The Airbus A350 XWB, composed of more than 50 percent carbon composites, took off on its successful maiden flight last week. A precise and smooth takeoff and landing over Paris's Toulouse-Blaganc airport bookended the flight, which lasted about four hours.
A lot of ground testing went into the preparation for this event, since Airbus had previously said it expected first flight tests to occur toward the end of summer. This ground testing included powering up the MSN001 flight test version's two Rolls-Royce Trent XWB engines on June 2, which had been installed in the aircraft in March. Before that powerup, Airbus conducted final outdoor ground tests, and other tests such as flight-test-instrumentation verification. In December 2012, the aircraft maker completed indoor ground tests, including stability tests on movable elements such as ailerons, wing spoilers, elevators, and rudder, and tests to ensure extraction and retraction of landing gears.
The Airbus A350 XWB, composed of more than 50 percent carbon composites, took off on its successful maiden flight on June 14 at the Paris Air Show. (Source: Airbus)
The MSN001 is the first structurally complete A350 XWB. The plane incorporates more than 53 percent carbon-fiber-reinforced composites by weight, the largest proportion of any commercial jet so far. As we've previously reported, carbon fiber composites are used in the fuselage panels and barrel, the vertical and horizontal tail plane, the wings' upper and lower covers, the wing spars and center wing box, the plane's keel beam, and the main landing gear door and bay.
Both the structural design and aerodynamics of the A350 XWB's wings are expected to contribute considerably to the plane's targeted reduction of 25 percent in fuel consumption. At 32 meters x 6 meters each, they are the biggest civil aircraft components to date to be made from carbon-fiber-reinforced composite. Composite leader Hexcel is supplying most of the plane's carbon fiber composites, both prepreg and fibers, used in its primary structures.
A key issue for planes made with substantial amounts of carbon-fiber-reinforced composites is the danger of lightning strikes. To avoid this, Airbus embedded metallic foils into the aircraft's carbon composite panels, which increases the electrical conductivity of the plane's structures and protects its harnesses with metallic conduits. This design ensures adequate protection for both systems and equipment. Airbus successfully completed electromagnetic hazard testing in April on a second flight test aircraft, the A350 XWB MSN3.
Airbus's A350 XWB is designed to combine widebody passenger comfort with twin engines, instead of the three or four engines required on other widebody jet designs. It will be made in three versions that seat between 270 and 350 passengers each. The plane is scheduled to enter service in the second half of 2014 after flight testing is completed, which will comprise about 2,500 flight hours by five A350 aircraft.
Watch a video of the first flight below. Airbus has also set up a separate website focused on the first flight event, which has more videos, a photo gallery, 360-degree cockpit views, news, and technical specifications.
notarboca, I'd be very surprised if Airbus *didn't* do the type of tests you mention. The 15 slides shown in my previous story on the 350, "Slideshow: Anatomy of a Composite-Heavy Jetliner" http://www.designnews.com/author.asp?section_id=1392&doc_id=264009 are a mere smattering of all the various press releases and announcements made on the many, many steps during this entire process, and many of those represent a ton of different tests. Commercial aircraft must go through a very rigorous testing process, much more extensive than that of military aircraft. We've discussed this, regarding composites, here: http://www.designnews.com/document.asp?doc_id=235863 and here: http://www.designnews.com/author.asp?section_id=1386&doc_id=235214 Airbus seems to have learned from Boeing's mistakes.
Ann, TJ-- I, too, would like to see composite fatigue results. Fatigue kills airframe components! The only way the US Air Force has been able to keep B-52s airworthy is to address this, since the wing flexes about 6 feet with every takeoff and landing cycle. Quite a maintenence effort.
I doubt Airbus has taken a horizontal stablizer into a test bed and twisted/jerked it six ways from Sunday to see fatigue results. Most probably rely on computer modelling, but I hope not.
@Murray: Yes sounds like that to me too. You need to provide the fullest support towards industries like aviation since they are the things which carries the industry forward if its right on track with technology.
Yes, I saw that poll. That's the power of bad press. The fact that this is old tech, not new tech, at fault makes me nervous, because that indicates a systemic problem, like one of QA/maintenance. If anything, you'd think those oversight-type systems would be tightened on the 787 by now, not loosened.
Thanks, Rob. So now it's a brake indicator problem--not exactly new technology. At least the most recent problems have been mechanical, and not related to new technologies. OTOH, one wonders why they happened at all.
Researchers at the University of Maryland have achieved a first in lithium-ion battery science: the development of a successful lithium-based battery using one material for all three core components of a battery -- anode, cathode, and electrolyte.
The online Bar Steel Fatigue Database for automotive design engineers has been updated for the fifth time and now contains 134 iterations, or grade/process combinations. It provides better predictability for designing parts with long-term reliability and durability.
FPGAs use programmable fabric to create custom logic, but this flexibility comes at a cost -- usually around 10 times more silicon real estate and 10 times the power dissipation. Can we really claim any FPGA is low power?
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