Airbus A350XWB (partie 3)

But Airbus is sticking to its target of reaching the same or better reliability than the much more mature A330 fleet just four years after entry into service, by early 2019, according to Marc Virilli, senior director for the A350 program, customer services. Bregier says a dispatch reliability of 98.5% could be reached by the end of 2016.

On January 15 this year the world’s most efficient aero engine completed its first year in service. The Trent XWB on the A350 XWB achieved the milestone in style having performed in an exemplary fashion in its first 12 months of operation.

Launch customer, Qatar Airways received its first aircraft at the end of December 2014. They then embarked on around 3 weeks of intensive crew training before beginning revenue earning operations of this brand new aircraft and engine combination.

So after a year in service what’s the verdict? Well not only did it live up to its credentials in terms of being the most efficient engine ever but the Trent XWB managed to claim the crown of being the most reliable engine too with a dispatch rate of 99.83%.

Airbus says it has started A350-1000 final assembly pic.twitter.com/HQ7ucPuhJ2

— Robert Wall (@R_Wall) 10 Février 2016

Airbus has started final assembly of the first A350-1000 on schedule at the A350 XWB Final Assembly Line (FAL) in Toulouse, France. This A350-1000, one of three flight test aircraft to be built, will take to the skies for its maiden flight before the end of 2016. A350-1000 deliveries will start in mid-2017.

To ensure the smooth integration of the A350-1000 into the FAL while A350-900 production is ramping-up, Airbus has added three additional final assembly stations. For maximum flexibility, all stations in the A350 XWB FAL can be used for both models.

Currently in “Station 50” for fuselage join-up and nose landing gear installation, the first A350-1000 will next move to “Station 40” where the wings, main landing gear, pylons and tail planes will be installed. To save time and optimise the A350 assembly process, Airbus starts the cabin furnishing and first electrical power-on in parallel to the structural assembly work. After this stage is completed, the aircraft continues through the FAL process, with final structural activities, ground tests, painting, cabin & cockpit completion and engines installation before being transferred to the flight test centre.

Paul a écrit:Fin août ? Il devrait être sorti bien avant. La cadence actuelle est de 5 par mois je crois, il sera sorti dans quelques semaines, probablement avec beaucoup de composantes manquantes par-contre.

Beochien a écrit:Avec mon optimisme habituel, je le vois hors FAL fin Aout !
Premier vol Sept-Oct, ça dépendra de l'instrumentation d'essais (Lourde, ou plus légère que sur le 900 ??) J'ai tendance à comparer au A321 NEO, qui semble avoir été moins complexe à mettre en route !

The additions are a third Station 50 (where the forward, centre and aft fuselage sections are joined, along with nose landing gear installation); a fourth Station 40 (for wing-fuselage junction and tailplane installation); and a fourth Station 30 (for ground testing and cabin furnishing activities)

High-lift system tests launched for A350-1000

On 28th January, the test rig for the high-lift system of the A350-1000 commenced operation at Airbus’ facility in Bremen. Roughly 50 internal and external partners had spent a full year preparing for the launch of the test operation which is an important step towards obtaining the certification of the high-lift system for the A350-1000’s first flight later this year. Over the next few months, the interactions between structural parts such as flaps or spoilers and the electrical and hydraulic systems will be scrutinized. The test rig, which will operate continuously throughout each day, will not only reproduce the conditions during regular flight operations, but it will also simulate all event cases that are theoretically possible – such as a problem with the a hydraulic system, rotary shafts or cable

Airbus validates A350 XWB’s enhanced Runway Overrun Prevention System (ROPS) on natural ice in Finland

Airbus has successfully tested the A350 XWB at Finland’s Rovaniemi Airport. The crew validated how the A350 XWB’s Runway Overrun Prevention System (ROPS) works on a runway contaminated with natural ice. ROPS is an alerting system which reduces exposure to runway overrun risk, and if necessary, provides active protection. The previous version of ROPS could provide protection on “wet” or “dry” runways, but now its functionality is extended to runways contaminated with ice – which is an industry ‘first’ and brings certification of the latest version of the A350’s innovative ROPS system a step further later this year. Helsinki Airport became the first European ‘home’ of Airbus A350 XWB on 7th October 2015 when Finnair took delivery of the first of 19 A350s on order.

Poncho (Admin) a écrit:Et le jour où l'A350 s'est planté dans la neige
C'était pour ça

Airbus validates A350 XWB’s enhanced Runway Overrun Prevention System (ROPS) on natural ice in Finland

Airbus has successfully tested the A350 XWB at Finland’s Rovaniemi Airport. The crew validated how the A350 XWB’s Runway Overrun Prevention System (ROPS) works on a runway contaminated with natural ice. ROPS is an alerting system which reduces exposure to runway overrun risk, and if necessary, provides active protection. The previous version of ROPS could provide protection on “wet” or “dry” runways, but now its functionality is extended to runways contaminated with ice – which is an industry ‘first’ and brings certification of the latest version of the A350’s innovative ROPS system a step further later this year. Helsinki Airport became the first European ‘home’ of Airbus A350 XWB on 7th October 2015 when Finnair took delivery of the first of 19 A350s on order.

c.foussa a écrit:Peut-être est -il aussi équipé du BTV de l' A 380, brake to vacate.

Quoting BoeingVista (Reply 32):

That fuel burn seems a little high as the A359 burns 5.6t average on a 7.5h sector.

Yes it is high, but that higher fuel burn would be added to the front end of the flight plan, as the weight is reduced to the A359 weight the fuel burn per hr would be similar. The A359 burns less than the A333.

In a real world, you have winds and ATC restrictions which disconnects the a.net virtual reality and what is loaded on an aircraft. 8t per hour is still a tonne an hour less than a 77W. It would probably cost you 250 kg/tonne to carry an extra tonne 7000 nm, that would be around 400 kg/tonne on a 77W.