Today marks 10 months since Qatar Airways, the A350 launch customer received their first Airbus A350 XWB. Pressing it into service between Doha and Frankfurt on the 14 of January 2015, Qatar Airways became the first airline in the world to offer passengers the Airbus A350 service. This has been a long road for Airbus, from conception to testing and finally production. The video of the A350 journey below sums it up very well.
Qatar now has 4 of the 43 Airbus A350 900s it has on order. In addition Qatar also has 37 of the larger Airbus A350 1000s on order.
The 4 A350s now in service carry the following tail numbers: A7 ALA, A7 ALB, A7 ALC, A7 ALD. These aircraft are used primarily on the Doha to Frankfurt and Doha to Singapore routes at the following times.
Qatar Airways A350 XWB Timetable
As you can see it is still quite a rarity to be able to actually see, let alone fly on an A350. If you are lucky enough to be able do either, we would love to hear from you and hear your thoughts below in comments.
Second Operator of Airbus A350 Vietnam Airlines
Whilst Vietnam Airlines is the second operator of the A350, the actual ownership of their aircraft lies with aircraft leasing company, Aercap Holdings N.V. based in the Netherlands. The first aircraft joined the fleet on 01 July 2015 and was used on the Hanoi to Ho Chi Min City (Saigon) domestic route for familiarisation and testing. Vietnam Airlines has now received two of the 10 A350 900s they have on order. These two aircraft are registered as: VN-A886 and VN-A887. The current routes served by the these 2 aircraft include, Ho Chi Min City, Hanoi, Seoul and Paris.
Once again if you can get a chance to photograph these aircraft, feel free to upload them to our Airliner Photo page.
Airliners are like tools in a tool box which an airline can choose to use on routes appropriate to the traffic demand. Some routes are relatively short and don’t require airliners that have a long range, or ability to fly a long distance. If the pair of cities being linked are large then there might be a demand for more frequent flights by smaller airliners rather than fewer flights by larger airliners. This allows the airline to offer business travellers a wider choice of departure times which reduces time wastage waiting for inconvenient less frequent departure times. At peak times a much larger airliner might be used to ensure maximum uplift of passengers at those times.
It is critical to an airline that they have the right tools for the tasks that they intend to undertake.
It is critical to an airline that they have the right tools for the tasks that they intend to undertake. Like any business, airlines have to control expenses, so once again the right tool is essential. This is why many airlines have a mixture of airliner types. These different airliners are used on routes that they are specifically designed for, and can perform the task with the minimum of overhead expense.
Let’s look at the two newest offerings from the top two airplane makers, Boeing and Airbus. Both aircraft manufacturers have come out in the last few years with new models that are technological leaps forward. The Airbus A350 XWB (eXtra Wide Body) and the Boeing 787 Dreamliner. These two airliners represent the competition between Airbus and Boeing to have the best offering in the market. But mostly they represent the demands by their airliner customers for a more advanced and economical tool for their airliner tool box. Economy is the driving factor.
Economy is the driving factor.
Particularly since the the 2008 doubling of the oil price, airlines have been looking for ways to reduce their fuel bill and therefore protect their margins. On the other side of the equation, the proliferation of Low Cost Carriers has put downward pressure on airfares and airlines are having to ensure their aircraft are full in order to make sure they show a profit.
These two newest airliners employ new techniques such as the use of composite materials to reduce weight, single piece fuselage sections to reduce the number of fasteners which once again reduces weight. Weight reduction of course reduces the amount of fuel burn required to carry a payload from A to B. Coupled with enhanced passenger comforts to make them more attractive to the travelling public, these airliners are setting the bar for the future of air travel.
Both the Boeing 787 and the Airbus A350 come in 3 variants. This ensures that the models are a very versatile offering to the market and the same design can be used for many different scenarios. This also highlights the fact that the giant twin engined jets are now the mainstay of passenger aviation. We have seen the demise of the Airbus A340 which was a 4 engined version of the Airbus A330. This was produced at a time when twin jets were still getting approvals for long over water flights, but with the present level of engine technology this is no longer an issue. We may even see the end of the 747 and A380 if a recession hits as some would suggest.
remember that there are different variants of each airliner model
So, when we talk about Boeing 787 vs Airbus A350 or Boeing 777 vs Airbus A330, we have to remember that there are different variants of each of those models. Let’s look at range to start with. Obviously if an airline has long over water routes, then they will need airliners with a long range ability. The economics have to add up as you may end up with a flying tanker with a few passengers on board.
Although we can see that Boeings’ 777 offers the shortest and the longest range, the airliner models are fairly evenly spread through the various niche markets as relates to range. The Boeing 777X, which I have not yet included here, as design specs are only now just being finalised, will have a range of 17,220Km which is up there with the Boeing 777 200LR.
So we know how far theses airliners can fly relative to each other, but unless we know what they can carry over that distance, the information is a little pointless. So below we have a table to show the relative passenger numbers as well as the Maximum Takeoff Weight (MTOW) for each.
We can see here also that there are niches for each of the airliner models, for each Boeing there is an Airbus offering that does relatively the same job and vice versa. If you look at an aircraft that carries a heavier load you can go to the range chart above and it will probably have a lesser range, unless of course it is a specially built extended range variant. You can also notice that for example the Boeing 777 200 and Boeing 777 200ER (Extended Range) carry the same amount of passengers, however the 777 200ER has a higher maximum takeoff weight. This of course is to lift the additional amount of fuel that gives it the extended range ability.
This mix of attributes ensures that all niches in the Very Large Airliner (VLA) market are addressed. Large capacity – short distance, large capacity – long distance, small capacity – long distance, small capacity – short distance.
The table above shows the different relationships between capacity, length and wing span. In the case of the Boeing 777, the LR and ER extended range variants use additional wing size to enable higher lift as well as accommodating more fuel storage space.
To find out more details about each airliner type, click on the airliner name in the table above.
Thank you for taking the time to read about these airliners. We would love to hear any comments you might have and any ideas to make this site more useful to you. These can be left below.
Every year it seems the world is getting smaller with us humans taking up more and more space. The feeling is, where can you go that is not crawling with people already, is there any wild unconquered territory anywhere anymore?
Contrast that with trying to find a huge airliner that we know has crashed into the sea. The oceans are still vast and for the most part do not have their floors charted. I am not just talking about MH370, but also Air France flight AF447 which crashed into the mid Atlantic on a flight from Rio de Janeiro to Paris in June of 2009. Air France followed a logical route from Rio to Paris so the searchers had a a fairly good fighting chance of knowing where to look. How long did that search take? Two Years! Two years of theories and counter theories before finally a result was arrived at.
So, back to MH370. We all know the story inside out by now. Well we have suffered through the theories, reports of sightings and satellite hand shakes. In a few days it will be 18 months since the tragic accident that left behind anguished and frustrated relatives and friends of the victims. What progress has been made in the search for the Boeing 777?
Millions have been spent by countries like Australia and China in the search of the Indian Ocean. However, the biggest breakthrough has to be the discovery of the flaperon on a remote beach on the remote island of Reunion in the western Indian Ocean. I must admit to being a doubter when I first heard the theory of the aircraft coming down in the Indian Ocean. This was an area so far and completely in the wrong direction from the intended flight path that it made the whole idea seem fanciful and surreal. I must admit to being skeptical right up until the time the flaperon was found.
I’m not an oceanographer but I couldn’t understand how an aircraft full of floating objects such as seat squabs, neck pillows and flotsam could disappear so completely. I could not believe that a Boeing 777 could be easily be landed on water(assuming anyone was still alive to do so) in one piece. Yes we know the story of Captain Sullenberger performing that amazing feat of landing his aircraft on the Hudson River, a truly remarkable piece of aviating. The Indian Ocean is not the Husdon River and would rarely be calm enough to offer a perfectly flat surface. The Boeing 777 has the biggest jet engines around, so they would be wonderful water scoops that would have the effect of ripping the wings off as they filled with forward motion arresting water. My point is, the chance of the aircraft remaining intact and preventing floating objects from escaping seem to be very remote.
Today (04 Sep 15) we learn that the French have confirmed that there are enough corresponding serial numbers on the flaperon found in French ruled Reunion Island to be able to say it is from the doomed Malaysia Airlines Flight 370. This is confirmation at least that MH 370 is to be found in the Indian Ocean somewhere. Through reverse analysis of ocean currents and severe weather anomalies over the past 18 months, oceanographers and meteorologists now have a chance to try and pin down more accurately the final rest place of Malaysia Airlines Flight 370. Perhaps a saving grace is that the piece found was a heavier item that floated blow the water surface. This means that the ocean currents would be the strongest governing factor in its journey, rather than the more volatile winds it encountered on its way.
We can only hope that with this new information questions can be answered to allow MH370 to be found. For the sake of the loved ones who need closure. For aviation itself, no accident or tragic event is ever left unsolved. Not for curiosity but for fight safety. Your ability to step onto a plane and give no thought to your chances of stepping off at the other end of the journey is a hard won expectation. Every event is investigated to the finest detail to ensure these events never happen again. One day we will know what transpired on MH 370. One day we will know that those who tragically lost their lives on MH 370 will teach us a lesson that will help us save more lives in the future.
Please feel free to comment or leave your thoughts about MH 370.