イニシャルaのツム 350万。 ツムツム イニシャルがPのツムはだれ?ビンゴ攻略のオススメツム|ツムツム情報まとめアンテナ

【ツムツム】耳が丸いツムとは?

イニシャルaのツム 350万

静粛性や快適性が売りの機体で、航空会社がしのぎを削る羽田-福岡線が初便に選ばれた。 就航に先立つ8月27日、JALはA350の訓練飛行を報道関係者に公開した。 すでにパイロットたちが感じたボーイング機との違いや、最新鋭機ゆえの優位性などは28日掲載の記事「」で取り上げた。 しかし、乗客の立場からすると、快適に過ごせるのかや他社と比べた際の優位性が気になるところ。 離陸時や着陸時の静粛性は上記記事などでも触れたとおりで、着陸時にエンジンのスラストリバーサー(逆推力装置)を使って減速する際も、聞き慣れた轟音とは無縁の静かさだった。 A350唯一のエンジンであるロールス・ロイス製トレントXWBは燃費改善だけでなく、低騒音も優れている点だと感じた。 訓練飛行で成田を出発し新千歳へ向かうJALのA350-900初号機の機内。 機内でノートパソコンを使う頻度が高い記者(私)が一番気になるのは、テーブルや電源コンセントの使い勝手だ。 今回は、JALのA350のシートで感じた良い点と残念な点を取り上げる。 —記事の概要— ・ 映画の続きが見られる個人用モニター ・ どのクラスも快適な座り心地 ・ 普通席でPCを充電すると… *対応策は。 映画の続きが見られる個人用モニター JALのA350は、標準型のA350-900は国内線用ボーイング777-200型機の、長胴型のA350-1000は長距離国際線用777-300ERを置き換える。 翼端には、いずれもJALのシンボルカラーである赤を配している。 現行の777-200(3クラス375席:ファースト14席、クラスJ 82席、普通席279席)と比べると、ファーストは2席減、クラスJは12席増、普通席が16席減となり、全体では6席減る。 全クラス全席に電源コンセントと充電用USB端子、個人用モニターを備え、機内インターネット接続「JAL Wi-Fiサービス」は従来と同じく無料提供。 出発して地上走行を開始してから、着陸後に駐機場へ到着するまで利用できるようになった。 映画などのビデオコンテンツは、途中で視聴を中断しても次回搭乗時に続きを楽しめる。 私は機内では原稿を書いたり写真を編集して過ごすことが多く、映画などを見る機会はまずないが、周囲で話を聞くとスマートフォンを手にする人が増えた今も、機内で映画を見る人は思った以上にいる。 A350の機内エンターテインメント(IFE)では、個人用モニターに表示される8桁の数字「レジュームコード」をメモし、次回搭乗時に「続きから再生」画面でこれを入力すると、続きが視聴できる仕組みになっていた。 国内線のフライトは長くても2時間30分程度なので、こうした工夫は評価できる。 また、機体カメラの映像も従来からある機体前方に加え、エアバス機で採用が多い垂直尾翼からの映像も見られるので、映画を見るほどの時間ではないが、暇を持て余した時や、真ん中席になった際などに楽しめるだろう。 これらのモニター映像は、訓練飛行時に撮影した動画にも収めたので、もご覧いただきたい。 どのクラスも快適な座り心地 シートの座り心地も、個室感のあるファーストクラスはもちろんのこと、今回12席増えたクラスJや、もっともリーズナブルな普通席も座り心地がよかった。 特に日本の航空機内装品メーカーのジャムコ(7408)と共同開発したファーストクラスはソファのようで、機内でくつろぎたい人は一度座ってみる価値はあるのではないか。 位置や角度が調整可能な新機構のレッグレストを導入したり、折りたたみ式テーブルを出さなくてもドリンクを置けるよう、中央に境界線が引かれた大型カクテルトレイ、ひじ掛け下にもiPad miniを念頭に置いた収納スペースを設けるなど、快適性が追求されている。 普通席よりゆとりのあるシートで過ごしたいが、機内食までは必要としない人にとって、クラスJはうってつけだ。 普通席はクラスJと同じ独レカロ製。 シートピッチは31インチ(約79センチ)で従来と同じだが、座面形状などの工夫で疲れにくいと感じた。 私は今回の訓練飛行で、エンジンに近い普通席最前列を中心に過ごしたが、身長179センチ、ぽっこりお腹が気になる私でも、2列目以降のシートも含めて快適だった。 ある条件を除けば……。 普通席でPCを充電すると… 私は機内でほぼノートパソコンを使用しており、A350は普通席にも電源コンセントが付いたと知った時は朗報だと思った。 また、前席の上側という位置も、実際に使うまでは使いやすそうだと感じていた。 私は13インチのMacBook Proを使っており、電源アダプターには電源ケーブルをつなげているが、コンセントがちょうどノートパソコンのモニターとぶつかる位置にあり、ノートパソコンをかなりテーブル前側に置くか、コンセントを使わないようにしないと、仕事をするのは厳しい状態だった。 先端が折れ曲がる電源ケーブルを使うと、少しは改善できる可能性がある。 機内で仕事をするならクラスJ以上に乗ってね、ということなのかもしれない。 では、クラスJはどうかというと、従来のシートと同じく折りたたみ式の片持ちテーブルなので、ノートパソコンで長時間作業するのは安定性の面でやや厳しい。 というのも、ファーストクラスのテーブルが同じ折りたたみ式ながら非常に安定しているからだ。 先にこのテーブルを使ったこともあり、クラスJのテーブルは正直物足りなく感じてしまった。 しかし、テーブルを安定して使用するコツをつかめば、クラスJはコストパフォーマンスがいいシートだろう。 ちなみにファーストクラスには電動マッサージ機能が付いているが、ほかのシートに付いているものと同様、震えてますね、という感じのものだった。 最近はノートパソコンのバッテリー駆動時間も延び、街中に電源コンセントを備えるカフェなどが増えたが、地方都市では充電したいタイミングでこうした場所が使えないことが多々ある。 空港のラウンジが「ここにいけば必ずコーヒーを一杯飲みながら充電できる」というポジションなのに対し、大手航空会社の普通席は、最近までそうした立ち位置ではなかった。 A350の客室内は高度6000フィート(1829メートル)以下の状態を一定に保てるほか、客室のゾーンごとに空調をきめ細かく管理でき、機内の空気も2-3分ごとに入れ換えて快適性を向上させている。 静かで快適なA350で、唯一の弱点と言えるのが、充電をしながらのノートパソコン使用だった。 *写真は13枚。

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ツムツム イニシャルがPのツムはだれ?ビンゴ攻略のオススメツム

イニシャルaのツム 350万

JALが導入するエアバス A350-900型機のシートを紹介 JAL(日本航空)は6月20日、6月14日に日本に到着した新規導入機材、エアバス A350-900型機の機内仕様お披露目会を、羽田空港の同社格納庫で実施した。 本稿ではクラス別に座席を紹介していく。 客室は、幹線向けの新機材として新たなコンセプトでデザインを設計。 英tangerine(タンジェリン)の監修のもと、日本の伝統美をテーマに全クラスで座席を一新したことはセレモニーのレポート「」でもお伝えした。 これまでに、ファーストクラス12席、クラスJ 94席、普通席263席の計369席といった席数や、全席にシートモニター、AC電源、USB電源を備えることは発表されていたとおり。 以下、詳細を紹介していく。 ファーストクラス ファーストクラスは2-2-2の6アブレストが2列で計12席。 シートピッチは53インチ(約135cm)、座席幅は約51cmの仕様。 エリア全体は黒を基調とした配色となる。 シートはジャムコと共同開発したもので、クッション性の高い本革張りのシートに、電動で操作可能なリクライニングならびにレッグレストを装備。 振動により背中や太ももをマッサージしてくれる機能も備える。 両窓側、中央に2席ずつのレイアウトとなるが、それぞれの中央には開閉可能なディバイダを備えており、外側をゆるやかに覆うシェルとともにプライベート感を高めている。 電源はユニバーサルタイプのAC電源とUSB電源を一体化したユニットを、手前のコンソール内に装備。 シートモニターは15. 6インチで最前列はバルクヘッドに埋め込み。 タッチ操作も可能だが、コンソール部にコントローラも備えているので、画面までの距離が長めとなるファーストクラスではコントローラの利用頻度も上がるだろう。 クラスJ クラスJは2-4-2の8アブレストで、ギャレーを挟む2エリア、計94席と現行のボーイング 777-200型機の82席から12席増加。 シートピッチは38インチ(約97cm)、シート幅は約48cmの仕様となる。 ファーストクラス、普通席と比べて、JALのコーポレートカラーである「赤」が際立つエリアとなる。 シートはレカロ製。 また、アームレストの高さを境に、座面寄りにはグレーを配色している。 レッグレストは角度を調整しやすい新機構を採用。 フレキシブルアーム付きの読書灯も備える。 シートモニターは11. 6インチで、最前列席はバルクヘッドにモニターを埋め込んで設置。 手元のコントローラも装備する。 収納は多く、前方足元のシートポケットやアームレスト内側の雑誌入れ、さらに2列目以降の席ではシートモニターの下に小物入れを用意する。 小物入れは底が浅く、スマホなども置きやすい。 各席にハンガーフックも備えている。 電源は、シート手前のアームレスト下にユニバーサルAC電源、シートモニター下にUSB電源を装備する。 普通席 普通席は3-3-3の9アブレスト。 エアバス A350型機だと10アブレストも可能な横幅だが、座席幅約41~44cmのゆったりしたシートで9アブレストに抑えている。 シートピッチは31インチ(約79cm)。 座席数は263席で、ボーイング 777-200型機の279席から16席削減している。 普通席は3クラスのなかでも、JALのコーポレートカラーである「赤」がもっとも抑えられたエリアとなっており、シートポケットの上縁にアクセントとして使われている程度となっている。 シートはレカロ製。 クラスJ同様に従来のJAL SKY NEXT機材では革張りだったのに対し、背もたれにファブリック素材を採用。 アームレストを境にグレーのトーンが変わるバイカラーで、背もたれの幅をより広く見えるようにしていることはセレモニーのレポート記事で紹介したとおりだ。 可動タイプのヘッドレストを備えたことも特徴。 上下の移動幅が大きく、かつ多段階でポジションを調整しやすい。 ちなみに普通席もすべてヘッドレストカバーは合皮製で、従来の不織布に比べて落ち着きのある雰囲気を醸し出している印象を受ける。 シートモニターは10インチ。 電源はシートモニター下にUSB電源を備えるほか、ユニバーサルAC電源もシートモニターの下に備えている(最前列席はシート手前下部)。 シートテーブルはレバー式のロックではなく、ラッチ機構を用いたもの。 閉じた状態でも利用できるカップホルダーを備える。 シートモニター下にはクラスJのように小物が入りそうなスペースがあるが、こちらは底が深いため「書籍専用」となっていた。 収納はシートポケット、ハンガーフックなど備えている。

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ツムツムビンゴ19枚目4 イニシャルがPのツムで450万点稼ぐ方法

イニシャルaのツム 350万

family of long-range, wide-body jet airliners A350 XWB was the A350-900 launch operator on 15 January 2015. Role National origin Multinational Manufacturer First flight 14 June 2013 Introduction 15 January 2015 with Status In service Primary users Produced 2010—present Number built 370 as of 30 June 2020 Program cost 11 billion Unit cost A350-900: 317. 5 million 2018 The Airbus A350 XWB is a family of , developed by. The first A350 design proposed by Airbus in 2004, in response to the , would have been a development of the with composite wings and new engines. As market support was inadequate, in 2006 Airbus switched to a clean-sheet "XWB" eXtra Wide Body design, powered by turbofan engines. The prototype first flew on 14 June 2013 from in. Type certification from the EASA was received in September 2014 and certification from the FAA two months later. The A350 XWB is the first Airbus mostly made of. It has a common with the A330. The A350 XWB has two variants: The A350-900 typically carries 300 to 350 passengers over a 15,000 kilometres 8,100 nautical miles range and has a 280-ton 617,300-pound MTOW ; the longer A350-1000 accommodates 350 to 410 passengers, has a maximum range of 16,100 km 8,700 nmi and a 319 t 703,200 lb MTOW, and is supported by two 6-wheel main landing gear trucks the -900 has four. On 15 January 2015, the initial A350-900 entered service with its launch operator , followed by the A350-1000 on 24 February 2018 with the same airline. As of December 2019, A350 XWB orders stand at 926 of which 347 have been delivered and 312 are in operation. The largest operator is the airliner's launch customer, Qatar Airways, with 48 A350 XWBs in its fleet. It succeeds the and is positioned to compete against the , , and. Contents• Development [ ] Background and early designs [ ] Airbus initially rejected Boeing's claim that the would be a serious threat to the , stating that the 787 was just a reaction to the A330 and that no response was needed. When airlines urged Airbus to provide a competitor, Airbus initially proposed the "A330-200Lite", a derivative of the A330 featuring improved aerodynamics and engines similar to those on the 787. The company planned to announce this version at the 2004 , but did not proceed. The initial A350 concept, based on the On 16 September 2004, Airbus president and chief executive officer confirmed the consideration of a new project during a private meeting with prospective customers. Forgeard did not give a project name, and he did not state whether it would be an entirely new design or a modification of an existing product. On 10 December 2004, Airbus' shareholders, and , approved the "authorisation to offer" for the A350, expecting a 2010 service entry. Airbus then expected to win more than half of the 250-300 seat aircraft market, estimated at 3,100 aircraft overall over 20 years. Based on the A330, the 245-seat A350-800 was to fly over a 8,600 nmi 15,900 km range and the 285-seat A350-900 over a 7,500 nmi 13,900 km range. It had a common cross-section with the A330 and also a new. On 13 June 2005 at the , Middle Eastern carrier announced that they had placed an order for 60 A350s. In September 2006 the airline signed a with GE to launch the GEnx-1A-72 engine for the aircraft. sought a more improved design and decided against ordering the initial version of the A350. 5 billion. The A350 was initially planned to be a 250- to 300-seat twin-engine derived from the existing A330's design. Under this plan, the A350 would have modified wings and new engines while sharing the A330's fuselage cross-section. As a result of a controversial design, the fuselage was to consist primarily of rather than the CFRP fuselage on the Boeing 787. The A350 would see entry in two versions: the A350-800 with a 8,800 nmi 16,300 km range with a typical passenger capacity of 253 in a three-class configuration, and the A350-900 with 7,500 nmi 13,900 km range and a 300-seat 3-class configuration. The A350 was designed to be a direct competitor to the Boeing 787-9 and. The original A350 design was publicly criticised by two of Airbus's largest customers, ILFC and GECAS. On 28 March 2006, ILFC President urged Airbus to pursue a clean-sheet design or risk losing market share to Boeing and branded Airbus's strategy as "a Band-aid reaction to the 787", a sentiment echoed by GECAS president Henry Hubschman. In April 2006, while reviewing bids for the Boeing 787 and A350, CEO of SIA , commented that "having gone through the trouble of designing a new wing, tail, cockpit... [Airbus] should have gone the whole hog and designed a new fuselage. " Airbus responded that they were considering A350 improvements to satisfy customer demands. Airbus's then-CEO stated, "Our strategy isn't driven by the needs of the next one or two campaigns, but rather by a long-term view of the market and our ability to deliver on our promises. " As major airlines such as Qantas and Singapore Airlines selected the 787 over the A350, Humbert tasked an engineering team to produce new alternative designs. One such proposal, known internally as "1d", formed the basis of the A350 redesign. Redesign and launch [ ] A model of the new design at 2008 On 14 July 2006, during the Farnborough International Airshow, the redesigned aircraft was designated "A350 XWB" Xtra-Wide-Body. Within four days, Singapore Airlines agreed to order 20 A350 XWBs with for another 20 A350 XWBs. The proposed A350 was a new design, including a wider fuselage cross-section, allowing seating arrangements ranging from an eight-abreast low-density premium economy layout to a ten-abreast high-density seating configuration for a maximum of 440—475 depending on variant. The A330 and previous iterations of the A350 would only be able to accommodate a maximum of eight seats per row. The 787 is typically configured for nine seats per row. The 777 accommodates nine or ten seats per row, with more than half of recent 777s being ten-abreast as the 777X will be. The A350 cabin is 12. 7 cm 5. 0 in wider at the eye level of a seated passenger than the 787's cabin, and 28 cm 11 in narrower than the Boeing 777's cabin - see the of cabin widths and seating. All A350 passenger models have a range of at least 8,000 nmi 14,816 km. The redesigned composite fuselage provides higher cabin pressure and humidity, and lower maintenance costs. On 1 December 2006, the Airbus board of directors approved the industrial launch of the A350-800, -900, and -1000 variants. The delayed launch decision was a result of delays of the and discussions on how to fund development. However, it was decided programme costs are to be borne mainly from cash-flow. First delivery for the A350-900 was scheduled for mid-2013, with the -800 and -1000 following on 12 and 24 months later, respectively. New technical details of the A350 XWB were revealed at a press conference in December 2006. Chief operating officer, John Leahy indicated existing A350 contracts were being re-negotiated due to price increases compared to the original A350s contracted. On 4 January 2007, placed the first firm order for the A350 XWB with an order for two aircraft. 7 billion. The original mid-2013 delivery date of the A350 changed, as a longer than anticipated development forced Airbus to delay the final assembly and first flight of the aircraft to the third quarter of 2012 and second quarter of 2013 respectively. As a result, the flight test schedule was compressed from the original 15 months to 12 months. A350 programme chief Didier Evrard stressed that delays only affected the A350-900 while the -800 and -1000 schedules remained unchanged. Design phase [ ] A plan of the A350 XWB's new nose and general arrangement inside the forward fuselage Airbus suggested Boeing's use of for the 787 fuselage was premature, and that the new A350 XWB was to feature large panels for the main fuselage skin. After facing criticism for maintenance costs, Airbus confirmed in early September 2007 the adoption of composite fuselage frames for the aircraft structure. The composite frames would feature aluminium strips to ensure the electrical continuity of the fuselage for dissipating lightning strikes. Airbus used a full fuselage to develop the wiring, a different approach from the A380, on which the wiring was all done on computers. In 2006, Airbus confirmed development of a full system on the A350, as opposed to the 787's bleedless configuration. agreed with Airbus to supply a new variant of the engine for the A350 XWB, named. In 2010, after low-speed wind tunnel tests, Airbus finalised the static thrust at sea level for all three proposed variants to the 74,000—94,000 lbf 330—420 kN range. GE stated it would not offer the engine on the aircraft, and that previous contracts for the on the original A350 did not apply to the XWB. partner seemed to be unaligned with GE on this, having publicly stated that it was looking at an advanced derivative of the GP7000. In April 2007, former Airbus CEO Louis Gallois held direct talks with GE management over developing a GEnx variant for the A350 XWB. In June 2007, John Leahy indicated that the A350 XWB would not feature the GEnx engine, saying that Airbus wanted GE to offer a more efficient version for the airliner. Since then, the largest GE engines operators, which include Emirates, , and ILFC have selected the Trent XWB for their A350 orders. In May 2009, GE said that if it were to reach a deal with Airbus to offer the current 787-optimised GEnx for the A350, it would only power the -800 and -900 variants. GE believed it can offer a product that outperforms the Trent 1000 and Trent XWB, but was reluctant to support an aircraft competing directly with its GE90-115B-powered 777 variants. US-based and were chosen to supply the horizontal stabiliser actuator and primary flight control actuation, respectively. The flight management system incorporated several new safety features. Regarding cabin ergonomics and entertainment, in 2006 Airbus signed a firm contract with for development of an interior concept for the original A350. On 4 February 2010, Airbus signed a contract with to deliver in-flight entertainment and communication IFEC systems for the Airbus A350 XWB. Production [ ] A partially-complete A350-900 XWB destined for on the Toulouse , December 2014 In 2008, Airbus planned to start cabin furnishing early in parallel with final assembly to cut production time in half. The A350 XWB production programme sees extensive international collaboration and investments in new facilities: Airbus constructed 10 new factories in Western Europe and the US, with extensions carried out on 3 further sites. Airbus manufactured the first structural component in December 2009. Production of the first fuselage barrel began in late 2010 at its production plant in , Spain. Construction of the first A350-900 centre wingbox was set to start in August 2010. The new composite rudder plant in China opened in early 2011. The forward fuselage of the first A350 was delivered to the final assembly plant in Toulouse on 29 December 2011. Final assembly of the first A350 static test model was started on 5 April 2012. Final assembly of the first prototype A350 was completed in December 2012. The production rate was expected to rise from three aircraft per month in early 2015 to five at the end of 2015, and would ramp to ten aircraft per month by 2018. Airbus announced plans to increase its production rate from 10 monthly in 2018 to 13 monthly from 2019, while the production will increase from 12 to 14 per month in 2019, and six are produced monthly. 2 years of production at a constant rate. Testing and certification [ ] A prototype Airbus A350-900 XWB registered as F-WXWB during its first flight. The first Trent engine test was made on 14 June 2010. The Trent XWB's flight test programme began use on the A380 development aircraft in early 2011, ahead of engine certification in late 2011. On 2 June 2013, the Trent XWB engines were powered up on the A350 for the first time. Airbus confirmed that the flight test programme would last 12 months and use five test aircraft. The A350's maiden flight took place on 14 June 2013 from the. Airbus's chief test pilot said, "it just seemed really happy in the air... all the things we were testing had no major issues at all. " It flew for 4 hours, reaching Mach. 8 at 25,000 feet after retracting the landing gear and starting a 2,500 h flight test campaign. 5 billion in June 2013. The A350 received type certification from the EASA on 30 September 2014. On 15 October 2014, EASA approved the A350-900 for 370, allowing it to fly more than six hours on one engine and making it the first airliner to be approved for "ETOPS Beyond 180 minutes" before entry into service. Later that month Airbus received regulatory approval for a Common Type Rating for pilot training between the A350 XWB and A330. On 12 November 2014, the A350 received certification from the FAA. On 1 August 2017, the issued an mandating operators to power cycle reset early A350-900s before 149 hours of continuous power-on time, reissued in July 2019. Introduction and early operations [ ] Qatar Airways' first A350-900 XWB registration: A7-ALA after the first commercial flight to. In June 2011, the A350-900 was scheduled to enter service in the first half of 2014, with the -800 to enter service in mid-2016, and the -1000 in 2017. In July 2012, Airbus delayed the -900's introduction by three months to the second half of 2014. The first delivery to launch customer Qatar Airways took place on 22 December 2014. The first commercial flight was made on 15 January 2015 between and. One year after introduction, the A350 fleet had accumulated 3,000 cycles and around 16,000 flight hours. Average daily usage by first customers was 11. 4 hours with flights averaging 5. 2 hours, which are under the aircraft's capabilities and reflect both short flights within the schedules of Qatar Airways and , as well as flight-crew proficiency training that is typical of early use and is accomplished on short-haul flights. was operating the A350 at very high rates: 15 flight hours per day for , 18 hours for , and more than 20 hours for. This may have accelerated its retirement of the. In service, problems occurred in three areas. The onboard network needed software improvements. Airbus issued regarding onboard equipment and removed galley inserts coffee makers, toaster ovens because of leaks. Airbus had to address spurious overheating warnings in the bleed air system by retrofitting an original connector with a gold-plated connector. Airbus targeted a 98. By the end of May 2016, the in-service fleet had flown 55,200 hours over 9,400 cycles at a 97. The longest operated sector was Qatar Airways' — at 13. 8 hours for 6,120 nmi 11,334 km. The average flight was 6. 8 hours, with the longest average being 9. 6 hours by and the shortest being 2. 1 hours by Cathay Pacific's. ranged from 253 seats for Singapore Airlines to 348 seats for TAM Airlines, with a 30 to 46 seat business class and a 211 to 318 seat economy class, often including a premium economy. The first A350-1000 was assembled in 2016, for a first flight on 24 November and entry into service planned for mid-2017. In January 2017, two years after introduction, 62 aircraft were in service with 10 airlines. They had accumulated 25,000 flights over 154,000 hours with an average daily utilisation of 12. 5 hours, and transported six million passengers with a 98. encountered production difficulties with business class seats in their Texas and California factories. After a year, Cathay Pacific experienced cosmetic quality issues and upgraded or replaced the seats for the earliest cabins. In 2017, average before delivery decreased to 4. 1 from 12 in 2014, with an average delay down to 25 days from 68. Its reliability was 97. In June 2017 after 30 months in commercial operation, 80 A350s were in service with 12 operators, the largest being Qatar Airways with 17 and 13 each at Cathay Pacific and Singapore Airlines SIA. The fleet average block time time between and destination gate arrival was 7. had the longest average sector at 10. 7 hours, and had the shortest at 3. 8 hours. Singapore Airlines operated the longest leg, Singapore to San Francisco 7,340 nmi 13,594 km , and the shortest leg, Singapore to Kuala Lumpur 160 nmi 296 km. In 2016, 49 aircraft were delivered to customers. It was also planned that the monthly rate would grow to 10 by the end of 2018, which was eventually achieved in 2019 when Airbus delivered 112 aircraft over a period of 11 months. Seating varied from 253 for Singapore Airlines to 389 for , with most between 280 and 320. In October 2017, Airbus was testing extended , which could offer 100—140 nmi 185—259 km extra range and reduce fuel burn by 1. 4—1. The wing twist is being changed for the wider, optimised spanload , and they will be used for the Singapore Airlines A350-900ULR in 2018 before spreading to other variants. was the first to get the upgraded -900 on 26 June 2018, with a 280 t 617,294 lb version for an 8,200 nmi 15,186 km range with 325 passengers in three classes. As of February 2018, 142 -900s had been delivered, with a dispatch reliability of 99. By April 2019, Airbus was testing a hybrid control HLFC on the leading edge of an A350 prototype vertical stabilizer, with passive suction like the on the tail, but unlike the natural laminar flow , within the same EU program. The order replaced the February agreement for 30 A350s and 40 A330Neos, compensating the cancellation for 39 , causing the end of the double-decker production. At the end of November 2019, 33 operators had received 331 aircraft among 959 orders and 2. 6 million hours have been flown. The 2019 earnings report presented by Airbus stated that the A350 XWB program had broken even in 2019. Design freeze for the A350-900 was achieved in December 2008. Fuselage [ ] Nine-abreast Economy Class cabin The A350 XWB fuselage has a constant width from door 1 to door 4, unlike previous Airbus aircraft, to provide maximum usable volume. The double-lobe fuselage has a maximum outer diameter of 5. 97 m 19. 6 ft , compared to 5. 64 m 18. The cabin's internal width is 5. 61 m 18. 4 ft at armrest level compared to 5. 49 m 18. 0 ft in the Boeing 787 and 5. 87 m 19. 3 ft in the Boeing 777. It allows for an eight-abreast 2—4—2 arrangement in a layout, with the seats being 49. 5 cm 19. 5 in wide between 5 cm 2. 0 in wide arm rests. Airbus states that the seat will be 1. 3 cm 0. 5 in wider than a 787 seat in the equivalent configuration. In the nine-abreast, 3—3—3 standard economy layout, the A350 seat will be 45 cm 18 in wide, 1. 27 cm 0. 5 in wider than a seat in the equivalent layout in the 787, and 3. 9 cm 1. 5 in wider than a seat in the equivalent A330 layout. The current 777 and future derivatives have 1. 27 cm 0. 5 in greater seat width than the A350 in a nine-abreast configuration. The 10-abreast seating on the A350 is similar to a 9-abreast configuration on the A330, with a seat width of 41. 65 cm 16. 4 in. Overall, the A350 gives passengers more headroom, larger overhead storage space, and wider panoramic windows than current Airbus models. The A350 nose section has a configuration derived from the A380 with a forward-mounted nosegear bay and a six-panel flightdeck windscreen. This differs substantially from the four-window arrangement in the original design. The new nose, made of aluminium, improves aerodynamics and enables overhead crew rest areas to be installed further forward and eliminate any encroachment in the passenger cabin. The new windscreen has been revised to improve vision by reducing the width of the centre post. The upper shell radius of the nose section has been increased. Undercarriage [ ] Airbus adopted a new philosophy for the attachment of the A350's main as part of the switch to a composite wing structure. Each main undercarriage leg is attached to the rear wing spar forward and to a gear beam aft, which itself is attached to the wing and the fuselage. To help reduce the loads further into the wing, a double side-stay configuration has been adopted. This solution resembles the design of the. Airbus devised a three-pronged main undercarriage design philosophy encompassing both four- and six-wheel to stay within pavement loading limits. The A350-900 has four-wheel bogies in a 4. 1 m 13 ft long bay. The higher weight variant, the A350-1000 uses a six-wheel bogie, with a 4. 7 m 15 ft undercarriage bay. The nose gear is supplied by. The Airbus A350's blended winglets. The A350 features new composite wings with a that is common to the proposed variants. Its 64. 75 m 212. The A350's wing has a 31. 85 and has a maximum operating speed of Mach 0. The -900 wing covers a 442 m 2 4,760 sq ft area. This is between the 436. 8 m 2 5,025 sq ft wing of the in-development. However, Boeing and Airbus do not use the same measurement. The A350-1000 wing is 22. 3 m 2 240 sq ft larger through a 30 cm 12 in extension to the inboard sections of the fixed trailing edge. A new trailing-edge has been adopted with an advanced dropped-hinge similar to that of the , which permits the gap between the trailing edge and the flap to be closed with the. The manufacturer has extensively used computational fluid dynamics and also carried out more than 4,000 hours of low- and high-speed testing to refine the aerodynamic design. The final configuration of wing and winglet was achieved for the "Maturity Gate 5" on 17 December 2008. The curves upwards over the final 4. 4 m 14 ft. Cockpit and avionics [ ] The cockpit of the Airbus A350 The revised design of the A350 XWB's dropped the A380-sized display and adopted 38 cm 15 in screens. Airbus says the cockpit design allows for future advances in navigation technology to be placed on the displays plus gives flexibility and capacity to for flight management and aircraft systems control. A is also present in the cockpit. are a further development of the IMA concept found on the A380. The A350's IMA will manage up to 40 functions versus 23 functions for the A380 such as undercarriage, fuel, pneumatics, cabin environmental systems, and fire detection. Propulsion [ ] The 84,000—97,000 lbf 370—430 kN powers exclusively the A350 In 2005, GE was the launch engine of the original A350, aiming for 2010 deliveries, while Rolls-Royce offered its Trent 1700. In December 2006, Rolls-Royce was selected for the A350 XWB launch engine. The features a 118 in 300 cm diameter and the design is based on the advanced developments of the Airbus A380 and the Boeing 787. It has four thrust levels to power the A350 variants: a 75,000 lbf 330 kN and 79,000 lbf 350 kN for the regional variants of the A350-900 while the baseline A350-900 has the standard 84,000 lbf 370 kN and a 97,000 lbf 430 kN for the A350-1000. The higher-thrust version will have some modifications to the fan module—it will be the same diameter but will run slightly faster and have a new fan blade design—and run at increased temperatures allowed by new materials technologies from Rolls-Royce's research. The Trent XWB may also benefit from the next-generation reduced acoustic mode scattering engine duct system RAMSES , an engine intake, and a carry-on design of the Airbus's "zero splice" intake liner developed for the A380. A "" rating option for Middle Eastern customers Qatar Airways, Emirates, and keep its thrust available at higher temperatures and altitudes. Airbus aimed to certify the A350 with 350-minute capability on entry into service. That could reach 420 min later, although Airbus achieved a 370—minute ETOPS rating on 15 October 2014 which covers 99. Engine and are supplied by US-based. The , capable of generating 100 , is supplied by and located in the lower surface of the fuselage. In light of the , in February 2013 Airbus decided to revert from to the proven technology although the flight test programme will continue with the lithium-ion battery systems. In late 2015, A350 XWB 24 was delivered with 80 kg 176 lb lighter Li-ion batteries and in June 2017, fifty A350s were flying with them and benefiting from a two-year schedule instead of NiCd's 4—6 months. supplies the complete fuel package: inerting system, fuel measurement and management systems, mechanical equipment and fuel pumps. The fuel tank inerting system features air-separation modules to generate nitrogen-enriched air to reduce the flammability of fuel vapour in the tanks. Parker also provides hydraulic power generation and distribution system: reservoirs, manifolds, accumulators, thermal control, isolation, software and new engine- and electric motor-driven pump designs. Variants [ ] Comparative lengths of the three variants, with the now-cancelled -800. The three main variants of the A350 were launched in 2006, with entry into service planned for 2013. At the 2011 , Airbus postponed the entry into service of the A350-1000 by two years to mid-2017. In July 2012, the A350's entry into service was delayed to the second half of 2014, before the -900 began service on 15 January 2015. In October 2012, the -800 was due to enter service in mid-2016, but its development has been cancelled since September 2014. The A350 is also offered as the ACJ350 corporate jet by ACJ , offering a 20,000 km 10,800 nmi range for 25 passengers for the -900 derivative. A350-900 [ ] The A350-900 is the first A350 model; it has a of 280 tonnes, typically seats 325 passengers, and has a range of 8,100 nmi 15,000 km. 7 tonne and 440 m 3 16,000 cu ft should be studied after the -1000 is done, depending on market demand. PAL will replace its A340-300 with an A350-900HGW "high-gross weight" variant available from 2017. It will enable non-stop Manila-New York City flights without payload limitations in either direction, a 7,404 nmi 13,712 km flight. The PAL version will have a 278 tonne MTOW, and from 2020, the -900 will be proposed with the ULR's 280 tonne MTOW, up from the 268 tonnes for the original weight variant and the certified 260, 272, and 275 tonne variants, with the large fuel capacity. This will enable a 8,100 nmi 15,000 km range with 325 seats in a three-class layout. In early November 2017, Emirates committed to purchase 40 Boeing 787-10 aircraft before Airbus presented an updated A350-900 layout with the rear pressure bulkhead pushed back by 2. 5 ft 1 m. After Emirates' was shown a ten-abreast economy cabin and galley changes, he said the -900 is "more marketable" as a result. A350-900ULR [ ] launched the A350-900ULR, externally identical to the pictured A350-900 The MTOW of the ultra-long range -900ULR has been increased to 280 t 620,000 lb and its fuel capacity increased from 141,000 to 165,000 l 37,000 to 44,000 US gal within existing fuel tanks, enabling up to 19-hour flights with a 9,700 nmi 18,000 km range. The MTOW is increased by 5 tonnes from the previously certified 275 tonnes variant. Because of the A350-900's fuel consumption of 5. Non-stop flights could last more than 20 hours. Flight-tests after engine installation checked the larger fuel capacity and measured the performance improvements from the extended. It made its first flight on 23 April 2018. , the launch customer, used its seven -900ULR aircraft on between Singapore and New York City and cities on the U. west coast. Singapore Airlines' seating is to be from 170 in largely business class seating up to over 250 in mixed seating. The planes can be reconfigured. They will have two seating classes. The airline received its first -900ULR on 23 September 2018, with 67 business class seats and 94 premium economy seats. On 12 October 2018, it landed the world's at from after 17 hours and 52 minutes, covering 16,561 kilometres 8,942 nmi for a 15,353 kilometres 8,290 nmi distance. It burned 101. 4 t 224,000 lb of fuel to cover the route in 17 h 22 min: an average of 5. 8 tonnes per hour 1. At the 2015 , John Leahy noted the demand of the Middle Eastern Gulf airlines for this variant. In February 2018, Qatar Airways stated its preference for the larger -1000, having no need for the extra range of the -900ULR. ACJ350 [ ] version of the A350, the ACJ350, is derived from the A350-900ULR. As a result of the increased fuel capacity from the -900ULR, the ACJ350 has a maximum range of 20,000 km 10,800 nmi. The is to be the first to receive the ACJ350 having ordered 3 aircraft which will replace its 2 A340-300. A350 Regional [ ] After the Boeing 787-10 launch at the 2013 , Airbus discussed with airlines a possible A350-900 Regional with a reduced MTOW of 250 t 550,000 lb. Engine thrust would have been reduced to 70,000—75,000 lbf 310—330 kN from the standard 85,000 lbf 380 kN and the variant would have been optimised for routes up to 6,800 nmi 12,600 km with seating for up to 360 passengers in a single-class layout. The A350 Regional was expected to be ordered by Etihad Airways and Singapore Airlines. Since 2013, there has been no further announcement about this variant. Singapore Airlines selected an A350-900 version for medium-haul use. Japan Airlines took delivery of a 369-seat A350-900 with a 217 t 478,000 lb MTOW for its domestic market. The A350 Type Certificate Data Sheet includes MTOWs of 217, 235, 240, 250, 255, 260, 268, 272, 275, 277, 278 and 280 t. A350F [ ] An A350-900 freighter was first mentioned in 2007, offering a similar capacity to the -F with a range of 9,250 km 4,990 nmi , to be developed after the passenger version. In early 2020, Airbus was proposing an A350F before a potential launch. A350-1000 [ ] The 73. 8 m 242 ft long A350-1000 first flew on 24 November 2016 The A350-1000 is the largest variant of the A350 family at just under 74 metres 243 ft in length. It seats 350-410 passengers in a typical three-class layout with a range of 8,700 nmi 16,100 km. With a 9-abreast configuration, it is designed to replace the and compete with the and. The -1000 can match the 40 more seats of the 777-9 by going 10-abreast but with diminished comfort. This will extend the high-lift devices and the ailerons, making the chord bigger by around 400 mm, optimising flap lift performance as well as cruise performance. The main is a 6-wheel bogie instead of a 4-wheel bogie, put in a one frame longer bay. The engine's thrust is augmented to 97,000 lbf 430 kN. In 2011, Airbus redesigned the A350-1000 with higher weights and a more powerful engine variant for more range for trans-Pacific operations which will boost its appeal to and Singapore Airlines, which committed to 20 777—9, and , which could turn to 777-300ERs to replace its 747-400s. Emirates was disappointed with the changes and cancelled its order for 50 A350-900s and 20 A350-1000s instead of changing the whole order to the larger variant. Assembly of the first fuselage major components started in September 2015. In February 2016, final assembly started at the A350 Final Assembly Line in Toulouse. Three flight test aircraft was planned with entry into service scheduled for mid-2017. The first aircraft completed its body join on 15 April 2016. Its maiden flight took place on 24 November 2016. was the A350-1000 XWB launch operator in February 2018 The A350-1000 programme planned for 1,600 flight hours; 600 hours on the first aircraft, MSN59, for the , systems and powerplant checks; 500 hours on MSN71 for cold and warm campaigns, checks and high-altitude tests; and 500 hours on MSN65 for route proving and assessment, with an interior layout for cabin development and certification. In cruise at Mach 0. 854 911. 3871 kn and 35,000 ft, its fuel flow at 259 t 571,000 lb is 6. Flight tests allowed raising the from 308 to 316 t 679,000 to 697,000 lb , the 8 t 18,000 lb increase giving 450 nmi 830 km more range. Airbus then completed functional and reliability testing. Type Certification was awarded by on 21 November 2017, along certification. The first serial unit was on the final in early December. After its maiden flight on 7 December, delivery to launch customer Qatar Airways slipped to early 2018. The delay was due to issues with the business class seat installation. It was delivered on 20 February and entered commercial service on Qatar Airways' Doha to London Heathrow route on 24 February. It features an automatic emergency function to around 10,000 ft 3,000 m and notifies if the crew fails to respond to an alert, indicating possible incapacitation from. The avionics software adaptation is activated by a push and pull button to avoid mistakes and could be retrofitted in the smaller -900. Its basic 308 t 679,000 lb MTOW was increased to 311 t 686,000 lb before offering a possible 316 t 697,000 lb version. Its 316 t MTOW appeared in 29 May 2018 update of its type certificate data sheet. This raised its range from 7,950 to 8,400 nmi 14,720 to 15,560 km. A further MTOW increase by 3 t to 319 t is under study to be available from 2020 and could be a response to Qantas'. Initial speculation suggested that the variant might be marketed as the A350-1000ULR. However, the -1000 is not expected to share the -900ULR's larger fuel tanks and other fuel system modifications, and Airbus has stopped short of describing the largest MTOW variant as a ULR model, despite the 8,700 nmi 16,100 km range. In December 2019, tentatively chose the A350-1000 to operate their Project Sunrise routes, before a final decision in March 2020 for up to 12 aircraft. Further stretch [ ] Airbus has explored the possibility of a further stretch offering 45 more seats. This variant was to be a replacement for the , tentatively called the A350-8000, -2000 or -1100. Within the June 2016 Airbus Innovation Days, chief commercial officer was concerned about the size of a 400-seat market besides the and the 777-9 and chief executive feared such an aircraft could cannibalise demand for the -1000. The potential 79 m-long 258 ft aeroplane was competing against a hypothetical for Singapore Airlines. Undeveloped A350-800 [ ] The 60. 45 m 198. 3 ft -long A350-800 was designed to seat 276 passengers in a typical three-class configuration with a range of 8,245 nmi 15,270 km with an MTOW of 259 t 571,000 lb. The previously planned optimisation to the structure and landing gear was not beneficial enough against better and maximum takeoff weight increase by 11t from 248t. It was designed to supplement the long-range twin. Airbus planned to decrease structural weight in the -800 as development continued, which should have been around airframe 20. While its backlog reached 182 in mid-2008, it diminished since 2010 as customers switched to the larger -900. After launching the at the 2014 Farnborough Airshow, Airbus dropped the A350-800, with its CEO saying "I believe all of our customers will either convert to the A350-900 or the A330neo". He later confirmed at a September 2014 press conference that development of the A350-800 had been "cancelled. " There were 16 orders left for the -800 since switched to the -900 and moved to the A330neo in December 2014: 8 for and 8 for , both also having orders for the -900. In January 2017, Aeroflot and Airbus announced the cancellation of its -800 order, leaving Asiana Airlines as the only customer for the variant. After the negotiation between Airbus and Asiana Airlines, Asiana converted orders of eight A350-800s and one A350-1000 to nine A350-900s. New Engine Option [ ] By November 2018, Airbus was hiring in Toulouse and Madrid to develop a A350neo. Although its launch is not guaranteed, it would be delivered in the mid-2020s, after the and a stretched "plus", potentially competing with the. Service entry would be determined by ultra-high engine developments pursued by , testing its ; , ground testing a demonstrator from 2021; and , targeting a 2025 service entry. The production target is a monthly rate of 20 A350neos, up from 10. In November 2019, General Electric was offering an advanced -1 variant with a system and improvements from the , developed for the delayed , to power a proposed A350neo from the mid-2020s. Operators [ ] An A350-1000 of , the third largest A350 operator after Qatar Airways and Singapore Airlines. There were 341 A350 aircraft in service with 33 operators as of 29 February 2020. The largest operators were 54 , 48 , 36 , 16 , 15 , 14 , 14 , 14 and other airlines operating fewer of the type. Orders and deliveries [ ]• 2 ft 73. 1 ft 64. 43 ft span, 31. 49 9. 03 Wing area 442 m 2 4,760 sq ft 464. 3 m 2 4,998 sq ft Overall height 17. 7 ft width, 6. 98 ft height width 5. 3 t 118,000 lb 45. 9—56. 4 t 101,300—124,300 lb 68 t 150,000 lb 140,795 L 37,194 US gal 110,523 kg 243,662 lb 158,791 L 41,948 US gal 124,651 kg 274,808 lb 142. 4 t 314,000 lb typical 134. 7—145. 1 t 297,000—320,000 lb 155 t 342,000 lb 155 t 342,000 lb dry 115. 7 t 255,075 lb 129 t 284,000 lb capacity 36 or 11 pallets 44 LD3 or 14 pallets Cruise Mach 0. 5 kN Aircraft model designations [ ] Type certificate Model Engines Certification Date A350-941 Trent XWB-84 30 September 2014 A350-1041 Trent XWB-97 21 November 2017 ICAO aircraft type designators [ ] Designation Type A359 Airbus A350-900 A35K Airbus A350-1000 See also [ ]• Final assembly in France• 14 June 2013. 15 January 2015. Press release. Airbus S. 31 August 2010. 30 June 2020. Retrieved 8 July 2020. BBC. 14 June 2013. PDF. Airbus. com. 15 January 2018. 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