Airbus A350

Airbus A350 XWB

Company type	Aircraft model
Industry	Aerospace
Founded	2004
Headquarters	Toulouse , France
Products	Long-range, wide-body twin-engine jetliner

The Airbus A350 represents a long-range, wide-body twin-engine jetliner developed by Airbus. Initially introduced in 2004 as an enhanced version of the Airbus A330 featuring composite wings and new engines to rival the Boeing 787 Dreamliner, the concept evolved due to limited customer enthusiasm. Consequently, in 2006 Airbus unveiled a completely new "XWB" (eXtra Wide Body) design powered by two Rolls-Royce Trent XWB turbofan engines. The prototype's maiden flight took place on 14 June 2013 in Toulouse, France. It gained certification from the European Aviation Safety Agency (EASA) in September 2014 and received FAA approval shortly after, in November.

This aircraft is Airbus’s first to be built predominantly from carbon-fibre-reinforced polymers. Its fuselage layout offers a nine-abreast economy seating configuration in a 3-3-3 arrangement, an expansion from the eight-abreast found on the A330/A340 series, with some variants providing a denser 3-4-3 ten-across seating option. The A350 shares a common type rating with the A330, enabling pilot cross-qualification.

The family includes two principal variants: the A350-900, designed to accommodate between 300 and 350 passengers across a range of , with a maximum takeoff weight (MTOW) of , and the extended A350-1000, which seats 350 to 410 passengers over , featuring a higher MTOW.

Service entry for the A350-900 occurred on 15 January 2015 with Qatar Airways, followed by the A350-1000 on 24 February 2018. As of 2025, Singapore Airlines operates the largest fleet comprising 65 aircraft, while Turkish Airlines holds the largest outstanding orders totaling 110 planes.

To date, there have been 1,428 orders for the A350, with 669 units delivered and 668 actively flying under 38 operators worldwide. The fleet has completed more than 1.58 million flights across over 1,240 routes, transporting upwards of 400 million passengers. There has been one hull loss related to an airport safety incident.

The A350 succeeds the A340 and directly competes against Boeing’s large long-haul twinjets such as the Boeing 777, its successor the Boeing 777X, and the Boeing 787 Dreamliner.

Background and early designs

At first, Airbus dismissed Boeing’s assertion that the Boeing 787 Dreamliner posed a significant challenge to the Airbus A330, viewing it as a response to their own model. When airline customers requested a competitive option, Airbus proposed an "A330-200 Lite," an updated A330 derivative with aerodynamic improvements and engines comparable to those on the 787; however, this concept was eventually abandoned.

On 16 September 2004, Airbus CEO Noël Forgeard acknowledged consideration of a new aircraft project without revealing specifics. Growing dissatisfaction among airlines led Airbus to invest €4 billion into developing a new airliner.

By 10 December 2004, shareholders EADS and BAE Systems authorized Airbus to proceed with offering the A350, targeting entry into service by 2010. The company aimed to capture more than half of the market for aircraft seating between 250 and 300 passengers—a segment projected at approximately 3,100 planes over two decades. The initial A350-800 model was planned to seat around 245 passengers over a range of about , while the A350-900 would carry roughly 285 passengers up to . Fuel efficiency improvements exceeding 10% were anticipated through use of predominantly carbon fibre reinforced polymer wings combined with early adoption of General Electric GEnx-72A1 engines. The design retained the fuselage cross-section of the A330 but incorporated a new horizontal stabilizer.

At the 2005 Paris Air Show, Qatar Airways placed an order for 60 A350s and collaborated with GE Aviation to develop the GEnx-1A-72 engine variant tailored for this aircraft. Conversely, Emirates opted not to purchase this initial version of the A350, preferring a more advanced design instead.

The industrial launch of the programme was announced on 6 October 2005 with estimated development expenses around €3.5 billion. The original A350 was conceived as a twin-engine wide-body aircraft seating between 250 and 300 passengers derived from the A330 platform. It featured modified wings and new engines but retained an aluminium-lithium fuselage cross-section rather than adopting CFRP like Boeing’s competing model. Two variants were planned: the A350-800 with approximately range seating about 253 passengers and the A350-900 with about range carrying roughly 300 passengers—aimed at competing against Boeing’s 787-9 and 777-200ER models.

However, key customers such as International Lease Finance Corporation (ILFC) and GE Capital Aviation Services (GECAS) criticized this original design as inadequate compared to Boeing’s offerings. ILFC President Steven F. Udvar-Házy described it as merely "a Band-aid reaction to the 787," echoed by GECAS president Henry Hubschman. In April 2006, Singapore Airlines CEO Chew Choon Seng urged Airbus to pursue a completely new design rather than incremental upgrades.

In response, Airbus explored enhancements to satisfy customer demands. CEO Gustav Humbert highlighted a strategic focus on long-term market positioning rather than short-term fixes. With airlines such as Qantas and Singapore Airlines favoring Boeing’s 787 over Airbus’s initial proposal, engineering efforts began on alternative designs. One internal concept called "1d" eventually served as the foundation for redesigning the A350.

Redesign and launch

On 14 July 2006, during the Farnborough International Airshow, the revamped aircraft was officially designated as the "A350 XWB" (Xtra-Wide-Body). Within just four days, Singapore Airlines placed an order for 20 A350 XWB units, with options to acquire an additional 20.

This updated design incorporated a broader fuselage, allowing seating arrangements ranging from eight seats across in premium economy to ten seats across in high-density configurations, accommodating between 440 and 475 passengers depending on the model. Earlier A350 variants and the A330 were limited to eight seats per row; Boeing’s 787 generally offers nine, while the 777 features nine or ten seats per row, with the forthcoming 777X standardizing ten-abreast seating. The A350 cabin width exceeds that of the 787 by 12.7 cm but remains 28 cm narrower than the 777’s. Every A350 variant boasts a range surpassing 8,000 nautical miles. Its composite fuselage enables higher cabin pressure and humidity levels while reducing maintenance requirements.

On 1 December 2006, Airbus authorized the industrial launch of the A350-800, -900, and -1000 models. This approval was postponed due to delays with the Airbus A380 program and ongoing funding negotiations. EADS CEO Thomas Enders acknowledged limited resources but confirmed that the program’s expenses would primarily be covered through cash flow. The initial delivery date for the A350-900 was targeted for mid-2013, with the -800 and -1000 scheduled for delivery 12 and 24 months afterward, respectively. Airbus COO John Leahy mentioned that contract terms were being revisited due to cost increases beyond original agreements. On 4 January 2007, Pegasus Aviation Finance made the first confirmed order for two aircraft.

The redesign resulted in a two-year postponement and elevated development expenses from US$5.5 billion (€5.3 billion) to approximately US$10 billion (€9.7 billion). Reuters estimated total development costs approaching US$15 billion (€12 billion). The original mid-2013 delivery timeline shifted as final assembly and maiden flight were delayed until late 2012 and mid-2013 respectively, compressing flight testing from fifteen to twelve months. Program leader Didier Evrard clarified that these delays impacted only the A350-900; schedules for the -800 and -1000 remained unaffected.

According to Airbus’ 2019 financial report, the A350 program achieved break-even status that year.

Design phase

Airbus initially expressed skepticism toward Boeing’s early adoption of composite materials for the 787 fuselage, intending to use carbon fibre panels solely for the main fuselage skin of the A350 XWB. However, responding to airline concerns about maintenance expenses, Airbus announced in September 2007 plans to also incorporate carbon fibre into fuselage frames, integrating aluminium strips to preserve electrical conductivity for lightning strike protection.

In 2006, Airbus confirmed that the A350 would utilize a full bleed air system as opposed to the bleedless architecture employed by the 787. Rolls-Royce secured a contract to supply a new variant of its Trent XWB turbofan engine for the A350 XWB, with thrust specifications finalized in 2010.

General Electric opted not to offer its GP7000 engine for this program and clarified that previous agreements concerning its GEnx engine for the original A350 did not extend to the XWB version. Although Pratt & Whitney, GE’s partner in Engine Alliance, investigated an advanced GP7000 derivative, Airbus ultimately chose not to include GE engines on the A350 XWB. Leading GE engine customers such as Emirates and US Airways selected Rolls-Royce's Trent XWB instead. In 2009, GE showed conditional interest in providing a GEnx variant exclusively for the -800 and -900 models but remained reluctant to compete against its GE90-powered Boeing 777 lineup.

In January 2008, French corporation Thales Group secured a US$2.9 billion (€2 billion) contract spanning twenty years to supply avionics and navigation systems for the A350 XWB, surpassing bids from Honeywell and Rockwell Collins. Rockwell Collins along with Moog Inc. contributed essential flight control components. The flight management system introduced advanced safety enhancements.

For interior design development, Airbus collaborated with BMW starting in 2006 to create cabin concepts for the original A350 model. On 4 February 2010, Airbus awarded Panasonic Avionics Corporation a contract to provide in-flight entertainment and communication (IFEC) systems specifically tailored for the A350 XWB.

Production

In 2008, Airbus intended to initiate cabin outfitting concurrently with final assembly to reduce production duration by half. The A350 XWB program featured broad international cooperation and the creation of new manufacturing sites: Airbus established ten new factories across Western Europe and the United States, alongside expansions at three existing locations.

A significant investment was the £570 million facility dedicated to composite wing manufacturing in Broughton, Wales. In 2009, the Welsh government contributed a £28 million grant to support workforce training and production activities. Airbus completed its first structural component in December 2009, with fuselage barrel fabrication commencing in late 2010 at Illescas, Spain. The initial center wingbox assembly started in August 2010, while a composite rudder plant was inaugurated in China during early 2011. The forward fuselage of the inaugural A350 reached the Toulouse final assembly line by December 2011. Assembly of the first static test airframe began in April 2012 and concluded by December that year.

By 2018, unit production costs stood at US$317.4 million for the A350-900 and US$366.5 million for the A350-1000. Output increased from three aircraft monthly in early 2015 to five by year's end, with a goal of reaching ten per month by 2018. That year, Airbus delivered 93 aircraft—slightly surpassing forecasts—with initial dispatch reliability at 98%. Plans targeted raising production from ten monthly in 2018 to thirteen starting in 2019, while maintaining a steady output of six A330s per month.

Approximately 90 deliveries were anticipated for 2018, with about 15% being A350-1000 models. In 2019, Airbus delivered a total of 112 A350s—87 A350-900s and 25 A350-1000s—maintaining a pace of ten per month despite weaker demand for widebody aircraft and a backlog of 579 units, equating to roughly five years of production capacity.

The COVID-19 pandemic caused a reduction in A350 production from 9.5 units to six per month starting April 2020. Post-pandemic strategies aim to increase output to nine aircraft monthly by the end of 2025 and return to pre-pandemic levels of ten per month by 2026. By April 2024, Airbus planned to elevate production further to twelve units monthly by 2028 after securing 281 net orders throughout 2023.

Testing and certification

The Trent XWB engine underwent its initial testing on 14 June 2010. Its flight testing commenced aboard an A380 development aircraft in early 2011, culminating in engine certification by late that year. On 2 June 2013, Trent XWB engines were operated on an A350 for the first time. Airbus scheduled a one-year flight test campaign utilizing five aircraft.

The A350 performed its maiden flight on 14 June 2013 from Toulouse–Blagnac Airport, lasting four hours while reaching Mach 0.8 at an altitude of 25,000 feet. Airbus's chief test pilot reported no significant complications during these trials. By mid-2013, development expenses were estimated at €11 billion (US$15 billion).

The second A350 XWB unit (msn. 2) underwent extensive climatic evaluations at the McKinley Climatic Laboratory in Florida during May 2014, exposed to temperatures ranging from +45°C down to −40°C.

European Aviation Safety Agency (EASA) type certification was granted on 30 September 2014. Shortly after, on 15 October, EASA approved ETOPS 370 for the A350-900 model, permitting flights exceeding six hours on a single engine—making it the first airliner certified for "ETOPS Beyond 180 minutes" prior to entering service. Later that month, Airbus also received clearance for a Common Type Rating between the A350 XWB and A330 series to streamline pilot training. The Federal Aviation Administration (FAA) followed with certification approval on 12 November 2014.

On 1 August 2017, EASA issued an airworthiness directive mandating operators to perform power cycling on early A350-900 aircraft before accumulating 149 hours of continuous power-on time; this directive was reaffirmed in July 2019.

Entry into Service

The A350-900 was originally planned to commence operations in early 2014, with the -800 and -1000 variants slated for introduction in 2016 and 2017, respectively. However, in July 2012, Airbus postponed the -900’s entry into service by three months, pushing it to the latter half of 2014. The first delivery was made to launch customer Qatar Airways on 22 December 2014, followed by the inaugural commercial flight on 15 January 2015 between Doha and Frankfurt.

The initial A350-1000 was assembled during 2016 and took its first flight on 24 November of that year. Qatar Airways accepted delivery on 20 February 2018 and commenced commercial operations with a flight from Doha to London on 24 February 2018.

Shorter A350-800

The A350-800, measuring shorter in length, was engineered to accommodate 276 passengers in a typical three-class configuration, featuring a range of and a maximum takeoff weight (MTOW) of .

In January 2010, Airbus opted to develop the -800 as a truncated version of the baseline -900 model to streamline development and enhance payload capacity by or extend range by , although this adjustment resulted in a slight increase in fuel consumption by a few percent, as noted by John Leahy. The intended structural and landing gear improvements were offset by advantages gained through improved commonality and an MTOW boost of 11 tonnes from 248 tonnes. The −800’s fuselage is shorter by ten frames compared to the −900. It was designed to complement the Airbus A330-200 long-range twin-engine aircraft. Airbus targeted weight reduction during development, aiming for improvements centered around airframe version 20.

Although the -800 backlog peaked at 182 orders in mid-2008, it declined after 2010 as customers preferred the larger -900 variant. Following the announcement of the Airbus A330neo at the Farnborough Airshow in 2014, Airbus discontinued the A350-800 program. CEO Fabrice Brégier indicated that customers would transition their orders to either the A350-900 or A330neo and later confirmed that development of the -800 was "cancelled." By late 2014, only sixteen orders remained—equally split between Aeroflot and Asiana Airlines—both of which also had orders for the -900. Aeroflot canceled its -800 order in January 2017, leaving Asiana Airlines as the sole remaining customer. After further negotiations, Asiana converted its eight A350-800 and one A350-1000 orders into nine A350-900s, thereby eliminating all outstanding commitments for the -800.

Longer A350-1000

In 2011, Airbus updated the design of the A350-1000 to include increased weights and a more powerful engine variant aimed at extending its range for trans-Pacific flights. This upgrade enhanced its attractiveness to carriers such as Cathay Pacific and Singapore Airlines—both committed to acquiring twenty Boeing 777-9s—as well as United Airlines, which was evaluating Boeing 777-300ERs as replacements for its 747-400 fleet. Meanwhile, Emirates canceled its order for fifty A350-900s and twenty A350-1000s, choosing not to convert their entire order to the larger model.

Production of initial fuselage sections began in September 2015, with final assembly commencing in February 2016 at Airbus’s Toulouse facility. Three flight test aircraft were planned with an anticipated entry into service by mid-2017. The first aircraft completed fuselage joining in April 2016 and conducted its maiden flight on 24 November 2016.

The flight test program encompassed approximately 1,600 hours: around 600 hours on MSN59 focusing on flight envelope expansion and systems validation; approximately 500 hours on MSN71 dedicated to environmental testing and landing gear evaluation; and another 500 hours on MSN65 for route proving, ETOPS certification, and cabin validation. During cruise conditions at Mach 0.854 at an altitude of 35,000 feet, fuel consumption measured roughly 6.8 tonnes per hour over a test flight covering about 5,400 nautical miles. Flight testing resulted in an increase of MTOW from 308 tonnes to 316 tonnes, extending range by an additional 450 nautical miles. Functional and reliability testing concluded by late 2017.

EASA granted Type Certification on 21 November 2017 concurrently with FAA certification. The first production aircraft entered final assembly in early December. After completing its maiden flight on 7 December 2017, delivery to Qatar Airways was postponed until early 2018 due to issues with installing business class seats. The aircraft was delivered on 20 February 2018 and began commercial service on Qatar Airways’ Doha–London Heathrow route on 24 February 2018.

Potential additional stretch

Airbus has explored the possibility of extending the aircraft to include 45 extra seats. This proposed extension would remain compliant with the four-door exit configuration, accompanied by a slight MTOW increase from 308 t to 319 t. This change would necessitate only a 3% thrust boost, which falls within the capabilities of the Rolls-Royce Trent XWB-97 engine, allowing for a range competitive with the 777-9. This version, provisionally designated as the A350-8000, -2000, or -1100, was intended to serve as a successor to the 747-400.

During the Airbus Innovation Days held in June 2016, chief commercial officer John Leahy voiced doubts regarding the market demand for an aircraft seating around 400 passengers beyond models like the Boeing 747-8 and 777-9. Meanwhile, CEO Fabrice Brégier expressed concerns that such a model might reduce sales of the -1000 variant. This concept was positioned to rival a potential 777-10X variant for Singapore Airlines. By the time of the 2017 Paris Air Show, Airbus decided to pause development of this concept due to insufficient market interest. In January 2018, Brégier redirected efforts toward optimizing the A350-900/1000 series to meet current demand before considering a future stretch with updated engines around 2022/2023.

Enhancements

MSN	Year	Upgrade	Details	Structural MTOW		Reference
				A350-900	A350-1000
1-215	2013	—	—	268 t (591,000 lb)	316 t (697,000 lb)
	2014		MTOW increase, weight savings	275 t (606,000 lb)
216-315	2017	Performance Improvement Package	MTOW raised, redesigned wing, enhanced engine performance	280 t (620,000 lb)
316-578	2019	Upgrade Package	SSA removal, LED cabin lighting
579-	2022	New Production Standard	MTOW growth, cabin refurbishments, weight reduction, quicker gear retraction, increased slat and flap settings	283 t (624,000 lb)	319 t (703,000 lb)

Performance Improvement Package (PIP) 2017

In October 2017, Airbus conducted trials with extended sharklets as part of its performance improvement package (PIP), which delivered an increased range and lowered fuel consumption by approximately 1.4–1.6%. The maximum takeoff weight (MTOW) was elevated from to . The wing twist was refined to optimize spanload distribution; this enhancement was first implemented on Singapore Airlines' A350-900ULR in 2018 before being adopted more broadly.

On 26 June 2018, Iberia became the inaugural airline to receive an upgraded A350-900 featuring an increased MTOW version, enabling a range with a capacity of 325 passengers across three classes. This PIP configuration became standard on all A350-900 units starting from MSN 216.

Hybrid Laminar Flow Control (HLFC)

By April 2019, Airbus was experimenting with hybrid laminar flow control (HLFC) technology on the leading edge of an A350 prototype’s vertical stabilizer. This system employed passive suction techniques akin to the boundary layer control used on the Boeing 787-9 tail. Differing from the natural laminar flow approach of the BLADE project within the same EU Clean Sky initiative, this HLFC system integrates both active and passive flow control methods.

2019 Enhancement Package

Beginning with MSN 316, all A350-900 and A350-1000 models have eliminated the side slip angle (SSA) probe following a software revision that rendered this redundancy unnecessary. This upgrade also introduced a new light-emitting diode (LED) lighting system, replacing the older HID lamps to improve reliability and extend operational lifespan.

The initial delivery of an A350 equipped with this enhancement package was made to Singapore Airlines (9V-SHH) in June 2019.

2022 New Production Standard (NPS)

On 30 September 2022, Airbus unveiled a new production standard (NPS) for the A350-900 and A350-1000 airframes, commencing with MSN 579, delivered to Iberia. This NPS introduces a reduction in aircraft weight alongside an increased maximum takeoff weight (MTOW), as well as a cabin redesign that accommodates 30 additional seats.

The updated weight variant, WV020, supports an MTOW of 283 tonnes. Interior adjustments include repositioning the cockpit bulkhead forward, moving the aft pressure bulkhead one frame rearward, and reshaping sidewalls to permit ten-across seating with 17-inch-wide seats. Software enhancements optimize takeoff by refining slat and flap deployment and accelerating landing gear retraction, thereby improving obstacle clearance and reducing aerodynamic drag.

New Engine Option

By November 2018, Airbus had initiated recruitment efforts in Toulouse and Madrid aimed at developing a re-engined A350neo, targeting entry into service in the mid-2020s following the launches of the A321XLR and stretched A320neo "plus." This initiative could position Airbus competitively against the Boeing New Midsize Airplane. The timeline for introduction depends on advancements in ultra-high bypass ratio engines, including Pratt & Whitney's upgraded Geared Turbofan, Safran Aircraft Engines' demonstrator tests scheduled for 2021, and Rolls-Royce's projected Ultrafan engine debut in 2025. Production targets aim to double current output to 20 A350neos per month.

In November 2019, General Electric proposed an advanced variant of its GEnx-1 engine featuring a bleed air system and incorporating technologies from the GE9X engine developed for the Boeing 777X. This engine was considered for powering a potential mid-2020s A350neo. In 2021, Rolls-Royce secured an exclusive engine supply agreement for the A350-900 through 2030, extending its prior commitments covering the A350-1000.

Design

Airbus anticipated that the A350 would yield approximately 10% lower airframe maintenance expenses compared to its predecessor and reduce empty seat weight by about 14% relative to the Boeing 777. The design freeze for the A350-900 occurred in December 2008. The airframe composition consists of roughly 53% composites—carbon fiber reinforced polymer (CFRP) used extensively in the empennage, wings, and fuselage; about 19% aluminium and aluminium–lithium alloys applied to structural elements; titanium accounts for approximately 14%, primarily in landing gear and pylons; steel comprises around 6%, with other materials making up the remaining 8%. By comparison, the Boeing 787 employs near 50% composite materials but utilizes higher proportions of aluminium, titanium, and steel.

Fuselage

The A350 introduces a composite fuselage design featuring a constant cross-sectional width between doors one and four to maximize internal space. Its double-lobed cross-section reaches a maximum external diameter of , surpassing the A330/A340's . Internally, cabin width at armrest height measures , wider than that of the Boeing 787 but narrower than the Boeing 777. This dimension supports an eight-across premium economy layout arranged in a 2–4–2 configuration with seat widths approximately , which is about wider than comparable seats on the 787.

In economy class with a nine-across (3–3–3) layout, seat widths are , exceeding those on both the Boeing 787 and A330 by respective margins of and , though current and forthcoming Boeing 777 variants offer slightly wider seats in this configuration. The ten-across seating option on the A350 provides seats measuring , similar to nine-across arrangements on the A330. Overall, compared to earlier Airbus models, the A350 delivers increased headroom, expanded overhead storage capacity, and larger panoramic windows.

The nose section of the A350 adopts design elements derived from the A380, including a forward-positioned nosegear bay and a six-panel flightdeck windscreen replacing the original four-window setup. Constructed from aluminium, this nose design improves aerodynamic efficiency while enabling forward placement of overhead crew rest compartments without sacrificing passenger cabin volume. The redesigned windscreen features narrower center posts enhancing pilot visibility and has an increased upper shell radius.

Originally outfitted with manual window shades, Airbus announced in 2020 an option for electronically dimmable windows akin to those found on the Boeing 787. These windows allow passengers better control over cabin lighting while preserving external views. Starlux Airlines was first to receive A350 aircraft fully equipped with dimmable windows across all cabins; Japan Airlines offers them from premium economy upwards while retaining manual shades in economy class.

Wing

The A350 is equipped with newly designed composite wings that maintain a consistent wingspan across all variants, adhering to the ICAO Aerodrome Reference Code E 65 m restriction, similar to the A330/A340 and Boeing 777 models. These wings feature a sweep angle of 31.9° optimized for cruising at Mach 0.85, with a maximum operational velocity reaching Mach 0.89.

For the -900 model, the wing area measures , placing it between the Boeing 777-200LR/300ER's and the yet-to-be-certified 777X's , although Airbus and Boeing utilize different measurement standards. The A350-1000’s wing is expanded by () compared to the -900, achieved through a () increase in the fixed trailing edge length.

The wing integrates an advanced dropped-hinge flap system, akin to that employed on the A380, which effectively eliminates the gap between the trailing edge and flap when combined with the spoiler. It also incorporates limited morphing capabilities featuring adaptive elements that enhance wing loading efficiency to lower fuel consumption; this includes variable camber for controlling longitudinal loads and differential flap adjustments to manage lateral loads.

Airbus invested extensively in computational fluid dynamics simulations and conducted over 4,000 hours of wind tunnel testing to perfect the aerodynamic profile. The definitive wing and winglet design was finalized at "Maturity Gate 5" on 17 December 2008. The upward-swept wingtip device extends beyond the last . Wing manufacturing takes place at Airbus’s £400 million North Factory in Broughton, a specialized facility employing approximately 650 personnel, developed with £29 million funding from the Welsh Government.

Undercarriage

To complement the composite wing architecture of the A350, Airbus implemented an innovative main undercarriage design. Each main landing gear leg is mounted to both the rear wing spar at the front and a gear beam at the rear, which links to both wing and fuselage structures. This setup reduces wing stress through a double side-stay arrangement reminiscent of that found on the Vickers VC10.

The main undercarriage employs bogies with either four or six wheels to comply with pavement load restrictions. Specifically, the A350-900 uses four-wheel bogies within a bay sized , whereas the heavier A350-1000 utilizes six-wheel bogies housed in a larger bay measuring . French company Messier-Dowty supplies the main landing gear for the -900 variant, incorporating titanium forgings sourced from Kobelco, while UTC Aerospace Systems provides components for the -1000 version. The nose landing gear is manufactured by Liebherr Aerospace.

Systems

The auxiliary power unit (APU) for the A350 is provided by Honeywell, featuring the HGT1700 model which delivers 10% higher power density compared to its predecessor, the TPE331. Honeywell also supplies the air management system responsible for bleed air regulation, environmental control, cabin pressurization, and supplemental cooling. Airbus emphasizes enhancements in cabin environment quality, including maintaining humidity levels around 20%, typical cabin altitudes at or below , and airflow adjustments tailored to passenger occupancy to ensure draught-free ventilation.

A ram air turbine capable of producing 50 kilovolt-amperes is installed beneath the fuselage and supplied by Hamilton Sundstrand. In response to battery challenges experienced by the Boeing 787 Dreamliner, Airbus reverted from using lithium-ion batteries back to established nickel-cadmium technology in 2013, although lithium-ion battery testing continued concurrently. By late 2015, A350 XWB msn 24 was outfitted with lighter Saft lithium-ion batteries; by mid-2017, fifty aircraft were operating with these batteries, benefiting from extended maintenance intervals of two years compared to nickel-cadmium’s typical 4–6 months.

Parker Hannifin delivers a comprehensive fuel system package encompassing inerting technology, measurement instruments, management systems, mechanical components, and pumps. Their fuel tank inerting solution utilizes air-separation modules that generate nitrogen-enriched air to minimize flammability risks from fuel vapors. Parker also supplies hydraulic power generation and distribution systems including reservoirs, manifolds, accumulators, thermal control units, isolation mechanisms, software solutions, as well as newly designed pumps powered by both engines and electric motors. These contracts are anticipated to yield over US$2 billion in revenue throughout the program’s duration.

Cockpit and avionics

The A350 XWB features an updated glass cockpit design that replaces the large A380-style display with six liquid-crystal display panels arranged in a six-screen configuration: two vertically aligned central displays positioned above the thrust levers, along with individual primary flight and navigation displays for each pilot. Additional onboard information system screens are supported by laptops running electronic flight bag (EFB) software, stored behind each flight station. Airbus emphasizes this layout’s adaptability for integrating future navigation technologies and improved sensor fusion for flight management and system oversight. An optional head-up display is also available.

The avionics system expands upon the A380's integrated modular avionics (IMA) framework, controlling up to 40 functions—including landing gear, fuel management, pneumatics, cabin environment, and fire detection—compared to 23 functions on the A380. Airbus highlights maintenance reduction and weight savings by consolidating multiple processors and line-replaceable units into approximately 50% fewer modules. This IMA operates via a 100 Mbit/s network utilizing Avionics Full-Duplex Switched Ethernet, as seen on the A380, replacing the architecture used on earlier A330/A340 models.

Engines

Initially, in 2005, General Electric was designated as the launch engine supplier for the original A350 planned for 2010 deliveries, while Rolls-Royce proposed the Trent 1700 engine. For the revised A350 XWB program, GE offered the GEnx-3A87 variant for the A350-800/900 models but did not develop a higher-thrust version required for the A350-1000, which competes with the longer-range 777 powered exclusively by the GE90-115B. Consequently, in December 2006, Rolls-Royce was awarded launch engine supplier status for the A350 XWB.

The Rolls-Royce Trent XWB employs a fan of approximately 118-inch diameter and incorporates advanced technologies derived from the Airbus A380 Trent 900 and Boeing 787 Trent 1000 engines. It provides four thrust ratings: , , standard for the baseline A350-900, and for the A350-1000 variant. The highest-thrust version features fan module enhancements—maintaining diameter but increasing rotational speed with redesigned blades—and operates at elevated temperatures enabled by Rolls-Royce’s cutting-edge material research.

Additional features of the Trent XWB may include next-generation noise reduction technologies such as reduced acoustic mode scattering engine duct (RAMSES), a quieting nacelle intake design, and Airbus’s "zero splice" intake liner technology adapted from the A380. A "hot and high" performance rating is offered to support operators in Middle Eastern markets like Qatar Airways, Emirates, and Etihad Airways, ensuring thrust retention at higher ambient temperatures and altitudes.

Airbus aimed to certify the A350 with an initial ETOPS capability of 350 minutes at entry into service; this was surpassed with a 370-minute ETOPS rating granted in October 2014, enabling coverage of 99.7% of global routes, with plans to extend capability to 420 minutes. Engine thrust reversers and nacelle components are provided by US-based Collins Aerospace (formerly UTC Aerospace Systems).

Operational history

Within one year following entry into service, the A350 fleet accumulated approximately 3,000 flight cycles and around 16,000 block hours. Early operators averaged daily utilization of 11.4 flight hours with typical flights lasting about 5.2 hours, reflecting short-haul operations and crew training phases common during initial deployment. Finnair utilized its A350 fleet intensively—logging over 20 daily flight hours on routes to destinations such as Beijing, Shanghai, and Bangkok—which accelerated retirement plans for its older Airbus A340 aircraft.

Operational challenges surfaced in three main areas: onboard maintenance software required updates; Airbus issued service bulletins and removed certain galley inserts due to leakage issues; and false bleed air system overheating warnings were mitigated by retrofitting gold-plated connectors. Airbus targeted improving dispatch reliability to 98.5% by late 2016 and achieving mature levels comparable to the A330 by early 2019.

By May 2016, the fleet had completed over 55,200 flight hours across approximately 9,400 cycles with a three-month operational reliability rate of 97.8%. The longest route flown was Qatar Airways’ Adelaide–Doha sector at 13.8 hours (6,120 nautical miles). Flight distances were distributed as follows: 45% under 3,000 nmi; 16% exceeding 5,000 nmi; with the remaining flights falling between these ranges. Average flight duration was about 6.8 hours, ranging from TAM Airlines’ longest average sector of 9.6 hours to Cathay Pacific’s shortest at 2.1 hours. Seating layouts varied from as few as 253 seats (Singapore Airlines) up to 348 seats (TAM Airlines), typically comprising business class (30–46 seats), premium economy, and economy cabins (211–318 seats). In that year Airbus delivered 49 A350s and planned to escalate monthly production to ten units by late 2018—a target reached in 2019 with a total of 112 deliveries over eleven months.

By January 2017—two years after introduction—a total of sixty-two aircraft served ten airlines performing more than 25,000 flights accumulating over 154,000 flight hours with an average daily utilization of 12.5 hours; six million passengers had been carried at an operational reliability rate of approximately 98.7%. Zodiac Aerospace encountered manufacturing difficulties producing business class seats at facilities in Texas and California; subsequently Cathay Pacific upgraded or replaced early cabin interiors due to cosmetic concerns.

In 2017 pre-delivery test flights declined from an average of twelve per aircraft in 2014 to just over four per aircraft while delivery delays decreased from sixty-eight days to twenty-five days. Reliability improved from about 97.2% in 2015 to nearly 98.8% by mid-2017—approaching Airbus’s target of ninety-nine percent.

As of June 2017—30 months into commercial operation—the fleet comprised eighty aircraft across twelve airlines; Qatar Airways led with seventeen units followed by Cathay Pacific and Singapore Airlines each operating thirteen aircraft. Average block time stood at approximately seven hours and twelve minutes: flights under three thousand nautical miles represented fifty-three percent; those exceeding five thousand nautical miles accounted for sixteen percent; remainder fell between these distances. LATAM Airlines recorded the longest average sector duration at ten point seven hours; Asiana operated the shortest average sector at roughly three point eight hours. Singapore Airlines flew both its longest route (Singapore–San Francisco at about seven thousand three hundred forty nautical miles) and shortest (Singapore–Kuala Lumpur at one hundred sixty nautical miles). Seating capacities ranged from two hundred fifty-three seats (Singapore Airlines) up to three hundred eighty-nine seats (Air Caraïbes), typically concentrated between two hundred eighty and three hundred twenty seats.

By February 2018 Airbus had delivered one hundred forty-two A350-900s achieving a dispatch reliability rate of approximately ninety-nine point three percent. By November 2019 thirty-three operators flew a total fleet of three hundred thirty-one aircraft delivered from an order backlog of nine hundred fifty-nine units; cumulative flight time surpassed two point six million hours.

On September thirtieth, two thousand twenty-two Airbus marked delivery of its five hundredth A350-900 unit to Iberia.

As of , around six hundred twenty A350s were active globally operating over more than one thousand two hundred forty routes completing upwards of one million five hundred eighty-nine thousand flights while transporting over four hundred million passengers since entering service; operational reliability remained industry-leading at ninety-nine point three percent over the previous quarter.

Qatar Airways paint controversy

In August 2021, Qatar Airways temporarily grounded its A350 aircraft after detecting abnormal deterioration in the paint on planes repainted with the 2022 FIFA World Cup livery. The carrier suspended acceptance of new deliveries pending resolution of the issue. The European Aviation Safety Agency (EASA) determined that the paint defect did not compromise structural integrity or safety, whereas Qatar's civil aviation regulator classified it as an airworthiness issue.

By November 2021, Reuters disclosed that multiple other airlines—including Finnair, Cathay Pacific, Etihad, Lufthansa, and Air France—had experienced comparable paint-related problems dating back to 2016. Singapore Airlines reported no incidents of this nature.

On 20 December 2021, Qatar Airways initiated formal legal proceedings against Airbus in English courts, asserting that the surface imperfections heightened the risk of fuel tank ignition by impairing lightning protection systems over wing fuel tanks. Qatar Airways sought daily damages amounting to US$200,000 for each grounded aircraft. Airbus responded by canceling outstanding orders, signaling confidence in its defense. The court hearing was initially scheduled for summer 2023.

On 1 February 2023, Airbus and Qatar Airways reached a confidential agreement. Industry experts suggested that Airbus achieved a favorable resolution, safeguarding the A350’s reputation and allowing continued deliveries of Qatar’s A321neo fleet without significant financial repercussions.

Variants

The primary trio of A350 variants was introduced in 2006, with initial entry into service anticipated in 2013. The debut of the A350-1000 was postponed until mid-2017. The -900 model commenced operations on 15 January 2015. The -800 variant, originally planned for mid-2016 launch, was canceled in September 2014 in favor of the reengined Airbus A330neo. Airbus also markets the ACJ350 corporate jet, derived from the -900 model, offering a range of for up to 25 passengers.

A350-900

The initial A350-900 (ICAO code: A359) features a maximum takeoff weight (MTOW) of , typically accommodating 325 passengers with a range of . Airbus asserts it achieves a 16% reduction in empty weight, 30% lower block fuel burn, and 25% decreased cash operating costs per seat compared to the Boeing 777-200ER. The −900 competes against the Boeing 777-200LR and 787-10, serving as a replacement for both the Airbus A340-500 and Boeing 777-200ER models.

A proposed extended-range version, designated A350−900R, would incorporate increased engine thrust and reinforced airframe structures to extend range by an additional .

Philippine Airlines plans to substitute its A340-300 fleet with an A350-900HGW ("high-gross weight") variant starting from 2017, enabling nonstop flights between Manila and New York without payload limitations over . This model has a MTOW of . From 2020 onwards, Airbus offers a -900 ULR (ultra-long-range) version featuring a MTOW and a range of , seating 325 passengers across three classes.

In November 2017, Emirates placed an order for 40 Boeing 787-10s after Airbus unveiled an updated A350-900 cabin layout with increased space—a change Emirates' CEO Tim Clark described as "more marketable."

Lease rates for early production A350-900s averaged $1.1 million monthly in 2014 but declined to approximately $940,000 by 2018; new aircraft lease rates are around $1.2 million per month. Cabin interiors can cost about $12 million, roughly equating to 10% of the aircraft’s value. By 2018, a unit built in 2014 was valued at $108 million but depreciated to $74.5 million by 2022; newly built models are valued near $148 million. Maintenance expenses include approximately $3 million for heavy checks and between $4 million and $6.5 million per engine overhaul.

A350-900 weight variants

Variant	MTOW	MLW	MZFW
WV000	268 tonnes (591,000 lb)	205 tonnes (451,948 lb)	192 tonnes (423,000 lb)
WV001	275 tonnes (606,000 lb)	207 tonnes (456,357 lb)	195.7 tonnes (431,000 lb)
WV002	272 tonnes (600,000 lb)	207 tonnes (456,357 lb)	194 tonnes (428,000 lb)
WV003	268 tonnes (591,000 lb)	207 tonnes (456,357 lb)	195.7 tonnes (431,000 lb)

A350-900ULR

Identified as weight variant 13 (WV013), the ultra-long-range -900ULR features an increased maximum takeoff weight (MTOW) of , with fuel capacity enhanced within the existing tank structure. This modification allows for flights lasting up to 19 hours and a maximum range of , making it the longest-range commercial aircraft currently in operation. The MTOW surpasses that of the standard model by . Given the A350-900's hourly fuel consumption of , an additional fuel load is necessary to support flights extending from 15 to 19 hours, which is facilitated by the higher MTOW and a reduced payload. Non-stop operations can occasionally exceed 20 hours in duration. The first -900ULR was unveiled in February 2018 for ground-based evaluations; subsequent flight testing confirmed the expanded fuel capacity and winglet efficiency before its inaugural flight on 23 April 2018.

While structurally identical to the baseline A350-941 and sharing the same type certification, the increased fuel volume is achieved through a redesigned fuel system that utilizes extra space within the centre wing box, avoiding the need for supplementary tanks. The forward cargo compartment is deactivated due to operational constraints but can be re-enabled depending on customer preferences.

Singapore Airlines, as both launch and exclusive operator, employs seven -900ULRs on direct flights connecting Singapore with New York City and various West Coast U.S. destinations. Cabin configurations vary from approximately 170 seats predominantly in business class to over 250 seats in mixed-class arrangements, including two-class setups with business and premium economy sections. The airline took delivery of its first -900ULR on 23 September 2018, configured with 67 business class and 94 premium economy seats. On 12 October 2018, it operated what was then the world’s longest commercial flight from Singapore Changi to Newark Liberty International Airport, lasting 17 hours and 52 minutes and covering a great-circle distance of . Average fuel consumption during this route was . As of 2022, this aircraft type continues to serve Singapore Airlines’ longest scheduled journey: Singapore to New York JFK.

During the 2015 Dubai Air Show, Airbus noted considerable interest from carriers in the Persian Gulf region regarding this variant. However, in February 2018, Qatar Airways indicated a preference for the larger -1000 model, stating that the extended range offered by the -900ULR was unnecessary for their operations. The -900ULR carries an approximate price premium of $2 million compared to the standard -900.

ACJ350

The Airbus Corporate Jet (ACJ) version derived from the A350-900ULR platform provides an extended range capability of , thanks to its increased fuel capacity inherited from the -900ULR. The German Air Force is the initial customer for this variant, having ordered three units intended to replace their existing A340-300 fleet.

A350-900 Regional

In response to Boeing’s introduction of the 787-10 in 2013, Airbus proposed an A350-900 Regional model featuring a reduced MTOW of and engines delivering thrust between , compared to the standard ’s output. This version was aimed at routes up to in length and could accommodate up to 360 passengers in a single-class configuration. Initial interest was expressed by Etihad Airways and Singapore Airlines; however, no further progress or official development announcements have been made since that time.

Singapore Airlines operates an A350-900 variant optimized for medium-haul sectors. Japan Airlines received a high-density A350-900 with a seating capacity of 369 and an MTOW of (WV018), specifically configured for domestic service. The A350 Type Certificate Data Sheet lists multiple MTOW options ranging from 210 to 283 tonnes, illustrating its adaptability across various market requirements.

A350-1000

The A350-1000 (ICAO code: A35K) represents the largest model within the A350 series, measuring just under in length. It is commonly configured to accommodate 369 passengers across two classes and offers a range of . Developed to succeed the A340-600 and rival the Boeing 777-300ER and 777-8, Airbus states that a 366-seat A350-1000 is lighter than a 398-seat 777-9. It also delivers a 15% reduction in trip costs, a 7% decrease in seat costs, and an extended range. When compared to the 360-seat 777-300ER, it achieves a 25% improvement in fuel efficiency per seat. The fuselage stretch adds 40 additional seats and expands the premium cabin space by 40%. A seating arrangement with 10 seats abreast can equal the capacity of the 777-9 but at the expense of passenger comfort.

This variant incorporates an extension of 11 frames beyond the −900 model and features a marginally larger wing with a trailing-edge extension that increases wing area by 4%, enhancing both flap lift and cruise efficiency. The main landing gear has been upgraded with a six-wheel bogie housed in an elongated bay. Power is supplied by Rolls-Royce Trent XWB engines producing thrust. These enhancements preserve the aircraft’s range despite its increased dimensions.

An automatic emergency descent system is included, capable of descending to approximately , while notifying air traffic control if crew incapacitation occurs. This system is activated via push-pull buttons designed to prevent accidental engagement and may be retrofitted onto the -900 model. All performance objectives have been achieved or surpassed, with weight maintained within design limits.

Originally, the maximum takeoff weight (MTOW) was set at , later increased to , with a subsequent version offering extended range from to . Further MTOW increments to and eventually to (as of October 2023) are either under evaluation or have been implemented, potentially enabling ultra-long-haul flights such as those envisioned by Qantas' Project Sunrise.

In November 2019, maximum seating capacity was raised from 440 to 480 passengers by introducing new "Type-A+" exits equipped with dual-lane evacuation slides. On 17 December 2021, French Bee took delivery of the first A350-1000 outfitted in this layout—leased from Air Lease Corporation—featuring 40 premium and 440 economy seats for operations between Paris and Reunion Island.

A350-1000 weight variants

WV	MTOW	MLW	MZFW
WV000	308 tonnes (679,000 lb)	233 tonnes (514,000 lb)	220 tonnes (490,000 lb)
WV001	311 tonnes (686,000 lb)	236 tonnes (520,000 lb)	223 tonnes (492,000 lb)
WV002	316 tonnes (697,000 lb)	236 tonnes (520,000 lb)	223 tonnes (492,000 lb)
WV004	308 tonnes (679,000 lb)	236 tonnes (520,000 lb)	223 tonnes (492,000 lb)

Qantas Project Sunrise

In December 2019, Qantas provisionally chose the Airbus A350-1000 to serve its Project Sunrise ultra-long-distance routes, confirming an order for as many as twelve aircraft in March 2020. Early reports speculated about a version labeled A350-1000ULR; however, this variant does not include the larger fuel tanks or modifications found on the -900ULR model. Airbus has not officially classified the highest MTOW variant as an ULR despite its extended range capabilities. Following delays linked to the COVID-19 pandemic, Qantas finalized the order on 2 May 2022, aiming for service commencement in 2025.

On 6 June 2024, at the IATA AGM, Qantas International CEO Cam Wallace announced that the European Union Aviation Safety Agency (EASA) had approved the design for a rear centre tank (RCT), critical for achieving necessary flight range targets. Airbus intends to install this tank on the A350-1000 for flight testing scheduled in early 2025, with deliveries anticipated by mid-2026. The aircraft will be configured with four classes across 238 seats. Although Qantas refers to this model as ULR in its communications, Airbus has yet to formally adopt this designation.

A350F

The concept of an A350-900 freighter was initially introduced in 2007, designed to offer a capacity comparable to the McDonnell Douglas MD-11F and a range of 9,250 km (5,000 nmi), intended to follow the passenger model. By early 2020, Airbus was gearing up to launch the A350F program, contingent on securing 50 firm orders to initiate the $2–3 billion development effort. In July 2021, Airbus gave the green light to develop the freighter based on the -1000 version, targeting entry into service by 2025 with a payload capacity exceeding 90 tonnes.

Known also as the A350-1000F, this freighter variant maintains the 319-tonne maximum takeoff weight (MTOW) of the passenger -1000 but features a fuselage length that is 6.9 meters longer than the Boeing 777F, resulting in approximately 10% more cargo volume. Its main deck is equipped with a large cargo door and reinforced flooring, enabling it to carry a payload greater than that of the 777F while being lighter than both the A350-1000 passenger version and the 777F. The aircraft measures 70.8 meters (232 feet) in length and offers a range with a structural payload capacity of 109 tonnes.

At the November 2021 Dubai Air Show, US leasing company Air Lease Corporation became the launch customer by placing an order for seven units scheduled for delivery around 2026. Following this, Singapore Airlines committed to seven aircraft at the 2022 Singapore Airshow, positioning itself as the launch operator with deliveries expected from 2026 onwards. However, Airbus announced in February 2025 a delay in the entry-into-service date to 2027 due to supply chain challenges, particularly relating to Spirit Aerosystems’ production of the central fuselage section.

Comparison of variants

The table below outlines the principal distinctions among A350 models.

Model	A350-900/-900ULR	A350-1000	A350F
Main deck capacity	440 passengers	480 passengers	30 pallets measuring 96 x 125’’ plus 4–10 seats in courier compartment
Lower deck cargo	36 LD3 containers or 11 pallets	44 LD3 containers or 14 pallets	40 LD3 containers or 12 pallets
Overall length	66.8 m (219.2 ft)	73.79 m (242.1 ft)	70.8 m (232.2 ft)
Aspect ratio	9.49	9.03
Wing area	442 m2 (4,760 sq ft)	464.3 m2 (4,998 sq ft)
MTOW	283 t (624,000 lb) ULR: 280 t (620,000 lb)	322 t (710,000 lb)	319 t (703,000 lb)
Maximum payload	53.3 t (118,000 lb)	68 t (150,000 lb)	111 t (245,000 lb)
Fuel capacity	140.8 m3 (37,200 US gal) ULR: 44,000 US gal (170,000 L; 37,000 imp gal)	158.8 m3 (5,610 cu ft) 124.65 t (122.68 long tons; 137.40 short tons)
Operating empty weight (OEW)	139.3 t (137.1 long tons; 153.6 short tons) typical 297,000 -320,000 lb	155 t (153 long tons; 171 short tons) dry weight	129 t (127 long tons; 142 short tons) dry weight
Manufacturer’s empty weight (MEW)	115.7 t (113.9 long tons; 127.5 short tons)	129 t (284,000 lb)			Maximum thrust (two engines)	84,200 lbf (374.5 kN)	97,000 lbf (431.5 kN)			Range	8,500 nmi (15,742 km) ULR: 9,700 nmi (17,964 km)	9,000 nmi (16,670 km)	4,700–4,550 nmi depending on payload configuration		Service ceiling	43,100 ft	41,450 ft

Operators

As of July 2025, there are a total of 668 A350 aircraft actively flying across 38 operators and held by 62 customers worldwide. The top five operators by fleet size include Singapore Airlines with 65 aircraft, Qatar Airways operating 58 units, Cathay Pacific with a fleet of 48 planes, Air France at 39 aircraft, and Delta Air Lines with 38.

Accidents and incidents

As of February 2025, the A350 has been involved in a single hull-loss event. Although there were no deaths among those onboard the aircraft, five fatalities occurred involving another plane on the ground.

• On 2 January 2024, Japan Airlines Flight 516, an A350-900 operating between New Chitose Airport and Haneda Airport, collided post-landing with a De Havilland Canada Dash 8 belonging to the Japan Coast Guard. The A350 was engulfed in flames and ultimately destroyed; however, all 367 passengers and 12 crew members evacuated without loss of life, with 17 individuals sustaining injuries. Tragically, five of the six crew aboard the Coast Guard aircraft lost their lives, while the lone survivor suffered serious injuries. The Coast Guard plane was engaged in delivering aid following the 2024 Noto earthquake. Subsequent investigations confirmed that Flight 516 had received clearance to land, whereas the Coast Guard aircraft was unauthorized to be on the runway at that time.