was once anticipated.
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Broadly, the A350 family will comprise three aircraft

sizes; the A350-800, A350-900 and A350-1000
designed variously to carry 270 to 350 passengers (up
to 400+ in the highest-density configuration). The
aircraft was conceived as an A330/340 replacement
and will compete with larger variants of Boeing’s new
B787 and its existing B777 long-range widebody twin.
All A350s will have a range in excess of 8,000 nautical
miles. The variants will share a largely common wing
design and wing span though the -1000 model will
have a 4% larger wing area, achieved by extending GKN Aerospace's rear spar for the A350
the trailing section aft. XWB demonstrator wing.
Intensive development
An intensive development effort has achieved
significant milestones. One, reached in December
2008, was Maturity Gate 5 (MG 5), the point at which
the aircraft configuration is considered fully defined.
MG5 cleared the way for detailed design of
components and enabled production of jigs and
tooling to commence for long-lead items. This is
crucial in the case of composites, for which
production requires early commitments to tool
manufacturers. Airbus regularly updates its data to
these suppliers and many of the required tools are
A350 XWB fuselage material choice.
now available. The Maturity A milestone, which
encompasses MG5 and earlier gates, was followed
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last year by Maturity B, by which point all design teams had finalised their designs.
Cookies enable us to provide the best
Today the
experience A350 and
possible XWBhelp
is progressing steadily from the design and development phase towards production.
us understand
Airbus has
how visitors useassembled
our website.a detailed digital model of the aircraft for use as a common reference for
By browsing
Materials Today, you agree to our use of sites and its suppliers. Rather than rely too much on this, however,
component manufacture by its own
the airframer has also implemented a demonstrator programme under which a physical mock-ups of the
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fuselage, wing and other major structures are being produced. A350 programme head Didier Evrard
describes this activity as an essential ‘bridge between the digital model and the real world,’ important for
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validating composite production processes as manufacture ramps up towards the 10 aircraft per month
rate targeted.
A modified production strategy for the A350 sees Airbus relying on a select group of Tier 1
supplier/partners chosen for their ability to shoulder full responsibility for delivering large pre-assemblies
that are complete and ready for assembly into the final aircraft. It has not gone quite as far down the
dispersed outsourcing track as Boeing first aimed to do and, by maintaining closer supervision within its
partnership arrangements, hopes to avoid the supply chain pitfalls that have afflicted the Dreamliner
programme.
The biggest difference in approach between the airframers, however, is that related to fuselage
manufacture. Whereas Boeing is producing the B787 fuselage in large monolithic tape-wound barrel
sections that are subsequently joined, Airbus has opted to clothe a pre-fabricated fuselage skeleton with
large carbon fibre composite panels. This less radical solution reduces risk, says Airbus, while also having
the advantage that panel properties can be optimised to their locations in the fuselage (whether crown,
belly or sides) with resultant weight saving. Other benefits include easier handling, less expensive
autoclaves and the fact that having a panel fail at post-manufacture inspection for any reason is less of a
setback than losing a complete barrel. Stringers and most frames are of carbon, though certain frames in
high load areas are titanium so that crashworthiness criteria can be met. Airbus reversed an earlier
decision to use metal stringers in favour of co-curing carbon stringers within the skin panels. This reduces
the number of separately fabricated parts and fasteners. Crossbeams, however, are of aluminium-lithium.
The nose section is only partly composite, metal having been retained because the one-piece carbon fibre
structure that had earlier been considered would have required titanium reinforcement to meet bird
strike requirements, making it uncompetitive on cost.
Airbus Hamburg is responsible for fuselage development and final assembly, with an associate plant at
nearby Stade producing some carbon fibre panels. Centre fuselage build-up takes place at the Aerolia
(formerly Airbus) site in Saint-Nazaire, France, using upper and lower shells provided by Spirit
AeroSystems Inc in North Carolina, USA.
Wings are produced mainly in the UK (Filton and Broughton), while the centre wing box is manufactured
at Nantes in France. However, Spirit AeroSystems is responsible for the wing fixed leading edge including
the front wing spar, a 105 ft long composite structure weighing some 2000 lb. Tailplane (empennage)
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components are being produced by Airbus Spain and Germany, and in China. Final assembly of the
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aircraft will take place in Toulouse, France.
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Many of the production facilities, including those for composites, are new. A €150 million fuselage
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assembly hangar at
Learn morewith a production area of some 15 000 m2, was completed this summer. At
Hamburg,
a ceremony in July a topping out wreath decorated with carbon fibre was a symbolically appropriate part
of the occasion. A new composite production facility at Stade currently has a workforce of about 100, but
this is expected to grow to nearer 500 as production builds up to full rate. In July, Spirit AeroSystems
formally opened a new 46 500 m2 composite manufacturing facility in Kinston, North Carolina, after a
two-year construction phase. By now, some 200 people there are engaged on Airbus work, a tally that is
expected to rise to about 700 over the next few years.
The A350 has a wing and centre wing box that are more extensively composite (about 80%) than on
previous Airbus aircraft and the production arrangements reflect this. With majority production of the
wings taking place in the UK, Airbus has expanded its capability at Broughton, North Wales, with a new 46
000 m2 factory dedicated to A350 XWB wing production. Wing design and engineering take place at the
Airbus UK site at Filton, Bristol.
Broughton is due to commence assembly of the first wing about now. According to Brian Fleet, head of
the wing programme, the British operations had to fight hard to keep wing production in the UK and have
committed to efficiency improvements aimed at cutting cost by around 30%.
Parts of the wing are manufactured elsewhere. The role of Spirit AeroSystems in producing the fixed
portion of the forward part of the wing, including the forward spar, has already been mentioned. GKN
Aerospace has invested substantially in the site at Filton that it acquired from Airbus in 2008. Here, co-
located with the Airbus wing design activity, it is setting up to produce the entire portion of the wing aft of
and including the rear spar, except the wing skins which are being manufactured in mainland Europe and
certain trailing edge components being made by GE Aviation at Hamble near Southampton in the UK.
Dozens of organisations around the world are involved in the supply chain. Aerolia, the French
aerostructures specialist that emerged out of Airbus in 2009, is responsible for A350 nose and fuselage
structures in both metal and composite, and has invested €160 million in a new composites facility. Its
own supply chain tail includes Corse Composites (landing gear doors), Latecoere (nose fairing), plus a
number of design associates. In Germany, Premium Aerotec, a similarly semi-autonomous EADS
subsidiary,
Cookies enable us is producing
to provide much of the forward fuselage plus parts of the aft fuselage including the side
the best
shells, possible
experience floor gridand
andhelp
aft pressure bulkhead. Its investment of some €360 million in the programme has
us understand
includeduse
how visitors €6.5 million
our on a
website. Bynew 25 m long by 8 m high South Korea-built autoclave weighing 260 tonnes.
browsing
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Figeac Aero, also in France, is to manufacture floor sections under sub-contract to Aerolia while FACC
AG, the Austrian company now majority owned by the Xian Aircraft Industry Group, has a contract to
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produce blended winglets along with a number of other A350 components. The Duqueine Group, France,
is to fabricate fuselage frames for Premium Aerotec and Aerolia, plus window frames for Spirit
AeroSystems. Frame production work has also gone to Alliant Techsystems (ATK) in the United States,
along with manufacture of fuselage stringers. ATK recently spent €175 million on expanding its composite
production facilities.
China’s Avicopter, one of the country’s composite leaders, has a joint venture (JV) with Airbus parent EADS
to produce A350 rudders in a new factory at the Harbin Hafei Airbus Composite Manufacturing Centre.
This JV is also to produce A350 elevators, under contract to Aernnova Aerospace in Spain. Airbus and
China have an understanding that 5% of the A350’s airframe should be built in China, a commitment that
was fully fulfilled with the recent allocation of wing spoiler and droop panel manufacture to Chinese
companies. Another EADS joint venture is that with German company SGL to produce fuselage frames.
Goodrich Corporation is to supply composite engine nacelles and thrust reversers. Korean Air Aerospace
Division is to fabricate three of the aircraft’s safety-critical composite doors.
Automating composite production has engaged a number of suppliers including:
MAG Industrial Automation Systems, provider of Viper automated fibre placement machines used at
several production sites;
M Torres, supplier of gantry-style automated tape laying, fibre placement and inspection machines;
Flow International, manufacturer of machine tools for composites, including abrasive waterjet units;
plus
Aim Engineering and several other jig and tool specialists.
Hexcel Composites expects to make billions of dollars over the life of the programme by providing
composite materials, principally its HexPly toughened epoxy product incorporating intermediate modulus
carbon fibre. Two years ago Hexcel opened a carbon fibre production plant at Illescas near Toledo, Spain,
fibre from which goes to a partner plant in nearby Paria for conversion into prepreg.
Final aircraft assembly will take place in Toulouse where a new A350 XWB assembly unit is being built
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existing the best
A330/340 production line at a cost of €140 million. The 7.4 hectare assembly area,
nearing completion after almost two years of construction, has impressive ‘green’ credentials. There is a
high proportion of natural lighting, and with 27 000 m2 of photovoltaic roofing and an advanced energy
management system, the site is expected to generate over half of its energy. Use of parallel workflow lines
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is expected to enable up to ten A350s to be produced per month eventually.
Logistics
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As with the Dreamliner, A350 production involves considerable movement of large aerostructures.
Fuselage items manufactured in North Carolina will be shipped across the Atlantic to be received at a new
Spirit facility in Saint-Nazaire and assembled there into the full 65 ft by 20 ft centre fuselage frame
section, which next goes to Hamburg for full fuselage integration. These and other fuselage sections
completed at Saint-Nazaire are transported by Beluga – an Airbus A300 modified to carry outsized
cargoes in its large whale-like cargo belly - to either Hamburg or Toulouse. Since Saint-Nazaire, Hamburg
and Toulouse all have waterside access, items may optionally be shipped by sea.
Spirit AeroSystems will despatch its wing contribution to its operation in Prestwick, Scotland, for
integration into the wing leading section before the latter is transported to the final assembly site. The
main body of the wing, complete with the trailing edge portion, is flown from the wing assembly site at
Broughton, UK, to Toulouse as a final assembly item.
Centre wing boxes are transferred from Nantes to Saint-Nazaire for integration. Other items are
transported to European plants from as far afield as the United States, Korea, Malaysia and China.
‘Becoming real’
A key production milestone achieved at Nantes in December 2009 prompted Didier Evrard to declare, “the
A350XWB is becoming real!” This happened when work on the centre wing box (CWB) began with the
fabrication of a large carbon composite panel. The panel, with its 36 m2 surface area, was formed using a
new state-of-the-art tape laying machine and is the largest ‘monobloc’ composite panel ever
manufactured at Nantes. Subsequently, tooling for the keel beam was commissioned in Nantes in June.
This is a large item that enables the lower shell of the keel beam and the lower panel of the centre
fuselage to be laid up in one go. Assembly of the first keep beam is due to start about now.
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work began on one of the largest carbon fibre reinforced plastic (CFRP) items on the aircraft
– a 31.6 m by 5.6 m upper wing shell.
experience possible
At Stade, and work
in August, help us understand
began on one of the largest carbon fibre reinforced plastic (CFRP) items on the
how visitors
aircraft use our website.
– a 31.6 m by 5.6Bym browsing
upper wing shell. A massive autoclave facility installed at the plant can
Materials Today, youand
accommodate agree totwo
cure ourof
use of shells simultaneously. Airbus’ use for the first time of automated
these
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tape laying to produce this shell is aimed at ensuring speedy production, and consistent high product
quality. In September, Airbus in Spain unveiled an even larger piece of wing skin at its Advanced
Composites Centre in Illescas. The 32 m by 7 m lower wing cover, a double-curvature item fabricated to
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precise tolerances, is one of the biggest CFRP components ever built by the aeronautical industry.
Meanwhile in the UK, GKN Aerospace engineers early this year fabricated and evaluated their first
composite wing spar, intended for the A350 wing box demonstrator. Preparations are now being finalised
at Filton for series production of spars using automated fibre placement and other automated
techniques.
At the same time, 11 Airbus and associated sites in Germany, France and Spain have been working
together to produce a demonstrator fuselage. Recently the programme completed a second large test
fuselage section (the parallel part of the fuselage is produced in three sections). The 18 m long section,
with a diameter of more than 6 m, served to develop and validate the compete process chain, from the
manufacture of individual panels, frames and clips to shell assembly, section assembly and production of
long circumferential joints. Airbus has also had to develop and refine methods for producing fuselage
frames, window frames, fasteners and doors, including a hybrid CFRP/titanium door structure being used
for the first time.
As well as establishing production processes, demonstrators are used to validate the Electrical Structure
Network (ESN), a critical matter with composites since electrical paths for lightning strikes have to be
engineered into the structure rather than being freely available as in metals. This is achieved on A350
fuselages by connecting metal frames, aluminium strips attached to composite frames, the metal floor
grid etc together in a conductive network. (Boeing is incorporating an electrically conducting metal mesh
within its B787 fuselage lay-up.)
Another vital aspect of fuselage evolution is panel development. In September/October, Airbus flight
tested an A350 CFRP fuselage panel on an A340 test aircraft, where it was installed in place of a standard
metal panel. The 14 m2 panel, produced at Nantes, incorporates microphones so that technicians can
assess the panel’s acoustic behaviour when combined with various insulation materials. This is to
determine to what extent acoustic energy will be transmitted into the aircraft through a stiff carbon
structure, a matter that is still in question. Fuselage sections equipped with fully furnished cabins will be
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assessing the acoustic characteristics of a full composite fuselage. Production of panels is
commencing at Premium Aerotec, Aerolia and other aerostructure partners.
Frames,use
how visitors too,our
arewebsite.
a particular composites focus. Duqueine produced its first frame for Airbus’
By browsing
Materials Today, you agree to our use ofusing a multiaxial prepreg bending process that it developed in
demonstrator fuselage in January,
partnership with Airbus over the previous two years. ATK Aerospace Structures recently delivered its first
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composite stringers, produced using its proprietary automated stiffener forming system, and frames will
follow.
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Longer wait
Given what is, even for Airbus, a quantum leap further into composites, it is perhaps not surprising that
the development programme is slipping behind schedule. So far the airframer has admitted to a delay of
about three months, forcing it to compress the originally intended 15-month flight test programme into
12 months in order to meet early delivery commitments. Industry analysts and sources within Airbus
suggest that the final delay will be greater than this.
Although manufacture of initial parts is now under way, these are for the demonstrator mock-up and
parts for the first production aircraft, MSN001, come next. Start of final assembly of MSN001, the first
A350-900, has been pushed back from the second quarter of 2011 to the third quarter, with first flight
projected for mid 2012. The ensuing compressed flight test programme will require five aircraft to amass
2600 flight hours before certification can be achieved. The sixth aircraft manufactured will be the first for
customer delivery.
Airbus cites four main issues stretching the development timescale: airframe sizing, the electrical
structure network, the wing root join, and fuselage damage tolerance. Of these, the first two are
considered resolved and progress on the other two is said to be good. Didier Evrard admits that the
decision to push back fabrication is due to working in so many areas with carbon fibre. He says that,
unlike with metal, it is not possible to commit from a global finite element model and that with
composites ‘you only get one chance.‘ He adds that the delays should affect only the -900 variant. The
smaller -800 should follow a year after the baseline -900, and the largest -1000 a year after that.
In addition to evidence of slippage in detailed engineering, sources within the supply chain say that
shipments of some parts are up to six months late. Analysts may well be justified in suggesting that the
first -900 delivery will not take place before 2014. Moreover, early aircraft are likely to be overweight.
Even so, customers do not seem unduly perturbed at present. Given the prospect of an exceptionally
light, largely plastic low-maintenance long-range widebody aircraft offering operating costs some 20%
lower than
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HOME » COMPOSITE APPLICATIONS » FEATURES » AIRBUS A350 XWB UPDATE

Airbus leaders had to backtrack on their previous

previous commercial passenger jet fuselages have

Paradoxically, the European planemaker gains from

Broadly, the A350 family will comprise three aircraft

Automating composite production has engaged a number of suppliers including:

Our website uses

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Join the conversation…

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