Airbus Focused on ‘Protecting’ A350, Speeding A320 Ramp Up
Other projects include A330-900neo with higher takeoff weight capability
Cathay Pacific's first A350-900 entered service on June 1. (Photo: Airbus)

Entering service on June 1, the first Cathay Pacific Airways Airbus A350-900 twin-aisle twinjet is the 24th example so far delivered to six operators as the manufacturer works hard to meet a target of 50 deliveries by year-end. With about 40 such widebody machines now in final assembly in Toulouse, France, the effort ranks alongside Airbus's plans to accelerate production of A320 single-aisle twinjets as the company’s two principal challenges, according to chief operating officer Tom Williams.


Executive vice president Didier Evrard, who last year succeeded Williams in overseeing programs, has put in place a so-called “protect the [A350] ramp-up” project. He said that the first A350-1000 variant—the 59th A350—is on schedule. The first three aircraft have reached final assembly and mechanics have attached the new six-wheel landing-gear bogies to the first.


Elsewhere among its widebody programs, Airbus has begun considering a heavier option of the A330-900neo aimed at making the re-engined version of the A330-300 more competitive against the Boeing 787. Chief operating officer for customers John Leahy said that at the current 242 metric ton maximum operating weight, introduced for Delta Air Lines two years ago, the 287-seat A330-900 Neo falls almost 1,300 nautical miles shy of the 7,830-nm range of a 283-passenger 787-9.


The executive reported that Airbus is studying a weight of 245 metric tons “or higher” for the heavier variant, which would retain the A330’s Category B airport rating, compared with the Category F standard applied to the Boeing 777 (or Category E for 777X variants equipped with folding wingtips to reduce their ramp footprint). Leahy said Airbus is looking at the higher weight option so that airlines can carry additional fuel or more cargo. Structural subassemblies and equipment for the A330-900neo remain “on track” to enter final assembly from July to September, ahead of scheduled first flight, testing and certification in time for entry into service in “late 2017,” according to Evrard.


Separately, Airbus confirmed that it continues to delay completion of re-engined A320neo narrowbodies as it awaits updated PW1100G geared turbofan engines from U.S. supplier Pratt & Whitney. In late May, at least 25 A320neos stood parked at Toulouse awaiting new powerplants that would allow for a reduced initial start time. A320 family program head Klaus Roewe said he expects delivery of new engines incorporating “very small modifications to shafts and compressors” by mid-June.