![]() From 109 tonnes that were announced after the launch of the freighter in 2021, the maximum payload weight goes up to 111 tonnes. In the future, we will see.”Įven before the first A350F is being assembled, Airbus has already found additional payload weight. We have a certain range advantage for the -900, particularly over the -10, and that gap is not closed by far by the recent weight increase. “What you see is that the 787-10 is to increase the weight to capture part of the gap that there is already against the A350-900. Straighter side walls result in ten centimeters of extra space at the armrest level.Īsked if Airbus has planned another MTOW increase to match the recently announced weight increase for the Boeing 787, Massou dit Labaquere said there are no plans for that. A re-arrangement of the rear bulkhead and the galleys has increased the usable space inside the cabin. Last October, Airbus introduced the latest production standard that includes a 400-kilogram weight reduction for the A350-900 and even 600 kilograms for the -1000 thanks to the use of more advanced materials. For instance, the Maximum Take-Off Weight has grown from 268 tonnes to 283 tonnes for the -900, while MTOW for the -1000 has increased from 308 to 319 tonnes. Since entry into service in 2014, the A350 has received various upgrades. Yes, we can always do better and strive to do better, but the situation is not as one-sided as it may seem by some.” (…) We do have the latest and most efficient widebody family out there, with great operational reliability. Reflecting on that, Shparberg said: “I think we are doing everything we need to do. Return of the A350-900 after her first flight on June 14, 2013. This gives Airbus a market share of 48 percent in the widebody market against Boeing and a 42 percent share in the full freighter segment against the Boeing 777-8F. Today marks the tenth anniversary of the first flight of A350-900 MSN001 on June 14, 2013. Do we really need to close the gap to the A380, do we need double-deckers? I think the A350-1000 is very capable to take over on the A380s and 777-300ERs and be the aircraft of choice for our customers.” Tenth anniversary This gives us an extra twenty to thirty seats that we can add, which obviously closes the gap to the A380. With the latest cabin improvements, we have been able to widen the cabin, which allows us to go to ten-abreast seating. We believe it has got the right ratio of risk versus reward, the number of seats you can have in the premium cabin, and Economy Class configuration. That was done in the past in very specific conditions, but we believe that the -1000 is the right size, to make sure that airlines operating the -900 can grow upwards and replace the triple sevens.”Īsked by AirInsight if the gap between the A350-1000 with 410 seats and the A380 with 500-600 seats isn’t too big, Head of Marketing Stan Shparberg said : “Today, the A350-1000 is the flagship product. “There is no -2000 study ongoing at the moment. Some six years ago, then Chief Commercial Officer John Leahy said that Airbus was considering a stretched A350, internally called the A350-2000. ![]() ![]() This is where we see the market in the next three years,” said Florent Massou dit Labaquere, Head of the Airbus Widebody Programme. When you look at the replacement of the 777-300ERs which is ahead of us, the -1000 is a perfect size, with more range and much better efficiency. “We consider that the -1000 is large enough. ![]() Airbus has no appetite to further stretch the A350. The current size of the widebody aircraft is the right one and needs no extension of the fuselage, the airframer said during an online widebody product presentation on Tuesday. Airbus has no intention of further stretching the A350-1000 to bridge the gap to the out-of-production A380. ![]()
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