Airbus A350-900 Wallpapers

Airbus A 350-900 aircraft, Megawallpapers: The all-new A350 wide body Family includes two members, the A350-800, able to carry up to 253 passengers in a three-class configuration up to 8,800nm/16,300km, and the A350-900, which accommodates as many as 300 passengers in a three-class layout and flies up to 7,500nm/13,900km. [br]Available from 2010, the A350 will be a full member of the Airbus fly-by-wire Family and will deliver lower maintenance costs and superior fuel-efficiency. [br]The Airbus A350 is a long distance 250�300-seat twin-engined airliner in development, derived from the design of the existing A330, intended to increase range and decrease operating costs. It will initially be available in two versions; the A350-800 capable of flying 8,800 nautical miles (16,300 km) with typical passenger capacity of 253 in 3-class configuration and the 300-seat (3-class) A350-900 with 7,500 nautical mile (13.890 km) range. The full industrial launch of the program was announced on October 6, 2005. The cost to develop the A350 is estimated at around � 3.5 billion. [br]The direct Boeing equivalents are the 787 and 777-200ER. [br]When Boeing announced their 7E7 Dreamliner project (now known as the 787), they claimed lower operating costs of this airplane would make it a serious threat to Airbus' A330. Airbus initially rejected this claim, stating that the 787 was itself just a reaction to the A330, and that no response was needed to the 787. [br]The airlines pushed Airbus to provide a competitor, as Boeing had committed the 787 to have 15% lower fuel consumption than the A330. Initially Airbus proposed a simple derivative of the A330, dubbed the A330-200Lite, with improved aerodynamics and engines. The airlines were not satisfied and Airbus committed 4 billion Euros to a new design called the A350. The A350 superficially resembles the A330 due its common fuselage assembly (now shared between the A330, A340 and A350). A new wing, engines and a horizontal stabilizer are coupled with new composite materials and production methods applied to the fuselage to make the A350 an almost all-new aircraft. On September 16, 2004, Airbus president and CEO No�l Forgeard confirmed that a new project was under consideration, but did not give a project name, and would not state whether it would be an entirely new design or a modification of an existing product. Forgeard indicated that Airbus would finalise its concept by the end of 2004, begin consulting with airlines in early 2005, and aim to launch the new development programme at the end of that year. On December 10, 2004 the boards of EADS and BAE Systems, the shareholders of Airbus, gave Airbus an "authorisation to offer", and formally named it the A350. In order not to upset the A330 market niche (as both have similar passenger capacity), the A350 is designed for longer ranges; from 7500 to 8800 nautical miles. This puts it squarely in competition with both Boeing's 787-9 and 777-200ER. The A350-900 gave Airbus, for the first time, a twinjet that rivals the 777-200ER's capacity and range and has generated a lot of interest. However, Airbus competes with the 787-3 and 787-8 with its A330. The A350 will be produced and assembled at the same facilities as the A330 and the A340, with however, additional risk-sharing partners and associates in China, Russia and other countries around the world. The market for aircraft in this size category is estimated at 3,300, including freighters, over the next 20 years, of which Airbus expects to obtain half. The first months of the A350 project were not without controversy, as it comes in the middle of a trade dispute between the U.S. and the EU about government support for Boeing and Airbus. An agreement dating back from 1992 and rules laid down by the World Trade Organisation govern what are allowable government subsidies to aircraft manufacturers. The U.S. contends loans given to Airbus under favorable conditions by European governments violate these rules, and has filed a complaint with the WTO. The EU has responded by filing its own complaint about subsidies received by Boeing for the development of the 787 and previous aircraft, and cross-subsidies from military projects. On 11 January 2005, the United States and the European Union announced their agreement to settle the Airbus-Boeing subsidies conflict through bilateral talks. Both the U.S. and the EU have refrained from giving new aid to the respective companies. However, negotiations may have very well ended in failure, since the U.K. has provisionally approved government aid to Airbus. The U.K. will provide Airbus with 379 Million Euros to help fund the project; in exchange, the composite wings of the A350 will be built in the U.K. thus saving some 10,000 jobs. For more on the subsidy dispute see the Airbus, Boeing and 787 entries. [br]The A350 provides an unbeatable advantage over the nearest competing products when it comes to seat-mile costs, with an eight per cent advantage per seat for the A350-800 and up to 11 per cent for the A350-900. [br]Both will be invaluable fleet additions in today�s market where air travel demand is escalating worldwide against a backdrop of fuel-price increases and pressure on runway capacity. Market confidence is already at a high level: since receiving the authorisation to offer in early December 2004, 13 customers have signed commitments for 172 A350s. [br]A350�s launch customers include Spain�s Air Europa with 10 commitments, Kuwaiti leasing company Alafco with 12, American leasing companies CIT and GECAS with commitments for five and 10 aircraft respectively, India�s Kingfisher Airlines with five, Qatar Airways with 60, Brazil�s TAM with eight, America's US Airways with 20 and an undisclosed customer with 10. [br]Performance: The A350 Family includes two members, the A350-800, able to carry up to 253 passengers in a three-class configuration up to 8,800nm/16,300km. It is optimised to become the smallest economically viable aircraft for long-range commercial operations but is equally attractive as a route opener, as a means of providing regular service on markets where demand is soft or as a part of a multi-type Airbus fleet offering an optimized network solution. [br]Its larger sister-ship, the A350-900, accommodates as many as 300 passengers in a three-class layout and flies up to 7,500nm/13,900km. It excels over many routes, including those between major European and U.S. cities, between major city pairs within the Asia/Pacific region or between emerging Middle East hubs and major European, African and many Asian cities. [br]Passenger comfort: The A350 cabin takes long-range travel into a new realm of comfort, space and high-technology in-flight entertainment. Seats are wider throughout and the windows are larger, helping to create a light, airy feel to the cabin which will go towards making even the longest flights more relaxing. Passengers are able to follow in-flight progress on in-seat screens linked to outside cameras providing forward and downward views, a popular feature on A330/A340 models. Advanced lighting will provide an almost infinite variety of colours and subtle shades to perfectly match the mood to the time of day or night. Superior airflow management and filtration systems will provide clean, more humid air. Stowage bins have been better integrated into the sidewall and ceiling panels to give even the tallest passenger more headroom when entering or leaving seats. The bins� pivotal mechanism makes access easier for placing or removing hand luggage. The A350 will have an in-built cable network for the very latest in in-flight entertainment (IFE), which will include wireless broadband internet access. When airlines want to upgrade their IFE systems they will no longer have to replace the network, allowing far greater speed and flexibility. Passengers will also be able to use their mobile phones. The A350 benefits from renowned Airbus innovation to create a quieter cabin. Duct silencers, advanced insulation materials and the elastic mounting of panels all contribute towards minimising the level of noise and vibration inside. Airlines needing to rearrange seating layouts to match capacity to demand as rapidly as possible will find the A350 the most flexible aircraft yet designed. Connection points have been better distributed to enable galleys and toilets to be moved around quickly to suit new seating configurations. Crews will be delighted by the new cockpit crew rest which, for the first time, is placed directly beneath the cockpit, with secured access. [br] [br]

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