Tag Archives: Toulouse

Airbus A319neo Makes First Flight

Airbus has successfully completed the maiden flight of the A319neo, D-AVWA (c/n 6464). Powered by CFM International LEAP-1A engines, the smallest member of the A320neo Family, took off from Hamburg/Finkenwerder on March 31, landing at the manufacturer’s Toulouse facility after a five hour test flight.

Experimental test pilots Michel Gagneux and Eckard Hausser had the honour of conducting the first flight and were assisted by Test-Flight Engineer Jean Michel Pin and flight test engineers Sylvie Loisel-Labaste and David O’nions.

The A319neo, which can accommodate up to 160 passengers, will be based in Toulouse where the flight test programme will be completed. Airbus says the flight campaign will focus primarily on aircraft handling qualities, autopilot and performance and systems, building on the required engine tests that already have been performed with the A320neo and A321neo.

Experimental test pilots Michel Gagneux and Eckard Hausser conducted the first flight. Airbus

Airborne! Airbus A350-1000 Takes Flight

European aerospace giant Airbus is celebrating the second of two major landmarks in as many months after the A350-1000 successfully completed its maiden flight.  Thunderstorms and torrential rain did little to dampen the occasion, which came just weeks after the company delivered its 10,000th aircraft.

Notably, most first flights are approached by the manufacturer with a degree of trepidation, but Airbus gathered hundreds of journalist, suppliers, customers and employees at its Toulouse/Blagnac facility to witness the flight, reflecting a high degree of confidence in its newest widebody jet.

EVE-1276-04Departure was originally planned for around 10.30am and, after keeping the waiting crowd in suspense, the prototype A350-1000, F-WMIL (c/n 057), lifted off from a saturated Runway 32L shortly before 11am on November 24.  The take-off marked the start of a 1,600-hour, three-aircraft flight test campaign that is due for completion inside 12 months.

Commenting on the maiden sortie, Airbus President and CEO Fabrice Brégier said: “We have seen today the world’s most modern and efficient passenger aircraft – the A350-1000 – in action for the very first time, adding soon to the successful A350 Family.  My congratulations and thanks go to all the teams who have contributed to make today’s flight happen.”

He added: “We are equally pleased that many customers have witnessed this important milestone today together with us – here from our headquarters in Toulouse.”

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The A350-1000 is 23ft (7m) longer than the base -900 variant. (Airbus)

Commonality

With a fuselage length of 242ft 5in (73.78m), the A350-1000 is the longest twin-jet ever produced by Airbus.  It shares a high degree of commonality with its -900 stablemate, though the latest variant of the family is around 23ft (7m) longer and can accommodate an additional 41 seats, up from 325 to 366.  It also features more powerful Rolls-Royce Trent XWB engines, each offering 97,000lb of thrust over the previous 84,000lb, along with improved aerodynamics and six-wheel main bogies to reduce pavement loading.

François Caudron, Airbus’ Senior Vice President Marketing said the newest member of the A350 Family had been developed specifically to meet the requirements of potential operators.

“We worked very closely with our customers on the A350 programme to make sure we were bringing a product to the market that met their requirements,” Caudron explained.  “When we came to discuss what would be the A350-1000, there was a real consensus that it should be able to replace the Boeing 777-300ER.  This is an almost 1,000 aircraft market, but obviously we needed to bring more comfort and a 25% fuel burn reduction.”

This was achieved, Caudron noted, through the use of a clean-sheet deign.  The A350-1000 is around 40 tonnes lighter than its competitor at maximum take-off weight, “but because it is more efficient, it is able to fly 450nm (833km) further”.  He was also bullish about the XWB’s prospects against the next-generation 777X.

“The new 777-9 is derived from the -300ER so the aircraft already starts with a weight penalty [against the Airbus jet], then it has bigger wings and engines so it will be around 35 tonnes heavier than the A350-1000.  Our aircraft is perfectly positioned in the sweet spot currently occupied by the 777-300ER and it will be around 15% more efficient than the -9.”

The first A350-1000 powers off a saturated Runway 32L at Toulouse/Blagnac. (Key-CraigWest)

Powering the -1000

Chris Young, Rolls-Royce’s (RR) President – Small and Medium Engines extolled the virtues of the Trent XWB, the sole powerplant for the A350 Family.

“We aimed for maximum commonality, starting at 84,000lb of thrust to power the A350-900,” Young told journalists during a technical briefing in Toulouse.  “This is the engine that’s in service today and it’s performing immaculately.  Customers have been very happy with it and we’re achieving almost 99.9% dispatch reliability which, for a brand new engine, is a phenomenal achievement.  Now our focus is on developing that engine and getting it ready for the -1000.”

Development of the Trent XWB family has been continuous.  The 97,000lb variant was launched in 2011 and ran for the first time in 2014.  Since then, RR has embarked on what Young dubbed a “truly global test programme”.

He added: “We have to prove the basic capability of the engine, the maturity of the engine and show that it’s safe and able of flying.”  This included cold weather and crosswind testing in Manitoba and Mississippi respectively, as well as at RR’s own facility in Derby.  The manufacturer also co-operated with Airbus on an extensive flight campaign, completing almost 180 hours on the A380 flying testbed.

Into the Air

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The aircraft was airborne for 4hrs 18mins. (Airbus)

After departing from Blagnac in the company of chase plane Dassault Falcon 20, F-GPAA (c/n 103), the prototype A350-1000 routed south towards the Pyrenees and one of the manufacturer’s test areas.  The first element of the sortie was flown with the fly-by-wire system in the most basic ‘direct law’, where pilot inputs are transmitted directly to the flight controls with no protection.

Utilising a block of airspace between FL100 and FL150, the crew initially worked for around 2hrs 30mins to explore the -1000’s handling and flight envelope, flying at minimum and maximum speed with flaps at configuration 3 and the landing gear extended.  After successfully testing the pressurisation and flight control systems, the aircraft was cleaned up.  The gear was retracted for the first time, and fly-by-wire was switched to ‘normal law’, the regular operating configuration, before the crew climbed up to FL250 for further testing including acceleration up to the maximum Mach number.

The final phase of the sortie consisted of a descent back to medium altitude for low-speed handling and landing configuration checks, then returning to Toulouse.  The assembled crowd was treated to a low-level flypast before the jet arrived back at Blagnac after 4hrs 18mins in the air.

Testing the XWB

Though the A350-1000 is a derivative of the now-certified A350-900, Airbus’ Chief Test Pilot Captain Christoph Cail explained the need for a comprehensive flight test campaign.  “When you look at the differences, we have a higher take-off weight, modified wings, new landing gear, increased engine thrust and a longer fuselage, so there are lots of elements that require testing.  However, as we’ve reached a high level of maturity on the -900 programme, we have been able to reduce the flight-test campaign to less than a year and just three prototypes [rather than five on the A350-900].”

Airbus had already undertaken a significant volume of work on the -1000 even before the aircraft took flight.  This included lab testing of the landing gear, electrics and flight controls, systems integration and crew training on the ‘Aircraft Zero’ simulator, and engine testing on a dedicated A380 flying test-bed.  Once the first prototype was rolled out, the manufacturer then performed aircraft and flight test installation, ground engine runs and finally low- and high-speed rejected take-offs, carried out at 100kts and 140kts respectively.  The jet was then thoroughly inspected before being handed over to the flight crew for its maiden sortie.

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The three prototypes used for the certification process (see table) are expected to amass around 1,600 flying hours over the coming months.  This includes cold and hot weather and high altitude campaigns to be flown by MSN 071, while MSN 065 will be used for cabin development, route proving and ETOPS and will feature a fully furnished cabin.

The first example, MSN 059, is equipped with a comprehensive testing suite featuring up to 15 cameras and 3,000 sensors, connected by 74.5 miles (120km) of wires.  It is capable of recording more than 600,000 parameters and 3,300 measurements using 220 different types of sensor.

Airbus has also installed a variety of time-saving measures in its test fleet, including transferable ballast that allows engineers on board the aircraft to move its centre of gravity by up to 10% in flight.  This was previously only possible on the ground and required multiple sorties.

The test station installed in the cabin has direct access to the A350’s flight computers, allowing for instant adjustments of the control systems.  Data is also fed real-time to five different telemetry rooms – two in Toulouse and others in Filton, Hamburg and Bremen, enabling ground-based specialists to monitor the progress of the sortie.

The manufacturer has wasted little time since the maiden flight.  The first prototype was airborne again on November 29 as the test campaign gathers pace.  Certification, and delivery to launch customer Qatar Airways, is expected during the latter half of 2017.

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The flight test crew pose in front of the first A350-1000. (Airbus)
A350-1000 First Flight – Crew
Hugues va der Stichel Experimental Test Pilot
Frank Chapman Experimental Test Pilot
Gérard Maisonneuve Test Flight Engineer
Patrick du Ché Flight Test Engineer – Head of Flight and Integration Tests
Emanuele Costanzo Flight Test Engineer – Engine specialist
Stéphane Vaux Flight Test Engineer – Flight control specialist

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A350-1000 Test Fleet
Registration c/n Areas of Testing
F-WMIL 059 Heavy test Instrumentation

Opening of flight envelope

Handling Qualities Tests

Systems Tests

F-WLXV 065 Light Instrumentation

Cabin & Systems Tests

EIS performances

F-WWXL 071 Heavy test Instrumentation

Performance Tests

Landing gear and Engine Tests

 

 

 

 

 

 

 

 

Air Astana Gets Maiden Neo

Kazakh flag carrier Air Astana has taken delivery of its first Airbus A320neo at a special ceremony at the manufacturer’s Toulouse facility.

The jet, registered P4-KBH (c/n 7124) and leased from Air Lease Corporation, is the first of 11 A320neo Family aircraft the airline ordered at the Farnborough Airshow in 2015.  It is configured in a two-class layout, with 16 Business Class seats and 132 in Economy.  Air Astana already operates a fleet of 13 A320ceo Family aircraft, with the neo joining them on the carrier’s domestic and international network.

“The A320 Family has proven to be a success in service with Air Astana over the past ten years, for its passenger appeal, low operating costs and reliability” said Peter Foster, President and CEO, of Air Astana.  “The A320neo Family offers significant improvements to passenger comfort, fuel efficiency and operating capability, particularly on longer range routes to Asia and Europe.”

Alex Khatibi, Air Lease Corporation’s Executive Vice President Marketing and Commercial Affairs; Chris Buckley, Head of Europe/Africa/Asia-Pacific/Freight & Asset at Airbus; and Air Astana CEO Peter Foster celebrate the handover. Airbus
Alex Khatibi, Air Lease Corporation’s Executive Vice President Marketing and Commercial Affairs; Chris Buckley, Head of Europe/Africa/Asia-Pacific/Freight & Asset at Airbus; and Air Astana CEO Peter Foster celebrate the handover. Airbus

John Leahy Airbus Chief Operating Officer, Customers, added: “We congratulate Air Astana on their first A320neo delivery.  Becoming the first operator of the world’s most advanced single-aisle aircraft in the CIS.  The airline will not only benefit from the commonality with their existing A320 Family fleet but also from its unprecedented passenger comfort and fuel efficiency.”

A330neo Takes Shape

Final assembly of the first Airbus A330neo has begun at the manufacturer’s facility in Toulouse, France.  The wings of the jet, an A330-900, have been mated to the centre fuselage at the station 40 position of the assembly line.

“We have started with a very tight development schedule and are today right on time,” says Odile Jubécourt, Airbus Head of the A330neo programme.  “I am happy to say we are in good shape to meet the high standards of maturity and reliability our customers expect from us and I want to thank the teams for this outstanding achievement.”

Both the A330-800 and -900 will have a new A350-inspired wing with Sharklets coupled with Rolls-Royce Trent 7000 engines which Airbus claims will reduce fuel consumption by 14% per seat.  The neo also offers an additional 400nm range over the existing ceo, giving the A330-900 a 6,550nm range and the A330-800 7,500nm.   The manufacturer added the -800 and -900 will share a 99% commonality, while the entire A330 family is 95% common.

Ten customers have ordered the new variants, totalling 186 firm commitments.

Thai Joins the A350 Club

Thai Airways International has taken delivery of its first Airbus A350-900, making it the eighth operator of the type.  The jet, which is leased from CIT, is registered HS-THB (c/n 044) and has been named Wichian Buri.  It is the first of 12 the carrier has on order, four of which are being purchased directly from Airbus.

Thai crew pose with the new jet at the Delivery Centre at Toulouse. Airbus
Thai crew pose with the new jet at the Delivery Centre at Toulouse.  (Airbus)

Thai’s A350s are configured in a two-class layout, consisting of 32 Royal Silk Class, convertible fully lie-flat beds and 289 seats in Economy Class.  In Royal Silk Class, seat pitch is between 41 and 46in with each having a 16in touchscreen.  In Economy Class, the seats are pitched at 32in and are equipped with an 11in touchscreen.  Wi-Fi is also provided on board.

The jet will debut on domestic services between Bangkok and Chiang Mai before making its long-haul bow on the Bangkok-Melbourne route.

First NEO for LATAM

Airbus has handed over LATAM Airlines Group’s first A320neo.  The carrier is the first in the Americas to operate the latest generation jet, which is powered by Pratt & Whitney Pure Power PW1100-JM engines.

Executives from LATAM and Airbus attended a delivery ceremony at the manufacturer’s Toulouse, France, facility where the carrier also took delivery of its fourth A350 XWB.  Both jets are painted in LATAM’s new livery.

“We are pleased to offer our passengers the opportunity to fly the first A320neo in the Americas,” said Enrique Cueto, CEO of LATAM Airlines Group.  “The A320 aircraft family has long served an important role in our fleet, supporting the operation of our unrivalled domestic and regional network in Latin America.  With the latest in technology, efficiency and passenger comfort, the A320neo is a welcome addition and will help us to continue to offer one of the most modern and efficient fleets in the industry.”

Airbus President and CEO, Fabrice Brégier commented: “Over the years, Airbus and LATAM have grown together to become partners in building today’s dynamic aviation market in Latin America, which is why we are especially proud that the first A320neo in the Americas will be flying in LATAM’s livery.  We are certain that this aircraft will complement their existing fleet and further their success in the region.”

The South American carrier will debut the 174-seat neo on domestic services before expanding to regional routes in November.  The airline has 67 A320neo Family aircraft on order.