COLLEGE of AVIATION &

TECHNOLOGY

AIRBUS A350
but
 WHAT
IS
AIRBUS
?
INTRODUCTION of AIRBUS:

◦ AIRBUS IS AN EUROPEAN MULTINATIONAL AEROSPACE CORPORATION WHO DESIGNS, MANUFECTURS, AND

SELLS CIVIL AND MILITARY AEROSPACE PRODUCT ALL OVER THE WORLD. BASICALLY, IT’S A FREANCE
COMPANY. HOWEVER, THEY SETUP THERE COMPANY WHOLE AROUND THER WORLD. AFTER BOEING THEY ARE
THE MOST SUCCESSFUL MANUFECTURING COMPANY IN THE WORLD.
FIRST AIRCRAFT:
◦ AIRBUS’ SUCCESS STORY COMES FROM A TIME OF SLOW GROWTH, PATIENCE, AND A VARIETY OF AIRCRAFT
THAT WERE CAPABLE OF CHANGING THE WAY THAT THEY SEE THE AIR TRAVEL INDUSTRY. THE COMPANY
EMERGED AS AN AIRCRAFT MANUFACTURER WHERE THEY STARTED OFF COMPETING IN THE DYNAMIC
TWIN-ENGINE MARKET.
◦ IT ALL KICK-STARTED IN 1969 WHEN AIRBUS ANNOUNCED THE AIRBUS A300B, THEIR FIRST AIRCRAFT. THIS
AIRCRAFT WAS TO DIRECTLY COMPETE WITH THE BOEING 727, MCDONNELL DOUGLAS DC-10, AND THE
TRI-STAR. THIS AIRCRAFT WAS SIGNIFICANT IN THIS MARKET AS IT WAS ONLY A TWIN-ENGINED AIRCRAFT
COMPETING IN A TRI-ENGINE MARKET. THE SELLING POINT TO THE AIRBUS A300B WAS AN EXTRA INCH IN
TERMS OF SEAT WIDTH. THE CONVENTIONAL SEATS ONBOARD COMMERCIAL AIRCRAFT AT THE TIME WERE
17 INCHES. THE FIRST FLIGHT WAS ON OCTOBER 28TH, 1972 WHICH LATER CONVERTED INTO THE FIRST
DELIVERY FOR AIR FRANCE. FROM 1969, THE FAMOUS CONVOY THAT IS NOW USED TO TRANSPORT AIRBUS
A380 PARTS WAS BORN. IRONICALLY, AT THE BEGINNING OF PRODUCTION, AIRBUS USED A CONVERTED
BOEING STRATOCRUISER. BY 1977, THE AIRBUS A300B WAS GIVEN AN ICAO ETOPS RATING OF 90 MINUTES.
BY 1982, THE AIRBUS A300B4-200FF (FORWARD-FACING CREW COCKPIT) WAS BUILT, WHICH REMOVED THE
THIRD CREW MEMBER FROM THE COCKPIT. THIS MADE THE A300B THE WORLD’S FIRST TWO-CREW
WIDEBODY AIRCRAFT IN THE WORLD.
FIRST FAMILY AIRCRAFT:
◦ DURING THE SAME YEAR THAT THE FF VARIANT OF THE A300B WAS BUILT, THE AIRBUS A310 BECAME THE
FIRST STEP IN BUILDING A FAMILY OF AIRCRAFT. TODAY, THESE AIRCRAFT ARE STILL USED BUT AS FREIGHTER
VARIANTS. THE AIRBUS A310 PIONEERED NEW TECHNOLOGY WITH A GLASS COCKPIT, A PRIMARILY
COMPOSITE-BASED STRUCTURE, ELECTRICALLY SIGNALED SLATS AND FLAPS, FOLLOWED BY AUTO WIND-
SHEAR PROTECTION, WHICH WAS A FIRST FOR AIRCRAFT TECHNOLOGY IN THE 80S. THE A310 ALSO FEATURED
THE FIRST WING-TIP DEVICE ON A COMMERCIAL AIRCRAFT. ADDITIONALLY, THE A310 INTEGRATED THE SAME
TECHNOLOGY AS THE A300 SO THAT PILOTS WITH AN A300 TYPE RATING COULD ALSO FLY THE A310.
WHY AIRBUS IS FAMOUS?
◦ AIRBUS IS A LEADER IN DESIGNING, MANUFACTURING AND DELIVERING AEROSPACE PRODUCTS, SERVICES
AND SOLUTIONS TO CUSTOMERS ON A WORLDWIDE SCALE.
◦ WITH OVER 125,000 EMPLOYEES AND AS THE LARGEST AERONAUTICS AND SPACE COMPANY IN EUROPE AND A
WORLDWIDE LEADER, AIRBUS IS AT THE FOREFRONT OF THE AVIATION INDUSTRY. THEY BUILD THE MOST
INNOVATIVE COMMERCIAL AIRCRAFT AND CONSISTENTLY CAPTURE ABOUT HALF OF ALL COMMERCIAL
AIRLINER ORDERS. THANKS TO THERE DEEP UNDERSTANDING OF CHANGING MARKET NEEDS, CUSTOMER
FOCUS AND TECHNOLOGICAL INNOVATION, THEY OFFER PRODUCTS THAT CONNECT PEOPLE AND PLACES VIA
AIR AND SPACE.
ARRIVAL of AIRBUS A350:
◦ THE AIRBUS A350 IS A LONG-RANGE, WIDE-BODY AIRLINER DEVELOPED AND PRODUCED BY AIRBUS. THE FIRST
A350 DESIGN PROPOSED BY AIRBUS IN 2004, IN RESPONSE TO THE BOEING 787 DREAMLINER, WOULD HAVE
BEEN A DEVELOPMENT OF THE A330 WITH COMPOSITE WINGS AND NEW ENGINES. AS MARKET SUPPORT WAS
INADEQUATE, IN 2006, AIRBUS SWITCHED TO A CLEAN-SHEET "XWB" (eXtra Wide Body) DESIGN, POWERED BY
ROLLS-ROYCE TRENT XWB TURBOFAN ENGINES. THE PROTOTYPE FIRST FLEW ON 14 JUNE 2013 FROM
TOULOUSE IN FRANCE. TYPE CERTIFICATION FROM THE EUROPEAN AVIATION SAFETY AGENCY (EASA) WAS
OBTAINED IN SEPTEMBER 2014, FOLLOWED BY CERTIFICATION FROM THE FEDERAL AVIATION
ADMINISTRATION (FAA) TWO MONTHS LATER.
CLASSIFICATION of A350:
◦ THE A350 IS THE FIRST AIRBUS AIRCRAFT LARGELY MADE OF CARBON FIBRE REINFORCED POLYMER. IT HAS A
NEW FUSELAGE DESIGNED AROUND A NINE-ABREAST ECONOMY CROSS-SECTION, UP FROM THE EIGHT-
ABREAST A330/A340. IT HAS A COMMON TYPE RATING WITH THE A330. AIRBUS ARE PRODUCING THREE
VARIANTS OF THE A350, NAMELY THE AIRBUS A350 800, AIRBUS A350 900 AND THE AIRBUS A350 1000. THE A350-
900 TYPICALLY CARRIES 300 TO 350 PASSENGERS OVER A 15,000-KILOMETRE (8,100-NAUTICAL-MILE) RANGE,
AND HAS A 280-TONNE (617,300-POUND) MAXIMUM TAKE-OFF WEIGHT (MTOW); THE LONGER A350-1000
ACCOMMODATES 350 TO 410 PASSENGERS AND HAS A MAXIMUM RANGE OF 16,100 KM (8,700 NMI) AND A 319 T
(703,200 LB) MTOW.
AIRBUS A350-800:
◦ WHEN AIRBUS FIRST BROUGHT THE A350 CONCEPT TO THE MARKET, THERE WAS A THIRD SMALLER VERSION
CALLED THE A350-800. IT HAD 182 ORDERS AND LOOKED LIKE IT WOULD BECOME THE NEW MUST-HAVE
AIRCRAFT FOR AIRLINES ACROSS THE WORLD. BUT THEN, AIRBUS NEVER BUILT THE AIRCRAFT AND WENT ON
TO INSTEAD REPLACE IT WITH THE A330NEO INSTEAD.
◦ IT WOULD BE 60.45 M (198.3 FEET)-LONG AND SEAT 276 PASSENGERS IN A TYPICAL THREE-CLASS
CONFIGURATION WITH A RANGE OF 8,245 NAUTICAL MILES (15,270 KM) AND CARRY AROUND 259 TONES
(571,000 LB). AIRBUS ALSO FELT CONFIDENT THAT IT COULD INCREASE ITS RANGE BY A FURTHER 250
NAUTICAL MILES (460KM) BUT THIS WOULD HAVE PUSHED ITS FUEL BURN WELL ABOVE THE 787.
SPECIFICALLY, THE -800 WOULD BE THE SPIRITUAL SUCCESSOR TO THE AIRBUS A330-200 SERIES, MUCH LIKE
HOW THE BIGGER VERSIONS OF THE A350 SUCCEEDED THE A340. IT WOULD BE USED FOR AIRLINES LOOKING
TO OPERATE TRANSATLANTIC SERVICES OR FILL IN THE UPPER MARKET GAP OF AROUND 270 PASSENGERS
WITH A NEW MODERN AIRCRAFT; SOMETHING THAT THE BOEING 767 HAD ENJOYED FOR SO LONG.
◦ BUT NOT ALL THE AIRCRAFT IN THE SERIES WOULD SEE THE LIGHT OF DAY. AND NAMELY, THE -800 WOULD BE
CANCELED ONLY A FEW YEARS LATER.
WHY AIRBUS A350-800 CANCELLED?
◦ THE MAIN REASON WAS THAT IT WASN’T INHERENTLY ADVANTAGEOUS OVER THE A350-900. THE RANGE
BETWEEN THE TWO WAS MINIMAL, WITH THE -900 HAVING A RANGE ONLY 145 NAUTICAL MILES AT 15,000 KM
(8,100 NAUTICAL MILES). AND WITH 50 LESS SEATS OR SO THAN THE BIGGER -900. FOR THOSE WITH THE -800
ORDER, IT WAS STARTLING LOOK LESS SMART TO SIMPLY NOT UP UPGRADE TO THE BIGGER -900. THUS, FROM
MID-2008, MORE AND MORE CUSTOMER ORDERS FOR THE -800 SLIPPED INTO UPGRADES FOR THE BIGGER -
900 MODEL. AS PRODUCTION OF THE PROTOTYPE BORE ON, AIRBUS REALISED A STARTLING TRUTH – THERE
WASN’T MUCH NEED FOR THE -800 AT ALL.
AIRBUS A350-900:
◦ IN PROVIDING ULTIMATE FLEXIBILITY AND VERSATILITY TO OPERATORS, THE UNCOMPROMISED ALL-NEW
DESIGN OF THE A350-900 DELIVERS CAPACITY, RANGE, AND ECONOMICS, WHILE PROVIDING THE BEST CABIN
ENVIRONMENT. THE A350-900 IS THE FIRST A350 MODEL; IT HAS A MTOW OF 280 TONNES (620,000 LB),
TYPICALLY SEATS 325 PASSENGERS, AND HAS A RANGE OF 8,100 NMI (15,000 KM). AIRBUS SAYS THAT PER SEAT,
THE BOEING 777-200ER SHOULD HAVE A 16% HEAVIER MANUFACTURER'S EMPTY WEIGHT, A 30% HIGHER
BLOCK FUEL CONSUMPTION, AND 25% HIGHER CASH OPERATING COSTS THAN THE A350-900. THE −900 IS
DESIGNED TO COMPETE WITH THE BOEING 777 AND 787 (777-200ER/LR, AND BOEING 787-10), WHILE
REPLACING THE AIRBUS A340-300 AND A340-500.
AIRBUS A350-900 ULR:
◦ THE MTOW OF THE ULTRA-LONG RANGE -900ULR HAS BEEN INCREASED TO 280 T (620,000 LB) AND ITS FUEL
CAPACITY INCREASED FROM 141,000 TO 165,000 L (37,000 TO 44,000 US GAL) WITHIN EXISTING FUEL TANKS,
ENABLING UP TO 19-HOUR FLIGHTS WITH A 9,700 NMI (18,000 KM) RANGE. THE MTOW IS INCREASED BY 5
TONNES (11,000 LB) FROM THE PREVIOUSLY CERTIFIED 275 TONNES (606,000 LB) VARIANT. BECAUSE OF THE
A350-900'S FUEL CONSUMPTION OF 5.8 TONNES (13,000 LB) PER HOUR, IT NEEDS AN ADDITIONAL 24 TONNES
(53,000 LB) OF FUEL TO FLY 19 HOURS INSTEAD OF THE STANDARD 15 HOURS: THE INCREASED MTOW AND
LOWER PAYLOADS WILL ENABLE THE LARGER FUEL CAPACITY. NON-STOP FLIGHTS COULD LAST MORE THAN 20
HOURS. THE FIRST −900ULR WAS ROLLED OUT WITHOUT ITS ENGINES IN FEBRUARY 2018 FOR GROUND
TESTING. FLIGHT-TESTS AFTER ENGINE INSTALLATION CHECKED THE LARGER FUEL CAPACITY AND
MEASURED THE PERFORMANCE IMPROVEMENTS FROM THE EXTENDED WINGLETS. IT MADE ITS FIRST FLIGHT
ON 23 APRIL 2018.
AIRBUS A350-1000:
◦ THE A350-1000 IS THE LARGEST VARIANT OF THE A350 FAMILY AT JUST UNDER 74 METRES (243 FT) IN LENGTH.
IT SEATS 350-410 PASSENGERS IN A TYPICAL THREE-CLASS LAYOUT WITH A RANGE OF 8,700 NMI (16,100 KM).
WITH A 9-ABREAST CONFIGURATION, IT IS DESIGNED TO REPLACE THE A340-600 AND COMPETE WITH THE
BOEING 777-300ER AND 777-9. AIRBUS ESTIMATES A 366-SEAT -1000 SHOULD HAVE A 35 TONNES (77,000 LB)
LIGHTER OPERATING EMPTY WEIGHT THAN A 398-SEAT 777-9, A 15% LOWER TRIP COST, A 7% LOWER SEAT
COST, AND A 400 NMI (740 KM) GREATER RANGE. COMPARED TO A BOEING 777-300ER WITH 360 SEATS, AIRBUS
CLAIMS A 25% FUEL BURN PER SEAT ADVANTAGE FOR AN A350-1000 WITH 369 SEATS. THE 7 M (23 FT)
EXTENSION SEATS 40 MORE PASSENGERS WITH 40% MORE PREMIUM AREA. THE -1000 CAN MATCH THE 40
MORE SEATS OF THE 777-9 BY GOING 10-ABREAST BUT WITH DIMINISHED COMFORT.
ANOTHER VERSION of AIRBUS ACJ:
◦ ACJ STANDS FOR AIRBUS CORPORATE JETS. AIRBUS CORPORATE JETS, A BUSINESS UNIT OF AIRBUS SAS AND
PART OF AIRBUS, MARKETS AND COMPLETES CORPORATE JET VARIANTS FROM THE PARENT'S AIRLINER RANGE.
TYPES INCLUDE THE A318 ELITE TO THE DOUBLE/TRIPLE-DECKED AIRBUS A380 PRESTIGE. FOLLOWING THE
ENTRY OF THE 737 BASED BOEING BUSINESS JET, AIRBUS JOINED THE BUSINESS JET MARKET WITH THE A319
CORPORATE JET IN 1997. ALTHOUGH THE TERM AIRBUS CORPORATE JET WAS INITIALLY USED ONLY FOR THE
A319CJ, IT IS NOW OFTEN USED FOR ALL MODELS, INCLUDING THE VIP WIDEBODIES. AS OF JUNE 2019, 213
CORPORATE AND PRIVATE JETS ARE OPERATING; 222 AIRCRAFT HAVE BEEN ORDERED, INCLUDING 128 A320
FAMILY JETS. AN AIRBUS CORPORATE JET CENTRE IS BASED AT TOULOUSE, FRANCE, AND SPECIALISES IN
SINGLE-AISLE AIRCRAFT.
ACJ A350:
◦ AIRBUS CORPORATE JET VERSION OF THE A350, THE ACJ350, IS DERIVED FROM THE A350-900ULR. AS A RESULT
OF THE INCREASED FUEL CAPACITY FROM THE -900ULR, THE ACJ350 HAS A MAXIMUM RANGE OF 20,000 KM
(10,800 NMI). THE GERMAN AIR FORCE IS TO BE THE FIRST TO RECEIVE THE ACJ350 HAVING ORDERED 3
AIRCRAFT WHICH WILL REPLACE ITS 2 A340-300. THE A330 AND A340 SUCCESSOR A350 XWB IS ALSO OFFERED
AS THE ACJ350 CORPORATE JET BY AIRBUS CORPORATE JETS, OFFERING A 10,800 NMI (20,000 KM) RANGE FOR
25 PASSENGERS FOR THE -900 DERIVATIVE AND 270 SQUARE METRES (2,900 SQ FT) OF CABIN SPACE. THIS
RANGE IS THE DISTANCE BETWEEN TWO ANTIPODES, ALLOWING TO CONNECT ANY SUITABLE AIRPORT.
UPCOMING AIRBUS A350-F:
◦ IN JULY 2021, THE AIRBUS BOARD APPROVED THE FREIGHTER DEVELOPMENT. IT IS BASED ON THE -1000
VERSION FOR A PAYLOAD OVER 90 TONNES, AND ENTRY INTO SERVICE IS TARGETED FOR 2025. AN A350-900
FREIGHTER WAS FIRST MENTIONED IN 2007, OFFERING A SIMILAR CAPACITY TO THE MD-11F WITH A RANGE OF
9,250 KM (5,000 NMI), TO BE DEVELOPED AFTER THE PASSENGER VERSION. IN EARLY 2020, AIRBUS WAS
PROPOSING AN A350F BEFORE A POTENTIAL LAUNCH. THE PROPOSED FREIGHTER WOULD BE SLIGHTLY
LONGER THAN THE A350-900 AND AIRBUS WOULD NEED 50 ORDERS TO LAUNCH THE $2–3 BILLION
PROGRAMME. IT WOULD BE 70.1 M (230 FT) LONG AND BE POWERED BY ROLLS-ROYCE TRENT XWB-97 ENGINES.
AIRBUS CALLS THE VERSION A350F.
AIRBUS A350-F:
◦ THE A350F WOULD KEEP THE A350-1000 319 T MTOW, SHORTENED BUT STILL 6.9 M (23 FT) LONGER THAN THE
BOEING 777F FOR 10% LARGER FREIGHT VOLUME AT 695 M3 (24,500 CU FT) COMPARED TO 633 M3 (22,400 CU
FT) FOR THE 777F, SIMILAR TO THE BOEING 747-8F. WITH A MAINDECK CARGO DOOR BEHIND THE WING AND
REINFORCED MAIN DECK ALUMINUM FLOOR BEAMS, ITS 109 T (240,000 LB) PAYLOAD IS HIGHER THAN THE
103.7 T (229,000 LB) OF THE 777F, WHILE ITS EMPTY WEIGHT IS 30 T (66,000 LB) LIGHTER THAN THE A350-1000,
20 T (44,000 LB) LIGHTER THAN THE 777F. AT THE NOVEMBER 2021 DUBAI AIR SHOW, US LESSOR AIR LEASE
CORPORATION BECAME THE LAUNCH CUSTOMER WITH AN ORDER FOR SEVEN TO BE DELIVERED AROUND
2026, AMONG OTHER AIRBUS AIRLINERS. THE LAUNCH OPERATOR OF THE A350F WILL BE SINGAPORE
AIRLINES, WHO ORDERED 7 AIRCRAFT AT THE 2022 SINGAPORE AIRSHOW, AND DELIVERIES WILL START FROM
2025.
ADVANTAGES of A350-F:
◦ BASED ON THE TOP-SELLING ALL NEW A350, THE A350F BRINGS LATEST-GENERATION EFFICIENCY AND
CHOICE TO THE LARGE FREIGHTER MARKET. WITH UNBEATABLE EFFICIENCY IN TERMS OF FUEL BURN, CO2
EMISSIONS AND ECONOMICS, THE A350F IS THE ONLY FREIGHTER CAPABLE OF MEETING THE LATEST ICAO
REQUIREMENTS. THE A350F CAN BE SEAMLESSLY INTEGRATED INTO AIRLINE FLEETS, DELIVERING STEP
CHANGE EFFICIENCY IN TERMS OF VOLUME, RANGE AND PAYLOAD. AIRBUS IS PROUD TO BRING THE A350F AS
THE ONLY CHOICE FOR THE FUTURE OF THE LARGE WIDEBODY FREIGHTER MARKET.
STRUCTURAL DESIGN of A350:
◦ AIRBUS EXPECTED 10% LOWER AIRFRAME MAINTENANCE COMPARED WITH THE ORIGINAL A350 DESIGN AND
14% LOWER EMPTY SEAT WEIGHT THAN THE BOEING 777. DESIGN FREEZE FOR THE A350-900 WAS ACHIEVED IN
DECEMBER 2008. THE AIRFRAME IS MADE OUT OF 53% COMPOSITES: CFRP FOR THE EMPENNAGE (VERTICAL
AND HORIZONTAL TAILPLANES), THE WING (CENTRE AND OUTER BOX; INCLUDING COVERS, STRINGERS, AND
SPARS), AND FUSELAGE (KEEL BEAM, REAR FUSELAGE, SKIN, AND FRAME); 19% ALUMINIUM AND ALUMINIUM–
LITHIUM ALLOY FOR RIBS, FLOOR BEAMS, AND GEAR BAYS; 14% TITANIUM FOR LANDING GEARS, PYLONS, AND
ATTACHMENTS; 6% STEEL; AND 8% MISCELLANEOUS. THE A350'S COMPETITOR, THE BOEING 787, IS 50%
COMPOSITES, 20% ALUMINIUM, 15% TITANIUM, 10% STEEL, AND 5% OTHER.
FUSELAGE of A350:
◦ THE A350 FEATURES A NEW COMPOSITE FUSELAGE WITH A CONSTANT WIDTH FROM DOOR 1 TO DOOR 4,
UNLIKE PREVIOUS AIRBUS AIRCRAFT, TO PROVIDE MAXIMUM USABLE VOLUME. THE DOUBLE-LOBE (OVOID)
FUSELAGE CROSS-SECTION HAS A MAXIMUM OUTER DIAMETER OF 5.97 M (19.6 FT), COMPARED TO 5.64 M (18.5
FT) FOR THE A330/A340. THE CABIN'S INTERNAL WIDTH IS 5.61 M (18.4 FT) AT ARMREST LEVEL COMPARED TO
5.49 M (18.0 FT) IN THE BOEING 787 AND 5.87 M (19.3 FT) IN THE BOEING 777. IT ALLOWS FOR AN EIGHT-
ABREAST 2–4–2 ARRANGEMENT IN A PREMIUM ECONOMY LAYOUT,[A] WITH THE SEATS BEING 49.5 CM (19.5 IN)
WIDE BETWEEN 5 CM (2.0 IN) WIDE ARM RESTS. AIRBUS STATES THAT THE SEAT WILL BE 1.3 CM (0.5 IN) WIDER
THAN A 787 SEAT IN THE EQUIVALENT CONFIGURATION.
INERSITE of FUSELAGE:
◦ IN THE NINE-ABREAST, 3–3–3 STANDARD ECONOMY LAYOUT, THE A350 SEAT WILL BE 45 CM (18 IN) WIDE, 1.27
CM (0.5 IN) WIDER THAN A SEAT IN THE EQUIVALENT LAYOUT IN THE 787, AND 3.9 CM (1.5 IN) WIDER THAN A
SEAT IN THE EQUIVALENT A330 LAYOUT. THE CURRENT 777 AND FUTURE DERIVATIVES HAVE 1.27 CM (0.5 IN)
GREATER SEAT WIDTH THAN THE A350 IN A NINE-ABREAST CONFIGURATION. THE 10-ABREAST SEATING ON THE
A350 IS SIMILAR TO A 9-ABREAST CONFIGURATION ON THE A330, WITH A SEAT WIDTH OF 41.65 CM (16.4 IN).
OVERALL, THE A350 GIVES PASSENGERS MORE HEADROOM, LARGER OVERHEAD STORAGE SPACE, AND WIDER
PANORAMIC WINDOWS THAN CURRENT AIRBUS MODELS.
WINGS of A350:
◦ THE A350 FEATURES NEW COMPOSITE WINGS WITH A WINGSPAN THAT IS COMMON TO THE PROPOSED
VARIANTS. ITS 64.75 M (212.4 FT) WINGSPAN STAYS WITHIN THE SAME ICAO AERODROME REFERENCE CODE E
65M LIMIT AS THE A330/A340 AND THE BOEING 777. THE A350'S WING HAS A 31.9° SWEEP ANGLE FOR A MACH
0.85 CRUISE SPEED AND HAS A MAXIMUM OPERATING SPEED OF MACH 0.89. THE -900 WING COVERS A 442 M2
(4,760 SQ FT) AREA. THIS IS BETWEEN THE 436.8 M2 (4,702 SQ FT) WING OF THE CURRENT BOEING
777-200LR/300ER AND THE 466.8 M2 (5,025 SQ FT) WING OF THE IN-DEVELOPMENT BOEING 777X. HOWEVER,
BOEING AND AIRBUS DO NOT USE THE SAME MEASUREMENT. THE A350-1000 WING IS 22.3 M2 (240 SQ FT)
LARGER THROUGH A 30 CM (12 IN) EXTENSION TO THE INBOARD SECTIONS OF THE FIXED TRAILING EDGE.
UNDERCARRIAGE of A350:
◦ AIRBUS ADOPTED A NEW PHILOSOPHY FOR THE ATTACHMENT OF THE A350'S MAIN UNDERCARRIAGE AS
PART OF THE SWITCH TO A COMPOSITE WING STRUCTURE. EACH MAIN UNDERCARRIAGE LEG IS
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 UNDERCARRIAGE DESIGN PHILOSOPHY ENCOMPASSING
BOTH FOUR- AND SIX-WHEEL BOGIES TO STAY WITHIN PAVEMENT LOADING LIMITS. THE A350-900 HAS
FOUR-WHEEL BOGIES IN A 4.1 M (13 FT) LONG BAY. THE HIGHER WEIGHT VARIANT, THE A350-1000 USES A
SIX-WHEEL BOGIE, WITH A 4.7 M (15 FT) UNDERCARRIAGE BAY.[166] FRENCH-BASED MESSIER-DOWTY
PROVIDES THE MAIN UNDERCARRIAGE FOR THE -900 VARIANT, WITH TITANIUM FORGINGS FROM
KOBELCO, AND UTC AEROSPACE SYSTEMS SUPPLIES THE −1000 VARIANT. THE NOSE GEAR IS SUPPLIED BY
LIEBHERR AEROSPACE.
The A350-900 has a four-wheel main gear
for a 280 t (620,000 lb) MTOW. The A350-1000 has a six-wheel main landing gear to

support a 319 t (703,000 lb) MTOW.

COCKPIT of A350:
◦ THE REVISED DESIGN OF THE A350 XWB'S GLASS COCKPIT DROPPED THE A380-SIZED DISPLAY AND
ADOPTED 38 CM (15 IN) LIQUID-CRYSTAL DISPLAY SCREENS. THE NEW SIX-SCREEN CONFIGURATION
INCLUDES TWO CENTRAL DISPLAYS MOUNTED ONE ABOVE THE OTHER (THE LOWER ONE ABOVE THE
THRUST LEVERS) AND A SINGLE (FOR EACH PILOT) PRIMARY FLIGHT/NAVIGATION DISPLAY, WITH AN
ADJACENT ON-BOARD INFORMATION SYSTEM SCREEN. AIRBUS SAYS THE COCKPIT DESIGN ALLOWS FOR
FUTURE ADVANCES IN NAVIGATION TECHNOLOGY TO BE PLACED ON THE DISPLAYS PLUS GIVES
FLEXIBILITY AND CAPACITY TO UPLOAD NEW SOFTWARE AND TO COMBINE DATA FROM MULTIPLE
SOURCES AND SENSORS FOR FLIGHT MANAGEMENT AND AIRCRAFT SYSTEMS CONTROL. A HEAD-UP
DISPLAY IS ALSO PRESENT IN THE COCKPIT.
AVIONICS SYSTEMS of A350:
◦ Avionics are a further development of the integrated modular avionics (IMA) concept found on the A380. The A350's IMA
will manage up to 40 functions (versus 23 functions for the A380) such as undercarriage, fuel, pneumatics, cabin
environmental systems, and fire detection. Airbus stated that the benefits includes reduced maintenance and lower weight
because as the IMA replaces multiple processors and LRUs with around 50% fewer standard computer modules known as
line-replaceable modules. The IMA runs on a 100 Mbit/s network based on the AFDX standard, as employed in the A380, in
place of the architecture used on the A330/A340.
ENGINE of A350:
◦ IN 2005, GE WAS THE LAUNCH ENGINE OF THE ORIGINAL A350, AIMING FOR 2010 DELIVERIES, WHILE ROLLS-
ROYCE OFFERED ITS TRENT 1700. FOR THE UPDATED A350 XWB, GE OFFERED A 87,000 LBF (390 KN) GENX-3A87
FOR THE A350-800/900, BUT NOT A HIGHER THRUST VERSION NEEDED FOR THE A350-1000, WHICH COMPETES
WITH THE LONGER RANGE 777 POWERED EXCLUSIVELY WITH THE GE90-115B. IN DECEMBER 2006, ROLLS-
ROYCE WAS SELECTED FOR THE A350 XWB LAUNCH ENGINE.
TRENT XWB-97 TURBOFAN ENGINES:
◦ THE ROLLS-ROYCE TRENT XWB FEATURES A 118 IN (300 CM) FAN DISK DIAMETER AND THE DESIGN IS BASED ON
THE ADVANCED DEVELOPMENTS OF THE AIRBUS A380 TRENT 900 AND THE BOEING 787 TRENT 1000. IT HAS
FOUR THRUST LEVELS TO POWER THE A350 VARIANTS: A 75,000 LBF (330 KN) AND 79,000 LBF (350 KN) FOR THE
REGIONAL VARIANTS OF THE A350-900 WHILE THE BASELINE A350-900 HAS THE STANDARD 84,000 LBF (370 KN)
AND A 97,000 LBF (430 KN) FOR THE A350-1000. THE HIGHER-THRUST VERSION WILL HAVE SOME
MODIFICATIONS TO THE FAN MODULE—IT WILL BE THE SAME DIAMETER BUT WILL RUN SLIGHTLY FASTER AND
HAVE A NEW FAN BLADE DESIGN—AND RUN AT INCREASED TEMPERATURES ALLOWED BY NEW MATERIALS
TECHNOLOGIES FROM ROLLS-ROYCE'S RESEARCH.
ORDERS AND DELIVERIES:
◦ ORDERS AND DELIVERIES BY TYPE

TYPES ORDERS DELIVERIES BACKLOG

A350-900 747 418 329

A350-1000 153 64 89

A350-F 22 _ 22

ACJ350-900 05 03 02

ACJ350-1000 00 00 00

TOTAL 927 485 442

LIST of AIRBUS A350 AIRLINE OPERATORS:
◦ THERE WERE 436 A350 AIRCRAFT IN SERVICE WITH 33 OPERATORS AS OF JUNE 30, 2021. THE LARGEST
OPERATORS ARE SINGAPORE AIRLINES (60), QATAR AIRWAYS (53), CATHAY PACIFIC (42), DELTA AIR LINES (24),
LUFTHANSA (21) AND OTHER AIRLINES OPERATING FEWER OF THE TYPE.
◦ IT IS PRETTY MUCH IMPOSSIBLE TO SHOW ALL THE AIRLINES WHICH HAVE AIRBUS A350. BUT FROM THE
BELOW LINK WE CAN HAVE A CLEAR CONCEPT.

https://en.wikipedia.org/wiki/List_of_Airbus_A350_operators