Airbus A350XWB (partie 2)

• A350-800 : 270 à 312 sièges, 15.700 kms d'autonomie
  
• A350-900 : 314 à 366 sièges, 15.000 kms d'autonomie
  
• A350-1000 : 350 à 412 sièges, 15.600 kms d'autonomie
  

1. After poweron, there is a tremendous amount of work with the plan on
wheels (or jacks). e.g., swing gear (on jacks), actuate control
surfaces (on and off jacks and done to verify correct rate and response
to command).
2. Then the fueling/offloading test. This includes verifying weight
sensors on the gear and quite a bit of other test instrumentation.
3. Low speed taxi. (Don't take this for granted, friends of mine found
an issue with an airframe in the system center lab that would have been
a big issue during low speed taxi... This step often finds issues that
delay a program for weeks to months.)
4. High speed taxi (usually goes well. It shouldn't be performed
unless truly ready. I cannot recall the last time an issue was found on
an aircraft during high speed taxi. Ok, I'm aware of test
instrumentation having issues requiring a repeat, but not the base
aircraft.)
5. 1st flight! (Gear down). First chance to find flutter...
6. The aircraft sits as tweaks are done to software (not worth
continuing flight test without the tweaks). Remove any open doors that
fluttered on the first flight...
7. The real flight testing starts.

Ok, I skipped a bit, but that is the quick summary.

Airbus has installed on the
first flight-test A350 XWB (MSN001) its two flight-ready Rolls-Royce
Trent XWB engines and is also installing the new Honeywell HGT1700
auxiliary power unit (APU) at Airbus’ production facilities in Toulouse
(France).


The new Trent engines were both received from UTC
Aerospace Systems (formerly Goodrich) which had recently prepared the
fully integrated powerplants prior to their installation on the
aircraft’s pylons. Last month the Trent XWB received Engine Type
Certification from EASA, confirming that the engine had fulfilled EASA’s
airworthiness requirements for flight. The Trent XWB has already
powered a series of test flights on Airbus’ A380 Flying Test Bed (FTB)
aircraft since February 2012, demonstrating a high level of maturity.


In parallel to the mounting of the two Trent XWB
engines in Toulouse, the A350 XWB is also this week being fitted with
its new specially developed APU – the Honeywell HGT1700 which has
greater power density and higher efficiency than the previous generation
APUs.


With the installation of its engines and also the
APU, the A350 XWB MSN001 becomes essentially a ‘completed’ aircraft.
Following the ongoing ground tests, other preparations and also painting
in the coming weeks, MSN001 will then be handed over to the Airbus
Flight Test team to commence preparations for ground runs and maiden
flight in the summer.

Admin a écrit:Salut Beo
65 pour l'OPR
Tu as trouvé ça où ?
Le T_XWB existe, il marche il est au specs (maintenant ou à l'EIS à la limite c'est un détail)
Le GE90X n'existe pas encore (ni le 777X)
Les T1000 et GenX1b mettent beaucoup de temps pour être à leur specs, et le T1000-TEN est une sacrée évolution du T1000 std (au moins autant que du XWB classique au XWB97), et le GenX1b semble avoir du mal à pousser fort

Aircraft Interiors Expo 2013, Hamburg – Airbus
plans to further enrich its Premium Economy Seating offering available
in the A350 XWB Catalogue*, working in partnership with EADS Sogerma.
This will result in even more choice for future operators of the all-new
A350 XWB family of airliners.

To
this end EADS-Sogerma, an existing Airbus Contracted Supplier, is
optimising its new ‘Celeste’ seat for the A350 XWB’s wide fuselage.
Celeste is an innovative cradle seat which provides premium economy
passengers with a high level of comfort at an efficient pitch. Privacy
options enhance the passenger experience.

Earlier
this year Airbus also agreed with Zodiac Seats (formerly Weber Aircraft
Seats) to add its A350 XWB tailored ‘5810’ Premium Economy seat to the
aircraft’s Catalogue. This seat offers optimised living space and
ergonomics, low weight and comprehensive IFE capability.

The company expects to achieve first flight of its A350 jet in "the coming three months," Airbus CEO Fabrice Bregier said in the sidelines of a groundbreaking ceremony for a $600 million Airbus factory in Mobile.

Leahy said he expects to see "80 or so orders being booked for the A350" in 2013.

Bregier said the Airbus decision to switch to
nickel-cadmium batteries from lithium-ion for the A350 was the safest
and simplest choice and that Airbus didn't want to add any uncertainty
to that plane's certification process, currently underway.

"There will be a very smooth shift to this very common
technology," he said, noting that the shift would have no impact on the
time frame for the A350.

Admin a écrit:Sinon
http://news.yahoo.com/airbus-sales-chief-says-reach-750-plane-orders-184249587--finance.html

The company expects to achieve first flight of its A350 jet in "the coming three months," Airbus CEO Fabrice Bregier said in the sidelines of a groundbreaking ceremony for a $600 million Airbus factory in Mobile.

Leahy said he expects to see "80 or so orders being booked for the A350" in 2013.

Bregier said the Airbus decision to switch to
nickel-cadmium batteries from lithium-ion for the A350 was the safest
and simplest choice and that Airbus didn't want to add any uncertainty
to that plane's certification process, currently underway.

"There will be a very smooth shift to this very common
technology," he said, noting that the shift would have no impact on the
time frame for the A350.

Bregier dit premier vol dans les 3 mois....

9- avril / 9 mai : M1
9 mai / 9 juin : M2
9 juin / 9 juillet : M3

Rien de neuf donc

Admin a écrit:Reste MSN3, 5, 2 et 4 à sortir à toute vitesse aussi

aeroduO5 a écrit:Pour mémoire, l'A350XWB est à 220".
Donc pleins possibilités pour avoir une premium éco confortable à 8 de front.

Par exemple en prenant des couloirs de 18" (correct sans plus donc).
Ca laisse chaque doublet plus accoudoirs à 45", plus 4" entre les deux doublets centraux.
Avec des assises de 20", ça laisse 5" pour l'accoudoir central.
Pour les accoudoirs extèrieurs, la photo illustre bien l'astuce, à savoir le fait d'avoir des accoudoirs qui n'impactent pas l'assise.

20" est une largeur correct pour une premium éco, surtout si l'éco est à 17,5" ou 18".
Ca offre 5cm en plus, ce qui est significatif.

Both seats have a fixed back shell and slide down into a more relaxed
"cradle" position, either by a single electric actuator or
gravity-based mechanism. The business class seat can be angled to 45
degrees, while the narrower premium economy class variant stops at 35
degrees.

Seat pitch for the business class version is 40-45in (102-114cm),
while its premium economy sibling can be installed with a 38-40in
separation between seat rows.

Weight has not been finalised for the former, but should be below
30kg (66lb). The smaller premium economy version is lighter at 20-25kg,
says Sogerma.

There are slight differences, such as the tray table folding down
from the forward seat back on the premium economy version, while it is
pulled out from a central console on the business class variant, which
also offers a seat separation screen.

No customers have yet been recruited for either seat, says Forsbrey.
But when they have been ordered, it will take around 18 months until the
delivery.

The EADS subsidiary is talking with Boeing
about inclusion into the US airframer's BFE equipment range. But
Forsbrey says that the talks regarding potential installation of
"Celeste" business class seats on board the 737 Max are still at an early stage.