AIRBUS A 350 XWB

Pas d'avance remboursable du RU pour le financement de l' A350 XWB, mais un prêt à caractère classique. Un argument pour Airbus devant la WTO / OMC, si tous les pays partenaires faisaient de même.

PARIS, 5 juillet (Reuters) - Le Royaume-Uni préfère accorder un prêt de 500 millions d'euros à Airbus pour son programme A350 qu'une avance remboursable, écrit La Tribune à paraître lundi.

**** Selon le quotidien économique, qui ne cite pas ses sources, la filiale d'EADS devrait en parallèle obtenir 1,4 milliard d'euros de la France, 1,1 milliard de l'Allemagne et 300 millions de l'Espagne sous forme d'avances remboursables.

"Londres est certes prêt à contribuer au financement de l'avion à hauteur de 500 millions d'euros. Mais sous forme d'un
prêt classique, analogue à celui d'une banque" et moins risqué qu'une avance, lit-on dans un article transmis dimanche à Reuters.

Les quatre Etats impliqués dans Airbus ont décidé le 15 juin de se donner un mois pour préciser les soutiens financiers
qu'ils lui accorderaient pour l'A350, dont le coût de développement est estimé au total à 11 milliards d'euros.

Sollicité par La Tribune, EADS n'a fait aucun commentaire.

(Jean-Baptiste Vey, édité par Gérard Bon)

[Vous devez être inscrit et connecté pour voir ce lien]

Louis Gallois confirme l'EIS ( Entry Into Service, Entrée en Service ) de

L'A 350 XWB pour 2013, y compris les soucis éventuels de surpoids et la prudence vis à vis des matériaux composites

Le reste sur Actualités Constructeurs.

Sur Bloomberg :

By Andrea Rothman

July 28 (Bloomberg) -- [Vous devez être inscrit et connecté pour voir ce lien] is sticking to plans to put its A350 airliner into service by 2013 even as the planemaker fights weight problems and potential difficulties in certification because of greater use of composite
materials, the chief executive officer of parent company EADS said.

“The calendar is tight, it’s ambitious and we’re still on track,” CEO Louis Gallois said in an interview today after [Vous devez être inscrit et connecté pour voir ce lien] announced second- quarter earnings.

The plane, which will seat 314 people in its initial A350- 900 version, will compete with [Vous devez être inscrit et connecté pour voir ce lien] 250-seat 787 Dreamliner and the larger 777. The 787 is the first to have a fuselage and wings built mainly of composite plastics. Boeing’s delays in getting its new plane into service highlight the challenges in completing a new aircraft with the new technology, which makes the plane lighter than a traditional aluminum model.

Boeing has blamed disruptions to the 787 on parts shortages, defects, redesigns and problems with suppliers. The aircraft has yet to fly, after missing a June 30 first-flight target. A new delivery timetable hasn’t been set. The lessons learned by Boeing cause some analysts to question whether Airbus’s schedule is too rosy.

[Vous devez être inscrit et connecté pour voir cette image]

“We have the A350 entering service in 2015,” two years after the company says it will be ready, said Richard Aboulafia, vice president at the Teal Group, a Fairfax, Virginia-based forecaster and consulting company. “They’re breaking new ground with the A350, just as Airbus did on the A380 and Boeing’s doing on the 787, and all those
came out later than planned.”

A380 Lessons

After the Airbus A380 double-decker slipped more than two years behind schedule, the Toulouse, France-based EADS unit looked elsewhere in the parent company to find a leader for the A350 program, picking Didier Evrard, an executive previously with the MBDA missile joint venture.

“I am particularly satisfied with the program management, which is a significant improvement compared with past programs,” Gallois said. “We are fighting against weight as is everybody in the business, and we still have some technical challenges ahead of us, but we’re on track for the time being.”

EADS posted a 69 percent rise in second-quarter [Vous devez être inscrit et connecté pour voir ce lien] as it delivered more planes and said 2009 deliveries will at least match the year-earlier level.

Earnings before interest, taxes, depreciation, amortization and exceptionals rose to 656 million euros ($936 million), the Paris- and Munich-based company said today in a statement. Free cash flow advanced 20 percent to 1.17 billion euros in the first half as airline buyers made “limited” demands for financing help.

Airbus, which contributes two-thirds of revenue at EADS, handed over more planes even as the airline industry suffers billions of dollars in losses because the global recession is sapping travel demand. The planemaker delivered 138 aircraft in the quarter compared with 116 a year earlier and intends to deliver at least as many planes in 2009 as in 2008, when it shipped 483.

“The market is still alive,” Gallois said today on a conference call with analysts.

[Vous devez être inscrit et connecté pour voir ce lien]

La RFA s'engage à hauteur de 1,1 milliard d'euros d'avance remboursables pour l'A350 XWB

Sur Forbes :

BERLIN, Sept 12 (Reuters) -
The German government plans to support the planned construction of the Airbus A350 wide body plane with a state guarantee worth 1.1 billion euros ($1.61 billion), a magazine reported on Saturday.

Focus magazine said the government would secure a loan from state-owned bank KfW, citing a confidential
memorandum from Germany's finance and economy ministries to the parliamentary budget committee.

European governments are planning to provide billions of euros to help Airbus finance the A350 jet despite a ruling earlier this month from the World Trade Organisation that European 'launch aid loans' for the A380 and other top-selling planes violated the rules.

Last month, Britain pledged 340 million pounds ($567.6 million) in loans to help Airbus develop the A350, which is intended to compete with [Vous devez être inscrit et connecté pour voir ce lien] ( [Vous devez être inscrit et connecté pour voir ce lien] - [Vous devez être inscrit et connecté pour voir ce lien]- [Vous devez être inscrit et connecté pour voir ce lien])'s much-delayed 787 Dreamliner.

Officials have also said France would provide financing.

Airbus has nearly 500 firm orders from 30 customers for the A350, which it will launch next decade.
Company officials estimate the potential market for the aircraft at 2,500.

[Vous devez être inscrit et connecté pour voir ce lien]

Bonjour

J'ai lu sur un site allemand ( que je ne retrouve pas )
qu'il s'agirait bien d'un prêt.

Par la banque KFW.

1,1 c'est presque 10% du coût global de développement de l'A 350XWB.

Le débat est ailleurs, d'accord.

Airbus veut renforcer la part de travail de la Chine dans l' A 350XWB

possible + 5% en ajoutant les fournisseurs Tier 1

Sur Flight :

[Vous devez être inscrit et connecté pour voir ce lien] aims to spend $200 million next year on procuring aircraft parts from China and it is possible that China
will have more than 5% of the work on the [Vous devez être inscrit et connecté pour voir ce lien] programme.

Last year Airbus spent a little over $100 million buying aircraft parts from China and next year it is aiming for $200 million and in 2015 it will be close to $500 million, says Airbus China president Laurence Barron.

He says Airbus recently concluded deals with Chinese firms for the manufacture of rudders and maintenance doors for the A350 and at year-end it aims to sign a deal for China to make A350 elevators.

Airbus is also negotiating with [Vous devez être inscrit et connecté pour voir ce lien] to make spoilers for the A350, says Barron.

These contracts altogether account for 4% of work share on the A350 programme and the remaining 1% will come via sub-contracts from Airbus' other tier-one suppliers, he says.

Airbus has a long-standing commitment to give China a 5% share of the manufacturing work on the A350 programme.

Barron says if Airbus can negotiate a good price then China's share of work may exceed 5%.

Besides sourcing aircraft parts from China, Airbus is working to establish a logistics centre.

All Airbus shipments into China come via Tianjin but presently the company's shipments out of China are going though various ports.

Barron says the idea is to consolidate everything and have it go through one logistics centre to cut costs.

By year-end Airbus hopes to decide on a location for the logistics centre, he adds.

[Vous devez être inscrit et connecté pour voir ce lien]

Un indice intéressant , Magellan Aerospace fournira en Al LI des éléments du Center wingbox !


TORONTO, Canada, October 1 /PRNewswire/ --

Magellan Aerospace Corporation announced today that an agreement has been reached between Airbus and Magellan Aerospace (UK) Limited securing an important work package on Airbus’ new A350 XWB twin-aisle commercial aircraft. The package consists of a number of large, complex machined aluminium-lithium components for the aircraft centre wing box, including Rib 1 and a range of attachment fittings and flange Ribs.

Initial production will utilize existing capacity at Magellan’s facilities in the UK at Bournemouth and Wrexham, with investment in new high-technology equipment planned as the production rate increases commencing in 2012. These future investments demonstrate Magellan Aerospace Corporation’s commitment to developing world class
manufacturing facilities focussed on core competencies. The agreement covers delivery of the first 400 units to Airbus, with unit pricing yet to be finalized.

Jim Butyniec, Magellan Aerospace Corporation’s President and CEO, discussed the strategic importance of participation on the A350 XWB program and Magellan’s continued drive to secure major work packages on Airbus’ and Boeing’s future aircraft. He commented,
"This package builds upon Magellan’s existing participation on all Airbus programs and provides continuity of production for the UK facilities into the next decade.
In selecting Magellan, Airbus reconfirms its continued confidence in Magellan as a preferred aerostructures supplier. Magellan is continuing to identify core product on the A350 XWB, and to provide pricing on additional packages to
Airbus."


[Vous devez être inscrit et connecté pour voir ce lien]

Spirit à Nantes pour l'A350XWB

Du site reinforcedplastics.com :


Spirit AeroSystems Inc has broken ground on a new facility in Saint-Nazaire, France, at which it will assemble the composite centre fuselage section of the Airbus A350 aircraft.

[Vous devez être inscrit et connecté pour voir ce lien] won a contract with [Vous devez être inscrit et connecté pour voir ce lien] in May 2008 to design and produce the [Vous devez être inscrit et connecté pour voir ce lien]’s composite centre fuselage
structure, known as Section 15. This composite structure will be approximately 65 ft long, 20 ft wide and weigh nearly 9000 lbs.

Spirit, an independent supplier of commercial aircraft assemblies and components, is building the plant in Saint-Nazaire to receive centre fuselage frame sections for the Airbus A350 XWB (Xtra Wide-Body) commercial aircraft from its facility in Kinston, North Carolina, USA.
The sections designed and manufactured in North Carolina will be shipped across the Atlantic and assembled in Saint-Nazaire before being transported to Airbus. The A350 XWB final assembly line is currently under construction in Toulouse, France.

Spirit [[Vous devez être inscrit et connecté pour voir ce lien]: SPR] will also produce the front spars for the A350 at the Kinston plant, which is scheduled to be
operational in 2010.

[Vous devez être inscrit et connecté pour voir ce lien]

Discours de J.Leahy à propos des matériaux noirs. Pragmatique !

----------------------
Airbus chief operating officer customers, John Leahy shared some interesting thoughts about advanced composite structures in airliners in Sydney this morning.

But at the outset, he made it clear he wasn’t offering a judgement on whether they were better or worse than the use of aluminium alloys, nor announcing a metal A350 XWB or launching into a detailed critique of the Boeing experience with the 787 Dreamliner project.

In relation to their use in the thin large scale structure of new designs, Leahy said :

“Composites technology in those applications has not in general been getting quite the weight savings that everyone had hoped for, however this may well reflect the limitations of current engineering thinking or trying to use composites in a closely similar manner to alloys, where new design approaches could ultimately realise their
claimed potential.”

The Airbus A350 would hopefully avoid some of the issues that had arisen for Boeing’s 787, partly because on current indications it might follow it by two years.

The A350 test fuselage sections at Hamburg demonstrated a more conventional approach to design and construction, where composites were used in the floor, and the underlying ribs to which composite fuselage panels were attached.

This was easy to supervise for quality control in construction, and very easy for the airlines to support and maintain in terms of access and processes that offered many similarities to those used on existing fleet.

The Boeing use of large single piece composite sections was more challenging to manufacture and check, and was in his opinion ‘a bridge too far’.

Leahy did not directly respond when asked if Airbus was evaluating whether the more extensive use of composites in designs was going to deliver a worthwhile improvement over using the best alloys .

However he said Airbus was continually examining alternative materials, regardless of whether they were composite in nature or incorporated exotic alloys in its pursuit of weight savings in general in its designs.

He repeated, “We are always looking at all options to save weight including exotic metals.”

In 2004 and 2005 in presentations on the original Airbus proposal for an A350 family which would compete with the Boeing Dreamliner Leahy argued that the benefits it claimed for the high plastic content airliner could be delivered with more certainty and less cost by upgrading the A330 platform with new generation engines and a more evolutionary approach to composites.

In that campaign, which was swamped by orders for the 787, Airbus emphasised its leadership in composites, having gradually introduced them to its line up since the early ’80s, and argued that the Boeing plans were inappropriate as applied to the large sections of carbon barrel fuselages.

Leahy’s words today could fuel speculation that Airbus is at the very least ‘refining’ its approach to composites in the A350 XWB, or proceeding on the basis that it was confident of making them work much better in its design than appears to have been the case so far in the Dreamliner.

Which of course, is how Airbus would like to play it. The largest use of composite components in any airliner yet to fly is in the A380, notably in its central wing box area and wings. If it is working on a ’surprise’ revision of anything in the A350 XWB, it certainly wasn’t going to announce it in Sydney this morning.

[Vous devez être inscrit et connecté pour voir ce lien]

L'Espagne alloue officiellement 278 millions à l'A 350 dans un paquet global
D'aerocontact :

MADRID, 6 novembre (Reuters) - Le gouvernement espagnol va débloquer une aide de 3,7 milliards d'euros pour soutenir l'industrie aéronautique du pays sur la période 2010-2014, a annoncé vendredi le ministère de l'Industrie.

Plus de 500 millions d'euros seront alloués à la branche espagnole d'Airbus, filiale d'EADS , dont 278 millions pour
favoriser le lancement du prochain appareil de ligne de l'avionneur européen, l'A350, entre 2009 et 2015.

L'Espagne a obtenu 10% de la production de cet avion de nouvelle génération, destiné à concurrencer le 787 Dreamliner de Boeing .

(Tracy Rucinski, version française Jean Décotte)

[Vous devez être inscrit et connecté pour voir ce lien]

Altran a annoncé le gain de deux contrats majeurs pour le compte d'Aerolia, filiale détenue à 100% par EADS, dans le cadre du programme de développement du futur Airbus A350 XWB. « Le premier contrat de type STE (sous-traitance d'études) repose sur la conception et le dimensionnement d'une zone de la pointe avant, le second porte sur la conception du système commercial du futur avion », a précisé le spécialiste du conseil en hautes technologies.
[Vous devez être inscrit et connecté pour voir ce lien]

Le démonstrateur du center wing box de l'A 350 XWB est composé de pièces venant également de GKN Aerospace

Image avec les "inner rear spars" de ce caisson :

[Vous devez être inscrit et connecté pour voir cette image]

Le communiqué officiel d'Airbus :

Le premier pli du panneau composite destiné à l'A350 XWB a été fabriqué aujourd'hui à Nantes,
marquant la " naissance " du nouveau long-courrier d'Airbus.

Ce panneau, destiné au caisson central de voilure (CWB / Center Wing-Box), entièrement en carbone,
d'une surface de 36 mètres carrés, constitue le plus grand panneau composite " monobloc " jamais fabriqué à Nantes, utilisant une nouvelle machine à draper avancée.

Après son assemblage à Nantes, le caisson central de voilure sera livré à Airbus Saint-Nazaire, où il sera intégré à la voilure.

L'usine d'Airbus à Nantes, comme d'autres installations Airbus, dotée d'une grande expertise en matériaux composites, est l'un des leaders en matière de fabrication de pièces structurales en fibres de carbone telles que le caisson
central de voilure et la poutre ventrale de l'A350 XWB.

Les avions de cette toute nouvelle famille d'appareils intégreront 53% de matériaux composites en termes de masse, notamment dans des éléments majeurs tels que la voilure et le fuselage.

"Cette étape majeure du programme A350 XWB a été réalisable grâce à l'approche méthodique et évolutive d'Airbus, visant à intégrer les composites dans ses appareils, et nous dote d'une expertise de plusieurs années", a déclaré Fabrice Brégier, Chief Operating Officer d'Airbus.

"L'A350 XWB devient une réalité et utilise encore davantage notre expertise dans les domaines clés tels que la technologie des matériaux, l'étude et l'analyse prédictive des contraintes, la fabrication, l'ingénierie et l'assemblage des composites, y compris les procédés industriels et les concepts technologiques concernant les outillages", a pour sa part souligné Didier Evrard, Head of the A350 XWB Programme.

A ce jour, l'A350 XWB totalise 505 commandes fermes émanant de 32 clients dans
le monde. [Vous devez être inscrit et connecté pour voir cette image]

[Vous devez être inscrit et connecté pour voir ce lien]

Bonjour, chers tous ! Un article sur les A350-XWB-800 / -900 & -1000, qui vaut la peine d'être lu & étudié,....... (attention : il est long , très long, et en anglais [Vous devez être inscrit et connecté pour voir cette image] ),
se trouve sous le lien suivant (bonne lecture !):

[Vous devez être inscrit et connecté pour voir ce lien]
DATE:05/06/09. SOURCE:Flight International
PARIS AIR SHOW: A350 XWB ready to rock
By [Vous devez être inscrit et connecté pour voir ce lien]

Voici un extrait pertinent sur la motorisation !

The A350's first metal will be cut in the last quarter of this year on the horizontal cruciform, followed by the first lay-up of a production fuselage panel. "We will start assembling and equipping the major components for the first A350-900 in early 2010 for delivery to the Toulouse final assembly line in early 2011."
One minor change incorporated at MG5, but only recently revealed, was a slight bump in the nominal thrust ratings for the A350 XWB's Rolls-Royce Trent XWB engines to counter the 2.2t empty weight and 3t maximum-take-off-weight increases disclosed last year.

Les lecteurs devraient pouvoir reconnaître le contenu de mes écrits ci-dessus, sur ces aspects. ******

WEIGHT GROWTH

At the time, A350 chief engineer Gordon McConnell said the weight growth would not necessitate additional engine thrust, except "at some specific airfields", but Evrard now confirms the thrusts were tweaked at definition freeze "following the weight increase". ******

Nominal thrust ratings for the -800, -900 and -1000 variants have each had a 1,000lb (4.5kN) increase to 75,000lb, 84,000lb and 93,000lb, respectively. Evrard says the change has had a "very marginal" impact on fuel burn and operating cost assumptions. The change partly reverses an adjustment two years ago when the Trent's nominal thrust values were reduced for each variant by between 1,000lb and 4,000lb.

Ceci confirme nos écrits !
----------------------

******

Sevrien a écrit:Ayant d'abord décidé que RR devait réduire les "thrust settings" / 'réglages de pousée", initialement prévus, ....... Airbus a dû décider de lui demander de les remonter un peu, mais sans atteindre les niveaux de poussée d'origine (plutôt une bonne nouvelle), sauf pour la variante A350-XWB-800 qui remonte à son niveau d'origine, selon le cahier des charges (75,000lbs).

Ensuite, constatation un peu décevante : RR serait obligé d'ajuster le diamètre de la soufflante, en raison du surpoids noté sur la variante -1000, pour assurer les performances promises.

En effet, il n'y a que la variante A350-XWB-800 qui remonte à son niveau d'origine, selon le cahier des charges (75,000lbs.).

Merci Sevrien,

J'avais lû cet article lors de sa parution.

Très bonnes source et Max Kingsley-Jones connait son métier.

TRIM2

Merci Sevrien.

Airbus a supprimé la clause de 100% de commonalité pour l'A350-1000

Cela devrait donner de la marge de manoeuvre à R.R.

TRIM2

Merci, TRIM2.

TRIM2 a écrit:Airbus a supprimé la clause de 100% de commonalité pour l'A350-1000

Cela devrait donner de la marge de manoeuvre à R.R.

TRIM2

Lire le(s) post(s) ci-dessus ou j'écris ceci (par exemple) :

Sevrien a écrit:Ayant d'abord décidé que RR devait réduire les "thrust settings" / 'réglages de pousée", initialement prévus, ....... Airbus a dû décider de lui demander de les remonter un peu, mais sans atteindre les niveaux de poussée d'origine (plutôt une bonne nouvelle), sauf pour la variante A350-XWB-800, qui remonte à son niveau d'origine, selon le cahier des charges (75,000lbs).

Ensuite, constatation un peu décevante : RR serait obligé d'ajuster le diamètre de la soufflante, en raison du surpoids noté sur la variante -1000, pour assurer les performances promises.

Inconvénient, paraît-il :
-- ceci ne permettrait pas une véritable optimisation du moteur, même si ce dernier restait avec le même "bill of materials" ;
-- aussi, les évolutions de la variante du moteur du -1000, imaginables pour une échéance ultérieure, ne seraient pas vraiment optimisables.

RR a dit que, s'il baissait le taux de "commonality"- / 'communauté'-moteurs depuis 100% vers une valeur de 95% environ de "commonality"- / -'communauté', ceci permettrait d'optimiser :
-- les performances de la motorisation de la variante -1000, ....
-- et de ses évolutions ultérieures, .......
-- sans toucher au diamètre de la soufflante, me semble-t-il,......
-- dans des conditions, dont le grand bénéficiaire serait Airbus.

Airbus, sachant que RR n'était pas 'fautif', et voyant bien son intérêt, a fait 'sauter' la contrainte de '100% de commonality' du cahier des charges d'origine !

Voila ! [Vous devez être inscrit et connecté pour voir cette image]

TRIM2 a écrit:Airbus a supprimé la clause de 100% de commonalité pour l'A350-1000

Cela devrait donner de la marge de manoeuvre à R.R.

TRIM2

Cela ne pourrait-il pas aussi ouvrir la porte à un autre ?

A qui ?

La commonalité a permis de réduire les coûts du 800 - trains..

Il garde ses sfc, accroit sa portée, merci R.R. ajustements Fadecs et autres.

Le 1000 ne rentrant pas dans ce schema, il fallait pour une commonalité à 100%, agrandir la soufflante.

La décision d'Airbus de ne pas appliquer la commonalité à 100% pour le 1000, devrait lui permettre, en gardant ses specs d'origine, de ne pas toucher au diamètre soufflante.

Mais a qui d'autre cela peut servir ????

Cordialement

TRIM2

Je faisais allusion aux moteurs.

Merci, Jeannot !

Jeannot a écrit:

TRIM2 a écrit:Airbus a supprimé la clause de 100% de commonalité pour l'A350-1000

Cela devrait donner de la marge de manoeuvre à R.R.

TRIM2

Cela ne pourrait-il pas aussi ouvrir la porte à un autre ?

Pas vraiment pour GE !
P&W? C'est une autre aaffaire. A voir. Se rappeler que P&W a dit & répété qu'il ne chercherait pas à être sur l'aile de l'A350-XWB !

Mais, s'agissant de GE, il faudrait que ce motoriste se rende compte qu'il n'y a plus de créneaux de production en assez grand nombre pour la "première fournée" ! Et cela doit nous conduire jusqu'en 2019 / 2020, en terme de livraisons.

Aussi.
-----
--(i) Que va GE offrir à partir de son GEnx (les GE90-115B / -110B n'ont pas la bonne base technologique ; le RR Trent 8104 -- qui aurait permis de développer, par simple 'scale-up', le Trent 8115 -- a déjà été largué (c'est du "old-hat") par les RR Trent 1000, qui lui-même a une demi-génération, de retard par rapport à l'actuelle définition du RR Trent XWB (sans prise en compte des évolutions ultérieures envisageables de ce dernier).

--(ii) RR limite rapidement l'obsolescence de son RR Trent 1000, par le fait de la rétro-insertion / -intégration de certains aspects technologiques, qu'Airbus ne peut pas l'empêcher de réaliser.

--(iii) D'où viendrait la "maturité" (déjà acquise chez RR) du moteur GE-machin qui chercherait sa place sur l'Aile de l'A350-XWB ? Du CF-6, GE90-115B / - 110B, ... ou GEnx (ne pas oublier les propos deJohn LEAHY ; "GEnx doesn't work for us"!) ?

-- (iv) Avec la base installée prévisible de RR, qui n'a demandé aucune exclusivité, mais qui a une exclusivité 'de facto' (non pas 'de iure'), plus la perspective de l'avantage de "l'inertie positive" (le clients, qui ont quitté GE vont rester chez RR, pour la continuité .... ), que pourra offrir GE à Airbus, d'une part, et aux clients d'autre part, sauf prix de vente sacrifié, ... écrasé jusqu'à un niveau "d'enfoncement dans les planaches du plancher" ?

-- (v) Comment GE, pourrait-il monter et clore un "Business Case" acceptable (pour lui-même, et ses actionnaires), à un 'horizon temps' raisonnable ? ----------

Cette liste de questions fondées, n'est qu'illustrative, non pas exhaustive ! [Vous devez être inscrit et connecté pour voir cette image]

Réactions ?

Bonjour Sevrien et tout le forum

Entièrement d'accord su le fond de votre post.

Sauf si P.W est le GTF commercialisé par IAE, où R.R. a des intérêts financiers, mais n'a participé en rien ( que l'on me détrompe, si j'ai tort ) à l élaboration de ce propfan ou la vitesse de rotation de la soufflante est réduite par une 'boite à engrenages' = gear box.

Plus , si l'on en croît le site de P.W., bien d'autres améliorations plus classiques..

Cela m'étonnerait qu'ils fassent mieux , dans ces domaines 'hors gear box' , qie R.R. ou CMI/GE.

Je me suis laissé dire ( c'est ma faiblesse..) , que la non-commonalité du modèle A350-1000 serait résolue , sur les les moteurs, par une modification par R.R. du profil des pales de la soufflante.

Bien sûr, c'est Sevrien qui est le juge en la matière.
Mais je ne vois aucun produit P.W dans le coup.

Mais il faut pas hésiter à me détromper, avec
des références sérieuses, compte tenu de ma relative incompétence [Vous devez être inscrit et connecté pour voir cette image]

TRIM2

Compte tenu de son contenu j'ai pensé que cela valait la peine de publier ce message dont Sevrien avait donné le lien.

A350 XWB ready to rock (and roll out)

[Vous devez être inscrit et connecté pour voir ce lien] will undertake an intense evelopment programme of the [Vous devez être inscrit et connecté pour voir ce lien] over the next 24 months, the likes of which it has not seen for two decades. Between now and mid-2011, when final assembly begins, the [Vous devez être inscrit et connecté pour voir ce lien] engineering teams must complete the detailed design lead variant, the -900, and prove the carbonfibre production plan for construction to begin, while firming up the baseline specification for the two derivatives. Not since it introduced the [Vous devez être inscrit et connecté pour voir ce lien]/[Vous devez être inscrit et connecté pour voir ce lien] family of twin and quadjets in 1993 has the airframer undertaken such ambitious multi-variant parallel development.
"At the end of this year, we will have both technology readiness and manufacturing readiness in place to start production of the first aircraft parts," says Didier Evrard, head of the A350 XWB programme.
"We are developing this aircraft faster and putting in place a lot of new enablers in developing a new industrial vision, a new way of doing business with our suppliers and of doing customisation with our customers."

[Vous devez être inscrit et connecté pour voir ce lien]

Airbus has accumulated more than 480 firm orders from 30 customers for the predominantly carbonfibre twinjet. The recent order from Kingfisher Airlines for five XWBs was the last migration of customers from the original A330-based A350 "Mk1".
Development of the [Vous devez être inscrit et connecté pour voir ce lien] has so far proceeded on track since the XWB programme received its industrial launch in December 2006. It reached the important "maturity gate (MG) 5" milestone on schedule late last year, which represented the detailed definition freeze.
"MG5 is one of the most important gates in our new development process," says Evrard. "It meant we had defined all the detailed aero-lines for the fuselage, wings and empennage. We now have a clear way ahead targeting the entry-into-service of the A350-900 in mid-2013 and a first flight in quarter one 2012."
One landmark of MG5 was the confirmation of the A350's revised nose design with six-window cockpit glazing (see graphic) and definitive shape of the wing and winglet. Previously, Airbus's official imagery of the twinjet showed the original concept's more dramatic four-pane "visor" windscreen.

[Vous devez être inscrit et connecté pour voir ce lien]

Other elements of MG5 included freezing the systems architecture ("this means all the equipment is at its [correct] location and properly connected with each other", says Evrard) and cabin design (except the rear galley configuration, which was resolved in April).
"Industrially, MG5 is important because from here we start committing to detailed design at all component levels," says Evrard, which enables long-lead items, tooling and jig production to be launched. "It meant we could empower the teams to deliver the components later."
Evrard adds that until MG5, the programme had been run in a "very centralised way from a central plateau in Toulouse".
The definitive rear galley layout, which has been agreed after customers rejected Airbus's proposed "D" shape because of concerns about workspace and turnaround time, "is more of a V shape", says Evrard. "It has the number of chilled trolleys they want and customers are happier with the serviceability."

[Vous devez être inscrit et connecté pour voir ce lien]

Because the composite production effort requires very early commitment to tools manufacturers, Evrard says Airbus is providing regular data to tools builders to ensure development runs in parallel with detailed design. "We have regular data drops, so by the end of the year we will have the tools in place to start manufacturing parts for the first aircraft."
The A350's first metal will be cut in the last quarter of this year on the horizontal cruciform, followed by the first lay-up of a production fuselage panel. "We will start assembling and equipping the major components for the first A350-900 in early 2010 for delivery to the Toulouse final assembly line in early 2011."
One minor change incorporated at MG5, but only recently revealed, was a slight bump in the nominal thrust ratings for the A350 XWB's Rolls-Royce Trent XWB engines to counter the 2.2t empty weight and 3t maximum-take-off-weight increases disclosed last year.

WEIGHT GROWTH
At the time, A350 chief engineer Gordon McConnell said the weight growth would not necessitate additional engine thrust, except "at some specific airfields", but Evrard now confirms the thrusts were tweaked at definition freeze "following the weight increase".
Nominal thrust ratings for the -800, -900 and -1000 variants have each had a 1,000lb (4.5kN) increase to 75,000lb, 84,000lb and 93,000lb, respectively. Evrard says the change has had a "very marginal" impact on fuel burn and operating cost assumptions. The change partly reverses an adjustment two years ago when the Trent's nominal thrust values were reduced for each variant by between 1,000lb and 4,000lb

[Vous devez être inscrit et connecté pour voir ce lien]

With the supplier selection virtually complete, an almost two-year system and cabin development effort has been under way since the turn of the year. This is due to be completed in late 2010, by which time about 15 months of integration testing will be carried out using "aircraft zero" and "cabin zero" development simulators along similar lines to the [Vous devez être inscrit et connecté pour voir ce lien] programme.
Airbus is trying to reach an unprecedented level of system maturity before first flight using the digital mock-up and virtual and actual functionality testing.
"Maturity at first flight is one of the challenges, knowing that at this point we will already have a lot of aircraft and components in our factories," says Evrard. "We aim to reduce the number of modifications needed during flight-testing. This will enable the flying programme to focus on the certification effort."
Milestones in 2009 are reaching the next level of maturity for the baseline A350-900, which is imminent, and achieving MG5 for the smaller [Vous devez être inscrit et connecté pour voir ce lien] by year-end, says Evrard."We had 'Maturity A' for the -900 at MG5 and we will reach 'Maturity B' at mid-year." Maturity B is achieved when the detailed design is finalised by all the design teams.
After the MG5 detailed definition freeze of the baseline -900, similar milestones must be achieved for the smaller -800 and -1000 stretch over the next two years. Service entry of these two variants is due to follow one and two years, respectively, after the A350-900.
The effort to reach MG5 for the A350-800 is "simpler", says Evrard becauseit is effectively a shrink of its big sister, with six frames removed forward of the wing and four aft.
However, the task is not quite so straightforward for the -1000 stretch, which is due to reach MG5 in April 2011.
Although all three variants incorporate the same basic wing planform, Evrard says the configuration for the larger variant will become clearer once the final validation of the -900 is completed. "The intention is for the -1000's wing to be as close as possible to the -900's, but this will depend on final windtunnel testing of the -900 at the end of the year. This will provide a very accurate basis to start the final trade-offs for the -1000."
The A350 has a sophisticated single-slotted trailing-edge high-lift system, which, for the first time in an airliner, includes the capability for differential flap settings between inner and outer sections, and variable camber(see graphic). Possible changes for the -1000, which with a maximum take-off weight of 298t is 10% heavier than the -900, could be as straightforward as revised flap settings or possibly more fundamental and incorporate, for example, a double-slotted flap arrangement.

[Vous devez être inscrit et connecté pour voir ce lien]

DIFFERENTIAL FLAPS
The differential flap setting enables the centre of lift to be moved depending on the loading scenario - for example, at heavy weights it can be transferred inboard by setting the inner flap slightly further down. "This allows us to reduce the aircraft's weight," says Evrard.
Both inner and outer flaps can be moved together during the cruise "to enable us to optimise the wing's camber for each phase of the flight and use the polar of drag to its best", Evrardsays.
"Since the programme began, we have steadily increased the composite content," he adds. The share now stands at 53%.
"We have full composite wings - including the centre wing box and keel beam - and a full composite fuselage with just a few exceptions [see graphic right]. We've kept the flexibility of using metallic panels where composite doesn't deliver the weight benefit because of other reasons such as impact tolerance requirements - for bird or lightning strikes, for example."
The main metallic areas, such as those around the nose or the crossbeams in the floor of the passenger cabin, are either aluminium or aluminium lithium, although titanium is used in the cargo floor.
"Stringers and the vast majority of frames are carbonfibre, but some frames in very high load areas are titanium, such as in the centre fuselage, landing gear components, the engine pylon primary structure, and the bilge to meet crashworthiness requirements," says Evrard.
The adoption of carbonfibre for the fuselage structure has a number of benefits, such as reduced corrosion and fewer fatigue-related maintenance tasks, as well as enabling the cabin altitude to be lower, which improves cabin comfort, says Evrard. However, the design "also means a lot of changes" for the design and production philosophy.
An important task Airbus faces this year is completing validation of the production process, as well as the design, of the A350's carbonfibre airframe using its "demonstrators programme". Airbus must be absolutely sure it has developed a robust production process for the new twinjet, as it aims to ramp output up to a minimum of 10 aircraft a month (a higher rate than was ever achieved for the A330/A340), with a contingency to go to 13 a month depending on market conditions.
Unlike the single-section spun mandril lay-up philosophy [Vous devez être inscrit et connecté pour voir ce lien] has for the [Vous devez être inscrit et connecté pour voir ce lien]'s carbonfibre fuselage, Airbus has adopted a more traditional build process for the A350 which involves the attachment of large carbonfibre fuselage shells to a composite frame.

[Vous devez être inscrit et connecté pour voir ce lien]

"The demonstrators programme was used to bridge between the virtual world of the digital mock-up and the real world," says Evrard. "It has been very important to make the designers and manufacturing engineering people working together along with all the factories, right from the start."

BARREL DEMONSTRATORS
Under the programme, Airbus plants in Germany and France have built several fuselage barrel demonstrators, the most recent one- produced in Hamburg and dubbed "section 1b" -is described by Evrard as a "second generation" of barrel. "It will support the certification process and demonstrate the efficiency of use of common tools and processes."
Evrard says the completion of barrel 1b testing will provide updated information "to feed the last part of our specific design and to feed the next versions". Results from the demonstrator programme will be sent to all sites and partners as a baseline for production.
The barrels will also be used this year to demonstrate and validate the "electrical structure network" (ESN) Airbus has designed into the carbonfibre fuselage to provide the electrical conductivity "you get for free with an aluminium fuselage".
The ESN uses existing metallic components (seat rails and some fuselage frames, for example) that are supplemented by aluminium strips attached to carbonfibre fuselage frames to provide return electrical paths.
With the A350's design, systems and production plans in place, Airbus has created an outline plan for the 15-month flight-test programme that will see five aircraft fly 3,000h, beginning in the first quarter of 2012. "We plan to put [all] the aircraft into the programme within a couple of months," says Evrard.
Although 15 months have been allocated to the flight-test programme, Evrard says the true duration could be as little as 12 months.
The second and fifth aircraft will have furnished cabins, and the sixth will be the first delivered to a customer, he says. "We want to use the second aircraft to rehearse our cabin definition freeze process."The fifth A350 will operate "early long flight" demonstrations with Airbus staff as passengers, he adds.
There is an urgency to get a furnished aircraft flying because Airbus wants to examine how it reacts to the "different behaviour" of the carbonfibre fuselage compared with a metallic structure, says Evrard. Areas to be investigated early in the flight-test programme are cabin noise levels and sound damping, and the satisfactory functioning of the ESN.
The next two years are critical if Airbus is to avoid a repeat of the A380's production dramas. The airframer knows that it must not blow this chance to capitalise on the delays suffered by the A350's US rival, which has closed the timing gap between the [Vous devez être inscrit et connecté pour voir ce lien] and the XWB.

AIRBUS FOCUSES ON INTERGRATION AND MATURITY
"Simple and mature" is the way that A350 programme chief Didier Evrard describes the A350's systems. "We've decided to go for a lot of reuse and are focusing on integration and maturity up front."
Flight controls use the "2H2E" (two hydraulic and two electric) architecture developed for the A380, including the dual 345bar (5,000lb/in2) hydraulic system. "This involves the reuse of the 'EHA' [electrohydrostatic actuators] and EBHA hydraulic actuators with electrical back-up, but optimised for the A350," says Evrard.
The fuel system is "very simple", with only three tanks - two wing and one centre -in order to reduce the amount of equipment.
The electrical system is "focused on dispatch" with each engine driving two variable frequency generators supplemented by an auxiliary power unit system and a ram air turbine for emergencies.

[Vous devez être inscrit et connecté pour voir ce lien]

The air system, which is evolved from earlier Airbus aircraft, is also simplified for improved reliability, with "the focus on integration up front", says Evrard. "We allocated this big work package incorporating all the air systems to one supplier - Honeywell."
The carbonfibre wing structure has prompted Airbus to adopt a different landing gear configuration to earlier aircraft. Rather than being bolted to the rear spar - which would have created problems with local thickness of wingskins to take the load - each A350 main landing gear leg is attached to the rear wing spar at the front and to a gear beam at the rear and is equipped with a double side-stay to distribute the load better.
The A350's integrated modular avionics Ethernet package reuses earlier principles, says Evrard, but with more efficiency. "There are 23 aircraft functions with only 21 computers, meaning a more efficient allocation of computational and memory resources."
The A350 flightdeck is simplified compared with the A330/A340, featuring six large (15in/38cm) interchangeable displays that Airbus expects will offer "80% savings" in spares and direct maintenance costs, compared with the airframer's current widebody twinjet/quadjet family.

[Vous devez être inscrit et connecté pour voir ce lien]

The flightdeck will offer many new features, for example required navigation performance 0.1 and continuous descent approach capability that optimises the path of the aircraft from cruise to touchdown, providing noise and environmental benefits. The "brake to vacate" autobrake function under development for the A380 will also be standard.

[Vous devez être inscrit et connecté pour voir ce lien]

Cher Jeannot

Vrai, mais un peu obsolète..

Amicalement.

TRIM2