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Por Nicop
Últimas noticias del A350 (en inglés):
Airbus opts for larger wing on A350-1000 through trailing edge extension

By Max Kingsley-Jones

Airbus is working to reach the design freeze for the largest A350 variant, the -1000, in the middle of this year and has revealed that the stretched aircraft will feature a slightly larger wing the -800/900 models.

The 369-seat -1000, which has an 11-frame stretch over the -900, is due to enter service at the end of 2015. A separate A350-1000 design team was set up in 2009, headed by the XWB programme's deputy engineer Alain De-Zotti, which is examining trade-offs for the design, says chief engineer Gordon McConnell. Detailed definition is due to be completed at the end of 2011.

Airbus's operational requirement targets for the -1000 include keeping the approach speed to 150kt (277km/h) at maximum landing weight, compliance with London's QC1 noise requirements for arrival and QC2 for departures, and the capability to reach an initial cruise altitude of 33,000ft (10,000m) in less than 30min.


"With these parameters we were able to do the work to design the wing, and we found that with some changes to the trailing edge we can meet all these requirements," says McConnell.

The wing will feature a trailing-edge extension increasing its area by 4%, which McConnell describes as "quite a big change because it extends the high-lift devices and the ailerons, making the chord bigger by around 400mm. We've been able to optimise the flap lift performance as well as gain more performance in the cruise."

The -1000 design team will work this year to finalise the changes over the -800/900, with some other less significant trade-offs to be completed on the configuration. Windtunnel tests will be run this year based on the enlarged wing, covering both performance and loads. "This will allow us to size the structure properly, which will give us a good idea on the weight delta of the aircraft," says McConnell.

Source: ... -edge.html - Flight International
Airbus devises plan to compress A350 flight-testing by three months

By Max Kingsley-Jones

Airbus aims to meet the A350's mid-2013 service-entry target by compressing the flight-test programme into 12 months, after revealing that it has burnt up some of the development programme's " buffer".

The A350-900's 12-month, 2,600h flight-test programme will begin in mid-2012 with the maiden flight of the first of five development aircraft.

The date for the first flight has slipped by three months because of development delays in the aircraft's structural design, but Airbus is confident it can meet the mid-2013 service entry target for launch customer Qatar Airways by reducing the original 15-month test programme by three months.

"We've got five aircraft in the flight-test programme - which is more than we usually have," says A350 chief engineer Gordon McConnell.

He says that the original 15-month plan had been generous - some customers had questioned why it would take Airbus so long - and the airframer has been running projects with its flight-test and engineering teams to devise ways of compressing it.


One example is the flight manual process, says McConnell: "In the past we've done the aerodynamic testing to freeze the configuration, then the performance testing, and then built the flight manual. We've been working to make that a more concurrent effort."

The flight manual will now be built ahead of flight testing and will then be checked during flight-testing, with adjustments being made when necessary. "We've been able to save quite a lot of time on that critical path," he says.

The first two A350s to fly (MSN001 and 003) will be heavily instrumented. MSN001 will undertake all of the flight-envelope opening at the beginning of programme, to enable the aerodynamic and flight-control configurations to be frozen.

"MSN003 will be more devoted to performance and systems testing, but the two aircraft will be interchangeable because they have the same instrumentation," says McConnell.

The third A350 to fly will be MSN002, which will have a cabin installed. "We'll fly that early in the programme so we can do proper operational testing on the cabin and deliver a mature aircraft to customers," says McConnell.

MSN004 and 005 will undertake operational tests and extended twin-engine operations trials towards the end of the programme, with Airbus planning to have up to four of the first five aircraft airborne before end-2012.

Source: ... three.html - Flight International
A350 launch customer Qatar Airways unconcerned by three-month first flight slip

By Max Kingsley-Jones

Airbus A350 launch customer Qatar Airways is unconcerned about the three-month slip in the twinjet's first flight schedule, believing that the buffer built into the test programme should ensure its deliveries remain on track.

Airbus confirmed to a gathering of existing and potential customers in Nantes during its recent fifth-programme progress review that final assembly and the maiden flight of the first A350-900 have slipped by three months to the third quarter of 2011 and mid-2012, respectively, due to issues that have cropped up during the design of the airframe's carbonfibre structure.

However Airbus remains committed to the mid-2013 first delivery to Qatar Airways, which has 80 of the Rolls-Royce Trent XWB-powered twinjets on order.
"We are currently relaxed about the slippage," says the airline. "The three-month delay is easily accommodated within the flight-test timescale, which has been reduced from the very long 15 months originally planned, to 12 months, which is the industry norm."

The programme's chief engineer Gordon McConnell says the airframer knew it had "a good buffer" built in to the original 15-month flight-test programme and had been looking at ways to do it quicker.

Programme manager Didier Evrard says that as the detailed definition of the baseline A350-900 progressed last year and Airbus prepared to begin machining the first parts, "I had to give a bit more time to our structure designers for deeper validation".

He says that the reason for Airbus's caution was that the "process for development of structure in composite is really different [to metal] - you cannot start machining the part and then improve the design".

Four areas of the design were affected: the airframe sizing, the wing-root joint, the fuselage's electric structural network (which helps the conductivity of the carbonfibre fuselage) and the fuselage damage tolerance. The first two of these have been resolved and the fix approved, while the others have a solution under validation.

The slip has already ha an impact on production, with the first material cut on the A350's horizontal cruciform sliding from November 2009 until 5 March this year, which has also pushed back the assembly of the centre wing box by three months to mid-2010.

Evrard says that the A350's systems development is "roughly" on schedule but having consumed margin on structures "it is important that we secure and find other buffers in the phases to come".

However, he is optimistic that the schedule can be met: "It's not going to be easy, but we have a good chance to be there or thereabouts."

Source: ... light.html - Flight International
Click aquí para ir a la Galería de fotos del A350 en
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Por Nicop
Más noticias del A350, en esta ocasión hablan del A350-800:
'Most XWB customers' endorse A350-800 rethink: Airbus

By Max Kingsley-Jones
Airbus acknowledges that the decision not to optimise the A350-800 and instead develop it as a shrink of the -900 does have a weight and fuel-burn penalty of "a few percent". However it denies that the decision to focus on range capability rather than optimum operating costs has irritated some customers wanting to use the aircraft on shorter routes.

"The customers have mostly endorsed that decision [to create the -800 as a shrink of the -900]," says A350 chief engineer Gordon McConnell.
Airbus presented the revised -800 to current and potential customers during April's annual A350 programme progress review in Nantes (Airbus says non-XWB-customer attendees included Air France, British Airways and Lufthansa).

Flight International understands that some attendees have been unhappy with the plan to trade operating economics for range and lower ownership cost with the decision not to optimise the design of the -800 around reduced weights. Airbus denies this, although McConnell concedes that "trying to keep all the airlines happy at the same time is not easy".

He says that Airbus has "to develop an aircraft that everyone wants" and points out that despite the -800's increased weights which boost range by 460km (250nm), it has retained the original basic weights "because they will be more interesting to airlines who are flying regional operations, and we'll probably offer some even lower take-off weights for customers with very short-range activities".

Despite the fuel burn penalty, McConnell says that the A350-800 retains a very strong advantage in operating economics over the airframer's current long-range twin, the A330-200.

"The A350-800 has got about 1,400nm [2,590km] more range with 30 more passengers, but it's burning less fuel too - over a 4,000nm [7,400km] mission the A350-800 burns around 23% less fuel [per seat] than an A330-200," McConnell says.

He also dismisses the notion that the decision to revise the A350-800 into a heavier, longer-range aircraft could leave a niche open for the smaller, lighter A330-200. "The economics mean that once this aircraft is available, people will not probably chose to buy our A330-200 any more," he says.
Source: - Flight International
Interesante, no sabía que Airbus tenía pensado acabar con el A330 apenas llegue el A350. Aunque es lo más lógico, por las reducciones en consumo y demás que va a ofrecer el A350 frente al A330.
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Por Nicop
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A350 systems testing gathers pace on flightdeck and cabin engineering mock-ups

By Max Kingsley-Jones
Airbus is undertaking intensive testing of A350 XWB systems across its various plants as part of the ongoing development effort to ensure a high level of equipment maturity ahead of the twinjet's first flight a little over two years from now.

The XWB's systems development is following a similar programme to that of the A380, with cockpit mock-ups, integration benches and "Aircraft -1", "Aircraft 0" and "Cabin 0" test platforms being used by engineering teams ahead of the construction of the first flight-test aircraft.

Airbus has just completed the "Class 2" mock-up of the A350's cockpit, which will be used to hone the flightdeck layout while the Aircraft -1 development simulator is helping to fine-tune control laws.


"We've had a Class 1 mock-up, but this didn't have real components in it," says A350 chief engineer Gordon McConnell. "The Class 2 mock-up has all the prototypes of the final equipment, so it's got real controls, and a real overhead panel, which we've not had before. It allows us to work on the final tuning of the pilot interface, lighting balance and ergonomics."

For the last year, Airbus engineers have been using the A350's Aircraft -1 simulator in Toulouse, which incorporates some prototype hardware and software models for various systems such as flight control architectures for some 300h of testing.

The Aircraft -1 platform is a complete cockpit built into one of the A380 simulators which, other than the windshield shapes, is representative of the A350's flightdeck. "It has real displays, flight control laws, and a vision system, so we can actually fly the aeroplane," says McConnell. "This has enabled us to do a lot of important testing, such as the examination of handling qualities with flight control system failures, to validate the control laws."

The next phase of systems ground-testing will be undertaken on the Aircraft 0 integration simulators and iron-bird hydraulic/flight control system test rig. Construction is now underway in Toulouse and it is due to become operational towards the end of the year.


"One of the main purposes of the mechanical part of the rig is to carry out endurance testing the hydraulic system for certification purposes," McConnell says. "But we can also link it to the Aircraft 0 cockpit simulator, which allows us to 'fly' the aeroplane and exercise all the hydraulic and electrical systems as if they're on the aircraft."

Another important A350 "zero-test" item is what Airbus calls the "Cabin 0 V&V (verification and validation) platform" in Hamburg, says McConnell. The mock-up, dubbed "MSN5011", is 37m (121ft) long and comprises fully equipped fuselage sections 11/12 (nose), 13/14 (forward) and 16/18 (aft), with three passenger doors on each side and the three cargo hold hatches. It will be fully furnished with seats, lining and monuments in a layout based on the arrangement of the A350 cabin flight-test aircraft MSN002.

"The cabin can be linked to functional system integration benches, such as the air system - to look at air distribution - or the IFE system," says McConnell. "This will enable us to achieve a good standard of maturity before we fly our first furnished aircraft, MSN002."
Sorce: ... k-ups.html - Flight International
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A350 Cabin 0 test rig will validate systems

By Max Kingsley-Jones
Airbus has built a 37m (121ft) -long A350 XWB cabin test rig at its Hamburg plant as part of its drive to maximise system maturity ahead of first flight.
Dubbed "Cabin 0", the verification and validation platform comprises forward and aft fuselage sections. It will be fully furnished in a layout based on the arrangement of the A350 cabin flight-test aircraft MSN002.

"The cabin can be linked to functional system integration benches, such as the air system - to look at air distribution - or the IFE system," says A350 chief engineer Gordon McConnell."
Source: ... stems.html - Flight International
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Airbus builds 'physical mock-up' of XWB fuselage to avoid A380 mistakes

By Max Kingsley-Jones
Airbus aims to avoid a repeat of the A380 production dramas caused by over-reliance on the digital mock-up (DMU), by building a physical mock-up of the A350's fuselage.

"The DMU is a fantastic tool, but the lesson learned from the A380 was that we needed to go further to anticipate system installation problems," says A350 programme manager Didier Evrard. "This was a large burden we carried on the A380 programme and this is why we've built this physical mock-up."

On the A380, Airbus relied solely on digital mock-up software to test the installation of wiring and other systems, which it found to its cost was inadequate at replicating the reality of the actual assembly effort. The airframer was forced to redesign and reinstall wiring looms and re-invent its assembly process, leading to the major production delays suffered by the programme.


The A350's fuselage and cabin physical mock-up is being assembled at Airbus's Hamburg plant, with the front fuselage so far having been constructed. "In the coming months the whole fuselage will be built - we have already used it a lot last year for testing design, assembly processes, tools and jigs," adds Evrard.

Next year the physical mock-up will be used for a dry run of the systems installation into the entire fuselage before this is attempted on A350-900 MSN001, says Evrard. "This will be a very strong de-risking measure for the MSN001 final assembly."
Source: ... takes.html - Flight International
Que bueno que ya se van viendo los primeros avances del A350, hasta ahora está iniciando un largo proceso. Yo dudo que el A350 esté listo a tiempo, creo que tendrán demoras en el programa (no tantas como el 787 por los avances que este dio por ser el primero en esa categoría). Por las imágenes que se muestran, por lo menos el cockpit está genial!.
Saludos. :D
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Por Nicop
Parece que la fusión no alterará los planes de United con Airbus:
United's A350 order 'unclear' under merger

By Laura Mueller
Airbus believes that the proposed US airline "mega-merger" will have no impact on its competitiveness during the campaign to replace United Airlines' huge Boeing 757 fleet, despite Continental's traditional favouritism for the US airframer's products.

However, a US investment bank has indicated that United's existing Airbus orders could become casualties of the planned tie-up.

Airbus's chief operating officer customers John Leahy says the airframer's prospects in the sales battle are good, despite Continental's close ties to Seattle - it had previously agreed a "20-year exclusivity deal" with Boeing.

"Any time an airline makes a major change it re-evaluates all the traditional fleet planning assumptions. This merger changes the game, even if Continental has traditionally bought Boeing. They are now going to look for the best airplane," Leahy says.

However, he thinks the merger could push back the timing of United's decision, which had been expected this year. "Every time you get a mega-consolidation you tend to have more aircraft than you need, so any of that refleeting might get delayed a bit."

The merged airline would have combined 50 Boeing 787s and 25 A350s on order - the latter being the legacy of a split deal United agreed last year for Dreamliners and XWBs.

However, Wells Fargo senior analyst Sam Pearlstein thinks the merger could threaten the Airbus widebody contract. "Although management has said it was committed to United's A350 orders, with these deliveries more than five years away, it would not be surprising if there were adjustments," he writes in a research note.
"We believe that United's A350 backlog is unclear as it would add one more airplane type to the combined airline."

Pearlstein also notes that while Airbus list United with a firm backlog of 42 A320s, United's "10-K" financial report says it has "the right to buy" these aircraft, but they are not legally binding purchase orders. "From this language we assume United is far from committed to these aircraft; given the merger with Continental, we would think these airplanes may not be taken," he says.
Source: ... erger.html
Por edgarnico
EADS retrasa la puesta en servicio del A350 hasta al menos 2014

Su entrega estaba prevista para finales de 2013. El retraso del competidor del 787 “Dreamliner” de Boeing ha supuesto que el consorcio haya hecho un cargo negativo de 200 millones de euros en su EBIT.

No obstante, EADS ha presentado unos bebeficios de 421 milloned de euros en los primeros nueve meses del año, más del doble que en el mismo periodo en 2010. ... enos-2014/

No solamente Boeing tuvo retrasos con el B-787.
Por xplan303ex
Interesante. Se puede apreciar que el A350 todavia tiene "lap joints" o el fuselaje en 4 secciones circulares, en vez de el "one piece barrel" del 787.

Mas interesante es el hecho que Airbus anunció que no utilizaría baterías de litio debido a los problemas por todos conocidos, pero está como tarde para hacer un cambio de diseño de ese calibre pienso yo... eso no es simplemente cambiar el tipo de baterías y ya (si fuera así el 787 estaría volando). Eso me hace pensar que lo más probable es que el diseño NUNCA consideró esas baterías y simplemente estan usando los problemas de otros para hacer marketing... o que el avión si las tiene y no lo quieren decir (improbable pero no imposible).
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Por designlatin
xplan303ex escribió:Se puede apreciar que el A350 todavia tiene "lap joints" o el fuselaje en 4 secciones circulares, en vez de el "one piece barrel" del 787.
Interesante observación, lo que me lleva a pensar que lo que decían en tono de risa comparando el A350 y el B787b pueda ser cierto. El B787 pueda que tenga innovaciones más contundentes en algunos aspectos.
CAJIMO escribió:me atrevo a decir que se ve un poco mas imponente que el 787..
Nada como las alas del B787. Recordemos que del Dreamliner vienen varios tamaños. A parte del frente, lo veo prácticamente igual... bueno, siendo justos, ningún avión (o carro) luce igual después de fabricarlo, al compararlo con los bocetos iniciales.
Por edgarnico
En la foto del spotter T. Laurent podemos ver el primer A 350-941 (cn 01) con pintura y con motores Roll Royce.

Se ve bien pero la nariz...... me quedo con el B 787......espero sus comentarios.

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Me Gusta ....esa gente de AIRBUS en verdad que trabajan rápido....
ese si va ser un competidor directo para el 787.
y la verdad me quedo con el que BOEING ES BOEING.
Buena foto
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Por designlatin

Qué alegría ver que el proyecto avanza, ¿tendrán problemas similares al Dreamliner? Tal vez no, teniendo en cuenta que, como en los negocios en general, las lecciones aprendidas de Boeing seguramente las habrán tomado ya en Airbus.
Diferencias grandes, la parte posterior de los motores y los winglets.
¿Llegará primero este o el B787 a Avianca, por ejemplo?
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designlatin escribió:Saludos,

Qué alegría ver que el proyecto avanza, ¿tendrán problemas similares al Dreamliner? Tal vez no, teniendo en cuenta que, como en los negocios en general, las lecciones aprendidas de Boeing seguramente las habrán tomado ya en Airbus.
Diferencias grandes, la parte posterior de los motores y los winglets.
¿Llegará primero este o el B787 a Avianca, por ejemplo?

como asi ....
no entiendo .
Hasta donde se AVA Solo a echo negocio con el 787...
¿ o No ?
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Por designlatin
Synergy también compró A350s, pero no sé realmente a dónde los enviarán.
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Por Nicop
El primer A350 en su livery completo, me encanta el wingtip que usaron en el A350, su diseño se ve estilizado y de frente a mi modo de ver tiene su toque "rebelde", me gusta bastante:

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Por designlatin
Luce bastante bien.

Aunque, es personal claro está, prefiero la forma de "doblarse" de las alas del Dreamliner, y la parte posterior de los motores del B787 también.
De acuerdo en el frente del A350, creo que a lo que Nicop se refiere, por ejemplo, es a esa "mirada" de los BMWs frente a otros carros "menos arriesgados"

Claramente estas ideas son meramente sobre la forma... habrá que ver su desempeño real en acción.

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