![]() Thales fits A380 cockpits with ten main screens, eight of which deal with avionics-related information, the remaining two being On-board Information System (OIS) displays, covering outside and open information relating to weather, traffic, etc. With the advent of the A380 and now the A350 XWB, the main sea-change in the cockpit has been the shift to large display screens. 2nd half 2012: Thales delivers pieces of equipment ready for first flight.February 2012: 1st flight of an A380 with A350 XWB motors Thales is onboard with few equipments including the ADIRU.April 2010: Thales IFE is selected for the cabin.End of 2009: Thales starts to deliver the first IMA elements to Airbus and partners in charge of developing software functions.January 2008: Thales is selected by Airbus on a large avionics shipset and for electrical power conversion. ![]() This program is managed in Toulouse for avionics perimeter and involves all other French Thales Avionics entities: Meudon, Châtellerault, Bordeaux-Le Haillan, Vendôme et Valence. ![]() IFE (Inflight Entertainment) and connectivity systems (IFE&C).Doors and slides management system and Slats and Flaps control computer developed by Diehl Aerospace.Thales is selected in 2008 to design and deliver avionics solutions for this new long range aircraft: Thales, an Airbus strong partner onboard A350 XWB The aircraft’s innovative all-new Carbon Fibre Reinforced Plastic (CFRP) fuselage results in lower fuel burn (25 %better fuel efficiency) as well as easier maintenance. Over 70 percent of the A350 XWB’s weight-efficient airframe is made from advanced materials combining composites (53 %), titanium and advanced aluminium alloys. The overall result is an extremely efficient wing that produces more lift with less weight and is capable of advanced load handling performance that helps to reduce the aircraft’s fuel burn and CO2 emissions.A comfortable, efficient cabin, five inches wider than 787 The Differential Flaps Settings (DFS), unique to the A350, optimises cruise aerodynamic efficiency and lateral loads through the control of the wing centre of the lift position where inner and outer flaps are deflected differentially.īoth VC and DFS are fully transparent for the pilots and are embedded into the flight control laws. The VC allows the flaps to be deflected symmetrically in cruise to optimise the wing profile and better control the longitudinal loads on the wing optimising the lift over drag ratio in cruise. The A350's 64.75m wing-span is designed using nature’s perfect understanding of aerodynamics to maximise lift and reduce drag, further optimising fuel burn and lowering CO2 emissions.Īnother wing-design feature is the Variable Camber (VC). This design principle makes the aircraft structure optimised and lighter along the fuselage, once again contributing to a lower environmental impact. It also enables local thickness optimisation and weight control (thicker on the top and bottom panels where most of the weight stands, and thinner side panels). The 4-panel design enables long fuselage sections thanks to its industrial simplicity compared to the barrel design. The extensive use of advanced materials, together with innovative structural engineering, enables the A350 Operating Weight Empty (OWE) to be 20t lighter than the current 777-300ERs that it replaces. With the A350 Family, the outcome is a predominantly composite material aircraft (up to 54%), complemented by titanium and advanced metallic alloys. Lightweight and high-strength materials have consistently played a key role in the construction of fuel-efficient and high-performing aircraft.Īirbus has continuously increased the use of advanced and composite materials, with the development of each new aircraft type, eventually culminating with the A350.
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