Alan Pardoe (Airbus) on some A350 design details:
O New landing gear as a platform for growth - either capacity, range or eventually both
O The flight crew rest area below the cockpit and behind the security door.
O Re-engineered aft fuselage allowing extra seats
O Dual Integrated Shipboard Information System displays and a vertical component to the navigation display.
O Improved low-speed aerodynamics using the A380's distinctive "droop nosed slat" are expected to deliver an improved take-off weight for essentially the same wing area.
O Airframe maintenance costs are expected to be at least 15 per cent lower and the company is trying to improve on that figure.
O Like the heavily composite 787, advanced materials will play a big role. The A350 will feature carbon-fibre wing and keel beams with extensive use of lightweight aluminium-lithium in the fuselage shell and cross beams.
O The skin will use larger panels joined by laser welding in the lower fuselage to radically reduce the number of joints, making it more durable and eliminating areas susceptible to corrosion.
O Airbus engineers have decided against extending the use of composites, which will make up about 37 per cent of the plane, into the fuselage shell. "We cannot see how a composite fuselage delivers you the kind of durability that the airlines need," Mr Pardoe said, adding that the metallic skin allowed quicker, simpler repairs.
O New pylons and nacelles have been designed to accept other engine types should manufacturers decide to produce them.
O "Equally we've been working hard to develop a cabin that will certainly be as attractive and, we would like to believe, more attractive than our competitor's offering,"
O We do have ... the benefit of seeing what the other guy has been up to because they were out of the traps ahead of us," Mr Pardoe said. "So we have a very clear target, as always, of doing better."
O Airbus believes its A350-800 version will have about 10 per cent more seat capacity than the equivalent 787 and about 600 nautical miles more range. It has also been working hard to demonstrate lower fuel burn per seat, lower maintenance costs per seat and, ultimately, lower cash costs per seat.
Australian News
The new landing gear is prepared to allow higher MTOW´s in the future. IMO seems bad news for the 777.
Interestingly Airbus says it decided not to use composites for the A350 because it doesn´t offer "the kind of durability that the airlines need"
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Stemmer noe av dette sååå blir det MEGET bra
O New landing gear as a platform for growth - either capacity, range or eventually both
O The flight crew rest area below the cockpit and behind the security door.
O Re-engineered aft fuselage allowing extra seats
O Dual Integrated Shipboard Information System displays and a vertical component to the navigation display.
O Improved low-speed aerodynamics using the A380's distinctive "droop nosed slat" are expected to deliver an improved take-off weight for essentially the same wing area.
O Airframe maintenance costs are expected to be at least 15 per cent lower and the company is trying to improve on that figure.
O Like the heavily composite 787, advanced materials will play a big role. The A350 will feature carbon-fibre wing and keel beams with extensive use of lightweight aluminium-lithium in the fuselage shell and cross beams.
O The skin will use larger panels joined by laser welding in the lower fuselage to radically reduce the number of joints, making it more durable and eliminating areas susceptible to corrosion.
O Airbus engineers have decided against extending the use of composites, which will make up about 37 per cent of the plane, into the fuselage shell. "We cannot see how a composite fuselage delivers you the kind of durability that the airlines need," Mr Pardoe said, adding that the metallic skin allowed quicker, simpler repairs.
O New pylons and nacelles have been designed to accept other engine types should manufacturers decide to produce them.
O "Equally we've been working hard to develop a cabin that will certainly be as attractive and, we would like to believe, more attractive than our competitor's offering,"
O We do have ... the benefit of seeing what the other guy has been up to because they were out of the traps ahead of us," Mr Pardoe said. "So we have a very clear target, as always, of doing better."
O Airbus believes its A350-800 version will have about 10 per cent more seat capacity than the equivalent 787 and about 600 nautical miles more range. It has also been working hard to demonstrate lower fuel burn per seat, lower maintenance costs per seat and, ultimately, lower cash costs per seat.
Australian News
The new landing gear is prepared to allow higher MTOW´s in the future. IMO seems bad news for the 777.
Interestingly Airbus says it decided not to use composites for the A350 because it doesn´t offer "the kind of durability that the airlines need"
____________________________________
Stemmer noe av dette sååå blir det MEGET bra
