Airbus A350XWB (partie 3)

Bom dia!” A new milestone for @TAMAirlines as their 1st #A350 XWB entered Final Assembly Line. #A350TAM pic.twitter.com/XQnSayQC0z

— Airbus (@Airbus) 1 Avril 2015

Admin a écrit:Ceci dit ton avatar Syntex a aussi le syndrome du nez rouge

PhilDur a écrit:Bonsoir
A ce train là, qui osera le 3 couloirs sur les avions à grande surface de plancher ?
Serait-ce même acceptable au niveau de règles d'évacuation ?
Bonne soirée  

A350 program

The Airbus A350 program has had a very different birth than Boeing’s 787. In the wake of Airbus’ troubled project, the A380, the company focused on realistic program execution with an improved program management setup and it seems to have paid off. There are now two aircraft delivered, both to Qatar Airways, but there are around 15 more in the final production process being readied for delivery this year.

We ran into Qatar Airways’ aircraft acceptance team complete with CEO Akbar al Baker and their Airbus account manager while at an Airbus visitor’s hotel and picked up the following information.

Production

Production seems to run smoothly with aircraft number three for Qatar delivery, MSN009, being at the customer delivery center since this week. Al Baker told us there might be an issue with the delivery as one engine is close to the allowed vibration level and Qatar might take an issue with that but apart from Qatar’s normal insistence on a perfect product to be presented at acceptance, there seems to be no real issues with the aircraft at present. Batch one has rework scheduled as part of the Final assembly process but it is a matter of weeks as compared to years for the initial 787. Airbus has installed temporary rework hangars made out of tents to cater for this rework. They should achieve a total delivery of around 17 A350 this year.

Production costs

There is no official information re the production costs for A350 but the initially produced aircraft will be delivered at a substantial loss, as it usual for this kind of project. Differently to Boeing these losses will be counted directly in this year’s Airbus and Airbus Group profit and loss. While there was a $434m loss provision charged to the bottom line for 2013 results, there were no charges for 2014 and none announced coming up for this year’s results.

Reliability

With the caveat that we are only looking at two aircraft flying two daily rotations between Doha-Frankfurt, it seems that dispatch reliability for the initial period is around where 787 is, 98%. This is of course measured on a tiny base so one does not have the statistical relevance of the 787 data but it is still significant that we know of only two issues that has plagued the operational A350 so far: a hydraulic hose that broke some time ago and a high lift issue that needed a spare part to be flown in about a week ago.

It seems that the A350 is not beset by the myriad of system software issues that plagued the initial operation of A380 and 787. It is our understanding this is what makes the increase of dispatch reliability difficult on these aircraft as new systems architectures takes time to stabilize and get reliable and further to get the field experience to a level where mechanics and operations departments know how to handle issues in an effective way. The A350 was effectively a further refinement of the A380 systems and Airbus has therefore been able to focus on system maturity before delivery instead of the exhaustive debugging of functionality that plagued Boeing for 787 and Airbus for A380.

But based on what Qatar Airways CEO Al Baker has told Leeham News "there might be an issue with the delivery as one engine is close to the allowed vibration level".

Admin a écrit:http://leehamnews.com/2015/05/06/airbus-a350-start-stretching-its-wings/?utm_source=dlvr.it&utm_medium=twitter

Une analyse sur ce que l'A350 va réellement commencer à faire ce pour quoi il est fait : le long courrier

New-york et Boston en mars 2016, soit 15 mois après la mise en service.

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With regard to cargo, about 85 per cent of air carriers agreed that, for statistical purposes,161 kg per cubic meter is a fair average cargo density across their international and domestic all-cargoand mixed operations.
Overall, 75 per cent of carriers agreed it was a representative number and 14 percent suggested different values ranging from 125-195 kg per cubic meter.
Finally, 68 per cent of airlinesindicated that they use a density of 161 kg to estimate the volume required to store passenger checked baggage in the aircraft cargo hold. 29 per cent of these respondents suggested values ranging 145-170 kg per cubic meter.