View source for Airbus A350

{{Short description|Large twin-aisle airliner family by Airbus}}
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{{Redirect|XWB|the engine model used on the A350|Rolls-Royce Trent XWB}}
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{{Use British English|date=November 2015}}
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout, and guidelines. -->
<!--development-->
{{Infobox aircraft
| name = Airbus A350
| logo = Logo Airbus A350.svg
| image = EGLF - Airbus A350-941 - F-WZNW.jpg<!--Main image changes are preferably discussed in the talk page first-->
| image_caption = An Airbus A350-900 at the 2014 [[Farnborough International Airshow|Farnborough Airshow]], built for launch operator [[Qatar Airways]]
| aircraft_role = [[Wide-body aircraft|Wide-body airliner]]
| national_origin = Multi-national{{efn|Final assembly in France}}<!-- Use the main nation, not constituent country; don't use "EU". List collaborative programs of only 2 or 3 nations; for more than 3, use "Multi-national" per [[Template:Infobox aircraft type]] and [[WP:Air/PC]] guidelines. -->
| manufacturers = [[Airbus]]
| status = In service
| primary_user = [[Singapore Airlines]] <!-- List only one user; for military aircraft, this is a nation or a service arm. Please DON'T add flag templates, as they limit horizontal space. -->
| more_users = {{ubl|[[Qatar Airways]]|[[Cathay Pacific]]|[[Air France]]}} <!-- Limited to THREE (3) 'more users' here (4 total users).  Only for current users, listed in order based on numbers in their fleets. -->
| number_built = 682 {{as of|2025|10|lc=y}}<ref name="Airbus_O_D"/>
| construction_date = 2010{{ndash}}present<ref name="prodstart">{{Cite press release |url=https://www.airbus.com/newsroom/press-releases/en/2010/08/german-airbus-a350-xwb-production-commences.html |title=German Airbus A350 XWB Production commences |publisher=Airbus S.A.S. |date=31 August 2010 |access-date=23 May 2011 |archive-date=3 October 2012 |archive-url=https://web.archive.org/web/20121003004040/http://www.airbus.com/newsevents/news-events-single/detail/german-airbus-a350-xwb-production-commences/ |url-status=live}}</ref> <!--years in production (e.g., 1970-1999) if still in active use but no longer built-->
| introduction = 15 January 2015 with [[Qatar Airways]]<ref name=15_Jan_2015_EIS/>
| first_flight = {{start date and age|2013|6|14|df=y}}<ref name=A350_first_flight/>
}}

The '''Airbus A350''' is a [[flight length|long-range]], [[wide-body]] [[twin-engine]] [[airliner]] developed and produced by [[Airbus]].
<!--Development-->
The initial A350 design proposed in 2004, in response to the [[Boeing 787 Dreamliner]], would have been a development of the [[Airbus A330]] with composite wings, advanced winglets, and new efficient engines.
Due to inadequate market support, Airbus switched in 2006 to a clean-sheet extra wide body (XWB) design, powered by two [[Rolls-Royce Trent XWB]] high bypass turbofan engines. The prototype first flew on 14 June 2013 from [[Toulouse]], France. [[Type certification]] from the [[European Aviation Safety Agency]] (EASA) was obtained in September 2014, followed by certification from the [[Federal Aviation Administration]] (FAA) two months later.

<!--Design-->
The A350 is the first Airbus aircraft largely made of [[carbon-fibre-reinforced polymers]].<!--ref name=EADSdec2006-->
The fuselage is designed around a 3-3-3 nine-across economy cross-section, an increase from the eight-across A330/A340 2-4-2 configuration. (The A350 has 3-4-3 ten-across economy seating on select aircraft.) It has a common [[type rating]] with the A330.
<!--Variants-->
The airliner has two variants: the A350-900 typically carries 300 to 350 passengers over a {{convert|15750|km|nmi|sigfig=2|adj=on|abbr=off}} range, and has a {{convert|283|t|lb|adj=on}} [[maximum takeoff weight]] (MTOW); the longer A350-1000 accommodates 350 to 410 passengers and has a maximum range of {{convert|16700|km|nmi|sigfig=2}} and a {{convert|322|t|lb|adj=on}} MTOW.<!--<ref name=Airbus-Family-Figures>-->

<!--Operational history-->
On 15 January 2015, the first A350-900 entered service with [[Qatar Airways]], followed by the A350-1000 on 24 February 2018 with the same launch operator.
<!--Operators-->
{{as of|2025|10}}, [[Singapore Airlines]] is the largest operator with 65 aircraft in its fleet, while [[Turkish Airlines]] is the largest customer with 110 aircraft on order.
<!--Orders and deliveries-->
A total of 1,447 A350 family aircraft have been ordered and 682 delivered, of which 681 aircraft are in service with 38 operators. The global A350 fleet has completed more than 1.58 million flights on more than 1,240 routes, transporting more than 400 million passengers with no fatalities and one hull loss in an airport-safety-related incident.
<!--Competition-->
It succeeds the [[A340]] and competes against [[Boeing|Boeing's]] large long-haul [[twinjet]]s, the [[Boeing 777]], its future successor, the [[Boeing 777X|777X]], and the [[Boeing 787|787 Dreamliner]].

==Development==

===Background and early designs===
Airbus initially rejected Boeing's claim that the [[Boeing 787 Dreamliner]] would be a serious threat to the [[Airbus A330]], stating that the 787 was just a reaction to the A330 and that no response was needed. When airlines urged Airbus to provide a competitor, Airbus initially proposed the "A330-200 Lite", a derivative of the A330 featuring improved aerodynamics and engines similar to those on the 787.<!--ref name="Gunston p.253"/--> The company planned to announce this version at the 2004 [[Farnborough Airshow]], but did not proceed.<ref name="Gunston p.253">{{harvnb|Gunston|2009|p=253}}</ref>

On 16 September 2004, Airbus president and chief executive officer [[Noël Forgeard]] confirmed the consideration of a new project during a private meeting with prospective customers.<!--ref name="Gunston p.253"/--> Forgeard did not give a project name, and did not state whether it would be an entirely new design or a modification of an existing product. Airline dissatisfaction with this proposal motivated Airbus to commit €4&nbsp;billion to a new airliner design.<ref name="Gunston p.253"/>

[[File:Initial Airbus A350 concept.jpg|thumb|The initial A350 concept, based on the [[A330]]]]
On 10 December 2004, Airbus' shareholders, [[EADS]] and [[BAE Systems]], approved the "authorisation to offer" for the A350, expecting a 2010 service entry.<!--ref name=Airbus10dec2004-->
Airbus then expected to win more than half of the 250-300-seat aircraft market, estimated at 3,100 aircraft overall over 20 years.<!--ref name=Airbus10dec2004-->
Based on the A330, the 245-seat A350-800 was to fly over a 8,600 nmi (15,900&nbsp;km; {{cvt|8600|nmi|mi|disp=output only}}) range and the 285-seat A350-900 over a 13,900&nbsp;km (7,500 nmi; {{cvt|7500|nmi|mi|disp=output only}}) range.<!--ref name=Airbus10dec2004-->
[[Fuel economy in aircraft|Fuel efficiency]] would improve by over 10% with a mostly [[carbon fibre reinforced polymer]] wing and initial [[General Electric GEnx]]-72A1 engines, before offering a choice of powerplant.<ref name=Airbus10dec2004>{{cite press release |url=https://www.airbus.com/newsroom/press-releases/en/2004/12/a350-receives-authorisation-to-offer-ato.html |publisher=Airbus |title=A350 Receives Authorisation To Offer(ATO) |date=10 December 2004 |access-date=17 December 2019 |archive-date=17 December 2019 |archive-url=https://web.archive.org/web/20191217184701/https://www.airbus.com/newsroom/press-releases/en/2004/12/a350-receives-authorisation-to-offer-ato.html |url-status=live}}</ref>
It had a common [[fuselage]] cross-section with the A330 and also a new [[horizontal stabiliser]].<ref name="Gunston p.253"/>

On 13 June 2005 at the [[Paris Air Show]], Middle Eastern carrier [[Qatar Airways]] announced that they had placed an order for 60 A350s. In September 2006 the airline signed a [[memorandum of understanding]] with [[GE Aviation|General Electric]] (GE) to launch the GEnx-1A-72 engine for the new airliner model.<ref name="Qatar signs MoU to launch GEnx on A350">{{cite web |last=Norris |first=Guy |title=Qatar signs MoU to launch GEnx on A350 |work=Flightglobal |date=14 September 2005 |url=http://www.flightglobal.com/articles/2005/09/14/201549/qatar-signs-mou-to-launch-genx-on-a350.html |access-date=11 November 2010 |archive-url=https://web.archive.org/web/20080415033457/http://www.flightglobal.com/articles/2005/09/14/201549/qatar-signs-mou-to-launch-genx-on-a350.html |archive-date=15 April 2008}}</ref><ref name="Airbus unleashes A350 for long-range twin dogfight">{{Cite news |title=Airbus unleashes A350 for long-range twin dogfight |work=Flight International |date=15 June 2005 |url=http://www.flightglobal.com/articles/2005/06/15/199582/airbus-unleashes-a350-for-long-range-twin-dogfight.html |archive-url=https://archive.today/20130123081152/http://www.flightglobal.com/articles/2005/06/15/199582/airbus-unleashes-a350-for-long-range-twin-dogfight.html |url-status=dead |archive-date=23 January 2013 |access-date=11 November 2010}}</ref><ref name="A350 lifts off with $15bn Qatar order">{{cite web |url=http://www.flightglobal.com/news/articles/a350-lifts-off-with-15bn-qatar-order-199492/ |title=A350 lifts off with $15bn Qatar |work=Flightglobal |date=14 June 2005 |archive-url=https://web.archive.org/web/20141017200841/http://www.flightglobal.com/news/articles/a350-lifts-off-with-15bn-qatar-order-199492/ |archive-date=17 October 2014}}</ref> [[Emirates (airline)|Emirates]] sought a more improved design and decided against ordering the initial version of the A350.<ref name="cancelled">{{Cite news |last=Brierley |first=David |url=https://www.independent.co.uk/news/business/news/pressure-mounts-following-attack-by-emirates-404436.html |title=Pressure mounts following attack by Emirates |work=[[The Independent]] |date=18 June 2006 |access-date=23 May 2011 |location=London |url-status=dead |archive-url=https://web.archive.org/web/20110623153954/http://www.independent.co.uk/news/business/news/pressure-mounts-following-attack-by-emirates-404436.html |archive-date=23 June 2011}}</ref><ref name=ATW9May2006>{{cite news |author=Thomas, Geoffrey |url=https://aviationweek.com/air-transport/aircraft-propulsion/airbus-settling-wider-fuselage-composite-wing-it-nears-a350 |title=Airbus settling on wider fuselage, composite wing as it nears A350 revamp decision |work=ATW Online |date=9 May 2006 |url-access=subscription |archive-url=https://web.archive.org/web/20110721094854/http://atwonline.com/aircraftenginescomponents/news/airbus-settling-wider-fuselage-composite-wing-it-nears-a350-revamp-de |archive-date=21 July 2011}}</ref>

On 6 October 2005, the programme's industrial launch was announced with an estimated development cost of around €3.5&nbsp;billion.<ref name="Gunston p.253"/> The A350 was initially planned to be a 250 to 300-seat twin-engine [[wide-body aircraft]] derived from the existing A330's design. Under this plan, the A350 would have modified wings and new engines while sharing the A330's fuselage cross-section. For this design, the fuselage was to consist primarily of [[aluminium-lithium]] rather than the [[carbon-fibre-reinforced polymer]] (CFRP) fuselage on the Boeing 787. The A350 would see entry in two versions: the A350-800 with a {{cvt|8800|nmi}} range with a typical passenger capacity of 253 in a three-class configuration, and the A350-900 with {{cvt|7500|nmi}} range and a 300-seat three-class configuration. The A350 was designed to be a direct competitor to the Boeing 787-9 and [[777-200ER]].<ref name="Gunston p.253"/>

The original A350 design was publicly criticised by two of Airbus's largest customers, [[International Lease Finance Corporation]] (ILFC) and [[GE Capital Aviation Services]] (GECAS). On 28 March 2006, ILFC President [[Steven F. Udvar-Házy]] urged Airbus to pursue a clean-sheet design or risk losing market share to Boeing and branded Airbus's strategy as "a Band-aid reaction to the 787", a sentiment echoed by GECAS president Henry Hubschman.<ref name="spi_20060329">Gates, D. [http://seattletimes.nwsource.com/html/boeingaerospace/2002896362_boeing29.html "Airplane kingpins tell Airbus: Overhaul A350"] {{Webarchive|url=https://web.archive.org/web/20060407061700/http://seattletimes.nwsource.com/html/boeingaerospace/2002896362_boeing29.html |date=7 April 2006}}. ''[[Seattle Times]]'', 29 March 2006</ref><ref name="leeham_20060404">Hamilton, S. [http://www.leeham.net/filelib/ScottsColumn040406.pdf "Redesigning the A350: Airbus' tough choice"] {{webarchive|url=https://web.archive.org/web/20090327094646/http://www.leeham.net/filelib/ScottsColumn040406.pdf |date=27 March 2009}}. Leeham Company</ref> In April 2006, while reviewing bids for the Boeing 787 and A350, the CEO of [[Singapore Airlines]] (SIA) [[Chew Choon Seng]], commented that "having gone through the trouble of designing a new wing, tail, and [[cockpit]], [Airbus] should have gone the whole hog and designed a new fuselage."<ref name="wsj_sq_20060407">Michaels, D. and Lunsford, J.L. [https://www.wsj.com/articles/SB114442937150720186 "Singapore Airlines Says Airbus Needs to Make A350 Improvements"] {{Webarchive|url=https://web.archive.org/web/20171113125643/https://www.wsj.com/articles/SB114442937150720186 |date=13 November 2017}}. ''[[The Wall Street Journal]]'', 7 April 2006</ref>

Airbus responded that they were considering A350 improvements to satisfy customer demands. Airbus's then-CEO [[Gustav Humbert]] stated, "Our strategy isn't driven by the needs of the next one or two campaigns, but rather by a long-term view of the market and our ability to deliver on our promises."<ref name="ap_20060410">Associated Press. [http://seattletimes.com/html/boeingaerospace/2002922901_webairbustweaks10.html?syndication=rss "Airbus Considering Improvements to A350"] {{Webarchive|url=https://web.archive.org/web/20180212005420/http://old.seattletimes.com/html/boeingaerospace/2002922901_webairbustweaks10.html?syndication=rss|date=12 February 2018|title=}}. Seattle Times, 10 April 2006.</ref><ref>[http://news.moneycentral.msn.com/provider/providerarticle.asp?feed=AP&Date=20060410&ID=5603964 "Airbus Considering Improvements to A350"] {{Webarchive|url=https://web.archive.org/web/20060428110945/http://news.moneycentral.msn.com/provider/providerarticle.asp?feed=AP&Date=20060410&ID=5603964|date=28 April 2006|title=}}.  Associated Press, 10 April 2006.</ref>  As major airlines such as [[Qantas]] and [[Singapore Airlines]] selected the 787 over the A350, Humbert tasked an engineering team to produce new alternative designs.<ref>{{cite news |title=Under Pressure, Airbus Redesigns A Troubled Plane |url=https://www.wsj.com/articles/SB115283988341806506 |access-date=28 December 2014 |work=[[The Wall Street Journal]] |date=14 July 2006 |archive-date=2 April 2015 |archive-url=https://web.archive.org/web/20150402154002/http://www.wsj.com/articles/SB115283988341806506 |url-status=live}}</ref><ref name="1d">{{cite news |last1=Hepher |first1=Tim |title=Insight - Flying back on course: the inside story of the new Airbus A350 jet |url=http://uk.reuters.com/article/uk-airbus-a350-insight-idUKKBN0JZ0Q220141222 |access-date=28 December 2014 |work=Reuters |publisher=Reuters UK |date=22 December 2014 |archive-date=25 December 2014 |archive-url=https://web.archive.org/web/20141225121501/http://uk.reuters.com/article/2014/12/22/uk-airbus-a350-insight-idUKKBN0JZ0Q220141222 |url-status=dead}}</ref> One such proposal, known internally as "1d", formed the basis of the A350 redesign.<ref name="1d" /><!-- http://www.flightglobal.com/articles/2006/01/17/204138/second-chance-the-a350.html -->

===Redesign and launch===
[[File:A350XWB model ILA 2008.png|thumb|A model of the new design at [[ILA Berlin Air Show]] 2008]]

On 14 July 2006, during the [[Farnborough International Airshow]], the redesigned aircraft was designated "A350 XWB" (Xtra-Wide-Body).<ref>{{harvnb|Gunston|2009|p=254}}</ref> Within four days, Singapore Airlines agreed to order 20 A350 XWBs with [[Option (aircraft purchasing)|options]] for another 20 A350 XWBs.<ref>{{cite news |url=http://www.businesswire.com/news/home/20060721005272/en/Singapore-Airlines-Orders-20-Airbus-A350-XWB-900s |title=Singapore Airlines Orders 20 Airbus A350 XWB-900s and 9 Airbus A380s |website=Businesswire.com |date=21 July 2006 |access-date=18 October 2013 |archive-date=22 October 2013 |archive-url=https://web.archive.org/web/20131022050244/http://www.businesswire.com/news/home/20060721005272/en/Singapore-Airlines-Orders-20-Airbus-A350-XWB-900s |url-status=live}}</ref>

The proposed A350 was a new design, including a wider fuselage cross-section, allowing seating arrangements ranging from an eight-across low-density premium economy layout to a ten-across high-density seating configuration for a maximum [[seating capacity]] of 440–475 depending on variant.<ref name="a350 cabin">{{cite web |title=Onboard well-being |url=http://www.airbus.com/aircraftfamilies/passengeraircraft/a350xwbfamily/onboard-well-being/ |publisher=Airbus S.A.S. |access-date=23 May 2011 |url-status=dead |archive-url=https://web.archive.org/web/20110403132931/http://www.airbus.com/aircraftfamilies/passengeraircraft/a350xwbfamily/onboard-well-being/ |archive-date=3 April 2011}}</ref><ref>{{cite web |author=Max Kingsley-Jones |title=PICTURE: 10-abreast A350 XWB 'would offer unprecedented operating cost advantage' |work=Flight International |date=19 May 2008 |url=http://www.flightglobal.com/articles/2008/05/19/223853/picture-10-abreast-a350-xwb-would-offer-unprecedented-operating-cost-advantage.html |access-date=24 May 2011 |archive-url=https://web.archive.org/web/20090501095423/http://www.flightglobal.com/articles/2008/05/19/223853/picture-10-abreast-a350-xwb-would-offer-unprecedented-operating-cost-advantage.html |archive-date=1 May 2009 |url-status=live}}</ref> The A330 and previous iterations of the A350 would only be able to accommodate a maximum of eight seats per row. The 787 is typically configured for nine seats per row.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/interiors-why-nine-is-the-magic-number-on-the-787-423662/ |title=Interiors: Why nine is the magic number on the 787 |date=5 April 2016 |author=Murdo Morrison |work=Flight international |access-date=4 November 2017 |archive-date=7 November 2017 |archive-url=https://web.archive.org/web/20171107005104/https://www.flightglobal.com/news/articles/interiors-why-nine-is-the-magic-number-on-the-787-423662/ |url-status=live}}</ref> The 777 accommodates nine or ten seats per row, with more than half of recent 777s being configured in a ten-across layout that will come standard on the [[777X]].<ref>{{cite news |url=http://www.airlinereporter.com/2016/01/777-9-vs-10-abreast-in-economy/ |title=Boeing 777: 9 vs 10 Abreast Economy Seating |work=Airline Reporter |date=22 January 2016 |access-date=4 November 2017 |archive-date=7 November 2017 |archive-url=https://web.archive.org/web/20171107003743/http://www.airlinereporter.com/2016/01/777-9-vs-10-abreast-in-economy/ |url-status=live}}</ref> The A350 cabin is {{cvt|12.7|cm}} wider at the eye level of a seated passenger than the 787's cabin,<ref>{{cite web |url=http://www.airbus.com/en/aircraftfamilies/a350/comfort.html |archive-url=https://web.archive.org/web/20080205041546/http://www.airbus.com/en/aircraftfamilies/a350/comfort.html |archive-date=5 February 2008 |title=Airbus – A350 XWB Xtra comfort}}</ref> and {{cvt|28|cm}} narrower than the Boeing 777's cabin (see the [[Wide-body aircraft#Comparison|Wide-body aircraft comparison]] of cabin widths and seating). The redesigned composite fuselage allows for higher cabin pressure and humidity, and lower maintenance costs.

On 1 December 2006, the Airbus board of directors approved the industrial launch of the A350-800, -900, and -1000 variants.<ref name="eads_pr_20061201">{{cite press release |title=A350 XWB Family receives industrial go-ahead |publisher=Airbus S.A.S. |date=1 December 2006 |url=http://www.airbus.com/newsevents/news-events-single/detail/a350-xwb-family-receives-industrial-go-ahead/ |access-date=23 May 2011 |archive-date=3 October 2012 |archive-url=https://web.archive.org/web/20121003003910/http://www.airbus.com/newsevents/news-events-single/detail/a350-xwb-family-receives-industrial-go-ahead/ |url-status=live}}</ref> The delayed launch decision was a result of delays to the [[Airbus A380]]<ref name="fi_20061002">{{ cite news |url=http://www.flightglobal.com/articles/2006/10/02/209601/a380-delay-puts-brakes-on-a350-xwb-formal-launch-at.html |title=A380 delay puts brakes on A350 XWB formal launch at Airbus |author1=Guy Norris |author2=Max Kingsley-Jones |work=[[Flight International]] |date=2 October 2006 |access-date=23 May 2011 |archive-url=https://web.archive.org/web/20071013071600/http://www.flightglobal.com/articles/2006/10/02/209601/a380-delay-puts-brakes-on-a350-xwb-formal-launch-at.html |archive-date=13 October 2007}}</ref> and discussions on how to fund development. EADS CEO [[Tom Enders|Thomas Enders]] stated that the A350 programme was not a certainty, citing EADS/Airbus's stretched resources.<ref name="bbg_20061005">{{cite news |url=https://www.bloomberg.com/apps/news?pid=newsarchive&sid=aYeQTI21_ZDY&refer=germany |title=Airbus May Stop Work on Its A350 Plane, FT Deutschland Says |author=Peter Dinkloh |publisher=[[Bloomberg L.P.|Bloomberg]] |date=5 October 2006 |access-date=23 May 2011 |archive-url=https://web.archive.org/web/20110604142258/http://www.bloomberg.com/apps/news?pid=newsarchive&sid=aYeQTI21_ZDY&refer=germany |archive-date=4 June 2011 |url-status=live}}</ref> However, it was decided programme costs are to be borne mainly from cash-flow. First delivery for the A350-900 was scheduled for mid-2013, with the -800 and -1000 following on 12 and 24 months later, respectively.<ref name="eads_pr_20061201"/> New technical details of the A350 XWB were revealed at a press conference in December 2006. Chief operating officer, John Leahy indicated existing A350 contracts were being re-negotiated due to price increases compared to the original A350s contracted. On 4 January 2007, [[Pegasus Aviation Finance Company]] placed the first firm order for the A350 XWB with an order for two aircraft.<ref name="eads_pr_20070104">{{cite news |url=http://atwonline.com/aircraftenginescomponents/news/pegasus-orders-a350-xwbs-a330-200s-0309 |title=Pegasus orders A350 XWBs, A330-200s |date=5 January 2007 |access-date=22 May 2011 |url-status=live |archive-url=https://web.archive.org/web/20160324073105/http://atwonline.com/aircraft-amp-engines/pegasus-orders-a350-xwbs-a330-200s |archive-date=24 March 2016 |website=ATWonline.com}}</ref>

The design change imposed a two-year delay into the original timetable and increased development costs from US$5.5 billion (€5.3 billion) to approximately US$10 billion (€9.7 billion).<ref name="bbg_dev_20061204">[https://www.bloomberg.com/apps/news?pid=20601087&sid=arBlbUi8MnWE&refer=home "Airbus A350 Cost Rises to $15.4 Billion on Composites"]. [[Bloomberg L.P.|Bloomberg]]. 4 December 2006 {{webarchive |url=https://web.archive.org/web/20070930031407/http://www.bloomberg.com/apps/news?pid=20601087&sid=arBlbUi8MnWE&refer=home |date=30 September 2007}}</ref> ''Reuters'' estimated the A350's total development cost at US$15 billion (€12 billion or £10 billion).<ref>[https://www.youtube.com/watch?v=NdpxatVG_mU&feature=channel] {{Webarchive|url=https://web.archive.org/web/20160609203045/https://www.youtube.com/watch?v=NdpxatVG_mU&feature=channel|date=9 June 2016}} Reuters</ref><ref>{{Cite web |url=https://www.dideo.ir/v/yt/NdpxatVG_mU/15-bln-u.s-dollars-for-airbus-a350 |archive-url=https://web.archive.org/web/20210527101932/https://premiumbros.com/lp_wp.html?cid=hm9pY650sSlttSuDbImJtkD5CThpgmLk |url-status=dead |title=15 bln U.S dollars for Airbus A350 دیدئو dideo |archive-date=27 May 2021 |website=dideo - search and watch ultimate video}}</ref> The original mid-2013 delivery date of the A350 was changed, as a longer than anticipated development forced Airbus to delay the final assembly and first flight of the aircraft to the third quarter of 2012 and second quarter of 2013 respectively. As a result, the [[flight test]] schedule was compressed from the original 15 months to 12 months. A350 programme chief Didier Evrard stressed that delays only affected the A350-900 while the -800 and -1000 schedules remained unchanged.<ref>{{Cite web |url=https://www.ainonline.com/aviation-news/aerospace/2011-11-13/a350-delay-pushes-eis-first-half-2014 |title=A350 Delay Pushes EIS to First Half of 2014 |last=Goold |first=Ian |website=Aviation International News |language=en |access-date=22 February 2020 |archive-date=22 February 2020 |archive-url=https://web.archive.org/web/20200222171541/https://www.ainonline.com/aviation-news/aerospace/2011-11-13/a350-delay-pushes-eis-first-half-2014 |url-status=live}}</ref>
Airbus' 2019 earnings report indicated the A350 programme had broken even that year.{{cn|date=January 2024}}

===Design phase===
[[File:A350xwb nose 2009B.png|thumb|A plan of the A350 XWB's new nose and general arrangement inside the forward fuselage]]

Airbus suggested Boeing's use of [[composite material]]s for the 787 fuselage was premature, and that the new A350 XWB was to feature [[carbon fibre]] panels only for the main fuselage skin. However, after facing criticism for maintenance costs,<ref>{{Cite news |last=Norris |first=Guy |url=http://www.flightglobal.com/articles/2006/05/08/206441/airline-criticism-of-airbus-a350-forces-airframer-to-make-radical-changes-to-fuselage-wing-and.html |title=Airline criticism of Airbus A350 forces airframer to make radical changes to fuselage, wing and engines |work=[[Flight International]] |date=8 May 2006 |access-date=24 May 2011 |archive-url=https://web.archive.org/web/20070830085555/http://www.flightglobal.com/articles/2006/05/08/206441/airline-criticism-of-airbus-a350-forces-airframer-to-make-radical-changes-to-fuselage-wing-and.html |archive-date=30 August 2007}}</ref> Airbus confirmed in early September 2007 that it would also use carbon fibre for fuselage frames.<ref>[http://www.flightglobal.com/articles/2007/09/21/216943/airbus-rolls-out-a350-xwb-design-revisions.html "Airbus rolls out XWB design revisions"] {{webarchive |url=https://web.archive.org/web/20071013072110/http://www.flightglobal.com/articles/2007/09/21/216943/airbus-rolls-out-a350-xwb-design-revisions.html |date=13 October 2007}}. ''[[Flight International]]'', September 2001</ref><ref>[http://www.flightglobal.com/articles/2006/03/29/205740/airbus-is-at-a-crossroads-on-a350-design-says-ilfcs.html "Airbus is at a crossroads on A350 design says ILFC"] {{webarchive |url=https://web.archive.org/web/20071013071605/http://www.flightglobal.com/articles/2006/03/29/205740/airbus-is-at-a-crossroads-on-a350-design-says-ilfcs.html |date=13 October 2007}}. ''[[Flight International]]'', March 2006.</ref> The composite frames would feature aluminium strips to ensure the electrical continuity of the fuselage, for dissipating [[Lightning strike|lightning strikes]].<ref>{{cite web |last=Kingsley-Jones |first=Max |url=http://www.flightglobal.com/articles/2007/09/28/217062/metallic-strips-will-ensure-electrical-continuity-in-a350s-carbon.html |title=Metallic strips will ensure electrical continuity in A350 carbon |work=Flightglobal |date=28 September 2007 |archive-url=https://web.archive.org/web/20071005163846/http://www.flightglobal.com/articles/2007/09/28/217062/metallic-strips-will-ensure-electrical-continuity-in-a350s-carbon.html |archive-date=5 October 2007}}</ref> Airbus used a full [[mock up]] fuselage to develop the wiring, a different approach from the A380, on which the wiring was all done on computers.<ref>{{cite web |url=http://www.flightglobal.com/articles/2010/04/30/341328/picture-airbus-builds-physical-mock-up-of-xwb-fuselage-to-avoid-a380-mistakes.html |title=PICTURE: Airbus builds 'physical mock-up' of XWB fuselage to avoid A380 mistakes |work=Flight International |access-date=30 May 2010 |archive-url=https://web.archive.org/web/20100503155305/http://www.flightglobal.com/articles/2010/04/30/341328/picture-airbus-builds-physical-mock-up-of-xwb-fuselage-to-avoid-a380-mistakes.html |archive-date=3 May 2010 |url-status=dead}}</ref>

In 2006, Airbus confirmed development of a full [[bleed air]] system on the A350, as opposed to the 787's bleedless configuration.<ref name="flugrevue_200609_xwb">Steinke, S. [https://web.archive.org/web/20090209030707/http://www.flug-revue.rotor.com/FRheft/FRHeft06/FRH0609/FR0609b.htm "Airbus Unveils A350 XWB"]. ''[[Flug Revue]]''. September 2006.</ref><ref>{{cite web |last=Norris |first=Guy |url=http://www.flightglobal.com/articles/2006/07/25/208086/farnborough-airbus-a350-powerplant-race-ignites-as-rolls-royce-reaches-agreement-to-supply-trent.html |title=Farnborough: Airbus A350 powerplant race ignites as Rolls-Royce reaches agreement to supply Trent |work=[[Flight International]] |date=25 July 2006 |archive-url=https://web.archive.org/web/20070829171031/http://www.flightglobal.com/articles/2006/07/25/208086/farnborough-airbus-a350-powerplant-race-ignites-as-rolls-royce-reaches-agreement-to-supply-trent.html |archive-date=29 August 2007}}</ref><ref>[http://www.faqs.org/patents/app/20090277445 Patent 20090277445: System For Improving Air Quality In An Aircraft Pressure Cabin] {{Webarchive|url=https://web.archive.org/web/20110604055918/http://www.faqs.org/patents/app/20090277445 |date=4 June 2011}} AIRBUS DEUTSCHLAND GMBH</ref> [[Rolls-Royce Holdings|Rolls-Royce]] agreed with Airbus to supply a new variant of the [[Rolls-Royce Trent|Trent]] [[turbofan]] engine for the A350 XWB, named ''[[Trent XWB]]''. In 2010, after low-speed wind tunnel tests, Airbus finalised the static thrust at sea level for all three proposed variants to the {{cvt|330|-|420|kN|lbf|abbr=|order=flip}} range.<ref>[http://www.flightglobal.com/news/articles/r-r-prepares-to-ground-test-trent-xwb-ahead-of-a380-trials-next-341141/ "R-R prepares to ground-test Trent XWB ahead of A380 trials next year"] {{Webarchive|url=https://web.archive.org/web/20141214175259/http://www.flightglobal.com/news/articles/r-r-prepares-to-ground-test-trent-xwb-ahead-of-a380-trials-next-341141/ |date=14 December 2014}}. ''Flight International'', 29 April 2010.</ref>

GE stated it would not offer the [[GP7000]] engine on the aircraft, and that previous contracts for the [[GEnx]] on the original A350 did not apply to the XWB.<ref>{{Cite news |first=Geoffrey |last=Thomas |url=http://atwonline.com/aircraftenginescomponents/news/no-gp7000-a350-xwb-1000-0309 |publisher=atwonline.com |title=No GP7000 for A350 XWB-1000 |date=8 March 2007 |access-date=23 May 2011 |archive-date=15 August 2011 |archive-url=https://web.archive.org/web/20110815163708/http://atwonline.com/aircraftenginescomponents/news/no-gp7000-a350-xwb-1000-0309 |url-status=live}}</ref> [[Engine Alliance]] partner [[Pratt & Whitney]] seemed to be unaligned with GE on this, having publicly stated that it was looking at an advanced derivative of the GP7000.<ref>{{Cite news |last=Doyle |first=Andrew |title=Singapore 2008: Pratt & Whitney pushes GP7000 as alternative A350 XWB engine |work=Flight International |date=20 February 2008 |url=http://www.flightglobal.com/articles/2008/02/20/221701/singapore-2008-pratt.html |access-date=11 November 2010 |url-status=dead |archive-url=https://web.archive.org/web/20080508045406/http://www.flightglobal.com/articles/2008/02/20/221701/singapore-2008-pratt.html |archive-date=8 May 2008}}</ref> In April 2007, former Airbus CEO Louis Gallois held direct talks with GE management over developing a GEnx variant for the A350 XWB.<ref>Norris, Guy. [http://www.flightglobal.com/articles/2007/04/24/213367/genx-variant-may-yet-power-a350.html "GEnx variant may yet power A350"] {{webarchive |url=https://web.archive.org/web/20080416193311/http://www.flightglobal.com/articles/2007/04/24/213367/genx-variant-may-yet-power-a350.html |date=16 April 2008}}. ''Flight International'', 24 April 2007.</ref><ref>{{Cite news |last=Norris |first=Guy |url=http://www.flightglobal.com/articles/2007/04/20/213347/airbus-lobbies-general-electric-to-offer-genx-for-a350.html |title=Airbus lobbies General Electric to offer GEnx for A350 XWB |work=[[Flight International]] |date=20 April 2007 |access-date=27 May 2011 |archive-url=https://web.archive.org/web/20070930011158/http://www.flightglobal.com/articles/2007/04/20/213347/airbus-lobbies-general-electric-to-offer-genx-for-a350.html |archive-date=30 September 2007}}</ref> In June 2007, John Leahy indicated that the A350 XWB would not feature the GEnx engine, saying that Airbus wanted GE to offer a more efficient version for the airliner.<ref>{{Cite news |url=http://www.aero-news.net/index.cfm?ContentBlockID=191ded2c-3425-4c2f-987a-c4a4d0adfced |title=Airbus Says No To GEnx For A350 XWB |publisher=Aero-news.net |date=7 June 2007 |access-date=23 May 2011 |archive-date=26 September 2007 |archive-url=https://web.archive.org/web/20070926234918/http://www.aero-news.net/index.cfm?ContentBlockID=191ded2c-3425-4c2f-987a-c4a4d0adfced |url-status=live}}</ref> Since then, the largest GE engines operators, which include Emirates, [[US Airways]], [[Hawaiian Airlines]] and ILFC have selected the Trent XWB for their A350 orders. In May 2009, GE said that if it were to reach a deal with Airbus to offer the current 787-optimised GEnx for the A350, it would only power the -800 and -900 variants. GE believed it could offer a product that outperforms the [[Trent 1000]] and Trent XWB, but was reluctant to support an aircraft competing directly with its GE90-115B-powered 777 variants.<ref>{{Cite news |last=Ostrower |first=Jon |title=GE revives interest in A350 engine ahead of 787 flight test |work=Flight International |date=7 May 2009 |url=http://www.flightglobal.com/articles/2009/05/07/326164/ge-revives-interest-in-a350-engine-ahead-of-787-flight.html |archive-url=https://web.archive.org/web/20090511015723/http://www.flightglobal.com/articles/2009/05/07/326164/ge-revives-interest-in-a350-engine-ahead-of-787-flight.html |archive-date=11 May 2009}}</ref>

In January 2008, French-based [[Thales Group]] won a US$2.9&nbsp;billion (€2&nbsp;billion) 20-year contract to supply avionics and navigation equipment for the A350 XWB, beating [[Honeywell]] and [[Rockwell Collins]].<ref name="thales">{{cite web |last=Kaminski-Morrow |first=David |url=http://www.flightglobal.com/articles/2008/01/21/220969/airbus-selects-thales-for-a350-xwb-cockpit-avionics.html |title=Airbus selects Thales for A350 XWB cockpit avionics |work=[[FlightGlobal]]|date=21 January 2008 |archive-url=https://web.archive.org/web/20080123120158/http://www.flightglobal.com/articles/2008/01/21/220969/airbus-selects-thales-for-a350-xwb-cockpit-avionics.html |archive-date=23 January 2008}}</ref> US-based Rockwell Collins and [[Moog Inc.]] were chosen to supply the horizontal stabiliser actuator and primary flight control actuation, respectively. The flight management system incorporated several new safety features.<ref>{{cite web |title=A350 cockpit offers unprecedented suite of safety tools |work=Flight International |year=2010 |url=http://www.flightglobal.com/articles/2010/07/06/344106/a350-cockpit-offers-unprecedented-suite-of-safety-tools.html |access-date=18 July 2010 |archive-url=https://web.archive.org/web/20100709044201/http://www.flightglobal.com/articles/2010/07/06/344106/a350-cockpit-offers-unprecedented-suite-of-safety-tools.html |archive-date=9 July 2010 |url-status=live}}</ref> Regarding cabin ergonomics and entertainment, in 2006 Airbus signed a firm contract with [[BMW]] for development of an interior concept for the original A350.<ref>{{cite web |url=https://www.flightglobal.com/pictures-airbus-a350-interiors-featuring-bmw-help-to-be-revealed-next-month/66273.article |title=Pictures: Airbus A350 interiors featuring BMW 'help' to be revealed next month |last= |date=2006-03-15 |website=Flight Global |language=en |access-date=22 February 2020 |archive-date=22 February 2020 |archive-url=https://web.archive.org/web/20200222172608/https://www.flightglobal.com/pictures-airbus-a350-interiors-featuring-bmw-help-to-be-revealed-next-month/66273.article |url-status=live}}</ref> On 4 February 2010, Airbus signed a contract with [[Panasonic Avionics Corporation]] to deliver in-flight entertainment and communication (IFEC) systems for the Airbus A350 XWB.<ref>{{cite web |url=http://www.flightglobal.com/articles/2007/09/21/216944/honeywell-wins-airbus-a350-xwb-systems-contract.html |title=Honeywell wins Airbus A350 XWB systems contract |collaboration=Reed Business Information Limited |work=Flightglobal |access-date=1 April 2015 |url-status=dead |archive-url=https://web.archive.org/web/20080410221351/http://www.flightglobal.com/articles/2007/09/21/216944/honeywell-wins-airbus-a350-xwb-systems-contract.html |archive-date=10 April 2008}}</ref>

===Production===
[[File:Airbus A350-941 on the assembly line in Toulouse.jpg|thumb|A partially-complete A350-900 XWB (destined for [[Finnair]]) on the Toulouse [[assembly line]], December 2014]]

In 2008, Airbus planned to start cabin furnishing early in parallel with final assembly to cut production time in half.<ref>{{Cite magazine |url=http://www.flightglobal.com/articles/2008/06/12/224611/streamlined-build-plan-will-cut-a350-xwb-assembly-time-in.html |title=Streamlined build plan will cut A350 XWB assembly time in half |date=12 June 2008 |magazine=[[Flight International]] |last=Kingsley-Jones |first=Max |access-date=3 June 2011 |archive-url=https://web.archive.org/web/20080613030422/http://www.flightglobal.com/articles/2008/06/12/224611/streamlined-build-plan-will-cut-a350-xwb-assembly-time-in.html |archive-date=13 June 2008}}</ref> The A350 XWB production programme sees extensive international collaboration and investments in new facilities: Airbus constructed 10 new factories in [[Western Europe]] and the US, with extensions carried out on three further sites.<ref>{{cite news |last=Kingsley-Jones |first=Max |title=Airbus and partners gear up for A350 production |url=http://www.flightglobal.com/articles/2009/02/13/322311/airbus-and-partners-gear-up-for-a350-production.html |work=[[Flight International]] |access-date=27 May 2011 |date=13 February 2009 |url-status=dead |archive-url=https://web.archive.org/web/20090215120241/http://www.flightglobal.com/articles/2009/02/13/322311/airbus-and-partners-gear-up-for-a350-production.html |archive-date=15 February 2009}}</ref>

Among the new buildings was a £570&nbsp;million (US$760&nbsp;million or €745&nbsp;million) composite facility in [[Airbus Broughton|Broughton]], Wales, which would be responsible for the wings.<ref>{{Cite news |url=http://www.flightglobal.com/articles/2007/03/30/212959/airbus-invests-in-a350-xwb-wing-line.html |title=Airbus invest in A350 XWB wing line |work=[[Flight International]] |date=30 March 2007 |access-date=26 May 2011 |url-status=dead |archive-url=https://web.archive.org/web/20081010215125/http://www.flightglobal.com/articles/2007/03/30/212959/airbus-invests-in-a350-xwb-wing-line.html |archive-date=10 October 2008}}</ref> In June 2009, the [[National Assembly for Wales]] announced provision of a £28&nbsp;million grant to provide a training centre, production jobs and money toward the new production centre.<ref>{{cite news |url=https://news.bbc.co.uk/2/hi/uk_news/wales/8107292.stm |title=£28&nbsp;m investment at Airbus factory |work=[[BBC]] |date=19 June 2009 |access-date=23 May 2011 |archive-date=22 June 2009 |archive-url=https://web.archive.org/web/20090622103745/http://news.bbc.co.uk/2/hi/uk_news/wales/8107292.stm |url-status=live}}</ref>

Airbus manufactured the first structural component in December 2009.<ref>{{Cite news |url=http://www.flightglobal.com/articles/2009/12/04/335826/picture-airbus-manufactures-first-structural-component-for-a350.html |date=4 December 2009 |title=Airbus manufactures first structural component for A350 |first=Alex |last=Derber |work=[[Flight International]] |url-status=dead |archive-url=https://web.archive.org/web/20091207073940/http://www.flightglobal.com/articles/2009/12/04/335826/picture-airbus-manufactures-first-structural-component-for-a350.html |archive-date=7 December 2009}}</ref> Production of the first fuselage barrel began in late 2010 at its production plant in [[Illescas, Toledo|Illescas]], Spain.<ref>{{Cite press release |url=http://www.airbus.com/newsevents/news-events-single/detail/airbus-in-spain-begins-production-of-a350-xwb-components/ |title=Airbus in Spain begins production of A350 XWB components |publisher=[[Airbus]] |date=24 September 2010 |access-date=27 May 2011 |url-status=dead |archive-url=https://web.archive.org/web/20160108235458/http://www.airbus.com/newsevents/news-events-single/detail/airbus-in-spain-begins-production-of-a350-xwb-components/ |archive-date=8 January 2016}}</ref> Construction of the first A350-900 centre wingbox was set to start in August 2010.<ref>{{Cite news |last=Kingsley-Jones |first=Max |title=Airbus aims to finally start assembling first A350 centre wingbox in August |work=[[Flight International]] |date=29 July 2010 |url=http://www.flightglobal.com/articles/2010/07/29/345481/airbus-aims-to-finally-start-assembling-first-a350-centre-wingbox-in.html |access-date=11 November 2010 |archive-url=https://web.archive.org/web/20100801220511/http://www.flightglobal.com/articles/2010/07/29/345481/airbus-aims-to-finally-start-assembling-first-a350-centre-wingbox-in.html |archive-date=1 August 2010}}</ref> The new composite rudder plant in China opened in early 2011.<ref>{{Cite news |url=http://www.flightglobal.com/articles/2011/03/01/353740/airbus-opens-a350-composite-rudder-plant-in-china.html |title=Airbus opens A350 composite rudder plant in China |work=[[Flight International]] |date=1 March 2011 |access-date=3 June 2011 |first=David |last=Kaminski-Morrow |archive-url=https://web.archive.org/web/20110304215822/http://www.flightglobal.com/articles/2011/03/01/353740/airbus-opens-a350-composite-rudder-plant-in-china.html |archive-date=4 March 2011}}</ref> The forward fuselage of the first A350 was delivered to the final assembly plant in Toulouse on 29 December 2011.<ref name= First_A350_ride>{{cite magazine |url=https://www.wired.com/2011/12/first-airbus-a350-hitches-a-ride-to-the-factory/ |title=First Airbus A350 Hitches A Ride To the Factory |date=29 December 2011 |magazine=[[Wired (magazine)|Wired]] |access-date=5 March 2017 |archive-date=22 December 2016 |archive-url=https://web.archive.org/web/20161222231931/https://www.wired.com/2011/12/first-airbus-a350-hitches-a-ride-to-the-factory/ |url-status=live}}</ref> Final assembly of the first A350 static test model was started on 5 April 2012.<ref>{{Cite press release |url=http://www.airbus.com/newsevents/news-events-single/detail/airbus-starts-final-assembly-of-first-a350-xwb/ |title=Airbus starts final assembly of first A350 XWB |publisher=[[Airbus]] |date=5 April 2012 |access-date=28 October 2012 |url-status=dead |archive-url=https://web.archive.org/web/20121009023640/http://www.airbus.com/newsevents/news-events-single/detail/airbus-starts-final-assembly-of-first-a350-xwb/ |archive-date=9 October 2012}}</ref> Final assembly of the first prototype A350 was completed in December 2012.<ref>{{cite press release |url=http://www.airbus.com/newsevents/news-events-single/detail/first-flyable-a350-xwb-msn-001-structurally-complete/ |title=First flyable A350 XWB "MSN1" structurally complete |date=4 December 2012 |publisher=[[Airbus]] |url-status=dead |archive-url=https://web.archive.org/web/20121207013505/http://www.airbus.com/newsevents/news-events-single/detail/first-flyable-a350-xwb-msn-001-structurally-complete/ |archive-date=7 December 2012}}</ref>

In 2018, the unit cost of the A350-900 was [[US$]]317.4&nbsp;million and the A350-1000 was US$366.5&nbsp;million.<ref name=Airbus_prices_2018>{{cite web |url=http://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/Airbus-Commercial-Aircraft-list-prices-2018.pdf |title=AIRBUS AIRCRAFT 2018 AVERAGE LIST PRICES* (USD millions) |publisher=Airbus.com |date=15 January 2018 |access-date=15 January 2018 |archive-date=13 July 2018 |archive-url=https://web.archive.org/web/20180713142800/https://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/Airbus-Commercial-Aircraft-list-prices-2018.pdf |url-status=live}}</ref>
The production rate was expected to rise from three aircraft per month in early 2015 to five at the end of 2015, and would ramp to ten aircraft per month by 2018.<ref name="FI141223">{{cite news |url=http://www.flightglobal.com/news/articles/airbus-begins-a350-ramp-up-towards-10-a-month-407410/ |title=Airbus begins A350 ramp-up towards 10 a month |date=23 December 2014 |work=[[Flight International]] |access-date=24 April 2015 |archive-date=24 April 2015 |archive-url=https://web.archive.org/web/20150424125558/http://www.flightglobal.com/news/articles/airbus-begins-a350-ramp-up-towards-10-a-month-407410/ |url-status=live}}</ref> In 2015, 17 planes would be delivered and the initial dispatch reliability was 98%.<ref name="LH150423">{{cite web |title=Bjorn's Corner: Boeing's 787 and Airbus' 350 programs, a snapshot |author=Bjorn Fehrm |date=23 April 2015 |publisher=Leeham News and Comment |url=http://leehamnews.com/2015/04/23/bjorns-corner-boeings-787-and-airbus-350-program-snapshot/ |access-date=24 April 2015 |archive-date=30 May 2015 |archive-url=https://web.archive.org/web/20150530164120/http://leehamnews.com/2015/04/23/bjorns-corner-boeings-787-and-airbus-350-program-snapshot/ |url-status=live}}</ref> Airbus announced plans to increase its production rate from 10 monthly in 2018 to 13 monthly from 2019 and six A330 are produced monthly.<ref>{{cite web |url=https://leehamnews.com/2017/10/04/airbus-preparing-hike-a350-production-rate/ |title=Airbus preparing to hike A350 production rate |date=5 October 2017 |work=Leeham |access-date=4 October 2017 |archive-date=22 February 2018 |archive-url=https://web.archive.org/web/20180222045837/https://leehamnews.com/2017/10/04/airbus-preparing-hike-a350-production-rate/ |url-status=live}}</ref>

Around 90 deliveries were expected for 2018, with 15% or ≈{{#expr:90*.15round0}} units being A350-1000 variants.<ref>{{cite news |url=http://demo.atwonline.com/aircraft-orders-deliveries/qatar-airways-takes-delivery-first-airbus-a350-1000 |title=Qatar Airways takes delivery of first Airbus A350-1000 |date=20 February 2018 |author=Thierry Dubois |work=Aviation Week Network |access-date=21 February 2018 |archive-url=https://web.archive.org/web/20180222043653/http://demo.atwonline.com/aircraft-orders-deliveries/qatar-airways-takes-delivery-first-airbus-a350-1000 |archive-date=22 February 2018 |url-status=dead}}</ref> That year, 93 aircraft were delivered, three more than expected.<ref name=AirbusO&D>{{Cite web |url=https://www.airbus.com/aircraft/market/orders-deliveries.html |title=Orders and deliveries |website=Airbus |language=en |access-date=29 January 2020 |archive-date=10 February 2019 |archive-url=https://web.archive.org/web/20190210065631/https://www.airbus.com/aircraft/market/orders-deliveries.html |url-status=live}}</ref> In 2019, Airbus delivered 112 A350s (87 A350-900s and 25 A350-1000s) at a rate of 10 per month, and were going to keep the rate around nine to 10 per month, to reflect softer demand for widebodies, as the backlog reached 579 − or {{#expr:579/112round1}} years of production at a constant rate.<ref>{{cite news |url=https://www.flightglobal.com/programmes/airbus-to-cut-a330-output-and-keep-a350-rate-level/136729.article |title=Airbus to cut A330 output and keep A350 rate level |author=David Kaminski-Morrow |date=13 February 2020 |work=Flightglobal |access-date=17 February 2020 |archive-date=13 February 2020 |archive-url=https://web.archive.org/web/20200213124227/https://www.flightglobal.com/programmes/airbus-to-cut-a330-output-and-keep-a350-rate-level/136729.article |url-status=live}}</ref>

The [[COVID-19 pandemic]] caused the decrease of A350 production from 9.5 per month to six per month, since April 2020.<ref>{{cite news |url=https://www.flightglobal.com/air-transport/airbus-not-expecting-significant-changes-in-production-rates-faury/139072.article |title=Airbus not expecting significant changes in production rates: Faury |author=David Kaminski-Morrow |date=30 June 2020 |work=FlightGlobal |access-date=19 August 2020 |archive-date=16 September 2020 |archive-url=https://web.archive.org/web/20200916090709/https://www.flightglobal.com/air-transport/airbus-not-expecting-significant-changes-in-production-rates-faury/139072.article |url-status=live}}</ref> After the pandemic a ramp-up is planned, aiming to reach a rate of 9 per month by the end of 2025.<ref>{{Cite web |url=https://www.wsj.com/articles/https-www-wsj-com-articles-airbus-air-earnings-report-ffb48cea |title=Airbus Boosts Wide-Body Production, Increasing Pressure on Boeing |first=Benjamin |last=Katz |website=WSJ |date=16 February 2023 |access-date=16 February 2023 |archive-date=16 February 2023 |archive-url=https://web.archive.org/web/20230216182310/https://www.wsj.com/articles/https-www-wsj-com-articles-airbus-air-earnings-report-ffb48cea |url-status=live}}</ref> As the pre-pandemic rate of 10 monthly is aimed for by 2026, by April 2024 Airbus was planning a 12-monthly production rate by 2028 after securing 281 net orders in 2023.<ref>{{cite news |url=https://www.flightglobal.com/air-transport/airbus-raising-monthly-a350-production-to-12-in-response-to-strong-widebody-demand/158010.article |title=Airbus raising monthly A350 production to 12 in response to strong widebody demand |author=David Kaminski-Morrow |date=25 April 2024 |work=Flightglobal}}</ref>

===Testing and certification===
[[File:A350 First Flight - Low pass 02.jpg|thumb|A prototype Airbus A350-900 XWB (registered as F-WXWB) during its first flight]]

The first Trent engine test was made on 14 June 2010.<ref>{{cite news |url=http://www.flightglobal.com/articles/2010/06/18/343426/picture-a350s-trent-xwb-engine-runs-for-first-time.html |title=A350's Trent XWB engine runs for first time |publisher=[[Flightglobal]] |date=18 June 2010 |archive-url=https://web.archive.org/web/20100621124807/http://www.flightglobal.com/articles/2010/06/18/343426/picture-a350s-trent-xwb-engine-runs-for-first-time.html |archive-date=21 June 2010}}</ref> The Trent XWB's flight test programme began use on the A380 development aircraft in early 2011, ahead of engine certification in late 2011. On 2 June 2013, the Trent XWB engines were powered up on the A350 for the first time. Airbus confirmed that the flight test programme would last 12 months and use five test aircraft.<ref name="busin-week_power-up">{{cite news |title=Airbus Powers Up A350 Engines in Preparation for Debut Flight |url=https://www.bloomberg.com/news/articles/2013-06-02/airbus-powers-up-a350-engines-in-preparation-for-debut-flight |work=[[Business Week]] |date=2 June 2013 |access-date=5 March 2017 |archive-date=4 November 2016 |archive-url=https://web.archive.org/web/20161104164426/http://www.bloomberg.com/news/articles/2013-06-02/airbus-powers-up-a350-engines-in-preparation-for-debut-flight |url-status=live}}</ref>

The A350's maiden flight took place on 14 June 2013 from the [[Toulouse–Blagnac Airport]].<ref name=A350_first_flight>{{cite news |url=https://www.bbc.co.uk/news/business-22899952 |title=Airbus Airbus A350 makes maiden test flight |date=14 June 2013 |work=[[BBC]] |access-date=20 June 2018 |archive-date=17 October 2018 |archive-url=https://web.archive.org/web/20181017155905/https://www.bbc.co.uk/news/business-22899952 |url-status=live}}</ref> Airbus's chief test pilot said, "it just seemed really happy in the air...all the things we were testing had no major issues at all."<ref name=A350_first_flight_pilot>{{cite news |url=https://www.ft.com/content/bc157f76-d4c0-11e2-b4d7-00144feab7de |title=Airbus declares A350 maiden flight a success |date=14 June 2013 |work=[[Financial Times]] |url-access=subscription |access-date=8 June 2017 |archive-date=16 November 2017 |archive-url=https://web.archive.org/web/20171116003804/https://www.ft.com/content/bc157f76-d4c0-11e2-b4d7-00144feab7de |url-status=live}}</ref> It flew for four hours, reaching Mach 0.8 at 25,000 feet after retracting the [[landing gear]] and starting a 2,500 h flight test campaign.<ref>{{cite news |url=https://airwaysmag.com/uncategorized/the-airbus-a350-xwb-being-there-at-the-maiden-flight/ |title=The Airbus A350 XWB: Being There At The Maiden Flight |date=15 June 2013 |author=Chris Sloan |work=Airways International |access-date=8 June 2017 |archive-date=9 April 2018 |archive-url=https://web.archive.org/web/20180409171457/https://airwaysmag.com/uncategorized/the-airbus-a350-xwb-being-there-at-the-maiden-flight/ |url-status=live}}</ref> Costs for developing the aircraft were estimated at €11&nbsp;billion (US$15&nbsp;billion or £9.5&nbsp;billion) in June 2013.<ref name=BBC130614>{{cite news |title=A350: The aircraft that Airbus did not want to build |url=https://www.bbc.com/news/business-22803218 |date=14 June 2013 |publisher=BBC |access-date=20 June 2018 |archive-date=18 July 2018 |archive-url=https://web.archive.org/web/20180718094755/https://www.bbc.com/news/business-22803218 |url-status=live}}</ref>

A350 XWB [[Manufacturer's serial number|msn.]] 2 underwent two and a half weeks of climatic tests in the unique [[McKinley Climatic Laboratory]] at [[Eglin Air Force Base]], Florida, in May 2014, and was subjected to multiple climatic and humidity settings from {{cvt|45|°C|°F}} to {{cvt|−40|°C|°F}}.<ref>{{cite press release |url=http://www.airbus.com/newsevents/news-events-single/detail/the-a350-xwb-goes-hot-and-cold-during-climatic-testing-in-florida/ |title=The A350 XWB goes "hot and cold" during climatic testing in Florida |publisher=[[Airbus]] |url-status=dead |archive-url=https://web.archive.org/web/20150104100413/http://www.airbus.com/newsevents/news-events-single/detail/the-a350-xwb-goes-hot-and-cold-during-climatic-testing-in-florida/ |archive-date=4 January 2015}}</ref>

The A350 received type certification from the [[European Aviation Safety Agency]] (EASA) on 30 September 2014.<ref>{{cite press release |url=http://www.airbus.com/newsevents/news-events-single/detail/airbus-a350-900-receives-easa-type-certification/ |title=Airbus A350-900 receives EASA Type Certification |publisher=[[Airbus]] |date=30 September 2014 |access-date=30 September 2014 |archive-date=3 October 2014 |archive-url=https://web.archive.org/web/20141003075418/http://www.airbus.com/newsevents/news-events-single/detail/airbus-a350-900-receives-easa-type-certification/ |url-status=live}}</ref> On 15 October 2014, EASA approved the A350-900 for [[ETOPS]] (Extended-range Twin-engine Operations Performance Standards) 370, allowing it to fly more than six hours on one engine and making it the first airliner to be approved for "ETOPS Beyond 180 minutes" before entry into service.<ref>{{cite press release |title=EASA certifies Airbus A350 XWB for up to 370 minute ETOPS |url=https://www.easa.europa.eu/newsroom-and-events/news/easa-certifies-airbus-a350-xwb-370-minute-etops |publisher=[[European Aviation Safety Agency]] |date=15 October 2014 |access-date=15 October 2014 |archive-date=20 October 2014 |archive-url=https://web.archive.org/web/20141020001838/http://www.easa.europa.eu/newsroom-and-events/news/easa-certifies-airbus-a350-xwb-370-minute-etops |url-status=live}}</ref> Later that month Airbus received regulatory approval for a Common Type Rating for pilot training between the A350 XWB and A330.<ref>{{cite press release |title=The Common Type Rating is approved for A350 XWB and A330 pilot training |url=http://www.airbus.com/no_cache/newsevents/news-events-single/detail/the-common-type-rating-is-approved-for-a350-xwb-and-a330-pilot-training/ |publisher=[[Airbus]] |date=22 October 2014 |url-status=dead |archive-url=https://web.archive.org/web/20141026191951/http://www.airbus.com/no_cache/newsevents/news-events-single/detail/the-common-type-rating-is-approved-for-a350-xwb-and-a330-pilot-training/ |archive-date=26 October 2014}}</ref> On 12 November 2014, the A350 received certification from the FAA.<ref>{{cite press release |url=http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airbus-a350-900-receives-faa-type-certification/ |title=Airbus A350-900 receives FAA type certification |publisher=[[Airbus]] |date=13 November 2014 |access-date=24 April 2015 |archive-date=2 April 2015 |archive-url=https://web.archive.org/web/20150402175127/http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airbus-a350-900-receives-faa-type-certification/ |url-status=live}}</ref> On 1 August 2017, the EASA issued an [[airworthiness directive]] mandating operators to power cycle (reset) early A350-900s before 149 hours of continuous power-on time, reissued in July 2019.<ref>{{cite web |url=https://ad.easa.europa.eu/blob/EASA_AD_2017_0129_R1.pdf/AD_2017-0129R1_1 |title=Airworthiness Directive No.: 2017-0129R1 |date=19 July 2019 |publisher=EASA |access-date=26 July 2019 |archive-date=26 July 2019 |archive-url=https://web.archive.org/web/20190726060431/https://ad.easa.europa.eu/blob/EASA_AD_2017_0129_R1.pdf/AD_2017-0129R1_1 |url-status=live}}</ref>

===Entry into service===
[[File:Qatar Airways Airbus A350-941 A7-ALA 15.Jan.2015 First commercial service Doha-Frankfurt (16260395846).jpg|thumb|Qatar Airways' first A350-900 XWB (registration: A7-ALA) after the first commercial flight to [[Frankfurt Airport]]]]

In June 2011, the A350-900 was scheduled to enter service in the first half of 2014, with the -800 to enter service in mid-2016, and the -1000 in 2017.<ref name="PARIS_A350-1000_delayed"/> In July 2012, Airbus delayed the -900's introduction by three months to the second half of 2014.<ref name="BBC_-1000_2012_delay">{{cite news |url=https://www.bbc.co.uk/news/business-19010202 |title=Airbus delays A350 XWB entry as EADS profits triple |work=[[BBC]] |date=27 July 2012 |access-date=20 June 2018 |archive-date=19 August 2018 |archive-url=https://web.archive.org/web/20180819211402/https://www.bbc.co.uk/news/business-19010202 |url-status=live}}</ref> The delivery to launch customer Qatar Airways took place on 22 December 2014.<ref>{{cite press release |url=http://www.airbus.com/newsevents/news-events-single/detail/airbus-delivers-first-ever-a350-xwb-to-qatar-airways/ |title=Airbus delivers first ever A350 XWB to Qatar Airways |publisher=[[Airbus]] |date=22 December 2014 |access-date=22 December 2014 |archive-date=22 December 2014 |archive-url=https://web.archive.org/web/20141222131433/http://www.airbus.com/newsevents/news-events-single/detail/airbus-delivers-first-ever-a350-xwb-to-qatar-airways/ |url-status=live}}</ref> The first commercial flight was made on 15 January 2015 between [[Hamad International Airport|Doha]] and [[Frankfurt Airport|Frankfurt]].<ref name=15_Jan_2015_EIS>{{cite web |title=A350 enters service as Qatar jet heads for Frankfurt |url=http://www.flightglobal.com/news/articles/a350-enters-service-as-qatar-jet-heads-for-frankfurt-407937/ |publisher=[[Flight International]] |date=15 January 2015 |access-date=15 January 2015 |archive-date=15 January 2015 |archive-url=https://web.archive.org/web/20150115181709/http://www.flightglobal.com/news/articles/a350-enters-service-as-qatar-jet-heads-for-frankfurt-407937/ |url-status=live}}</ref>

The first A350-1000 was assembled in 2016 and had its first flight on 24 November 2016.<ref name="FG-1000FirstFlight">{{cite news |url=https://www.flightglobal.com/news/articles/a350-1000-takes-off-on-maiden-flight-431788/ |title=A350-1000 takes off on maiden flight |work=[[FlightGlobal]] |publisher=[[RELX Group]] |date=24 November 2016 |access-date=24 November 2016 |archive-date=24 November 2016 |archive-url=https://web.archive.org/web/20161124221344/https://www.flightglobal.com/news/articles/a350-1000-takes-off-on-maiden-flight-431788/ |url-status=live}}</ref> The aircraft was then delivered on 20 February 2018 to Qatar Airways, which had also been the launch operator of the -900.<ref name=20_Feb_2018_Delivery_1000>{{cite web |title=Qatar to put first A350-1000 on Heathrow route |url=https://www.flightglobal.com/qatar-to-put-first-a350-1000-on-heathrow-route/127145.article |publisher=[[Flight International]] |date=20 February 2018 |access-date=23 August 2021 |url-status=live |archive-url=https://web.archive.org/web/20200911154134/https://www.flightglobal.com/qatar-to-put-first-a350-1000-on-heathrow-route/127145.article |archive-date=11 September 2020}}</ref> and entered the commercial service with a flight from Doha to [[London]] on 24 February 2018.<ref name=24_Feb_2018_EIS_1000>{{cite web |title=First Airbus A350-1000 of Qatar Airways flies to London as launch destination |url=https://www.thepeninsulaqatar.com/article/25/02/2018/First-Airbus-A350-1000-of-Qatar-Airways-flies-to-London-as-launch-destination |publisher=The Peninsula Qatar |date=25 February 2018 |access-date=23 August 2021 |url-status=live |archive-url=https://web.archive.org/web/20180225190016/https://thepeninsulaqatar.com/article/25/02/2018/First-Airbus-A350-1000-of-Qatar-Airways-flies-to-London-as-launch-destination |archive-date=25 February 2018}}</ref>

===Shorter A350-800===
The {{cvt|60.45|m}}-long A350-800 was designed to seat 276 passengers in a typical three-class configuration with a range of {{Convert|8245|nmi|km nmi mi|order=out}} with an MTOW of {{Convert|259|t|lb}}.<ref>{{cite web |url=https://www.airbus.com/sites/g/files/jlcbta136/files/2022-02/Airbus-family-figures-booklet.pdf |title=Airbus Family Figures |publisher=Airbus |date=Feb 2022 }}</ref>

In January 2010, Airbus opted to develop the -800 as a shrink of the baseline -900 to simplify development and increase its payload by {{Convert|3|t|lb}} or its range by {{Convert|460|km|nmi mi}}, but this led to a fuel burn penalty of "a couple of percent", according to John Leahy.<ref>{{cite web |url=https://www.flightglobal.com/news/articles/a350-800-to-be-developed-as-900-shrink-337033/ |title=A350-800 to be developed as -900 shrink |work=Flightglobal |date=12 January 2010 |access-date=10 February 2016 |archive-date=14 April 2016 |archive-url=https://web.archive.org/web/20160414171559/https://www.flightglobal.com/news/articles/a350-800-to-be-developed-as-900-shrink-337033/ |url-status=live}}</ref> The previously planned optimisation to the structure and landing gear was not beneficial enough against better [[commonality]] and maximum takeoff weight increase by 11t from 248t.<ref name="flightglobal2">{{cite web |url=https://www.flightglobal.com/news/articles/qatar-airways-backs-airbus-rethink-on-a350-800-desig-337132/ |title=Qatar Airways backs Airbus rethink on A350-800 design |work=Flight International |date=15 January 2010 |access-date=10 February 2016 |archive-date=10 February 2016 |archive-url=https://web.archive.org/web/20160210180600/https://www.flightglobal.com/news/articles/qatar-airways-backs-airbus-rethink-on-a350-800-desig-337132/ |url-status=live}}</ref> The −800's fuselage is 10 frames shorter (six forward and four aft of wing) than the −900 aircraft.<ref name=FG_family_commonality>{{cite web |url=https://www.flightglobal.com/news/articles/airbus-focuses-on-family-commonality-as-it-begins-a350-800-detailed-341139/ |title=Airbus focuses on family commonality as it begins A350-800 detailed design |publisher=FlightGlobal |date=28 April 2010 |access-date=10 February 2016 |archive-date=23 March 2016 |archive-url=https://web.archive.org/web/20160323143051/https://www.flightglobal.com/news/articles/airbus-focuses-on-family-commonality-as-it-begins-a350-800-detailed-341139/ |url-status=live}}</ref> It was designed to supplement the Airbus A330-200 long-range twin.<ref>{{cite web |title='Most XWB customers' endorse A350-800 rethink: Airbus |date=29 April 2010 |url=https://www.flightglobal.com/news/articles/39most-xwb-customers39-endorse-a350-800-rethink-341140/ |publisher=[[Flightglobal]] |access-date=18 March 2016 |archive-date=26 March 2016 |archive-url=https://web.archive.org/web/20160326075544/https://www.flightglobal.com/news/articles/39most-xwb-customers39-endorse-a350-800-rethink-341140/ |url-status=live}}</ref> Airbus planned to decrease structural weight in the -800 as development continued, which should have been around airframe 20.<ref>{{Cite news |last=Kingsley-Jones |first=Max |title=Airbus works to introduce lighter A350 structure with -800 variant |work=Flight International |url=https://www.flightglobal.com/news/articles/airbus-works-to-introduce-lighter-a350-structure-wit-345593/ |date=30 July 2010 |access-date=10 February 2016 |archive-date=10 February 2016 |archive-url=https://web.archive.org/web/20160210180600/https://www.flightglobal.com/news/articles/airbus-works-to-introduce-lighter-a350-structure-wit-345593/ |url-status=live}}</ref>

While its backlog reached 182 in mid-2008, it diminished since 2010 as customers switched to the larger -900.<ref>{{cite web |title=TAP Portugal set to defect to A350-900 |date=29 July 2011 |url=https://www.flightglobal.com/news/articles/tap-portugal-set-to-defect-to-a350-900-360139/ |publisher=[[Flightglobal]] |access-date=10 February 2016 |archive-date=17 March 2016 |archive-url=https://web.archive.org/web/20160317082312/https://www.flightglobal.com/news/articles/tap-portugal-set-to-defect-to-a350-900-360139/ |url-status=live}}</ref> After launching the [[Airbus A330neo]] at the 2014 Farnborough Airshow, Airbus dropped the A350-800, with its CEO [[Fabrice Brégier]] saying "I believe all of our customers will either convert to the A350-900 or the A330neo".<ref>{{cite web |url=http://aviationweek.com/farnborough-2014/airbus-formally-launches-a330neo-alc-first-customer |title=Airbus Formally Launches A330neo With ALC As First Customer |date=14 July 2014 |publisher=[[Aviation Week]] |access-date=10 February 2016 |archive-date=30 June 2015 |archive-url=https://web.archive.org/web/20150630163421/http://aviationweek.com/farnborough-2014/airbus-formally-launches-a330neo-alc-first-customer |url-status=live}}</ref> He later confirmed at a September 2014 press conference that development of the A350-800 had been "cancelled".<ref name=FG140917>{{cite web |url=https://www.flightglobal.com/news/articles/al-baker-expects-a350s-to-be-on-schedule-403757/ |title=Al Baker expects A350s to be on schedule |date=17 September 2014 |publisher=[[Flightglobal]] |access-date=10 February 2016 |archive-date=5 March 2016 |archive-url=https://web.archive.org/web/20160305164105/https://www.flightglobal.com/news/articles/al-baker-expects-a350s-to-be-on-schedule-403757/ |url-status=live}}</ref> There were 16 orders left for the -800 since [[Yemenia]] switched to the -900 and [[Hawaiian Airlines]] moved to the A330neo in December 2014: eight for [[Aeroflot]] and eight for [[Asiana Airlines]], both also having orders for the -900.<ref>{{cite news |url=http://bloga350.blogspot.fr/2015/01/a350-800-only-2-customers-and-16-orders.html |title=A350-800 only 2 Customers and 16 orders left |work=A350 XWB News |date=26 January 2015 |access-date=10 February 2016 |archive-date=10 February 2016 |archive-url=https://web.archive.org/web/20160210180600/http://bloga350.blogspot.fr/2015/01/a350-800-only-2-customers-and-16-orders.html |url-status=live}}</ref> In January 2017, Aeroflot and Airbus announced the cancellation of its -800 order, leaving Asiana Airlines as the only customer for the variant.<ref>{{cite news |url=http://atwonline.com/airframes/aeroflot-cancels-eight-a350-800s |title=Aeroflot cancels eight A350-800s |date=11 January 2017 |author=Polina Montag-Girmes |work=Air transport world |publisher=Aviation Week |access-date=17 January 2017 |archive-date=12 January 2017 |archive-url=https://web.archive.org/web/20170112171534/http://atwonline.com/airframes/aeroflot-cancels-eight-a350-800s |url-status=live}}</ref> After the negotiation between Airbus and Asiana Airlines,<ref>{{cite news |url=https://www.flightglobal.com/news/articles/airbus-in-talks-over-sole-remaining-a350-800-order-436477/ |title=Airbus in talks over sole remaining A350-800 order |date=24 April 2017 |work=Flight Global |author=Dominic Perry |access-date=24 April 2017 |archive-date=25 April 2017 |archive-url=https://web.archive.org/web/20170425120735/https://www.flightglobal.com/news/articles/airbus-in-talks-over-sole-remaining-a350-800-order-436477/ |url-status=live}}</ref> Asiana converted orders of eight A350-800s and one A350-1000 to nine A350-900s.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/asiana-conversion-erases-last-a350-800-order-446620/ |title=Asiana conversion erases last A350-800 order |date=8 March 2018 |author=David Kaminski-Morrow |work=Flightglobal |access-date=9 March 2018 |archive-date=8 March 2018 |archive-url=https://web.archive.org/web/20180308232027/https://www.flightglobal.com/news/articles/asiana-conversion-erases-last-a350-800-order-446620/ |url-status=live}}</ref>

===Longer A350-1000===
In 2011, Airbus redesigned the A350-1000 with higher weights and a more powerful engine variant to provide more range for trans-Pacific operations. This boosted its appeal to [[Cathay Pacific]] and Singapore Airlines, who were committed to purchase 20 Boeing 777-9s, and to [[United Airlines]], which was considering Boeing 777-300ERs to replace its [[747-400]]s.<ref name=Flight20mar2017/> Emirates was disappointed with the changes and cancelled its order for 50 A350-900s and 20 A350-1000s, instead of changing the whole order to the larger variant.<ref name=Flight20mar2017>{{cite web |url=https://www.flightglobal.com/news/articles/analysis-can-the-a350-1000-live-up-to-airbuss-exp-434824/ |title=Can the A350-1000 live up to Airbus's expectations? |date=20 March 2017 |author=Max Kingsley-Jones |work=Flightglobal |access-date=20 March 2017 |archive-date=21 March 2017 |archive-url=https://web.archive.org/web/20170321082235/https://www.flightglobal.com/news/articles/analysis-can-the-a350-1000-live-up-to-airbuss-exp-434824/ |url-status=live}}</ref>

Assembly of the first fuselage major components started in September 2015.<ref name="150925PR">{{cite press release |title=Fuselage assembly begins in Hamburg and Saint-Nazaire |date=25 September 2015 |publisher=[[Airbus]] |url=https://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airbus-starts-assembly-of-the-first-a350-1000/ |access-date=17 January 2020 |archive-date=4 March 2016 |archive-url=https://web.archive.org/web/20160304061204/http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airbus-starts-assembly-of-the-first-a350-1000/ |url-status=live}}</ref> In February 2016, final assembly started at the A350 Final Assembly Line in Toulouse.<!--<ref name=Airbus10feb2016>--> Three flight test aircraft were planned, with entry into service scheduled for mid-2017.<ref name=Airbus10feb2016>{{cite press release |url=https://www.airbus.com/newsevents/news-events-single/detail/airbus-starts-a350-1000-final-assembly/ |title=Airbus starts A350-1000 final assembly |publisher=[[Airbus]] |date=10 February 2016 |access-date=17 January 2020 |archive-date=3 June 2016 |archive-url=https://web.archive.org/web/20160603201846/http://www.airbus.com/newsevents/news-events-single/detail/airbus-starts-a350-1000-final-assembly/ |url-status=live}}</ref> The first aircraft completed its body join on 15 April 2016.<ref>{{cite web |url=https://airwaysnews.com/blog/2016/04/15/the-first-airbus-a350-1000-completes-body-join/ |title=The First Airbus A350-1000 Completes Body Join |publisher=Airways News |date=15 April 2016 |url-status=dead |archive-url=https://web.archive.org/web/20160514160121/https://airwaysnews.com/blog/2016/04/15/the-first-airbus-a350-1000-completes-body-join/ |archive-date=14 May 2016}}</ref> Its maiden flight took place on 24 November 2016.<ref name="FG-1000FirstFlight"/>

The A350-1000 flight test programme planned for 1,600 flight hours; 600 hours on the first aircraft, MSN59, for the [[flight envelope]], systems and powerplant checks; 500 hours on MSN71 for cold and warm campaigns, landing gear checks and high-altitude tests; and 500 hours on MSN65 for route proving and ETOPS assessment, with an interior layout for cabin development and certification.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/airbus-details-duty-schedule-for-a350-1000-test-flee-431869/ |title=Airbus details duty schedule for A350-1000 test fleet |date=28 November 2016 |author=David Kaminski-Morrow |work=Flightglobal |access-date=28 November 2016 |archive-date=29 November 2016 |archive-url=https://web.archive.org/web/20161129082648/https://www.flightglobal.com/news/articles/airbus-details-duty-schedule-for-a350-1000-test-flee-431869/ |url-status=live}}</ref> In cruise at {{cvt|0.854|Mach|altitude_ft=35000|km/h knots}} and 35,000&nbsp;ft, its fuel flow at {{cvt|259|t|lb}} is {{cvt|6.8|t|lb}} per hour within a {{convert|5400|nmi}}, {{frac|11|1|2}} hours early long test flight.<ref>{{cite web |url=https://www.flightglobal.com/news/articles/analysis-airbus-raises-tempo-in-a350-1000-flight-t-437487/ |title=Airbus raises tempo in A350-1000 flight-test effort |date=7 June 2017 |author=David Kaminski-Morrow |work=Flightglobal |access-date=7 June 2017 |archive-date=7 June 2017 |archive-url=https://web.archive.org/web/20170607140327/https://www.flightglobal.com/news/articles/analysis-airbus-raises-tempo-in-a350-1000-flight-t-437487/ |url-status=live}}</ref> Flight tests allowed raising the [[MTOW]] from {{cvt|308|to|316|t|lb}}, the {{cvt|8|t|lb}} increase giving {{cvt|450|nmi}} more range.<ref>{{cite news |url=https://leehamnews.com/2017/06/27/airbus-augments-a350-1000-capability/ |title=Airbus augments A350-1000 capability |date=27 June 2017 |work=Leeham |access-date=27 June 2017 |archive-date=15 December 2018 |archive-url=https://web.archive.org/web/20181215121402/https://leehamnews.com/2017/06/27/airbus-augments-a350-1000-capability/ |url-status=live}}</ref> Airbus then completed functional and reliability testing.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/a350-1000-nears-certification-after-finishing-reliab-442815/ |title=A350-1000 nears certification after finishing reliability tests |date=2 November 2017 |author=David Kaminski-Morrow |work=Flightglobal |access-date=2 November 2017 |archive-date=2 November 2017 |archive-url=https://web.archive.org/web/20171102135415/https://www.flightglobal.com/news/articles/a350-1000-nears-certification-after-finishing-reliab-442815/ |url-status=live}}</ref>

Type Certification was awarded by EASA on 21 November 2017,<ref name="TCDS">{{Cite web |date=4 January 2022 |title=type-certificate data sheet No. EASA.A.151 Issue 25 |url=https://www.easa.europa.eu/downloads/17736/en |publisher=European Union Aviation Safety Authority |access-date=6 January 2022 |archive-date=6 January 2022 |archive-url=https://web.archive.org/web/20220106080520/https://www.easa.europa.eu/downloads/17736/en |url-status=live}}</ref> along [[FAA]] certification.<!--<ref name=AvWeek21nov2017/>--> The first serial unit was on the final [[assembly line]] in early December.<ref name=AvWeek21nov2017/> After its maiden flight on 7 December 2017, delivery to launch customer Qatar Airways slipped to early 2018.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/first-qatar-a350-1000-delivery-slips-to-2018-444508/ |title=First Qatar A350-1000 delivery slips to 2018 |date=28 December 2017 |author=David Kaminski Morrow |work=Flightglobal |access-date=29 December 2017 |archive-date=28 December 2017 |archive-url=https://web.archive.org/web/20171228215700/https://www.flightglobal.com/news/articles/first-qatar-a350-1000-delivery-slips-to-2018-444508/ |url-status=live}}</ref> The delay was due to issues with the business class seat installation.<ref>{{cite news |url=https://atwonline.com/aircraft-orders-deliveries/airbus-deliver-first-qatar-a350-1000-feb-20 |title=Airbus to deliver first Qatar A350-1000 Feb. 20 |date=9 February 2018 |author=Alan Dron |work=Aviation Week Network |access-date=17 January 2020 |archive-date=27 January 2019 |archive-url=https://web.archive.org/web/20190127182255/http://atwonline.com/aircraft-orders-deliveries/airbus-deliver-first-qatar-a350-1000-feb-20 |url-status=live}}</ref> It was delivered on 20 February 2018<ref name=Flight20feb2018>{{cite news |url=https://www.flightglobal.com/news/articles/qatar-to-put-first-a350-1000-on-heathrow-route-446042/ |title=Qatar to put first A350-1000 on Heathrow route |date=20 February 2018 |author=David Kaminski-Morrow |work=FlightGlobal |access-date=20 February 2018 |archive-date=20 February 2018 |archive-url=https://web.archive.org/web/20180220133929/https://www.flightglobal.com/news/articles/qatar-to-put-first-a350-1000-on-heathrow-route-446042/ |url-status=live}}</ref> and entered commercial service on Qatar Airways' Doha to London Heathrow route on 24 February 2018.<ref name=Flight24feb2018>{{cite news |url=https://www.gulf-times.com/story/582936/London-is-the-launch-destination-for-Qatar-Airways |title=London is the launch destination for Qatar Airways' Airbus A350-1000 |date=25 February 2018 |work=Gulf Times |access-date=17 January 2020 |archive-date=13 June 2018 |archive-url=https://web.archive.org/web/20180613210740/http://www.gulf-times.com/story/582936/London-is-the-launch-destination-for-Qatar-Airways |url-status=live}}</ref>

===Possible further stretch===
Airbus has explored the possibility of a further stretch offering 45 more seats.<ref name=FG160229>{{cite web |url=https://www.flightglobal.com/news/articles/istat-leahy-changes-opinion-on-demand-for-new-a350-422535/ |title=ISTAT: Leahy changes opinion on demand for new A350 stretch |date=29 February 2016 |publisher=Flightglobal |access-date=30 March 2016 |archive-date=14 April 2016 |archive-url=https://web.archive.org/web/20160414174129/https://www.flightglobal.com/news/articles/istat-leahy-changes-opinion-on-demand-for-new-a350-422535/ |url-status=live}}</ref> A potential {{cvt|4|m}} stretch would remain within the exit limit of four door pairs, and a modest MTOW increase from 308&nbsp;t to 319&nbsp;t would need only 3% more thrust, within the Rolls-Royce Trent XWB-97 capabilities, and would allow a {{cvt|7600|nmi}} range to compete with the [[Boeing 777X|777-9]]'s capabilities.<ref>{{cite web |url=https://leehamnews.com/2016/03/23/airbus-exploring-higher-capacity-a350/ |title=Airbus exploring higher capacity A350 |date=23 March 2016 |publisher=Leeham News |access-date=30 March 2016 |archive-date=12 April 2016 |archive-url=https://web.archive.org/web/20160412090556/https://leehamnews.com/2016/03/23/airbus-exploring-higher-capacity-a350/ |url-status=live}}</ref> This variant was to be a replacement for the 747-400,<ref>{{cite news |author=Arvai, Ernest S. |url=http://airinsight.com/2016/03/08/premium-209-super-twin-battle-extends-upward/ |title=The Super-Twin Battle Extends Upward |newspaper=Airinsight |publisher=Airinsight.com |date=8 March 2016 |access-date=8 March 2016 |archive-date=4 October 2016 |archive-url=https://web.archive.org/web/20161004204923/http://airinsight.com/2016/03/08/premium-209-super-twin-battle-extends-upward/ |url-status=live}}{{subscription required}}</ref> tentatively called the A350-8000,<ref>{{cite news |url=https://www.reuters.com/article/us-airbus-a-idUSKCN0W51ZW |date=4 March 2016 |author=Tim Hepher |title=Exclusive: Airbus touts 400-seat 'A350-8000' jetliner |publisher=Reuters |access-date=2 July 2017 |archive-date=28 June 2017 |archive-url=https://web.archive.org/web/20170628085943/http://www.reuters.com/article/us-airbus-a-idUSKCN0W51ZW |url-status=live}}</ref> -2000<ref name=FG160603/> or -1100.<ref name=FG160229/>

At the June 2016 Airbus Innovation Days, chief commercial officer [[John Leahy (executive)|John Leahy]] was concerned about the size of a 400-seat market besides the [[Boeing 747-8]] and the 777-9 and chief executive [[Fabrice Brégier]] feared such an aircraft could cannibalise demand for the -1000.<ref name=FG160603>{{cite news |url=https://www.flightglobal.com/news/articles/opinion-is-airbus-caution-right-approach-for-a350-426047/ |title=OPINION: Is Airbus caution right approach for 'A350-2000'? |publisher=Flight International |date=3 June 2016 |access-date=3 June 2016 |archive-date=4 June 2016 |archive-url=https://web.archive.org/web/20160604114520/https://www.flightglobal.com/news/articles/opinion-is-airbus-caution-right-approach-for-a350-426047/ |url-status=live}}</ref> The potential {{cvt|258|feet|m|adj=mid|-long|order=flip}} aeroplane was competing against a hypothetical [[Boeing 777X#777-10|777-10]] for Singapore Airlines.<ref>{{cite news |url=https://money.cnn.com/2016/11/07/news/companies/singapore-airbus-boeing-campaign/ |title=Singapore Airlines shops for world's longest jet |author=Jon Ostrower |work=CNN Money |date=7 November 2016 |access-date=2 August 2020 |archive-date=14 August 2020 |archive-url=https://web.archive.org/web/20200814170929/https://money.cnn.com/2016/11/07/news/companies/singapore-airbus-boeing-campaign/ |url-status=live}}</ref> At the 2017 [[Paris Air Show]], the concept was shelved for lacking market appeal and in January 2018 Brégier focused on enhancing the A350-900/1000 to capture potential before 2022/2023, when it would be possible to stretch the A350 with a new engine generation.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/a350-stretch-would-need-further-engine-evolution-br-444920/ |title=A350 stretch would need further engine evolution: Bregier |date=16 January 2018 |author=David Kaminski Morrow |work=Flightglobal |access-date=17 January 2018 |archive-date=18 January 2018 |archive-url=https://web.archive.org/web/20180118011301/https://www.flightglobal.com/news/articles/a350-stretch-would-need-further-engine-evolution-br-444920/ |url-status=live}}</ref>

===Improvements===
{| class="wikitable"
|+
! rowspan="2" |MSN
! rowspan="2" |Time
! rowspan="2" |Improvement
! rowspan="2" |Description
! colspan="2" |Structural MTOW
! rowspan="2" |Source
|-
!A350-900
!A350-1000
|-
| rowspan="2" |1-215
|2013
| rowspan="2" |—
|—
|{{Convert|268|t|lb|abbr=on}}
| rowspan="4" |{{Convert|316|t|lb|abbr=on}}
|
|-
|2014
|MTOW increase, weight reduction
|{{Convert|275|t|lb|abbr=on}}
|<ref name="AW" />
|-
|216-315
|2017
|Perf. Improv. Package
|MTOW increase, new wing design, engine performance improvements
| rowspan="2" |{{Convert|280|t|lb|abbr=on}}
|<ref name="AW" />
|-
|316-578
|2019
|Improvement Package
|SSA removal, LED Lighting
|
|-
|579-
|2022
|New Production Standard
|MTOW increase, Interior change, weight reduction, faster gear retraction, more slats/flap positions
|{{Convert|283|t|lb|abbr=on}}
|{{Convert|319|t|lb|abbr=on}}
|<ref name="A350_500th" />
|}

==== Performance improvement package (PIP) 2017 ====
In October 2017, Airbus was testing extended [[Wingtip device|sharklet]]s as part of the upcoming performance improvement package ('''PIP'''), which could offer {{cvt|100|-|140|nmi|0}} extra range and reduce fuel burn by 1.4–1.6%, it has also increased the maximum take off weight (MTOW) from {{Convert|275000|kg|lb}} to {{Convert|280000|kg|lb}}.<ref name="AW">{{cite news |url=https://leehamnews.com/2017/10/25/airbus-working-new-sharklets-a350/ |title=Airbus working on new Sharklets for A350 |author=Bjorn Fehrm |date=25 October 2017 |work=Leeham |access-date=25 October 2017 |archive-date=23 February 2018 |archive-url=https://web.archive.org/web/20180223212439/https://leehamnews.com/2017/10/25/airbus-working-new-sharklets-a350/ |url-status=live}}</ref> The wing twist is being changed for the wider, optimised spanload [[pressure distribution]], and will be used for the Singapore Airlines A350-900ULR in 2018 before spreading to other variants.<ref>{{cite news |url=https://leehamnews.com/2017/11/01/new-pictures-changed-sharklets-a350/ |title=New pictures of the changed Sharklets for A350 |author=Bjorn Fehrm |date=1 November 2017 |work=Leeham |access-date=1 November 2017 |archive-date=6 April 2019 |archive-url=https://web.archive.org/web/20190406180958/https://leehamnews.com/2017/11/01/new-pictures-changed-sharklets-a350/ |url-status=live}}</ref>

On 26 June 2018, [[Iberia (airline)|Iberia]] was the first to receive the upgraded -900, with a {{cvt|280|t|lb}} [[MTOW]] version for an {{cvt|8200|nmi}} range with 325 passengers in three classes.<ref>{{cite news |url=https://leehamnews.com/2018/01/31/iberia-get-upgraded-a350-900/ |title=IBERIA gets upgraded A350-900 |author=Bjorn Fehrm |date=31 January 2018 |work=Leeham |access-date=31 January 2018 |archive-date=12 January 2019 |archive-url=https://web.archive.org/web/20190112044336/https://leehamnews.com/2018/01/31/iberia-get-upgraded-a350-900/ |url-status=live}}</ref><ref>{{cite web |url=https://www.airbus.com/newsroom/press-releases/en/2018/06/iberia-takes-delivery-of-its-first-a350-900.html |title=Iberia takes delivery of its first A350-900 |publisher=Airbus |date=26 June 2018 |access-date=11 January 2019 |archive-date=20 August 2018 |archive-url=https://web.archive.org/web/20180820140849/https://www.airbus.com/newsroom/press-releases/en/2018/06/iberia-takes-delivery-of-its-first-a350-900.html |url-status=live}}</ref> This eventually became a standard package for all the A350-900 airframes starting from '''MSN 216'''.

==== Hybrid laminar flow control (HLFC) ====
By April 2019, Airbus was testing a hybrid [[laminar flow]] control (HLFC) on the leading edge of an A350 prototype vertical stabiliser, with passive suction similar to the [[boundary layer control]] on the [[Boeing 787-9]] tail, but unlike the natural laminar flow [[Breakthrough Laminar Aircraft Demonstrator in Europe|BLADE]], within the same EU [[Clean Sky]] programme.<ref>{{cite news |url=https://aviationweek.com/commercial-aviation/does-airbus-a350-laminar-flow-test-signal-production-possibilities |title=Does Airbus A350 Laminar Flow Test Signal Production Possibilities? |date=30 April 2019 |author=Thierry Dubois |work=Aviation Week & Space Technology |access-date=30 April 2019 |archive-date=27 May 2021 |archive-url=https://web.archive.org/web/20210527101925/https://aviationweek.com/air-transport/does-airbus-a350-laminar-flow-test-signal-production-possibilities |url-status=live}}</ref>

==== Improvement package 2019 ====
Starting with '''MSN 316''', all the Airbus A350-900 and A350-1000 produced has the side slip angle (SSA) probe removed after a software update to prove these sensors are not needed anymore for redundancy. There's also a new [[light-emitting diode]] (LED) lighting package installed replacing the old [[High-intensity discharge lamp|high-intensity discharge]] (HID) lamps, these new light units will have a longer life cycle improving reliability performance. 

In June 2019, Airbus delivered the first A350 equipped with the improvement package to [[Singapore Airlines]] (9V-SHH).{{cn|date=March 2025}}

==== New production standard (NPS) 2022 ====
On 30 September 2022, an improved new production standard ('''NPS''') was announced, it will apply to A359/A35K airframes starting from '''MSN 579''', which is an A350-900 airframe that was delivered to [[Iberia (airline)|Iberia]]. The NPS includes a {{cvt|1.2|t|lb}} weight reduction and a {{cvt|3|t|lb}} MTOW increase, along with a wider interior cabin to offer 30 additional seats.<ref name=A350_500th/>
It offers the customers with a new weight variant '''WV020''' for the 283t MTOW. The interior changes include moving the cockpit wall forward, moving the aft pressure bulkhead one frame further aft and resculpting the sidewalls to allow ten-across 17-inch seats.<ref>{{cite web |url=https://www.ainonline.com/aviation-news/air-transport/2022-10-28/airbus-a350-feature-performance-gains-roomier-cabin |title=Airbus A350 to feature performance gains, roomier cabin |author=Gregory Polek |date=28 October 2022 |website=AIN Online |access-date=1 November 2022 |archive-date=1 November 2022 |archive-url=https://web.archive.org/web/20221101180124/https://www.ainonline.com/aviation-news/air-transport/2022-10-28/airbus-a350-feature-performance-gains-roomier-cabin |url-status=live}}</ref> There are also improvements to the aircraft’s take off performance by introducing software evolutions which regulate the slat and flap positions, and has also implemented a faster landing gear retraction cycle – conferring greater obstacle clearance and reduced aerodynamic drag.<ref>{{Cite web |date=2022-10-20 |title=A350 introduces new performance and Airspace cabin enhancements for all {{!}} Airbus |url=https://aircraft.airbus.com/en/newsroom/stories/2022-10-a350-introduces-new-performance-and-airspace-cabin-enhancements-for-all |access-date=2025-01-13 |website=aircraft.airbus.com |language=en}}</ref>

===New Engine Option===
By November 2018, Airbus was hiring in Toulouse and Madrid to develop a [[re-engine]]d A350neo.<!--<ref name=Bloomberg21nov2018>--> Although its launch is not guaranteed, it would be delivered in the mid-2020s, after the [[A321XLR]] and a stretched [[A320neo]] "plus", potentially competing with the [[Boeing New Midsize Airplane]].<!--<ref name=Bloomberg21nov2018>--> Service entry would be determined by ultra-high [[bypass ratio]] engine developments pursued by Pratt & Whitney, testing its [[Pratt & Whitney PW1000G#Ultra high-bypass version|Geared Turbofan upgrade]]; [[Safran Aircraft Engines]], ground testing a demonstrator from 2021; and Rolls-Royce, targeting a 2025 [[Ultrafan]] service entry.<!--<ref name=Bloomberg21nov2018>--> The production target is a monthly rate of 20 A350neos, up from 10.<ref name=Bloomberg21nov2018>{{cite news |url=https://www.bloomberg.com/news/articles/2018-11-21/airbus-reveals-plans-for-all-new-narrow-body-re-engined-a350 |title=Airbus Reveals Plans for All-New Narrow-Body, Re-Engined A350 |author=Benjamin D Katz |date=21 November 2018 |agency=Bloomberg |access-date=22 November 2018 |archive-date=22 November 2018 |archive-url=https://web.archive.org/web/20181122063623/https://www.bloomberg.com/news/articles/2018-11-21/airbus-reveals-plans-for-all-new-narrow-body-re-engined-a350 |url-status=live}}</ref>

In November 2019, General Electric was offering an advanced [[GEnx]]-1 variant with a [[bleed air]] system and improvements from the [[GE9X]], developed for the delayed Boeing 777X, to power a proposed A350neo from the mid-2020s.<ref name=AvWeek15nov2019>{{Cite news |url=https://aviationweek.com/commercial-aviation/ge-talks-airbus-over-potential-a350neo |title=GE In Talks With Airbus Over Potential A350neo |date=15 November 2019 |author=Guy Norris |work=Aviation Week |access-date=16 November 2019 |archive-date=27 May 2021 |archive-url=https://web.archive.org/web/20210527101930/https://aviationweek.com/air-transport/ge-talks-airbus-over-potential-a350neo |url-status=live |url-access=subscription}}</ref> In 2021, Rolls Royce signed an exclusive deal to supply A350-900 engines until 2030, following previous similar commitments for the A350-1000.<ref>{{Cite news |last1=Hepher |first1=Tim |last2=Young |first2=Sarah |date=2021-03-21 |title=Rolls shores up position on Airbus A350, delaying GE showdown |url=https://www.reuters.com/article/business/rolls-shores-up-position-on-airbus-a350-delaying-ge-showdown-idUSKBN2B32A5/ |work=[[Reuters]]}}</ref>

==Design==
[[File:A350XWB-Demo.jpg|thumb|The A350 demonstrator painted like [[carbon fibre reinforced plastic|carbon fibre]] weaves]]

<!--PLEASE ONLY INCLUDE TECHNICAL INFO-->
Airbus expected 10% lower airframe maintenance compared with the original A350 design and 14% lower empty seat weight than the Boeing 777.<ref>{{cite web |url=https://www.airbusgroup.com/dam/assets/airbusgroup/int/en/investor-relations/documents/2006/untitled/further_pre_a350_xwb_launch_2006.pdf |title=Taking the lead: A350XWB presentation |year=2006 |publisher=Airbus |archive-url=https://web.archive.org/web/20151211075851/https://www.airbusgroup.com/dam/assets/airbusgroup/int/en/investor-relations/documents/2006/untitled/further_pre_a350_xwb_launch_2006.pdf |url-status=unfit |archive-date=11 December 2015}}</ref> Design freeze for the A350-900 was achieved in December 2008.<ref>{{cite press release |url=http://www.airbus.com/newsevents/news-events-single/detail/the-a350-xwb-achieves-key-steps-with-design-freeze-and-final-assembly-line-groundbreaking/ |title=The A350 XWB achieves key steps with design freeze and final assembly line groundbreaking |date=14 January 2009 |url-status=dead |archive-url=https://web.archive.org/web/20170306211915/http://www.airbus.com/newsevents/news-events-single/detail/the-a350-xwb-achieves-key-steps-with-design-freeze-and-final-assembly-line-groundbreaking/ |archive-date=6 March 2017}}</ref> The [[airframe]] is made out of 53% composites: CFRP for the empennage (vertical and horizontal tailplanes), the wing (centre and outer box; including covers, stringers, and spars), and fuselage (keel beam, rear fuselage, skin, and frame); 19% aluminium and [[aluminium–lithium alloy]] for ribs, floor beams, and gear bays; 14% [[titanium]] for landing gears, pylons, and attachments; 6% steel; and 8% miscellaneous.<ref>{{cite web |url=https://www.airbusgroup.com/dam/assets/airbusgroup/int/en/investor-relations/documents/2008/presentations/GIF2008/gif2008_workshop_composites_hellard.pdf |title=Composites in Airbus - A Long Story of Innovations and Experiences |year=2008 |work=Global Investor Forum |publisher=Airbus |author=Guy Hellard |access-date=30 January 2019 |archive-url=https://web.archive.org/web/20161004204641/https://www.airbusgroup.com/dam/assets/airbusgroup/int/en/investor-relations/documents/2008/presentations/GIF2008/gif2008_workshop_composites_hellard.pdf |archive-date=4 October 2016 |url-status=dead}}</ref> The A350's competitor, the Boeing 787, is 50% composites, 20% aluminium, 15% titanium, 10% steel, and 5% other.<ref>{{cite web |title=The Boeing 787 Dreamliner: More Than an Airplane |publisher=[[Boeing]] |url=http://www.aiaa.org/events/aners/Presentations/ANERS-Hawk.pdf |archive-url=https://web.archive.org/web/20070808001501/http://www.aiaa.org/events/aners/Presentations/ANERS-Hawk.pdf |url-status=dead |archive-date=8 August 2007 |date=May 2005}}</ref>

===Fuselage===
[[File:A350 cabin Finnair.jpg|thumb|Nine-across Economy Class cabin]]

The A350 features a new composite fuselage with a constant width from door 1 to door 4, unlike previous Airbus aircraft, to provide maximum usable volume.<ref name="Gunston p.257">{{harvnb|Gunston|2009|p=257}}</ref> The double-lobe ([[ovoid]]) fuselage [[Cross section (geometry)|cross-section]] has a maximum outer diameter of {{cvt|5.97|m|ft}}, compared to {{cvt|5.64|m|ft}} for the A330/A340.<ref>{{cite web |url=http://www.airbus.com/aircraftfamilies/a330a340/a330-200/specifications/ |access-date=23 May 2011 |publisher=Airbus S.A.S. |title=Specifications Airbus A330-200 |url-status=dead |archive-url=https://web.archive.org/web/20110217002122/http://www.airbus.com/aircraftfamilies/a330a340/a330-200/specifications/ |archive-date=17 February 2011}}</ref> The cabin's internal width is {{cvt|5.61|m|ft}} at armrest level compared to {{cvt|5.49|m|ft}} in the Boeing 787<ref name="A350XWB_cabin_mock_up">[http://www.flightglobal.com/articles/2007/09/28/217395/pictures-airbus-unveils-mock-up-of-a350-xwb-cabin.html "Airbus unveils mock up XWB cabin"] {{webarchive |url=https://web.archive.org/web/20071012092350/http://www.flightglobal.com/articles/2007/09/28/217395/pictures-airbus-unveils-mock-up-of-a350-xwb-cabin.html |date=12 October 2007}} ''[[Flight International]]'' September 2007</ref> and {{cvt|5.87|m|ft}} in the Boeing 777. It allows for an eight-across 2–4–2 arrangement in a [[premium economy]] layout,{{efn|China Airlines, Emirates, and Lufthansa were seven-across 2–3–2 arrangement in a premium economy configuration}} with the seats being {{cvt|49.5|cm|in}} wide between {{cvt|5|cm|in|1|adj=on}} wide arm rests. Airbus states that the seat will be {{cvt|1.3|cm|in|1}} wider than a 787 seat in the equivalent configuration.

In the nine-across, 3–3–3 standard economy layout, the A350 seat will be {{cvt|45|cm|in}} wide, {{cvt|1.27|cm|in|1}} wider than a seat in the equivalent layout in the 787,<ref>{{cite web |via=Trip Advisor |title=British Airways 787-8 Seat Map (17.5" seat width in economy) |url=http://www.seatguru.com/airlines/British_Airways/British_Airways_Boeing_787-8.php |publisher=SeatGuru |access-date=28 August 2014 |archive-date=20 August 2014 |archive-url=https://web.archive.org/web/20140820063608/http://www.seatguru.com/airlines/British_Airways/British_Airways_Boeing_787-8.php |url-status=live}}</ref> and {{cvt|3.9|cm|in|1}} wider than a seat in the equivalent A330 layout.<ref>{{cite web |publisher=Seat Guru |title=Air Asia X Seat Map A330-300 |url=http://www.seatguru.com/airlines/AirAsia_X/AirAsia_X_Airbus_A330-300.php |via=TripAdvisor |access-date=24 September 2014 |archive-date=17 September 2014 |archive-url=https://web.archive.org/web/20140917083907/http://www.seatguru.com/airlines/AirAsia_X/AirAsia_X_Airbus_A330-300.php |url-status=live}}</ref> The current 777 and future derivatives have {{cvt|1.27|cm|in|1}} greater seat width than the A350 in a nine-across configuration.<ref>{{cite web |publisher=Seat Guru |title=American Airlines 9 across 777 Economy Seat Map |url=http://www.seatguru.com/airlines/American_Airlines/American_Airlines_Boeing_777-200_A.php |via=Trip Advisor |access-date=11 August 2012 |archive-date=12 August 2012 |archive-url=https://web.archive.org/web/20120812060737/http://www.seatguru.com/airlines/American_Airlines/American_Airlines_Boeing_777-200_A.php |url-status=live}}</ref><ref>{{cite web |via=Trip Advisor |title=United 787-800 Seat Map |url=http://www.seatguru.com/airlines/United_Airlines/United_Airlines_Boeing_787-800.php |publisher=Seat Guru |access-date=6 November 2012 |archive-date=8 November 2012 |archive-url=https://web.archive.org/web/20121108071905/http://www.seatguru.com/airlines/United_Airlines/United_Airlines_Boeing_787-800.php |url-status=live}}</ref><ref>{{cite web |author=Daniel Tsang |title=Boeing 777X & 787-10 show the lure of the X factor |url=http://www.aspireaviation.com/2013/07/02/boeing-777x-787-10-show-the-lure-of-the-x-factor/ |publisher=Aspire Aviation |access-date=8 November 2013 |archive-date=5 November 2013 |archive-url=https://web.archive.org/web/20131105130816/http://www.aspireaviation.com/2013/07/02/boeing-777x-787-10-show-the-lure-of-the-x-factor/ |url-status=live}}</ref> The 10-across seating on the A350 is similar to a 9-across configuration on the A330, with a seat width of {{cvt|41.65|cm|in|1}}.<ref name="a350 cabin"/><ref>{{cite web |author=Matt Kingsley-Jones |title=PICTURE: 10-abreast A350 XWB "would offer unprecedented operating cost advantage" |url=http://www.flightglobal.com/news/articles/picture-10-abreast-a350-xwb-would-offer-unprecedented-operating-cost-advantage-223853/ |publisher=Flight International |access-date=15 June 2013 |archive-date=18 June 2013 |archive-url=https://web.archive.org/web/20130618041649/http://www.flightglobal.com/news/articles/picture-10-abreast-a350-xwb-would-offer-unprecedented-operating-cost-advantage-223853/ |url-status=live}}</ref> Overall, the A350 gives passengers more headroom, larger overhead storage space, and wider panoramic windows than current Airbus models.

[[File:HVN A350 F-WZFJ!015 23dec14 LFBO-1.jpg|thumb|Nose section of an early-built [[Vietnam Airlines]] A350-900 without livery and the distinctive [[raccoon]]-windshield decoration applied. Note that the aluminium nose section and the composite fuselage have different [[Primer (paint)|primer painting]].]]
The A350 nose section has a configuration derived from the A380 with a forward-mounted nosegear bay and a six-panel flightdeck windscreen.<ref>[http://www.flightglobal.com/articles/2007/09/21/216949/airbus-confirms-switch-to-a380-style-nose-for-a350-xwb.html "Airbus confirms switch to A380 style nose for A350 XWB"] {{webarchive |url=https://web.archive.org/web/20071013072115/http://www.flightglobal.com/articles/2007/09/21/216949/airbus-confirms-switch-to-a380-style-nose-for-a350-xwb.html |date=13 October 2007}}. ''[[Flight International]]'', September 2007</ref> This differs substantially from the four-window arrangement in the original A350 XWB design.<ref name="Gunston p.258"/> The new nose, made of aluminium,<ref>{{Cite web |url=https://www.azom.com/article.aspx?ArticleID=7858 |title=The A350 XWB – Advanced Materials and Design |date=16 November 2012 |website=AZoM.com |language=en |access-date=5 April 2019 |archive-date=27 May 2021 |archive-url=https://web.archive.org/web/20210527101923/https://www.azom.com/article.aspx?ArticleID=7858 |url-status=live}}</ref> improves aerodynamics and enables overhead crew rest areas to be installed further forward and eliminate any encroachment in the passenger cabin. The new windscreen has been revised to improve vision by reducing the width of the centre post. The upper shell radius of the nose section has been increased.<ref>{{cite web |author=Aimee Turner |url=http://flightglobal.com/articles/2006/12/19/211187/a350-could-have-composite-nose.html |title=A350 could have composite nose |work=Flightglobal |date=19 December 2006 |archive-url=https://web.archive.org/web/20071013071619/http://flightglobal.com/articles/2006/12/19/211187/a350-could-have-composite-nose.html |archive-date=13 October 2007}}</ref>

The Airbus A350 initially featured manual window shades. In 2020, Airbus announced that dimmable windows, similar to those on the Boeing 787, would be offered as an option.<ref>{{Cite web |last=Beckett |first=Jamie |title=The Airbus A350 Just Got a Major Upgrade |url=https://www.forbes.com/sites/jbeckett/2020/07/15/the-airbus-a350-just-got-a-major-upgrade/ |website=Forbes |date=2020-07-15 |access-date=2024-12-14}}</ref> These windows are designed to darken or lighten more efficiently, providing greater control over light levels while maintaining an outside view.{{Citation needed|date=December 2024}} Starlux Airlines became the first carrier to receive A350s equipped with dimmable windows across all cabins, while Japan Airlines offers this feature exclusively in premium economy and higher-class cabins, retaining manual shades for economy passengers.<ref>{{Cite web |last=Hollister |first=Sean |title=Starlux Adds Dimmable Windows to Airbus A350 Fleet |url=https://www.theverge.com/2023/08/19/starlux-airbus-a350-dimmable-windows |website=The Verge |date=2023-08-19 |access-date=2024-12-14}}</ref>

===Wing===
[[File:DSC 8030-F-WZGG - MSN 003 (10512622646).jpg|thumb|The Airbus A350's blended winglets]]

The A350 features new composite wings with a [[wingspan]] that is common to the proposed variants.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/why-new-wing-is-key-a350-xwb-2110305/ |title=Why new wing is key - A350 XWB |work=[[Flight International]] |date=12 December 2006}}{{dead link|date=May 2025}}</ref> Its {{cvt|64.75|m|ft}} wingspan stays within the same [[ICAO#Aerodrome Reference Code|ICAO Aerodrome Reference Code]] E 65&nbsp;m limit as the A330/A340<ref>{{cite web |url=http://www.airbus.com/fileadmin/media_gallery/files/tech_data/General_information/Airbus_ICAO-ARC_FAA-ADG_App-Cat-May2015.pdf |title=ICAO Aerodrome Reference Code, FAA Airplane Design Group and Aircraft Approach Category for Airbus Aircraft |publisher=Airbus |date=May 2015 |access-date=5 March 2017 |archive-date=23 November 2016 |archive-url=https://web.archive.org/web/20161123050418/http://www.airbus.com/fileadmin/media_gallery/files/tech_data/General_information/Airbus_ICAO-ARC_FAA-ADG_App-Cat-May2015.pdf |url-status=live}}</ref> and the Boeing 777.<ref>{{cite web |url=http://www.boeing.com/assets/pdf/commercial/airports/faqs/aircraftdesigngroup.pdf |title=Boeing Commercial Aircraft - Design Groups/Codes (FAA & ICAO) |publisher=Boeing |date=4 November 2014 |access-date=5 March 2017 |archive-date=13 December 2016 |archive-url=https://web.archive.org/web/20161213081537/http://www.boeing.com/assets/pdf/commercial/airports/faqs/aircraftdesigngroup.pdf |url-status=live}}</ref> The A350's wing has a 31.9° [[sweep angle]] for a [[Mach number|Mach]]&nbsp;0.85 [[cruise speed]] and has a maximum operating speed of Mach 0.89.<ref name=AvWeekPilotReport>{{cite news |url=http://aviationweek.com/commercial-aviation/flying-a350-airbus-s-most-technologically-advanced-airliner |title=Flying The A350: Airbus's Most Technologically Advanced Airliner |date=22 May 2015 |author=Fred George |work=Aviation Week & Space Technology |access-date=25 May 2015 |archive-date=25 May 2015 |archive-url=https://web.archive.org/web/20150525145400/http://aviationweek.com/commercial-aviation/flying-a350-airbus-s-most-technologically-advanced-airliner |url-status=live}}</ref>

The -900 wing has an area of {{cvt|442|m2|sqft}}.<ref name=tech>{{cite web |url=http://www.airbus.com/aircraftfamilies/passengeraircraft/a350xwbfamily/technology-and-innovation/ |title=A350 XWB / Technology |publisher=[[Airbus]] |url-status=dead |archive-url=https://web.archive.org/web/20131129074833/http://www.airbus.com/aircraftfamilies/passengeraircraft/a350xwbfamily/technology-and-innovation/ |archive-date=29 November 2013 |df=dmy-all}}</ref> This is between the {{cvt|436.8|m2|sqft}} wing of the current Boeing 777-200LR/300ER and the {{cvt|466.8|m2|sqft}} wing of the in-development Boeing 777X.<ref name=AA120726>{{cite web |url=http://www.aspireaviation.com/2012/07/26/boeing-chooses-largest-wingspan-for-777x/ |date=26 July 2012 |title=Boeing chooses largest wingspan for 777X |author=Daniel Tsang |work=Aspire Aviation |access-date=25 December 2014 |archive-date=9 December 2014 |archive-url=https://web.archive.org/web/20141209044428/http://www.aspireaviation.com/2012/07/26/boeing-chooses-largest-wingspan-for-777x/ |url-status=live}}</ref> However, Boeing and Airbus do not use the same measurement.<ref name="Leeham1">{{cite news |author1-last=Fehrm |author1-first=Bjorn |title=Fundamentals of airliner performance; Part 7, the wing. |url=https://leehamnews.com/2015/04/28/fundamentals-of-airliner-performance-part-7-the-wing/ |date=18 April 2015 |work=Leeham News and Analysis |access-date=3 April 2024 |archive-date=18 May 2015 |archive-url=https://web.archive.org/web/20150518203818/https://leehamnews.com/2015/04/28/fundamentals-of-airliner-performance-part-7-the-wing/ |url-status=live}}</ref> The A350-1000 wing is {{val|22.3|u=m2}} ({{val|240|u=ft2}}) larger through a {{val|30|u=cm}} ({{val|12|u=in}}) extension to the inboard sections of the fixed trailing edge.<ref name="Flight6jul2018">{{cite news |url=https://www.flightglobal.com/news/articles/flight-test-airbus-a350-1000-takes-growth-in-its-st-449603/ |title=Flight Test: Airbus A350-1000 takes growth in its stride |website=FlightGlobal|date=6 July 2018 |author=Mike Gerzanics |archive-date=7 July 2019 |archive-url=https://web.archive.org/web/20190707192546/https://www.flightglobal.com/news/articles/flight-test-airbus-a350-1000-takes-growth-in-its-st-449603/ |url-status=live |access-date=6 July 2018}}</ref>

A new trailing-edge [[high-lift device]] has been adopted with an advanced dropped-hinge [[flap (aircraft)|flap]] similar to that of the A380, which permits the gap between the trailing edge and the flap to be closed with the [[spoiler (aeronautics)|spoiler]].<ref>{{cite web |url=https://www.flightglobal.com/news/articles/airbus-a350-wing-aerodynamics-advance-213737/ |title=Airbus A350 wing aerodynamics advance |work=[[Flight International]] |date=8 May 2007 |author=Max Kingsley-Jones |access-date=5 March 2017 |archive-date=6 March 2017 |archive-url=https://web.archive.org/web/20170306035715/https://www.flightglobal.com/news/articles/airbus-a350-wing-aerodynamics-advance-213737/ |url-status=live}}</ref> It is a limited morphing wing with adaptive features for continuously optimising the wing loading to reduce fuel burn: variable [[Camber (aerodynamics)|camber]] for longitudinal load control where inboard & outboard flaps deflect together and differential flaps setting for lateral load control where inboard & outboard flaps deflect differentially.<ref name=1611pres>{{cite web |url=http://www.airbus.com/presscentre/pressroom/presentations-speeches/?eID=maglisting_push&tx_maglisting_pi1%5BdocID%5D=111689 |title=A350-1000 - Upsized efficiency |author=François Caudron |publisher=Airbus |date=November 2016 |url-status=dead |archive-url=https://web.archive.org/web/20170308221605/http://www.airbus.com/presscentre/pressroom/presentations-speeches/?eID=maglisting_push&tx_maglisting_pi1%5BdocID%5D=111689 |archive-date=8 March 2017}}</ref>

The manufacturer has extensively used computational fluid dynamics and also carried out more than 4,000 hours of low- and high-speed [[windtunnel]] testing to refine the aerodynamic design.<ref name="A350 aerodynamic configuration">{{cite news |url=https://www.flightglobal.com/news/articles/pictures-airbus-refines-a350-aerodynamic-configuration-224610/ |title=PICTURES: Airbus refines A350 aerodynamic configuration |work=[[Flight International]] |date=13 June 2008 |author=Max Kingsley-Jones |access-date=5 March 2017 |archive-date=6 March 2017 |archive-url=https://web.archive.org/web/20170306040744/https://www.flightglobal.com/news/articles/pictures-airbus-refines-a350-aerodynamic-configuration-224610/ |url-status=live}}</ref> The final configuration of wing and winglet was achieved for the "Maturity Gate 5" on 17 December 2008.<ref name="MG5">{{cite news |url=https://www.flightglobal.com/news/articles/airbus-prepares-for-a350-production-following-definition-321112/ |title=Airbus prepares for A350 production following definition freeze |work=[[Flight International]] |date=20 January 2009 |author=Max Kingsley-Jones |access-date=5 March 2017 |archive-date=6 March 2017 |archive-url=https://web.archive.org/web/20170306040619/https://www.flightglobal.com/news/articles/airbus-prepares-for-a350-production-following-definition-321112/ |url-status=live}}</ref> The [[wingtip device]] curves upwards over the final {{cvt|4.4|m|ft}}.<ref name="Gunston p.257"/> The wings are produced in the new £400 million (US${{To USD|400|GBR|year=2011|round=yes}}M), {{cvt|46000|m2}} North Factory at [[Airbus Broughton]], employing 650 workers, in a specialist facility constructed with £29M of support from the [[Welsh Government]].<ref>{{cite news |url=https://www.bbc.co.uk/news/uk-wales-north-east-wales-15275906 |work=BBC News |title=Airbus opens A350 wing factory at Broughton, Flintshire |date=13 October 2011 |access-date=20 June 2018 |archive-date=15 December 2018 |archive-url=https://web.archive.org/web/20181215180352/https://www.bbc.co.uk/news/uk-wales-north-east-wales-15275906 |url-status=live}}</ref>

===Undercarriage===
Airbus adopted a new philosophy for the attachment of the A350's main [[Landing gear|undercarriage]] as part of the switch to a composite wing structure. Each main undercarriage leg is attached to the rear wing spar forward and to a gear beam aft, which itself is attached to the wing and the fuselage. To help reduce the loads further into the wing, a double side-stay configuration has been adopted. This solution resembles the design of the [[Vickers VC10]].<ref>{{cite web |url=http://www.flightglobal.com/news/articles/pictures-airbus-adopts-vickers-vc10-landing-gear-concept-for-a350-xwb-214238 |title=Airbus adopts VC-10 undercarriage concept for A350 XWB |work=Flightglobal |date=28 May 2007 |access-date=17 October 2018 |archive-date=12 December 2017 |archive-url=https://web.archive.org/web/20171212140806/https://www.flightglobal.com/news/articles/pictures-airbus-adopts-vickers-vc10-landing-gear-concept-for-a350-xwb-214238/ |url-status=live}}</ref>

Airbus devised a three-pronged main undercarriage design philosophy encompassing both four- and six-wheel [[Bogie#Bogie (aircraft)|bogies]] to stay within pavement loading limits. The A350-900 has four-wheel bogies in a {{cvt|4.1|m|ft}} long bay. The higher weight variant, the A350-1000 uses a six-wheel bogie, with a {{cvt|4.7|m|ft}} undercarriage bay.<ref name="landing">{{cite news |url=http://www.flightglobal.com/news/articles/extended-range-a350-900r-adopts-1000s-six-wheel-gear-212895 |title=Extended range A350-900R adopts −1000 six-wheel-gear |date=27 March 2007 |work=[[Flight International]] |access-date=17 October 2018 |archive-date=29 October 2013 |archive-url=https://web.archive.org/web/20131029222743/http://www.flightglobal.com/news/articles/extended-range-a350-900r-adopts-1000s-six-wheel-gear-212895/ |url-status=live}}</ref> French-based [[Messier-Dowty]] provides the main undercarriage for the -900 variant, with [[titanium]] forgings from [[Kobelco]],<ref>{{cite press release |url=https://www.kobelco.co.jp/english/releases/2014/1189413_13891.html |title=Kobe Steel to supply titanium forgings for main landing gears of Airbus A350 XWB planes |date=27 March 2014 |publisher=Kobe Steel, Ltd. |access-date=1 November 2021 |archive-date=1 November 2021 |archive-url=https://web.archive.org/web/20211101042510/https://www.kobelco.co.jp/english/releases/2014/1189413_13891.html |url-status=live}}</ref><ref>{{cite press release |url=https://www.kobelco.co.jp/english/releases/1195041_15581.html |title=Kobe Steel begins mass production of titanium forged parts for landing gears of Airbus A350 XWB planes |date=15 July 2016 |publisher=Kobe Steel, Ltd. |access-date=1 November 2021 |archive-date=4 April 2023 |archive-url=https://web.archive.org/web/20230404153615/https://www.kobelco.co.jp/english/releases/1195041_15581.html |url-status=live}}</ref> and [[UTC Aerospace Systems]] supplies the -1000 variant. The nose gear is supplied by [[Liebherr Aerospace]].<ref name="messier">{{cite web |last=Warwick |first=Graham |url=http://www.flightglobal.com/news/articles/messier-dowty-confirmed-as-a350-xwb-main-gear-supplier-220195 |title=Messier-Dowty Confirmed as A350 XWB Main Gear Supplier |work=Flightglobal |date=10 December 2007 |access-date=17 October 2018 |archive-date=2 December 2014 |archive-url=https://web.archive.org/web/20141202122901/http://www.flightglobal.com/news/articles/messier-dowty-confirmed-as-a350-xwb-main-gear-supplier-220195/ |url-status=live}}</ref>

<gallery mode="packed" heights="200">
File:Airbus A350-941 F-WWCF MSN002 main landing gear ILA Berlin 2016 06 (cropped).jpg|The A350-900 has a four-wheel main gear for a {{cvt|283|t|lb}} MTOW.
File:Airbus A350-1000 landing gear.jpg|The A350-1000 has a six-wheel main landing gear to support a {{cvt|322|t|lb}} MTOW.
</gallery>

===Systems===
<!--Auxiliary power unit and air management system-->
[[Honeywell]] supplies its {{Convert|1700|hp|kW|abbr=off|adj=on|order=flip}} HGT1700 [[auxiliary power unit]] with 10% greater [[power density]] than the [[TPE331]] from which it is developed, and the air management system: the bleed air, environmental control, cabin pressure control and supplemental cooling systems.<ref>{{cite web |url=https://www.flightglobal.com/news/articles/honeywell-wins-first-contract-to-supply-systems-for-216864/ |title=Honeywell wins first contract to supply systems for Airbus A350 XWB |author=Graham Warwick |work=Flightglobal |date=19 September 2007 |access-date=30 June 2017 |archive-date=15 February 2018 |archive-url=https://web.archive.org/web/20180215204111/https://www.flightglobal.com/news/articles/honeywell-wins-first-contract-to-supply-systems-for-216864/ |url-status=live}}</ref> Airbus says that the new design provides a better cabin atmosphere with 20% humidity, a typical [[cabin altitude]] at or below {{cvt|6000|ft|m}} and an airflow management system that adapts cabin airflow to passenger load with draught-free air circulation.<ref name=EADSdec2006>{{cite web |title=Taking the lead: A350XWB presentation |publisher=EADS |date=December 2006 |url=http://www.eads.com/xml/content/OF00000000400004/7/19/41508197.pdf |archive-url=https://web.archive.org/web/20090327094646/http://www.eads.com/xml/content/OF00000000400004/7/19/41508197.pdf |archive-date=27 March 2009}}</ref>

The [[ram air turbine]], with a nominal power of 50 [[kilovolt-ampere]]s,<ref>{{cite book |title=A350-900 systems briefing for pilots |publisher=Airbus |pages=24.8 |edition=V00D11029337}}</ref> is supplied by [[Hamilton Sundstrand]] and located in the lower surface of the fuselage.<ref>{{cite press release |url=http://www.revistaaerea.com/2008/09/16/hamilton-sundstrand-to-supply-ram-air-turbine-for-a350-xwb/ |title=Hamilton Sundstrand to supply Ram Air Turbine for A350 XWB |date=16 September 2008 |publisher=Hamilton Sundstrand |access-date=30 June 2017 |archive-date=16 October 2017 |archive-url=https://web.archive.org/web/20171016225742/http://www.revistaaerea.com/2008/09/16/hamilton-sundstrand-to-supply-ram-air-turbine-for-a350-xwb/ |url-status=live}}</ref> In light of the [[Boeing 787 Dreamliner battery problems|787 Dreamliner battery problems]], in February 2013 Airbus decided to revert from [[lithium-ion]] to the proven [[nickel-cadmium]] technology although the flight test programme will continue with the lithium-ion battery systems.<ref>{{cite web |url=http://www.airbus.com/newsroom/press-releases/en/2013/02/airbus-activates-plan-b-for-the-a350-xwb-batteries.html |title=Airbus activates "Plan B" for the A350 XWB batteries |date=15 February 2013 |publisher=[[Airbus]] |access-date=30 June 2017 |archive-date=22 June 2017 |archive-url=https://web.archive.org/web/20170622135628/http://www.airbus.com/newsroom/press-releases/en/2013/02/airbus-activates-plan-b-for-the-a350-xwb-batteries.html |url-status=live}}</ref> In late 2015, A350 XWB [[Manufacturer's serial number|msn.]] 24 was delivered with {{cvt|176|lb||abbr=|order=flip}} lighter [[Saft Groupe S.A.|Saft]] Li-ion batteries and in June 2017, fifty A350s were flying with them and benefiting from a two-year [[aircraft maintenance|maintenance]] schedule instead of NiCd's 4–6 months.<ref>{{cite news |url=http://aviationweek.com/commercial-aviation/lithium-ion-batteries-prove-value-a350 |title=Lithium-ion Batteries Prove Value on A350 |date=27 June 2017 |author=Thierry Dubois |work=Aviation Week & Space Technology |access-date=30 June 2017 |archive-date=1 July 2017 |archive-url=https://web.archive.org/web/20170701044527/http://aviationweek.com/commercial-aviation/lithium-ion-batteries-prove-value-a350 |url-status=live}}</ref>

[[Parker Hannifin]] supplies the complete fuel package: inerting system, fuel measurement and management systems, mechanical equipment and fuel pumps. The fuel tank inerting system features air-separation modules to generate nitrogen-enriched air to reduce the flammability of fuel vapour in the tanks. Parker also provides hydraulic power generation and distribution system: reservoirs, manifolds, accumulators, thermal control, isolation, software and new engine- and electric motor-driven pump designs. Parker estimates the contracts will generate more than US$2&nbsp;billion in revenues over the life of the programme.<ref>{{cite web |author=Graham Warwick |url=https://www.flightglobal.com/news/articles/parker-wins-2-billion-systems-contract-for-the-a350-220947/ |title=Parker wins $2 billion system contract for the A350 |work=Flightglobal |date=21 January 2008 |access-date=30 June 2017 |archive-date=15 February 2018 |archive-url=https://web.archive.org/web/20180215204203/https://www.flightglobal.com/news/articles/parker-wins-2-billion-systems-contract-for-the-a350-220947/ |url-status=live}}</ref>

===Cockpit and avionics===
[[File:Airbus A-350 XWB F-WWYB cockpit view.jpg|thumb|The cockpit of the Airbus A350]]

The revised design of the A350 XWB's [[glass cockpit]] dropped the A380-sized display and adopted {{cvt|38|cm|in}} [[liquid-crystal display]] screens. The new six-screen configuration includes two [[Electronic centralised aircraft monitor|central displays]] mounted one above the other (the lower one above the [[thrust lever]]s) and a single (for each pilot) primary flight/navigation display, with an adjacent on-board information system screen driven by laptops running EFB software which are connected while stowed behind each pilot.<ref>{{Cite web |last=Fehrm |first=Bjorn |date=2015-06-02 |title=Airbus A350 cockpit compared to A320/A330. |url=https://leehamnews.com/2015/06/01/airbus-a350-cockpit-compared-to-a320a330/ |access-date=2024-08-05 |website=Leeham News and Analysis |language=en-US}}</ref><ref>[http://www.flightglobal.com/articles/2007/09/25/217029/picture-airbus-reveals-all-new-a350-xwb-flightdeck-design.html "Airbus reveals all new A350 XWB flightdeck design"] {{webarchive |url=https://web.archive.org/web/20071013072121/http://www.flightglobal.com/articles/2007/09/25/217029/picture-airbus-reveals-all-new-a350-xwb-flightdeck-design.html |date=13 October 2007}}. ''[[Flight International]]'', September 2007</ref> Airbus says the cockpit design allows for future advances in navigation technology to be placed on the displays plus gives flexibility and capacity to [[sensor fusion|upload new software and to combine data from multiple sources and sensors]] for flight management and aircraft systems control.<ref name="A350_avionics">{{cite web |author=David Learmount |url=http://www.flightglobal.com/articles/2007/07/24/215493/a350-avionics-to-expand-on-a380-systems.html |title=A350 avionics to expand on A380 system |work=Flightglobal |date=24 July 2007 |archive-url=https://web.archive.org/web/20070818120213/http://www.flightglobal.com/articles/2007/07/24/215493/a350-avionics-to-expand-on-a380-systems.html |archive-date=18 August 2007}}</ref> An optional [[head-up display]] is also present in the cockpit.

[[Avionics]] are a further development of the [[integrated modular avionics]] (IMA) concept found on the A380. The A350's IMA will manage up to 40 functions (versus 23 functions for the A380) such as undercarriage, fuel, pneumatics, cabin environmental systems, and fire detection.<ref name="Gunston p.258">{{harvnb|Gunston|2009|p=258}}</ref><ref name="A350_avionics"/> Airbus stated that the benefits includes reduced maintenance and lower weight because as the IMA replaces multiple processors and LRUs with around 50% fewer standard computer modules known as line-replaceable modules. The IMA runs on a 100&nbsp;[[Mbit/s]] network based on the [[Avionics Full-Duplex Switched Ethernet]] standard, as employed in the A380, in place of the architecture used on the A330/A340.
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===Engines===
[[File:Rolls-Royce Trent XWB on Airbus A350-941 F-WWCF MSN002 ILA Berlin 2016 01.jpg|thumb|The {{Cvt|84000-97000|lbf|kN}} [[Rolls-Royce Trent XWB]] exclusively powers the A350.]]

In 2005, GE was the launch engine of the original A350, aiming for 2010 deliveries, while Rolls-Royce offered its Trent 1700.<!--ref name=AvWeek15nov2019/-->
For the updated A350 XWB, GE offered a {{cvt|87,000|lbf|kN}} [[GEnx]]-3A87 for the A350-800/900, but not a higher thrust version needed for the A350-1000,<!-- GE would not offer a 97,000lbf engine needed for the -1000--> which competes with the longer range 777 powered exclusively with the [[GE90]]-115B.<!--ref name=AvWeek15nov2019/-->
In December 2006, Rolls-Royce was selected for the A350 XWB launch engine.<ref name=AvWeek15nov2019/>

The [[Rolls-Royce Trent XWB]] features a {{cvt|118|in|cm|order=flip}} diameter fan and the design is based on the advanced developments of the Airbus A380 [[Trent 900]] and the Boeing 787 Trent 1000. It has four thrust levels to power the A350 variants: {{cvt|75000|lbf|kN|abbr=on}} and {{Cvt|79000|lbf|kN|abbr=on}} for the regional variants of the A350-900 while the baseline A350-900 has the standard {{Cvt|84000|lbf|kN|abbr=on}} and {{cvt|97000|lbf|kN|abbr=on}} for the A350-1000.<ref>{{Cite web |url=https://www.easa.europa.eu/sites/default/files/dfu/EASA%20E111%20TCDS%20issue%2010_Trent%20XWB.pdf |archive-url=https://web.archive.org/web/20190616092614/https://www.easa.europa.eu/sites/default/files/dfu/EASA%20E111%20TCDS%20issue%2010_Trent%20XWB.pdf |url-status=dead |archive-date=16 June 2019 |title=Rolls Royce Deutschland Trent XWB TCDS |website=EASA - European Aviation Safety Agency}}</ref> The higher-thrust version will have some modifications to the fan module—it will be the same diameter but will run slightly faster and have a new fan blade design—and run at increased temperatures allowed by new materials technologies from Rolls-Royce's research.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/r-r-prepares-to-ground-test-trent-xwb-ahead-of-a380-trials-next-341141/ |author=Max Kingsley-Jones |title=R-R prepares to ground-test Trent XWB ahead of A380 trials next year |work=Flight International |date=29 April 2010 |access-date=5 March 2017 |archive-date=29 August 2017 |archive-url=https://web.archive.org/web/20170829165421/https://www.flightglobal.com/news/articles/r-r-prepares-to-ground-test-trent-xwb-ahead-of-a380-trials-next-341141/ |url-status=live}}</ref>

The Trent XWB may also benefit from the next-generation reduced acoustic mode scattering engine duct system (RAMSES), an [[acoustic quieting]] engine [[nacelle]] intake, and a carry-on design of the Airbus's "zero splice" intake liner developed for the A380.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/airbus-a350-xwb-set-to-be-quietest-generation-of-air-211641/ |title=Airbus A350 XWB set to be quietest generation of airliner as manufacturer improves zero splice |date=23 January 2007 |work=Flight International |access-date=5 March 2017 |archive-date=6 March 2017 |archive-url=https://web.archive.org/web/20170306134557/https://www.flightglobal.com/news/articles/airbus-a350-xwb-set-to-be-quietest-generation-of-air-211641/ |url-status=live}}</ref> A "[[hot and high]]" rating option for Middle Eastern customers Qatar Airways, Emirates, and [[Etihad Airways]] keep its thrust available at higher temperatures and altitudes.

Airbus aimed to certify the A350 with 350-minute ETOPS capability on entry into service;<ref>{{cite news |url=https://www.flightglobal.com/news/articles/airbus-studying-350min-etops-for-a350-at-service-entry-220589/ |author=David Kaminski-Morrow |title=Airbus studying 350min ETOPS for A350 at service entry |work=Flightglobal |date=8 January 2008 |access-date=5 March 2017 |archive-date=6 March 2017 |archive-url=https://web.archive.org/web/20170306135542/https://www.flightglobal.com/news/articles/airbus-studying-350min-etops-for-a350-at-service-entry-220589/ |url-status=live}}</ref> although Airbus achieved a 370-minute ETOPS rating on 15 October 2014, which covers 99.7% of the Earth's surface.<ref>{{Cite web |url=https://www.airbus.com/newsroom/press-releases/en/2014/10/easa-certifies-a350-xwb-for-up-to-370-minute-etops.html |title=EASA certifies A350 XWB for up to 370 minute ETOPS |access-date=15 October 2018 |archive-date=16 October 2018 |archive-url=https://web.archive.org/web/20181016032613/https://www.airbus.com/newsroom/press-releases/en/2014/10/easa-certifies-a350-xwb-for-up-to-370-minute-etops.html |url-status=live}}</ref> There are plans to extend this to 420 minutes in the future.<ref>{{cite news |url=https://www.wsj.com/articles/no-headline-available-1389801542 |title=Airbus Seeks Approval for A350s to Fly Farther From Nearest Emergency Strip |newspaper=The Wall Street Journal |date=15 January 2014 |access-date=15 October 2018 |archive-date=15 October 2018 |archive-url=https://web.archive.org/web/20181015231622/https://www.wsj.com/articles/no-headline-available-1389801542 |url-status=live}}<!-- {{paywall}} Not now, for me.--></ref> Engine [[Thrust reversal|thrust-reversers]] and [[nacelle]]s are supplied by US-based [[Collins Aerospace]] (formerly [[UTC Aerospace Systems]]).<ref>{{Cite web |url=https://www.compositesworld.com/news/utc-aerospace-opens-facility-for-a350-xwb-thrust-reverser-assembly |title=UTC Aerospace opens facility for A350 XWB thrust reverser assembly |website=compositesworld.com |language=en |access-date=16 May 2019 |archive-date=23 September 2017 |archive-url=https://web.archive.org/web/20170923205919/http://www.compositesworld.com/news/utc-aerospace-opens-facility-for-a350-xwb-thrust-reverser-assembly |url-status=dead}}</ref><ref>{{Cite web |url=https://www.airbus.com/newsroom/news/en/2012/10/the-a350-xwb-s-engine-shows-early-maturity-during-hot-testing.html |title=The A350 XWB's engine shows early maturity during "hot" testing |website=Airbus |language=en |access-date=16 May 2019 |archive-date=27 May 2021 |archive-url=https://web.archive.org/web/20210527101928/https://www.airbus.com/newsroom/news/en/2012/10/the-a350-xwb-s-engine-shows-early-maturity-during-hot-testing.html |url-status=live}}</ref>

==Operational history==
[[File:EC-MXV Airbus A350-900 Iberia LHR 30.3.21.jpg|thumb|[[Iberia (airline)|Iberia]] received the 500th A350 on 30 September 2022, registered as EC-NXD]]<!--500th is EC-NXD, not available in commons-->

One year after introduction, the A350 fleet had accumulated 3,000 flight cycles and around 16,000 block hours. Average daily usage by first customers was 11.4 hours with flights averaging 5.2 hours, which are under the aircraft's capabilities and reflect both short flights within the schedules of Qatar Airways and [[Vietnam Airlines]], as well as flight-crew proficiency training that is typical of early use and is accomplished on short-haul flights. [[Finnair]] was operating the A350 at very high rates: 15 flight hours per day for [[Beijing]], 18 hours for [[Shanghai]], and more than 20 hours for [[Bangkok]].<ref name=AW160119/> This may have accelerated the retirement of the [[Airbus A340]].<ref name=AW160119/>

In service, problems occurred in three areas. The onboard [[maintenance, repair, and operations|maintenance, repair, overhaul]] network needed software improvements. Airbus issued [[Technical Service Bulletin|service bulletin]]s regarding onboard equipment and removed galley inserts (coffee makers, toaster ovens) because of leaks. Airbus had to address spurious overheating warnings in the bleed air system by retrofitting an original connector with a gold-plated connector. Airbus targeted a 98.5% dependability by the end of 2016 and to match the mature A330 reliability by early 2019.<ref name=AW160119>{{cite news |url=http://aviationweek.com/caring-engines-today-and-future/airbus-operators-improving-a350-dispatch-reliability-two-years-servi |title=Airbus, Operators Improving A350 Dispatch Reliability Two Years into Service |author=Jens Flottau |work=Aviation Week & Space Technology |date=19 January 2016 |access-date=11 July 2016 |archive-date=19 August 2016 |archive-url=https://web.archive.org/web/20160819085435/http://aviationweek.com/caring-engines-today-and-future/airbus-operators-improving-a350-dispatch-reliability-two-years-servi |url-status=live}}</ref>

By the end of May 2016, the A350 fleet had flown 55,200 hours over 9,400 cycles at a 97.8% operational reliability on three months. The longest operated sector was Qatar Airways' [[Adelaide]]–[[Doha]] at 13.8 hours for {{cvt|6120|nmi|0}}. 45% of flights were under {{cvt|3000|nmi|0}}, 16% over {{cvt|5000|nmi|0}}, and 39% in between. The average flight was 6.8 hours, with the longest average being 9.6 hours by [[TAM Airlines]] and the shortest being 2.1 hours by [[Cathay Pacific]]'s. It is able to [[Aircraft seat configuration|seat]] from 253 seats for Singapore Airlines to 348 seats for TAM Airlines, with a 30 to 46 seat business class and a 211 to 318 seat economy class, often including a premium economy.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/analysis-early-a350-deployment-reflects-mature-ope-426942/ |title=Early A350 deployment reflects mature operation |work=Flight Global |date=11 July 2016 |access-date=12 July 2016 |archive-date=12 July 2016 |archive-url=https://web.archive.org/web/20160712140029/https://www.flightglobal.com/news/articles/analysis-early-a350-deployment-reflects-mature-ope-426942/ |url-status=live}}</ref> A total of 49 A350s were delivered to customers in 2016. It was also planned that the monthly rate would grow to 10 by the end of 2018, which was eventually achieved in 2019 when Airbus delivered 112 aircraft over a period of 11 months.<ref name=Flight14June2017/><ref name=AirbusO&D />

In January 2017, two years after introduction, 62 aircraft were in service with 10 airlines. They had accumulated 25,000 flights over 154,000 hours with an average daily utilisation of 12.5 hours, and transported six million passengers with a 98.7% operational reliability.<ref>{{cite press release |url=http://www.airbus.com/newsevents/news-events-single/detail/a350-xwb-six-million-passengers-flown-and-counting/ |title=A350 XWB: six million passengers flown… and counting |publisher=Airbus |date=17 January 2017 |url-status=dead |archive-url=https://web.archive.org/web/20170118053309/http://www.airbus.com/newsevents/news-events-single/detail/a350-xwb-six-million-passengers-flown-and-counting/ |archive-date=18 January 2017}}</ref> [[Zodiac Aerospace]] encountered production difficulties with business class seats in their Texas and California factories. After a year, Cathay Pacific experienced cosmetic quality issues and upgraded or replaced the seats for the earliest cabins.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/cathay-to-replace-or-upgrade-poor-quality-a350-busin-436146/ |title=Cathay to replace or upgrade poor quality A350 business seats |date=12 April 2017 |author=Mavis Toh |work=Flight Global |access-date=12 April 2017 |archive-date=13 April 2017 |archive-url=https://web.archive.org/web/20170413071227/https://www.flightglobal.com/news/articles/cathay-to-replace-or-upgrade-poor-quality-a350-busin-436146/ |url-status=live}}</ref>
In 2017, average [[test flight]]s before delivery decreased to 4.1 from 12 in 2014, with an average delay down to 25 days from 68.<ref>{{cite news |url=https://airinsight.com/2017/06/06/airbus-continues-make-a350-progress/ |title=Airbus continues to make A350 progress |date=6 June 2017 |author=Addison Schonland |work=AirInsight}}</ref> Its reliability was 97.2% in 2015, 98.3% in 2016, and 98.8% in June 2017, just behind its 99% target for 2017.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/a350-reliability-ahead-of-target-bregier-438095/ |author=David Kaminski Morrow |title=A350 reliability ahead of target: Bregier |date=9 June 2017 |work=Flightglobal |access-date=9 June 2017 |archive-date=9 June 2017 |archive-url=https://web.archive.org/web/20170609124049/https://www.flightglobal.com/news/articles/a350-reliability-ahead-of-target-bregier-438095/ |url-status=live}}</ref>

In June 2017 after 30 months in commercial operation, 80 A350s were in service with 12 operators, the largest being Qatar Airways with 17 and 13 each at Cathay Pacific and Singapore Airlines (SIA).<ref name=Flight14June2017/> The fleet average block time (time between [[pushback (aviation)|pushback]] and destination gate arrival) was 7.2 hours with 53% below {{cvt|3000|nmi|0}}, 16% over {{cvt|5000|nmi|0}}, and 31% in between. [[LATAM Airlines]] had the longest average sector at 10.7 hours, and [[Asiana Airlines|Asiana]] had the shortest at 3.8 hours.<ref name=Flight14June2017/> Singapore Airlines operated the longest leg, Singapore to San Francisco {{cvt|7340|nmi|0}}, and the shortest leg, Singapore to Kuala Lumpur {{cvt|160|nmi|0}}.<ref name=Flight14June2017/> Seating varied from 253 for Singapore Airlines to 389 for [[Air Caraïbes]], with most between 280 and 320.<ref name=Flight14June2017>{{cite news |work=Flightglobal |url=https://www.flightglobal.com/news/articles/analysis-a350-900-deployment-highlights-broad-netwo-437274/ |author=Max Kingsley-Jones |title=A350-900 deployment highlights broad network coverage |date=14 June 2017 |access-date=18 June 2017 |archive-date=14 June 2017 |archive-url=https://web.archive.org/web/20170614182911/https://www.flightglobal.com/news/articles/analysis-a350-900-deployment-highlights-broad-netwo-437274/ |url-status=live}}</ref>

As of February 2018, 142 A350-900s had been delivered, and were in operation with a dispatch reliability of 99.3%.<ref name="AvWeek5feb2018">{{cite news |url=http://aviationweek.com/singapore-airshow-2018/airbus-debuts-a350-1000-singapore-airshow |title=Airbus Debuts A350-1000 at Singapore Airshow |date=5 February 2018 |author=Guy Norris |work=Aviation Week Network |archive-date=5 February 2018 |archive-url=https://web.archive.org/web/20180205112552/http://aviationweek.com/singapore-airshow-2018/airbus-debuts-a350-1000-singapore-airshow |url-status=live |access-date=5 February 2018}}</ref> As of November 2019, 33 operators had received 331 aircraft from 959 orders, and 2.6 million hours have been flown.<ref name="MP" />

[[File:Virgin Atlantic airbus a350-1000 G-VJAM.jpg|thumb|[[Virgin Atlantic]] Airbus A350-1000 G-VJAM arriving at the [[Hartsfield–Jackson Atlanta International Airport]]]]
On 30 September 2022, the 500th A350, an A350-900, was delivered to [[Iberia (airline)|Iberia]].<ref name="A350_500th">{{cite press release |title=Airbus delivers its 500th A350 |url=https://www.airbus.com/en/newsroom/stories/2022-09-airbus-delivers-its-500th-a350 |date=30 September 2022 |publisher=Airbus |location=Toulouse |access-date=4 October 2022 |archive-date=5 October 2022 |archive-url=https://web.archive.org/web/20221005110541/https://www.airbus.com/en/newsroom/stories/2022-09-airbus-delivers-its-500th-a350 |url-status=live}}</ref>

{{as of|2024|9}}, the global A350 fleet of 620 aircraft had completed more than 1,589,000 flights on more than 1,240 routes, and had carried more than 400 million passengers since its entry into service; the fleet had 99.3% operational reliability in the last 3 months.<ref name="A350_2023file">{{cite report |url=https://www.airbus.com/sites/g/files/jlcbta136/files/2024-10/Airbus-A350-Family-Facts-and-Figures-October-2024.pdf |title=350 FAMILY: SHAPING THE FUTURE OF AIR TRAVEL |date=30 September 2024 |publisher=Airbus |location=}}</ref>

=== Qatar Airways paint dispute ===
In August 2021, as several A350s were sent in to be repainted in a scheme advertising the [[2022 FIFA World Cup]] (played in Qatar), [[Qatar Airways]] discovered that their paint was unusually degraded. The airline grounded its A350s until the root cause could be determined, and would not accept new aircraft deliveries until the problem could be solved.<ref name="Reuters1">{{cite news |url=https://www.reuters.com/business/aerospace-defense/qatar-airways-says-regulator-grounds-13-its-airbus-a350s-over-surface-issue-2021-08-05/ |title=Qatar Airways says regulator grounds 13 of its Airbus A350s over surface issue |date=5 August 2021 |work=Reuters |access-date=18 August 2021 |archive-date=18 August 2021 |archive-url=https://web.archive.org/web/20210818195008/https://www.reuters.com/business/aerospace-defense/qatar-airways-says-regulator-grounds-13-its-airbus-a350s-over-surface-issue-2021-08-05/ |url-status=live}}</ref> The European civil aviation regulator, EASA, found that paint degradation did not affect the aircraft structure or introduce "other risks".<ref name="AeroTime1">{{cite news |work=AeroTime |url=https://www.aerotime.aero/28562-easa-opposes-QCAA-opinion-over-grounded-Qatar-A350s%20 |author=Gabriele Petrauskaite |title=EASA opposes Qatar CAA's opinion over grounded Qatar Airways A350s |date=10 August 2021 |access-date=24 August 2021 |archive-date=24 August 2021 |archive-url=https://web.archive.org/web/20210824031154/https://www.aerotime.aero/28562-easa-opposes-QCAA-opinion-over-grounded-Qatar-A350s%20 |url-status=live}}</ref> The Qatari civil aviation regulator was the only one that agreed with the airline that it was an airworthiness issue.<ref name=Flight16feb2023/>

In November 2021, [[Reuters]] found that [[Finnair]], [[Cathay Pacific]], [[Etihad]], [[Lufthansa]] and [[Air France]] had also complained of paint damage as early as 2016.<ref>{{cite news |title=Costly Airbus paint flaw goes wider than the Gulf |work=[[Reuters]] |first1=Tim |last1=Hepher |first2=Alexander |last2=Cornwell |url=https://www.reuters.com/business/aerospace-defense/costly-airbus-paint-flaw-goes-wider-than-gulf-2021-11-29/ |date=29 November 2021 |access-date=14 December 2021 |archive-date=14 December 2021 |archive-url=https://web.archive.org/web/20211214152939/https://www.reuters.com/business/aerospace-defense/costly-airbus-paint-flaw-goes-wider-than-gulf-2021-11-29/ |url-status=live}}</ref> Singapore Airlines had not detected such problems with its fleet.<ref>{{cite news |work=[[The Star (Malaysia)|The Star]] |url=https://www.thestar.com.my/aseanplus/aseanplus-news/2021/08/11/sia-no-problems-detected-with-a350-planes-reported-by-qatar-will-not-ground-fleet |title=SIA: No problems detected with A350 planes reported by Qatar; will not ground fleet |date=11 August 2021 |access-date=24 August 2021 |archive-date=26 March 2023 |archive-url=https://web.archive.org/web/20230326032038/https://www.thestar.com.my/aseanplus/aseanplus-news/2021/08/11/sia-no-problems-detected-with-a350-planes-reported-by-qatar-will-not-ground-fleet |url-status=live}}</ref>

On 20 December 2021, Airbus received a formal legal claim in the English courts filed by Qatar Airways.<ref>{{cite press release |title=Airbus confirms to have received a formal legal claim by Qatar Airways, analysing its contents |url=https://www.airbus.com/en/newsroom/press-releases/2021-12-airbus-confirms-to-have-received-a-formal-legal-claim-by-qatar |date=20 December 2021 |publisher=Airbus |access-date=25 December 2021 |archive-date=25 December 2021 |archive-url=https://web.archive.org/web/20211225135028/https://www.airbus.com/en/newsroom/press-releases/2021-12-airbus-confirms-to-have-received-a-formal-legal-claim-by-qatar |url-status=live}}</ref> Qatar Airways alleged that the surface flaws cause the risk of fuel tank ignition due to the degradation in lightning protection over the fuel tanks in the wings.<ref name="Bloomberg1">{{cite news |title=Qatar Airways Says A350 Flaws Cause Risk of Fuel Tank Fire |agency=[[Bloomberg News]] |last1=Ryan |first1=Charlotte |last2=Gemmell |first2=Katharine |date=30 March 2022 |url=https://www.bloomberg.com/news/articles/2022-03-30/qatar-airways-says-a350-flaws-cause-risk-of-fuel-tanks-igniting |access-date=30 March 2022 |archive-date=30 March 2022 |archive-url=https://web.archive.org/web/20220330095615/https://www.bloomberg.com/news/articles/2022-03-30/qatar-airways-says-a350-flaws-cause-risk-of-fuel-tanks-igniting |url-status=live}}</ref> Qatar Airways claimed it was owed {{US$|200000}} per day in compensation for each grounded aircraft.<ref name=Flight16feb2023/> Meanwhile, according to a Flight International editorial, Airbus's decision to cancel Qatar's outstanding orders indicated that it was certain of its case.<ref name=Flight16feb2023/> The court hearing was originally scheduled for summer 2023.<ref name="Reuters2">{{Cite news |last=Hepher |first=Tim |date=26 May 2022 |title=Qatar Airways and Airbus set for court clash over A350 paint dispute |work=[[Reuters]] |url=https://www.reuters.com/business/aerospace-defense/qatar-wins-speedy-trial-loses-procedural-claims-airbus-clash-2022-05-26/ |access-date=31 May 2022 |archive-date=31 May 2022 |archive-url=https://web.archive.org/web/20220531035427/https://www.reuters.com/business/aerospace-defense/qatar-wins-speedy-trial-loses-procedural-claims-airbus-clash-2022-05-26/ |url-status=live}}</ref>

Both Airbus and Qatar Airways agreed to settle the dispute on 1 February 2023.<ref name="WallStreetJournal1">{{Cite web |last=Katz |first=Benjamin |title=Airbus Revives Order From Qatar Airways Following Paint-Dispute Settlement |url=https://www.wsj.com/articles/airbus-revives-order-from-qatar-airways-following-paint-dispute-settlement-11675272907 |date=1 February 2023 |website=WSJ |access-date=2 February 2023 |archive-date=1 February 2023 |archive-url=https://web.archive.org/web/20230201200421/https://www.wsj.com/articles/airbus-revives-order-from-qatar-airways-following-paint-dispute-settlement-11675272907 |url-status=live}}</ref> While the settlement was confidential, Flight International believed that Airbus achieved a more favourable outcome, opining that there was no major impact to Airbus's finances, the A350's reputation remained intact and Qatar's A321neos would nevertheless be delivered.<ref name=Flight16feb2023>{{citation |url=https://www.flightglobal.com/flight-international-opinion/who-won-out-as-airbus-qatar-aiways-avoid-a350-courtroom-drama/152066.article |title=Who won out, as Airbus, Qatar Aiways avoid A350 courtroom drama? |date=16 February 2023 |work=Flight International |access-date=16 February 2023 |archive-url=https://web.archive.org/web/20230220201751/https://www.flightglobal.com/flight-international-opinion/who-won-out-as-airbus-qatar-airways-avoid-a350-courtroom-drama/152066.article |archive-date=20 February 2023 |url-status=dead}}</ref>

==Variants==
[[File:A350 variant sizes.svg|thumb|Comparative lengths of the three variants, with the now-cancelled -800]]

The three main variants of the A350 were launched in 2006, with entry into service planned for 2013.<ref name="eads_pr_20061201"/> At the 2011 Paris Air Show, Airbus postponed the entry into service of the A350-1000 by two years to mid-2017.<ref name="PARIS_A350-1000_delayed">{{cite web |url=https://www.flightglobal.com/news/articles/paris-a350-1000-delayed-to-2017-as-rolls-raises-xwb-358219/ |title=PARIS: A350-1000 delayed to 2017 as Rolls raises XWB thrust |date=19 June 2011 |publisher=[[Flightglobal]] |access-date=10 February 2016 |archive-date=10 February 2016 |archive-url=https://web.archive.org/web/20160210180600/https://www.flightglobal.com/news/articles/paris-a350-1000-delayed-to-2017-as-rolls-raises-xwb-358219/ |url-status=live}}</ref> In July 2012, the A350's entry into service was delayed to the second half of 2014,<ref name="BBC_-1000_2012_delay"/> before the -900 began service on 15 January 2015.<ref name=15_Jan_2015_EIS/> In October 2012, the -800 was due to enter service in mid-2016,<ref name=FG23Oct2012>{{cite web |url=http://www.flightglobal.com/news/articles/airbus-advances-towards-first-flight-of-a350-twinjet-377959/ |title=Airbus advances towards first flight of A350 twinjet |date=23 October 2012 |work=[[Flight International]] |access-date=7 December 2012 |archive-date=6 October 2014 |archive-url=https://web.archive.org/web/20141006093839/http://www.flightglobal.com/news/articles/airbus-advances-towards-first-flight-of-a350-twinjet-377959/ |url-status=live}}</ref> but its development was cancelled in September 2014 in favour of the reengined [[Airbus A330neo]].<ref name=FG140917/> The A350 is also offered as the ACJ350 corporate jet by [[Airbus Corporate Jets]] (ACJ), offering a {{cvt|10800|nmi|order=flip}} range for 25 passengers for the -900 derivative.<ref name="ACJ350">{{cite web |url=http://www.airbus.com/aircraftfamilies/corporate/acj-family/acj350/ |title=ACJ350 Technical data |publisher=[[Airbus]] |url-status=dead |archive-url=https://web.archive.org/web/20170119080038/http://www.airbus.com/aircraftfamilies/corporate/acj-family/acj350/ |archive-date=19 January 2017}}</ref>

===A350-900===
[[File:F-WWCF A350 LBG SIAE 2015 (18953559366).jpg|thumb|The 67 m (219 ft) long baseline model A350-900 in Airbus livery]]

The A350-900 ([[List of ICAO aircraft type designators|ICAO code]]: A359) is the first A350 model; it has a [[MTOW]] of {{convert|283|tonnes|lb}} when powered by the Trent XWB-84 or {{convert|255|tonnes|lb}} when powered by the Trent XWB-75,<ref name=leeham /> typically seats 325 passengers, and has a range of {{cvt|8500|nmi}}.<ref name="A350-900_specs">{{cite web |url=http://www.airbus.com/aircraft/passenger-aircraft/a350xwb-family/a350-900.html#details |title=A350-900 specs |publisher=[[Airbus]] |access-date=25 June 2018 |archive-date=25 June 2018 |archive-url=https://web.archive.org/web/20180625161101/http://www.airbus.com/aircraft/passenger-aircraft/a350xwb-family/a350-900.html#details |url-status=live}}</ref> Airbus says that per seat, the Boeing 777-200ER should have a 16% heavier [[manufacturer's empty weight]], a 30% higher block fuel consumption, and 25% higher cash operating costs than the A350-900.<ref>{{cite web |url=http://leeham.net/filelib/Leahy_Final.pdf |author=John Leahy |title=Commercial Update |date=19 June 2007 |publisher=Airbus |url-status=bot: unknown |archive-url=https://web.archive.org/web/20080528042628/http://leeham.net/filelib/Leahy_Final.pdf |archive-date=28 May 2008}}</ref> The −900 is designed to compete with the [[Boeing 777-200LR]] and [[787-10]],<ref name=ser>{{cite web |url=http://www.forecastinternational.com/samples/F611_CompleteSample.pdf |title=The Market for Large Commercial Jet Transports 2011–2020 |publisher=Forecast International |date=July 2011 |url-status=dead |archive-url=https://web.archive.org/web/20110929135933/http://www.forecastinternational.com/samples/F611_CompleteSample.pdf |archive-date=29 September 2011 |access-date=26 July 2009}}</ref> while replacing the [[Airbus A340-500]] and Boeing 777-200ER.<ref name="Gunston p.253"/>

A proposed A350−900R extended-range variant was to feature the higher engine thrust, strengthened structure, and landing gear of the {{convert|308|tonne|lb}} MTOW -1000 to give a further {{cvt|800|nmi}} range.<ref>{{cite web |url=https://www.flightglobal.com/news/articles/extended-range-a350-900r-adopts-1000s-six-wheel-ge-212895/ |title=Extended range A350-900R adopts −1000 six-wheel-gear |publisher=[[Flight International]] |date=27 March 2007 |access-date=21 October 2015 |archive-date=20 November 2015 |archive-url=https://web.archive.org/web/20151120181959/https://www.flightglobal.com/news/articles/extended-range-a350-900r-adopts-1000s-six-wheel-ge-212895/ |url-status=live}}</ref>

[[Philippine Airlines]] (PAL) will replace its A340-300 with an A350-900HGW ("high-gross weight") variant available from 2017.<ref>{{cite web |url=http://www.airbus.com/newsevents/news-events-single/detail/philippine-airlines-finalises-order-for-the-a350-xwb/ |title=Philippine Airlines finalises order for the A350 XWB |work=airbus |language=en-US |access-date=5 May 2016 |archive-date=4 May 2016 |archive-url=https://web.archive.org/web/20160504192137/http://www.airbus.com/newsevents/news-events-single/detail/philippine-airlines-finalises-order-for-the-a350-xwb/ |url-status=live}}</ref> It will enable non-stop Manila-New York City flights without payload limitations in either direction,<ref>{{cite web |title=Philippine Airlines' international expansion continues with 5 new destinations, A350-900 HGW order |publisher=CAPA Centre for Aviation |date=20 November 2015 |url=http://centreforaviation.com/analysis/philippine-airlines-international-expansion-continues-with-5-new-destinations-a350-900-hgw-order-254207 |access-date=20 November 2015 |archive-date=8 January 2016 |archive-url=https://web.archive.org/web/20160108235458/http://centreforaviation.com/analysis/philippine-airlines-international-expansion-continues-with-5-new-destinations-a350-900-hgw-order-254207 |url-status=live}}</ref> a {{cvt|7404|nmi}} flight.<ref>{{cite web |url=http://www.gcmap.com/mapui?P=MNL-JFK |publisher=Great Circle Mapper |title=MNL-JFK |access-date=24 November 2015 |archive-date=25 November 2015 |archive-url=https://web.archive.org/web/20151125052938/http://www.gcmap.com/mapui?P=MNL-JFK |url-status=live}}</ref> The PAL version will have a {{convert|278|tonne|lb}} MTOW, and from 2020, the -900 will be proposed with the ULR's {{convert|280|tonne|lb}} MTOW, up from the {{convert|268|tonnes|lb}} for the original weight variant and the certified {{convert|260|,|272|, and|275|tonne|lb}} variants, with the large fuel capacity. This will enable an {{cvt|8100|nmi}} range with 325 seats in a three-class layout.<ref>{{cite web |url=https://leehamnews.com/2016/03/30/airbus-increases-a350-900-range-8100nm/ |title=Airbus increases A350-900 range to 8,100nm |date=30 March 2016 |publisher=Leeham News |access-date=30 March 2016 |archive-date=30 March 2016 |archive-url=https://web.archive.org/web/20160330195812/https://leehamnews.com/2016/03/30/airbus-increases-a350-900-range-8100nm/ |url-status=live}}</ref>

In early November 2017, Emirates committed to purchase 40 Boeing 787-10 aircraft before Airbus presented an updated A350-900 layout with the rear pressure bulkhead pushed back by {{cvt|2.5|ft|cm}}.<ref name=AvWeek14nov2017>{{cite news |url=http://aviationweek.com/commercial-aviation/emirates-dismisses-a380plus-concept-negotiations-continue |title=Emirates Dismisses A380plus Concept As Negotiations Continue |date=14 November 2017 |author=Jens Flottau |work=Aviation Week |access-date=14 November 2017 |archive-date=10 October 2018 |archive-url=https://web.archive.org/web/20181010094802/http://aviationweek.com/commercial-aviation/emirates-dismisses-a380plus-concept-negotiations-continue |url-status=live}}</ref> After Emirates' [[Tim Clark (airline executive)|Tim Clark]] was shown a ten-across economy cabin and galley changes, he said the -900 is "more marketable" as a result.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/dubai-emirates-faith-in-787-10-closes-window-to-a3-443270/ |title=Emirates' faith in 787-10 closes window to A350 |date=14 November 2017 |author=David Kaminski Morrow |work=Flightglobal |access-date=14 November 2017 |archive-date=14 November 2017 |archive-url=https://web.archive.org/web/20171114142025/https://www.flightglobal.com/news/articles/dubai-emirates-faith-in-787-10-closes-window-to-a3-443270/ |url-status=live}}</ref>

[[File:Airbus A350-941 ‘VN-A886’ Vietnam Airlines.jpg|thumb|A [[Vietnam Airlines]] A350-900 operating at Narita. It was the second operator of the Airbus A350 series.]]
The average lease rates of the first A350-900s produced in 2014 were $1.1 million per month, not including maintenance reserves amounting to $18 million after 10–12 years, and falling to $940,000 per month in 2018 while a new A350-900 is leased for $1.2 million per month and its interior can cost $12 million, 10% of the aircraft.<ref>{{cite news |url=http://www.aircraftvaluenews.com/a350-900-lease-rentals-hold-steady/ |title=A350-900 Lease Rentals Hold Steady |author=Aircraft Value News |date=14 May 2018 |access-date=14 May 2018 |archive-date=14 May 2018 |archive-url=https://web.archive.org/web/20180514141953/http://www.aircraftvaluenews.com/a350-900-lease-rentals-hold-steady/ |url-status=live}}</ref>
By 2018, a 2014 build was valued $108M falling to $74.5M by 2022 while a new build was valued for $148M, a 6+12 year check cost $3M and an engine overhaul $4–6.5M.<ref>{{cite news |url=http://www.aircraftvaluenews.com/values-strong-as-engines-continue-to-turn/ |title=Values Strong As Engines Continue to Turn |author=Aircraft Value News |date=10 December 2018 |access-date=10 December 2018 |archive-date=10 December 2018 |archive-url=https://web.archive.org/web/20181210154723/http://www.aircraftvaluenews.com/values-strong-as-engines-continue-to-turn/ |url-status=live}}</ref>

{| class="wikitable sortable"
|+A350-900 weight variants<ref>{{Cite web |title=A350 weight variants |url=https://aircraft.airbus.com/sites/g/files/jlcbta126/files/2024-06/a350_family_weight_variants.pdf}}</ref>
!WV
!MTOW
!MLW
!MZFW
|-
|'''WV000'''
|{{Convert|268|t|lb}}
|{{Convert|205|t|lb|0}}
|{{Convert|192|t|lb}}
|-
|'''WV001'''
|{{Convert|275|t|lb}}
|{{Convert|207|t|lb|0}}
|{{Convert|195.7|t|lb}}
|-
|'''WV002'''
|{{Convert|272|t|lb}}
|{{Convert|207|t|lb|0}}
|{{Convert|194|t|lb}}
|-
|'''WV003'''
|{{Convert|268|t|lb}}
|{{Convert|207|t|lb|0}}
|{{Convert|195.7|t|lb}}
|-
|'''WV004'''
|{{Convert|260|t|lb}}
|{{Convert|207|t|lb|0}}
|{{Convert|195.7|t|lb}}
|-
|'''WV005'''
|{{Convert|250|t|lb}}
|{{Convert|205|t|lb|0}}
|{{Convert|192|t|lb}}
|-
|'''WV006'''
|{{Convert|272|t|lb}}
|{{Convert|207|t|lb|0}}
|{{Convert|195.7|t|lb}}
|-
|'''WV007'''
|{{Convert|268|t|lb}}
|{{Convert|207|t|lb|0}}
|{{Convert|194|t|lb}}
|-
|'''WV008'''
|{{Convert|240|t|lb}}
|{{Convert|207|t|lb|0}}
|{{Convert|195.7|t|lb}}
|-
|'''WV009'''
|{{Convert|275|t|lb}}
|{{Convert|207|t|lb|0}}
|{{Convert|197.2|t|lb}}
|-
|'''WV010'''
|{{Convert|280|t|lb}}
|{{Convert|207|t|lb|0}}
|{{Convert|195.7|t|lb}}
|-
|'''WV011'''
|{{Convert|255|t|lb}}
|{{Convert|207|t|lb|0}}
|{{Convert|195.7|t|lb}}
|-
|'''WV012'''
|{{Convert|250|t|lb}}
|{{Convert|207|t|lb|0}}
|{{Convert|194|t|lb}}
|-
|'''WV013''' (A350-900ULR)
|{{Convert|280|t|lb}}
|{{Convert|207|t|lb|0}}
|{{Convert|192|t|lb}}
|-
|'''WV014'''
|{{Convert|235|t|lb}}
|{{Convert|207|t|lb|0}}
|{{Convert|195.7|t|lb}}
|-
|'''WV015'''
|{{Convert|277|t|lb}}
|{{Convert|205|t|lb|0}}
|{{Convert|192|t|lb}}
|-
|'''WV016'''
|{{Convert|278|t|lb}}
|{{Convert|207|t|lb|0}}
|{{Convert|195.7|t|lb}}
|-
|'''WV017'''
|{{Convert|210|t|lb}}
|{{Convert|205|t|lb|0}}
|{{Convert|195.7|t|lb}}
|-
|'''WV018'''
|{{Convert|217|t|lb}}
|{{Convert|207|t|lb|0}}
|{{Convert|195.7|t|lb}}
|-
|'''WV019'''
|{{Convert|235|t|lb}}
|{{Convert|205|t|lb|0}}
|{{Convert|192|t|lb}}
|-
|'''WV020'''
|{{Convert|283|t|lb}}
|{{Convert|207|t|lb|0}}
|{{Convert|195.7|t|lb}}
|-
|'''WV023'''
|{{Convert|280|t|lb}}
|{{Convert|205|t|lb|0}}
|{{Convert|192|t|lb}}
|}

====A350-900ULR====
[[File:Singapore Airlines Airbus A350 XWB -9 9V-SGC landing SFO.jpg|thumb| [[Singapore Airlines]] A350-900ULR, externally identical to the standard A350-900]]

Designated as weight variant 13 ('''WV013'''), the MTOW of the ultra-long range -900ULR has been increased to {{cvt|280|t|lb}} and its fuel capacity increased from {{cvt|141000 to 165000|L|USgal}} within existing fuel tanks, enabling up to 19-hour flights with a {{cvt|9700|nmi}} range,<ref name="FG17051">{{cite news |url=https://www.flightglobal.com/news/articles/a350-900ulr-range-figure-not-a-revision-airbus-437060/ |title=A350-900ULR range figure not a revision: Airbus |date=10 May 2017 |author=David Kaminski-Morrow |work=Flight Global |archive-date=10 May 2017 |archive-url=https://web.archive.org/web/20170510162626/https://www.flightglobal.com/news/articles/a350-900ulr-range-figure-not-a-revision-airbus-437060/ |url-status=live |access-date=10 May 2017}}</ref> the longest range of any airliner in service {{as of|2023|lc=on}}.<ref name=A350_2023file/> The MTOW is increased by {{convert|5|tonnes|lb}} from the previously certified {{convert|275|tonnes|lb}} variant.<ref name=leeham>{{cite web |url=https://leehamnews.com/2015/10/13/airbus-a350-900ulr-enables-singapore-airlines-to-reopen-singapore-new-york/ |title=Airbus A350-900ULR enables Singapore Airlines to reopen Singapore-New York |publisher=Leehamnews |date=13 October 2015 |access-date=9 June 2018 |archive-date=9 August 2018 |archive-url=https://web.archive.org/web/20180809112814/https://leehamnews.com/2015/10/13/airbus-a350-900ulr-enables-singapore-airlines-to-reopen-singapore-new-york/ |url-status=live}}</ref> Because of the A350-900's fuel consumption of {{convert|5.8|tonnes|lb}} per hour, it needs an additional {{convert|24|tonnes|lb}} of fuel to fly 19&nbsp;hours instead of the standard 15&nbsp;hours: the increased MTOW and lower payloads will enable the larger fuel capacity.<ref>{{cite web |url=https://leehamnews.com/2015/10/16/bjorns-corner-increasing-an-aircrafts-range/ |title=Bjorn's Corner: Increasing an aircraft's range |publisher=Leehamnews |date=16 October 2015 |access-date=9 June 2018 |archive-date=9 August 2018 |archive-url=https://web.archive.org/web/20180809121025/https://leehamnews.com/2015/10/16/bjorns-corner-increasing-an-aircrafts-range/ |url-status=live}}</ref> Non-stop flights could last more than 20 hours.<ref>{{cite news |url=https://www.ainonline.com/aviation-news/air-transport/2018-02-28/first-airbus-a350-900ulr-rolls-out-toulouse |title=First Airbus A350-900ULR Rolls Out in Toulouse |author=Gregory Polek |work=AIN Online |date=28 February 2018 |access-date=3 April 2018 |archive-date=3 April 2018 |archive-url=https://web.archive.org/web/20180403174755/https://www.ainonline.com/aviation-news/air-transport/2018-02-28/first-airbus-a350-900ulr-rolls-out-toulouse |url-status=live}}</ref> The first −900ULR was rolled out without its engines in February 2018 for ground testing. Flight-tests after engine installation checked the larger fuel capacity and measured the performance improvements from the extended [[winglet]]s.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/picture-airbus-rolls-out-first-a350-900ulr-446286/ |title=Airbus rolls out first A350-900ULR |date=28 February 2018 |author=David Kaminski-Morrow |work=Flightglobal |access-date=28 February 2018 |archive-date=28 February 2018 |archive-url=https://web.archive.org/web/20180228142724/https://www.flightglobal.com/news/articles/picture-airbus-rolls-out-first-a350-900ulr-446286/ |url-status=live}}</ref> It made its first flight on 23 April 2018.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/picture-first-a350-900ulr-starts-flight-test-campai-447920/ |title=First A350-900ULR starts flight-test campaign |date=23 April 2018 |author=David Kaminski-Morrow |work=Flightglobal |access-date=23 April 2018 |archive-date=23 April 2018 |archive-url=https://web.archive.org/web/20180423165855/https://www.flightglobal.com/news/articles/picture-first-a350-900ulr-starts-flight-test-campai-447920/ |url-status=live}}</ref>

There are no addition structural changes fitted to the A350-900ULR, therefore it retains the same type certificate and model name as the baseline A350-941. The larger fuel capacity is enabled by integrating a modified fuel system to make use of the extra spaces in the centre wing box, no auxiliary fuel tanks are fitted.<ref>{{cite web |title=Ultra Long Range A350 XWB goes the distance {{!}} Airbus |url=https://www.airbus.com/en/newsroom/news/2018-09-ultra-long-range-a350-xwb-goes-the-distance |website=www.airbus.com |access-date=13 January 2025 |language=en |date=28 October 2021}}</ref> Also the front cargo hold is disabled due to operational limits but can be reactivated depending on customer needs.

[[Singapore Airlines]], the launch customer and currently the only operator, uses its seven -900ULR aircraft on [[non-stop flight]]s between Singapore and New York City and cities on the U.S. west coast.{{CN|date=July 2024}} Singapore Airlines' seating is to range from 170 in largely business class seating up to over 250 in mixed seating.<ref>{{cite news |url=https://www.reuters.com/article/us-qantas-orders-idUSKBN1772X3 |title=Airbus, Boeing close in on Qantas' ultra-long haul dream |work=Reuters |date=6 April 2017 |author=Jamie Freed |access-date=2 July 2017 |archive-date=24 June 2017 |archive-url=https://web.archive.org/web/20170624133859/http://www.reuters.com/article/us-qantas-orders-idUSKBN1772X3 |url-status=live}}</ref> The planes can be reconfigured.<ref name="ausbtulr">{{cite web |url=https://www.ausbt.com.au/airbus-confirms-ultra-long-range-a350-for-singapore-airlines |title=Singapore Airlines: non-stop USA flights with long-range A350 |publisher=[[Australian Business Traveller]] |date=13 October 2015 |access-date=9 June 2018 |archive-date=12 June 2018 |archive-url=https://web.archive.org/web/20180612144059/https://www.ausbt.com.au/airbus-confirms-ultra-long-range-a350-for-singapore-airlines |url-status=live}}</ref> They will have two seating classes.<ref>{{cite news |url=https://www.ausbt.com.au/singapore-airlines-coy-on-long-range-airbus-a350-business-class |title=Singapore Airlines coy on long-range Airbus A350 business class |author=David Flynn |work=Australian Business Traveller |date=10 November 2017 |access-date=3 April 2018 |archive-date=3 April 2018 |archive-url=https://web.archive.org/web/20180403175257/https://www.ausbt.com.au/singapore-airlines-coy-on-long-range-airbus-a350-business-class |url-status=live}}</ref> The airline received its first -900ULR on 23 September 2018, with 67 business class seats and 94 premium economy seats.<ref>{{cite news |url=https://sbr.com.sg/aviation/news/singapore-airlines-receives-first-airbus-a350-900ulr-fly-worlds-longest-flight |title=SIA receives first Airbus A350-900ULR to fly world's longest flight |author=Luz Wendy Noble |newspaper=Singapore Business Review |location=Singapore |publisher=Charlton Media Group |date=24 September 2018 |access-date=24 September 2018 |archive-date=24 September 2018 |archive-url=https://web.archive.org/web/20180924031649/https://sbr.com.sg/aviation/news/singapore-airlines-receives-first-airbus-a350-900ulr-fly-worlds-longest-flight |url-status=live}}</ref> On 12 October 2018, it landed the world's then-[[longest flight]] at [[Newark Liberty International Airport]] from [[Singapore Changi]] after 17 hours and 52 minutes,<ref>{{cite press release |url=https://www.singaporeair.com/en_UK/sg/media-centre/press-release/article/?q=en_UK/2018/October-December/ne3418-181012 |title=Singapore Airlines Launches World's Longest Flight |date=12 October 2018 |publisher=Singapore Airlines Group |location=Singapore |access-date=27 May 2021 |archive-date=12 October 2018 |archive-url=https://web.archive.org/web/20181012214524/http://www.singaporeair.com/en_UK/sg/media-centre/press-release/article/?q=en_UK%2F2018%2FOctober-December%2Fne3418-181012 |url-status=live}}</ref> covering {{convert|16,561|km|nmi mi}} for a {{convert|15,353|km|nmi mi}} [[Great-circle distance|orthodromic]] distance.<ref>{{cite news |url=https://flightaware.com/live/flight/SIA22/history/20181011/1545Z/WSSS/KEWR |title=Singapore Airlines (SQ) #22 |date=11 October 2018 |work=FlightAware |access-date=14 October 2018 |archive-date=12 October 2018 |archive-url=https://web.archive.org/web/20181012175455/https://flightaware.com/live/flight/SIA22/history/20181011/1545Z/WSSS/KEWR |url-status=live}}</ref> It burned {{cvt|101.4|t|lb}} of fuel to cover the route in 17 h 22 min: an average of {{convert|{{#expr:101.4/(17+22/60)round1}}|t/h|kg/s|abbr=}}.<ref>{{cite tweet |user=FATIIIAviation |number=1050684281213747200 |date=12 October 2018 |title=#SQ22 landed at EWR moments ago,...}}</ref> As of 2022, the A350-900ULR is used on the longest flight in the world, [[Singapore Airlines Flights 23 and 24]] from Singapore to New York JFK.

At the 2015 [[Dubai Air Show]], John Leahy noted the demand of the [[Persian Gulf]] airlines for this variant.<ref>{{cite news |url=https://gulfnews.com/business/aviation/dubai-airshow-gulf-carriers-likely-buyers-of-airbus-a350-900-ultra-long-range-1.1617492 |title=Dubai Airshow: Gulf carriers likely buyers of Airbus A350-900 ultra-long range |newspaper=[[Gulf News]] |location=[[Dubai]] |publisher=[[Al Nisr Publishing]] |date=10 November 2015 |access-date=9 June 2018 |last=Cornwell |first=Alexander |archive-date=12 June 2018 |archive-url=https://web.archive.org/web/20180612141914/https://gulfnews.com/business/aviation/dubai-airshow-gulf-carriers-likely-buyers-of-airbus-a350-900-ultra-long-range-1.1617492 |url-status=live}}</ref> In February 2018, Qatar Airways stated its preference for the larger -1000, having no need for the extra range of the -900ULR.<ref>{{cite news |url=https://www.ausbt.com.au/qatar-airways-not-interested-in-ultra-long-range-a350-900ulr |title=Qatar Airways not interested in ultra-long range A350-900ULR |agency=[[Reuters]] |via=Australian Business Traveler |date=21 February 2018 |access-date=3 April 2018 |archive-date=3 April 2018 |archive-url=https://web.archive.org/web/20180403174819/https://www.ausbt.com.au/qatar-airways-not-interested-in-ultra-long-range-a350-900ulr |url-status=live}}</ref> Compared to the standard -900, the -900ULR additional value is likely around $2 million.<ref>{{cite news |url=https://www.aircraftvaluenews.com/a350-900ulr-values-will-not-suffer-same-fate-as-a340-500/ |title=A350-900ULR Values Will Not Suffer Same Fate as A340-500 |work=Aircraft Value News |date=29 October 2018 |access-date=17 January 2020 |archive-date=29 October 2018 |archive-url=https://web.archive.org/web/20181029112343/http://www.aircraftvaluenews.com/a350-900ulr-values-will-not-suffer-same-fate-as-a340-500/ |url-status=live}}</ref>

====ACJ350====
[[File:Luftwaffe (German Air Force) A350-900.jpg|thumb|ACJ350 of the [[German Air Force]]]]

[[Airbus Corporate Jet]] version of the A350, the ACJ350, is derived from the A350-900ULR. As a result of the increased fuel capacity from the -900ULR, the ACJ350 has a maximum range of {{cvt|20550|km|nmi mi|-1}}.<ref name="ACJ350" /> The [[German Air Force]] is to be the first to receive the ACJ350, having ordered three aircraft which will replace its two A340-300s.<ref>{{cite web |url=https://www.aerotime.aero/clement.charpentreau/22658-german-government-places-firm-order-for-three-acj350-xwb |title=German government places firm order for three ACJ350 XWB |publisher=Aerotime |date=20 May 2019 |access-date=1 March 2020 |archive-date=1 March 2020 |archive-url=https://web.archive.org/web/20200301160749/https://www.aerotime.aero/clement.charpentreau/22658-german-government-places-firm-order-for-three-acj350-xwb |url-status=live}}</ref>

====A350-900 Regional====
[[File:Japan Airlines Airbus A350-900 JA01XJ - 1.jpg|thumb|[[Japan Airlines]] is a major operator of the "regional" A350-900, configuring these aircraft in a low MTOW and dense seating configuration for economical domestic operations.]]
After the Boeing 787-10 launch at the 2013 Paris Air Show, Airbus discussed with airlines a possible A350-900 Regional with a reduced MTOW of {{cvt|250|t|lb}}.<ref>{{cite web |url=http://aviationweek.com/awin/airbus-offer-a350-900-regional-year |title=Airbus To Offer A350-900 Regional This Year |work=Aviation Week |date=29 July 2013 |access-date=20 November 2015 |archive-date=20 November 2015 |archive-url=https://web.archive.org/web/20151120195521/http://aviationweek.com/awin/airbus-offer-a350-900-regional-year |url-status=live}}</ref> Engine thrust would have been reduced to {{cvt|70,000-75,000|lbf|kN}} from the standard {{cvt|85,000|lbf|kN}} and the variant would have been optimised for routes up to {{cvt|6800|nmi}} with seating for up to 360 passengers in a single-class layout.<ref>{{cite web |url=http://aviationweek.com/commercial-aviation/a350-regional-version-offered-lower-thrust |title=A350 Regional Version Offered at Lower Thrust |work=Aviation Week |date=18 November 2013 |access-date=30 December 2016 |archive-date=30 December 2016 |archive-url=https://web.archive.org/web/20161230165153/http://aviationweek.com/commercial-aviation/a350-regional-version-offered-lower-thrust |url-status=live}}</ref> The A350 Regional was expected to be ordered by Etihad Airways<ref>{{cite web |url=http://aviationweek.com/commercial-aviation/etihad-orders-a350-regional-variant-part-fleet-renewal |title=Etihad Orders A350 Regional Variant As Part of Fleet Renewal |work=Aviation Week |date=17 November 2013 |access-date=30 December 2016 |archive-date=30 December 2016 |archive-url=https://web.archive.org/web/20161230170718/http://aviationweek.com/commercial-aviation/etihad-orders-a350-regional-variant-part-fleet-renewal |url-status=live}}</ref> and Singapore Airlines.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/singapore-launches-lower-weight-regional-a350-388540/ |title=Singapore launches lower-weight 'regional' A350 |date=22 July 2013 |work=FlightGlobal |access-date=30 December 2016 |archive-date=31 December 2016 |archive-url=https://web.archive.org/web/20161231075039/https://www.flightglobal.com/news/articles/singapore-launches-lower-weight-regional-a350-388540/ |url-status=live}}</ref> Since 2013, there has been no further announcement about this variant.

Singapore Airlines selected an A350-900 version for medium-haul use,<ref>{{cite press release |url=https://www.singaporeair.com/en_UK/es/media-centre/press-release/article/?q=en_UK/2018/October-December/ne4218-181218 |title=Singapore Airlines' First A350-900 Medium Haul Aircraft Arrives in Adelaide |publisher=Singapore Airlines |date=18 December 2018 |access-date=27 May 2021 |archive-date=27 May 2021 |archive-url=https://web.archive.org/web/20210527101939/https://www.singaporeair.com/en_UK/es/media-centre/press-release/article/?q=en_UK%2F2018%2FOctober-December%2Fne4218-181218 |url-status=live}}</ref> and Japan Airlines took delivery of a 369-seat A350-900 with a {{cvt|217|t|lb}} MTOW (WV018) for its domestic flight network.<ref>{{Cite web |url=https://www.jal.co.jp/en/aircraft/conf/359.html |title=AirbusA350-900 (359) / Aircraft and seats |publisher=Japan Airlines |access-date=2 September 2019 }}{{Dead link|date=October 2025 |bot=InternetArchiveBot }}</ref> The A350 Type Certificate Data Sheet includes MTOWs of 210, 217, 235, 240, 250, 255, 260, 268, 272, 275, 277, 278, 280 and 283 t.<ref name=TCDS/>

===A350-1000===
[[File:Paris Air Show 2019, Le Bourget (SIAE9586).jpg|thumb|An A350-1000 prototype in Airbus [[Aircraft livery|house colour]]. This stretch of the A350 is {{cvt|73.8|m}} long and first flew on 24 November 2016.]]
The A350-1000 ([[List of ICAO aircraft type designators|ICAO code]]: A35K) is the largest variant of the A350 family at just under {{convert|74|m|ft}} in length. It seats 369 passengers in a typical two-class layout with a range of {{cvt|9000|nmi}}.<ref name="Airport Characteristics">{{cite web |url=https://aircraft.airbus.com/sites/g/files/jlcbta126/files/2024-12/AC_A350_1224.pdf |title=A350 Airport Characteristics |publisher=Airbus |access-date=4 February 2025 |date=December 2024 }}</ref><ref name=Airbus-Family-Figures>{{cite web |url=https://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/Airbus-Family-Figures-booklet.pdf |title=Airbus Family Figures |publisher=Airbus |date=April 2019 |access-date=17 January 2020 |archive-date=27 October 2019 |archive-url=https://web.archive.org/web/20191027145204/https://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/Airbus-Family-Figures-booklet.pdf |url-status=live}}</ref> With a 9-across configuration, it is designed to replace the [[A340-600]] and compete with the [[Boeing 777-300ER]] and [[777-8]]. Airbus estimates a 366-seat -1000 should have a {{convert|35|tonne|lb}} lighter [[operating empty weight]] than a 398-seat 777-9, a 15% lower trip cost, a 7% lower seat cost, and a {{cvt|400|nmi}} greater range.<ref>{{cite web |url=https://www.airbus.com/presscentre/corporate-information/key-documents/?eID=maglisting_push&tx_maglisting_pi1%5BdocID%5D=104646 |title=2016 Airbus annual press conference - John Leahy adjusted |date=February 2016 |publisher=[[Airbus]] |url-status=dead |archive-url=https://web.archive.org/web/20160309183633/https://www.airbus.com/presscentre/corporate-information/key-documents/?eID=maglisting_push&tx_maglisting_pi1%5BdocID%5D=104646 |archive-date=9 March 2016}}</ref> Compared to a Boeing 777-300ER with 360 seats, Airbus claims a 25% [[Fuel economy in aircraft|fuel burn per seat]] advantage for an A350-1000 with 369 seats.<ref>{{cite news |url=https://www.reuters.com/article/us-airbus-boeing-minijumbo-insight-idUSBRE9620TJ20130703 |title=Elbows fly in Airbus and Boeing battle over mini-jumbos |publisher=Reuters |date=3 July 2013 |author=Tim Hepher |access-date=2 July 2017 |archive-date=16 August 2017 |archive-url=https://web.archive.org/web/20170816170622/https://www.reuters.com/article/us-airbus-boeing-minijumbo-insight-idUSBRE9620TJ20130703 |url-status=live}}</ref> The {{cvt|7|m|ft}} extension seats 40 more passengers with 40% more premium area.<ref name=1611pres/> The -1000 can match the 40 more seats of the 777-9 with a 10-across seating configuration but diminished comfort.<ref>{{cite news |url=https://leehamnews.com/2018/02/20/airbus-readies-a350-1000-delivery-dismissed-boeing-777-9/ |title=Airbus readies A350-1000 for delivery, dismisses Boeing 777-9 |date=20 February 2018 |work=Leeham |access-date=21 February 2018 |archive-date=4 April 2023 |archive-url=https://web.archive.org/web/20230404074658/https://leehamnews.com/2018/02/20/airbus-readies-a350-1000-delivery-dismissed-boeing-777-9/ |url-status=live}}</ref>

The A350-1000 has an 11-frame stretch over the −900 and a slightly larger wing than the −800/900 models with trailing-edge extension increasing its area by 4%. This will extend the high-lift devices and the [[aileron]]s, making the chord bigger by around {{cvt|400|mm|in}}, optimising flap lift performance as well as cruise performance.<ref name=FG100423>{{cite web |url=https://www.flightglobal.com/news/articles/airbus-opts-for-larger-wing-on-a350-1000-through-tra-341004/ |title=Airbus opts for larger wing on A350-1000 through trailing edge extension |date=23 April 2010 |author=Max Kingsley-Jones |publisher=[[Flightglobal]] |access-date=10 February 2016 |archive-date=10 February 2016 |archive-url=https://web.archive.org/web/20160210180600/https://www.flightglobal.com/news/articles/airbus-opts-for-larger-wing-on-a350-1000-through-tra-341004/ |url-status=live}}</ref> The main landing gear is a 6-wheel bogie instead of a 4-wheel bogie, put in a one frame longer bay.<!--<ref name=ACU150122/>--> The Rolls-Royce Trent XWB engine's thrust is augmented to {{cvt|97,000|lbf|kN|order=}}.<ref name=ACU150122>{{cite web |url=https://www.airbusgroup.com/dam/assets/airbusgroup/int/en/investor-relations/documents/2015/Publications-/Analysts-Meetings/Deutsche-Bank/Airbus-Commercial-Update---22-January-2015/Airbus%20Commercial%20Update%20-%2022%20January%202015.pdf |title=Airbus Commercial Update |publisher=[[Airbus]] |date=22 January 2015 |access-date=11 January 2016 |archive-url=https://web.archive.org/web/20161118162527/https://www.airbusgroup.com/dam/assets/airbusgroup/int/en/investor-relations/documents/2015/Publications-/Analysts-Meetings/Deutsche-Bank/Airbus-Commercial-Update---22-January-2015/Airbus%20Commercial%20Update%20-%2022%20January%202015.pdf |archive-date=18 November 2016 |url-status=dead}}</ref> These and other engineering upgrades are necessary so that the −1000 model maintains range.<ref>{{cite web |author=Jens Flottau |url=https://aviationweek.com/awin/airbus-targets-late-summer-2014-a350-certification |title=Airbus Targets Late Summer 2014 For A350 Certification |publisher=[[Aviation Week]] |date=28 October 2013 |access-date=17 January 2020 |archive-date=12 February 2018 |archive-url=https://web.archive.org/web/20180212084659/http://aviationweek.com/awin/airbus-targets-late-summer-2014-a350-certification |url-status=live}}</ref>

[[File:Qatar Airways Airbus A350-1000 (A7-ANA).jpg|thumb|A7-ANA was the first A350-1000 produced, and was introduced by [[Qatar Airways]] in February 2018]]
It features an automatic emergency [[Descent (aeronautics)|descent]] function to around {{cvt|10,000|ft}} and notifies [[air traffic control]] if the crew fails to respond to an alert, indicating possible incapacitation from [[depressurisation]].<!--<ref name=Flight21nov2017/>--> The avionics software adaptation is activated by a push and pull button to avoid mistakes and could be retrofitted in the smaller -900.<ref name=Flight21nov2017>{{cite news |url=https://www.flightglobal.com/news/articles/a350-1000-features-automated-rapid-descent-capabilit-443509/ |title=A350-1000 features automated rapid-descent capability |date=21 November 2017 |author=David Kaminski Morrow |work=Flightglobal |access-date=21 November 2017 |archive-date=21 November 2017 |archive-url=https://web.archive.org/web/20171121193358/https://www.flightglobal.com/news/articles/a350-1000-features-automated-rapid-descent-capabilit-443509/ |url-status=live}}</ref> All performance targets have been met or exceeded, and it remains within its weight specification, unlike early −900s.<ref name=AvWeek21nov2017>{{cite news |url=https://aviationweek.com/commercial-aviation/airbus-receives-a350-1000-type-certificate |title=Airbus Receives A350-1000 Type Certificate |date=21 November 2017 |author=Jens Flottau |work=Aviation Week Network |access-date=17 January 2020 |archive-date=28 September 2018 |archive-url=https://web.archive.org/web/20180928080834/http://aviationweek.com/commercial-aviation/airbus-receives-a350-1000-type-certificate |url-status=live}}</ref>

Its basic {{cvt|308|t|lb}} MTOW was increased to {{cvt|311|t|lb}} before offering a possible {{cvt|316|t|lb}} version.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/easa-certifies-higher-weight-a350-1000-444543/ |title=EASA certifies higher-weight A350-1000 |date=2 January 2018 |author=David Kaminski Morrow |work=Flightglobal |access-date=2 January 2018 |archive-date=2 January 2018 |archive-url=https://web.archive.org/web/20180102114542/https://www.flightglobal.com/news/articles/easa-certifies-higher-weight-a350-1000-444543/ |url-status=live}}</ref> Its 316 t MTOW appeared on 29 May 2018 update of its type certificate data sheet.<ref name=TCDS/> This raised its range from {{cvt|7950|to|8400|nmi}}.<ref name=AvWeek14jun2018>{{cite news |url=https://atwonline.com/airframes/airbus-extends-range-a350-1000 |title=Airbus extends range of A350-1000 |date=14 June 2018 |author=Jens Flottau |work=Aviation Week Network |access-date=17 January 2020 |archive-date=20 January 2019 |archive-url=https://web.archive.org/web/20190120183547/http://atwonline.com/airframes/airbus-extends-range-a350-1000 |url-status=live}}</ref> A further MTOW increase by {{cvt|3|t|lb}}, to a total of {{cvt|319|t|lb}} was under study to be available from 2020 and could have been a response to Qantas' [[Kangaroo Route#Project Sunrise|Project Sunrise]].<ref>{{cite news |url=https://www.flightglobal.com/news/articles/farnborough-airbus-proposes-longer-range-a350-1000-450406/ |title=Airbus proposes longer-range A350-1000 to Qatar |date=17 July 2018 |author=Max Kingsley-Jones |work=[[Flightglobal]] |access-date=20 July 2018 |archive-date=18 July 2018 |archive-url=https://web.archive.org/web/20180718110142/https://www.flightglobal.com/news/articles/farnborough-airbus-proposes-longer-range-a350-1000-450406/ |url-status=live}}</ref>

In November 2019, maximum accommodation increased to 480 seats from 440 through the installation of new "Type-A+" [[Emergency exit#Aircraft|exits]], with a dual-lane evacuation slide.<ref>{{cite news |url=https://www.flightglobal.com/news/articles/a350-1000-maximum-seating-rises-to-480-462615/ |title=A350-1000 maximum seating rises to 480 |date=29 November 2019 |author=David Kaminski-Morrow |work=Flightglobal |access-date=30 November 2019 |archive-date=30 November 2019 |archive-url=https://web.archive.org/web/20191130154202/https://www.flightglobal.com/news/articles/a350-1000-maximum-seating-rises-to-480-462615/ |url-status=live}}</ref> On 17 December 2021, [[French Bee]] took delivery of the first A350-1000 in this 480-seat configuration, leased by [[Air Lease Corporation]] and to be operated by from Paris to [[Reunion Island]], with 40 premium and 440 economy seats.<ref>{{cite press release |url=https://www.airbus.com/en/newsroom/press-releases/2021-12-french-bee-takes-delivery-of-its-first-a350-1000 |date=17 December 2021 |title=French bee takes delivery of its first A350-1000 |publisher=Airbus |location=Toulouse |access-date=17 December 2021 |archive-date=17 December 2021 |archive-url=https://web.archive.org/web/20211217144225/https://www.airbus.com/en/newsroom/press-releases/2021-12-french-bee-takes-delivery-of-its-first-a350-1000 |url-status=live}}</ref>

In October 2023, the variant's MTOW was raised again to {{cvt|322|t|lb}}.<ref name=Flight25oct2023>{{cite news |url=https://www.flightglobal.com/air-transport/easa-indicates-a350-1000-take-off-weight-hiked-to-322t/155539.article |title=EASA indicates A350-1000 take-off weight hiked to 322t |author1-last=Kaminski-Morrow |author1-first=David |date=25 October 2023 |work=FlightGlobal |archive-url=https://web.archive.org/web/20240204114457/https://www.flightglobal.com/air-transport/easa-indicates-a350-1000-take-off-weight-hiked-to-322t/155539.article |archive-date=2024-02-04 |url-status=live |quote=Airbus has hiked the maximum take-off weight for the A350-1000 by 3t, to a total of 322t, regulatory documents indicate.}}</ref>

{| class="wikitable sortable"
|+A350-1000 weight variants<ref>{{Cite web |title=A350 weight variants |url=https://aircraft.airbus.com/sites/g/files/jlcbta126/files/2024-06/a350_family_weight_variants.pdf}}</ref>
!WV
!MTOW
!MLW
!MZFW
|-
|'''WV000'''
|{{Convert|308|t|lb}}
|{{Convert|233|t|lb}}
|{{Convert|220|t|lb}}
|-
|'''WV001'''
|{{Convert|311|t|lb}}
|{{Convert|236|t|lb}}
|{{Convert|223|t|lb}}
|-
|'''WV002'''
|{{Convert|316|t|lb}}
|{{Convert|236|t|lb}}
|{{Convert|223|t|lb}}
|-
|'''WV004'''
|{{Convert|308|t|lb}}
|{{Convert|236|t|lb}}
|{{Convert|223|t|lb}}
|-
|'''WV005'''
|{{Convert|270|t|lb}}
|{{Convert|236|t|lb}}
|{{Convert|223|t|lb}}
|-
|'''WV006'''
|{{Convert|319|t|lb}}
|{{Convert|236|t|lb}}
|{{Convert|223|t|lb}}
|-
|'''WV008'''
|{{Convert|322|t|lb}}
|{{Convert|236|t|lb}}
|{{Convert|223|t|lb}}
|-
|'''WV009'''
|{{Convert|290|t|lb}}
|{{Convert|233|t|lb}}
|{{Convert|220|t|lb}}
|-
|'''WV010'''
|{{Convert|300|t|lb}}
|{{Convert|233|t|lb}}
|{{Convert|220|t|lb}}
|-
|'''WV011'''
|{{Convert|316|t|lb}}
|{{Convert|233|t|lb}}
|{{Convert|220|t|lb}}
|-
|'''WV014'''
|{{Convert|313.85|t|lb}}
|{{Convert|233|t|lb}}
|{{Convert|220|t|lb}}
|}

==== A350-1000ULR ====
{{further information|Kangaroo Route#Project Sunrise}}
In December 2019, [[Qantas]] tentatively chose the A350-1000 to operate their Project Sunrise routes, before a final decision in March 2020 for up to 12 aircraft.<ref>{{cite news |author=David Kaminski-Morrow |date=12 December 2019 |title=Qantas tentatively picks A350-1000 for Project Sunrise |url=https://www.flightglobal.com/news/qantas-tentatively-picks-a350-1000-for-project-sunrise/135774.article |url-status=live |archive-url=https://web.archive.org/web/20191213082119/https://www.flightglobal.com/news/qantas-tentatively-picks-a350-1000-for-project-sunrise/135774.article |archive-date=13 December 2019 |access-date=13 December 2019 |work=Flightglobal}}</ref> Initial speculation suggested that the variant might be marketed as the A350-1000ULR.<ref>{{cite news |author=David Flynn |date=3 June 2018 |title=Airbus Mulls Ultra-Long Range A350-1000ULR For Non-Stop Qantas Flights |url=https://www.executivetraveller.com/airbus-mulls-ultra-long-range-a350-1000ulr-for-non-stop-qantas-flights |url-status=live |archive-url=https://web.archive.org/web/20190821180628/https://www.executivetraveller.com/airbus-mulls-ultra-long-range-a350-1000ulr-for-non-stop-qantas-flights |archive-date=21 August 2019 |access-date=21 August 2019 |work=Executive Traveller}}</ref> However, the -1000 is not expected to share the -900ULR's larger fuel tanks and other fuel system modifications, and Airbus has stopped short of describing the largest MTOW variant as a ULR model, despite the {{cvt|8700|nmi}} range.<ref>{{cite news |author=David Kaminski-Morrow |date=18 October 2019 |title=Airbus proposing 319t A350-1000 for Project Sunrise |url=https://www.flightglobal.com/news/articles/airbus-proposing-319t-a350-1000-for-project-sunrise-461585/ |url-status=live |archive-url=https://web.archive.org/web/20191019191431/https://www.flightglobal.com/news/articles/airbus-proposing-319t-a350-1000-for-project-sunrise-461585/ |archive-date=19 October 2019 |access-date=21 October 2019 |work=Flightglobal}}</ref> After a delay due to the [[COVID-19 pandemic]], the decision was confirmed on 2 May 2022, when Qantas placed a formal order for 12 Airbus A350-1000 aircraft for Project Sunrise flights to originally start in 2025.<ref>{{cite press release |url=https://www.qantasnewsroom.com.au/media-releases/qantas-group-announces-major-aircraft-order-to-shape-its-future/ |title=Qantas group announces major aircraft order to shape its future |publisher=Qantas |location=Sydney |date=2 May 2022 |access-date=2 May 2022 |archive-date=2 May 2022 |archive-url=https://web.archive.org/web/20220502130646/https://www.qantasnewsroom.com.au/media-releases/qantas-group-announces-major-aircraft-order-to-shape-its-future/ |url-status=live}}</ref>

On 6 June 2024, Qantas International CEO Cam Wallace, confirmed at the 80th International Air Transport Authority (IATA) AGM in Dubai, that the European Union Aviation Safety Agency (EASA) had approved the design of the rear centre tank (RCT) that allowed the aircraft to fly the distances required, following a requested redesign.<ref>{{cite web |last=Harper |first=Lewis |date=2024-06-04 |title=Qantas confirms certification of extra fuel tank for 'Project Sunrise' A350-1000 |url=https://www.flightglobal.com/airlines/qantas-confirms-certification-of-extra-fuel-tank-for-project-sunrise-a350-1000/158617.article |access-date=2024-06-07 |website=Flight Global |language=en}}</ref> With Airbus integrating the tank into the A350-1000 for flight testing in early 2025 for delivery to the group in mid-2026. The aircraft will be configured with 238 seats in four classes,<ref>{{cite news |last1=Chua |first1=Alfred |date=23 February 2023 |title=Qantas reveals 'Project Sunrise' premium cabin products |url=https://www.flightglobal.com/airlines/qantas-reveals-project-sunrise-premium-cabin-products/152184.article |url-status=live |archive-url=https://web.archive.org/web/20230224230843/https://www.flightglobal.com/airlines/qantas-reveals-project-sunrise-premium-cabin-products/152184.article |archive-date=24 February 2023 |access-date=23 February 2023 |work=Flight Global}}</ref> with Qantas publications and website using the ULR abbreviation, but Airbus is yet to confirm.<ref>{{Cite web |date=2024-06-08 |title=The next generation of Qantas aircraft |url=https://www.qantas.com/au/en/about-us/our-company/fleet/new-fleet.html |access-date=2024-06-08 |website=Qantas.com}}</ref>

On 6 November 2025, Airbus and Qantas released a set of pictures of the upcoming first ultra long range A350-1000 variant (MSN 707) with a confirmed marketing name as A350-1000ULR being displayed on the aircraft.<ref>{{Cite web |date=2025-11-07 |title=QANTAS’ FIRST PROJECT SUNRISE AIRCRAFT TAKES SHAPE IN TOULOUSE |url=https://www.qantasnewsroom.com.au/media-releases/qantas-first-project-sunrise-aircraft-takes-shape-in-toulouse/ |access-date=2025-11-08 |website=Qantas Newsroom}}</ref>

===A350F===
[[File:Airbus A350F.webp|thumb|upright=1.2|An artist's concept of the {{convert|70.8|m|ft|abbr=on|comma=gaps}} long A350F, with an aft cargo door]]

An A350-900 [[cargo aircraft|freighter]] was first mentioned in 2007, offering a similar capacity to the [[McDonnell Douglas MD-11F]] with a range of 9,250&nbsp;km (5,000&nbsp;nmi; {{cvt|9250|km|mi|disp=output only}}), to be developed after the passenger version.<ref>{{cite news |url=https://www.flightglobal.com/airbus-a350f-matches-boeing-md-11-cargo-volume-says-european-airframe-manufacturer/77081.article |title=Airbus A350F matches Boeing MD-11 cargo volume says European airframe manufacturer |author=Rob Coppinger |work=FlightGlobal |date=7 November 2007 |access-date=1 March 2020 |archive-date=21 January 2021 |archive-url=https://web.archive.org/web/20210121120713/https://www.flightglobal.com/airbus-a350f-matches-boeing-md-11-cargo-volume-says-european-airframe-manufacturer/77081.article |url-status=live}}</ref> In early 2020, Airbus was proposing an A350F before a potential launch.<ref>{{cite news |author=Charles Kauffman |title=Airbus nears launch of A350 freighter program |work=Cargo Facts |date=26 February 2020 |url=https://cargofacts.com/airbus-nears-launch-of-a350-freighter-program/ |access-date=1 March 2020 |archive-date=16 March 2021 |archive-url=https://web.archive.org/web/20210316185600/https://cargofacts.com/airbus-nears-launch-of-a350-freighter-program/ |url-status=live}}</ref> The proposed freighter would be slightly longer than the A350-900 and Airbus would need 50 orders to launch the $2–3 billion programme.<ref>{{cite news |author=Hepher |first=Tim |date=12 March 2021 |title=Airbus targets Boeing's freight fortress with potential A350 cargo jet – sources |work=Reuters |url=https://www.reuters.com/article/us-airbus-freighter-exclusive/exclusive-airbus-targets-boeings-freight-fortress-with-potential-a350-cargo-jet-sources-idUSKBN2B41NA |access-date=6 April 2021 |archive-date=7 April 2021 |archive-url=https://web.archive.org/web/20210407075652/https://www.reuters.com/article/us-airbus-freighter-exclusive/exclusive-airbus-targets-boeings-freight-fortress-with-potential-a350-cargo-jet-sources-idUSKBN2B41NA |url-status=live}}</ref> In July 2021, the Airbus board approved the freighter development.<ref>{{cite news |author=Kaminski-Morrow |first=David |date=29 July 2021 |title=Airbus board approves A350 freighter development |work=FlightGlobal |url=https://www.flightglobal.com/aerospace/airbus-board-approves-a350-freighter-development/144824.article |access-date=29 July 2021 |archive-date=29 July 2021 |archive-url=https://web.archive.org/web/20210729063134/https://www.flightglobal.com/aerospace/airbus-board-approves-a350-freighter-development/144824.article |url-status=live}}</ref> It is based on the -1000 version for a payload over 90 tonnes, and entry into service is targeted for 2025.<ref>{{cite news |last1=Kaminski-Morrow |first1=David |title=Airbus to base new A350 freighter 'predominantly' on -1000 variant |url=https://www.flightglobal.com/air-transport/airbus-to-base-new-a350-freighter-predominantly-on-1000-variant/144826.article |work=FlightGlobal |date=29 July 2021 |access-date=29 July 2021 |archive-date=21 August 2021 |archive-url=https://web.archive.org/web/20210821123500/https://www.flightglobal.com/air-transport/airbus-to-base-new-a350-freighter-predominantly-on-1000-variant/144826.article |url-status=live}}</ref>

The A350F, also referred to by Airbus as the A350-1000F,<ref name=A350-1000F>{{cite web |url=https://aircraft.airbus.com/sites/g/files/jlcbta126/files/2024-12/AC_A350_1224.pdf/ |title=A350 Airport Characteristics |publisher=Airbus |access-date=4 February 2025 |date=December 2024 }}</ref><ref>{{cite news |last1=Perry |first1=Dominic |title=Airbus advances development of newly-designated A350-1000F |url=https://www.flightglobal.com/air-transport/airbus-advances-development-of-newly-designated-a350-1000f/157026.article |access-date=10 February 2025 |work=FlightGlobal |date=February 20, 2024}}</ref> would keep the 319-tonne MTOW previously announced for the passenger A350-1000 on a shortened fuselage, but the proposed design remains {{cvt|6.9|m}} longer than the [[Boeing 777F]] with 10% larger freight volume at {{cvt|695|m3}}.<ref name=Leeham11nov2021/><ref name=Flight25oct2023 /> With a main deck cargo door behind the wing and reinforced main deck aluminium floor beams, its {{cvt|111|t|lb}} payload is higher than the {{cvt|103.7|t|lb}} of the 777F, while its empty weight is {{Convert|30|t|lb|abbr=out}} lighter than the A350-1000, {{Convert|20|t|lb|abbr=out}} lighter than the 777F.<ref name=Leeham11nov2021>{{cite news |url=https://leehamnews.com/2021/11/11/airbus-details-a350f-specifications/ |title=Airbus details A350F specifications |author=Scott Hamilton and Bjorn Fehrm |date=11 November 2021 |work=Leeham News |access-date=12 November 2021 |archive-date=7 June 2023 |archive-url=https://web.archive.org/web/20230607161334/https://leehamnews.com/2021/11/11/airbus-details-a350f-specifications/ |url-status=live}}</ref><ref name="FlightGlobal_05_2023" /> The 70.8 m (232 ft) long cargo variant should have a {{cvt|4,700|nmi}} range at 109 tonnes structural payload.<ref name="A350F-Facts-and-Figures">{{cite web |date=March 2022 |title=A350F Facts and Figures |url=https://www.airbus.com/sites/g/files/jlcbta136/files/2025-04/Airbus-A350F-Facts-and-Figures-April-2025.pdf |url-status=live |archive-url=https://web.archive.org/web/20230326032805/https://www.airbus.com/sites/g/files/jlcbta136/files/2022-03/Airbus-A350F-Facts-and-Figures-March-2022_0.pdf |archive-date=26 March 2023 |access-date=2 February 2023 |publisher=[[Airbus]] |location=[[Toulouse]]}}</ref>

At the November 2021 [[Dubai Air Show]], US lessor [[Air Lease Corporation]] became the launch customer with an order for seven to be delivered around 2026, among other Airbus airliners.<ref>{{cite news |url=https://www.flightglobal.com/dubai-2021/air-lease-becomes-a350f-launch-customer-as-part-of-broader-large-airbus-order/146416.article |title=Air Lease becomes A350F launch customer as part of broader large Airbus order |author=David Kaminski-Morrow |date=15 November 2021 |access-date=15 November 2021 |archive-date=30 May 2023 |archive-url=https://web.archive.org/web/20230530165754/https://www.flightglobal.com/dubai-2021/air-lease-becomes-a350f-launch-customer-as-part-of-broader-large-airbus-order/146416.article |url-status=live}}</ref> Air Lease Corporation cancelled its launch order in August 2025.<ref name="AirCargoNews20250812">{{cite news|url=https://www.aircargonews.net/cma-cgm-replaces-air-lease-as-a350f-launch-customer/1080514.article|title=CMA CGM replaces Air Lease as A350F launch customer|date=August 12, 2025|access-date=August 13, 2025|last=Jeffrey|first=Rebecca|work=[[Air Cargo News]]}}</ref> The launch operator of the A350F was initially planned to be [[Singapore Airlines]], which ordered 7 aircraft at the 2022 [[Singapore Airshow]]<ref>{{cite news |last1=Chen |first1=Chuanren |title=SIA Finalizes A350F Order As Etihad Signs For Freighter |url=https://aviationweek.com/shownews/singapore-airshow/sia-finalizes-a350f-order-etihad-signs-freighter |work=Aviation Week Network |publisher=Informa Markets |location=[[Washington, D.C.|Washington]] |date=16 February 2022 |access-date=20 February 2022 |archive-date=4 April 2023 |archive-url=https://web.archive.org/web/20230404153600/https://aviationweek.com/shownews/singapore-airshow/sia-finalizes-a350f-order-etihad-signs-freighter |url-status=live}}</ref> with deliveries expected to begin in 2026.<ref name="FlightGlobal_05_2023" >{{cite news |url=https://www.flightglobal.com/air-transport/airbus-a350-freighter-entry-into-service-slips-to-2026/153122.article |title=Airbus A350 freighter entry-into-service slips to 2026 |author=David Kaminski-Morrow |date=3 May 2023 |work=Flight Global |access-date=4 May 2023 |archive-date=27 May 2023 |archive-url=https://web.archive.org/web/20230527231347/https://www.flightglobal.com/air-transport/airbus-a350-freighter-entry-into-service-slips-to-2026/153122.article |url-status=live}}</ref> In February 2025, Airbus announced that entry-into-service would be delayed until 2027 due to supply chain issues, particularly with Spirit Aerosystems which supplies the central fuselage section.<ref>{{cite news |last1=Kaminski-Morrow |first1=David |title=Airbus pushes back entry-into-service of A350 freighter |url=https://www.flightglobal.com/aerospace/airbus-pushes-back-entry-into-service-of-a350-freighter/161889.article |work=Flight Global |date=20 February 2025 |language=en}}</ref> After Air Lease Corporation's order cancellation, [[CMA CGM Air Cargo]] claimed in August 2025 that it would be the launch operator.<ref name=AirCargoNews20250812 /><ref>New A350F launch customer revealed ''[[Airliner World]]'' October 2025 page 18</ref>

=== Comparison of variants ===
Below is a list of major differences between the A350 variants.
{{sticky header}}
{| class="wikitable sticky-header" style="text-align:center"
!Model
!A350-900/-900ULR<ref name="A350_facts_figures" />
!A350-1000<ref name="A350_facts_figures" />
!A350F<ref name="A350F-Facts-and-Figures3">{{cite web |date=March 2022 |title=A350F Facts and Figures |url=https://www.airbus.com/sites/g/files/jlcbta136/files/2022-03/Airbus-A350F-Facts-and-Figures-March-2022_0.pdf |url-status=live |archive-url=https://web.archive.org/web/20230326032805/https://www.airbus.com/sites/g/files/jlcbta136/files/2022-03/Airbus-A350F-Facts-and-Figures-March-2022_0.pdf |archive-date=26 March 2023 |access-date=2 February 2023 |publisher=[[Airbus]] |location=[[Toulouse]]}}</ref>
|-
!Main deck capacity<ref name="TCDS" />
|440 seats
|480 seats
|30 pallets 96 x 125’’
4-10 seats{{efn|at courier area}}
|-
!Lower deck [[cargo]]
|36 [[LD3]] or 11 pallets{{efn|-900: 172.40 m<sup>3</sup>}}
|44 LD3 or 14 pallets{{efn|208.20 m<sup>3</sup>}}
|40 LD3 or 12 pallets
|-
!Overall length
|66.8&nbsp;m (219.2&nbsp;ft)
|73.79&nbsp;m (242.1&nbsp;ft)
|70.8&nbsp;m (232.2&nbsp;ft)
|-
![[Aspect ratio (aeronautics)|Aspect ratio]]
|{{#expr:64.75/(442/64.75)round2}}
| colspan="2" |{{#expr:64.75/((442+22.3)/64.75)round2}}
|-
!Wing area
|{{cvt|442|m2|sqft}}<ref name="tech3">{{cite web |title=A350 XWB / Technology |url=http://www.airbus.com/aircraftfamilies/passengeraircraft/a350xwbfamily/technology-and-innovation/ |url-status=dead |archive-url=https://web.archive.org/web/20131129074833/http://www.airbus.com/aircraftfamilies/passengeraircraft/a350xwbfamily/technology-and-innovation/ |archive-date=29 November 2013 |publisher=[[Airbus]]}}</ref>
| colspan="2" |{{cvt|{{#expr:442+22.3}}|m2|sqft}}<ref name="Flight6jul20183">{{cite news |author=Mike Gerzanics |date=6 July 2018 |title=Flight Test: Airbus A350-1000 takes growth in its stride |url=https://www.flightglobal.com/news/articles/flight-test-airbus-a350-1000-takes-growth-in-its-st-449603/ |url-status=live |archive-url=https://web.archive.org/web/20190707192546/https://www.flightglobal.com/news/articles/flight-test-airbus-a350-1000-takes-growth-in-its-st-449603/ |archive-date=7 July 2019 |access-date=6 July 2018 |website=FlightGlobal}}</ref>
|-
![[MTOW]]
|{{cvt|283|t|lb|0}}, <br>ULR: 280&nbsp;t (620,000&nbsp;lb)
|{{cvt|322|t|lb}}<ref name="Flight25oct20233">{{cite news |date=25 October 2023 |title=EASA indicates A350-1000 take-off weight hiked to 322t |url=https://www.flightglobal.com/air-transport/easa-indicates-a350-1000-take-off-weight-hiked-to-322t/155539.article |url-status=live |archive-url=https://web.archive.org/web/20240204114457/https://www.flightglobal.com/air-transport/easa-indicates-a350-1000-take-off-weight-hiked-to-322t/155539.article |archive-date=2024-02-04 |work=FlightGlobal |quote=Airbus has hiked the maximum take-off weight for the A350-1000 by 3t, to a total of 322t, regulatory documents indicate. |author1-last=Kaminski-Morrow |author1-first=David}}</ref>
|{{cvt|319|t|lb}}
|-
!Max. [[payload]]
|{{cvt|53.3|t|lb}}, <br>{{cvt|{{#expr:297000-195700}}|-|{{#expr:320000-195700}}|lb|t|1|order=flip}}<ref name="AvWeekPilotReport3">{{cite news |author=Fred George |date=22 May 2015 |title=Flying The A350: Airbus's Most Technologically Advanced Airliner |url=http://aviationweek.com/commercial-aviation/flying-a350-airbus-s-most-technologically-advanced-airliner |url-status=live |archive-url=https://web.archive.org/web/20150525145400/http://aviationweek.com/commercial-aviation/flying-a350-airbus-s-most-technologically-advanced-airliner |archive-date=25 May 2015 |access-date=25 May 2015 |work=Aviation Week & Space Technology}}</ref>
|{{cvt|68|t|lb}}
|{{cvt|111|t|lb}}<ref>{{cite news |author=David Kaminski-Morrow |date=15 June 2023 |title=Airbus hikes payload specification for A350 freighter |url=https://www.flightglobal.com/air-transport/airbus-hikes-payload-specification-for-a350-freighter/153711.article |url-status=live |archive-url=https://web.archive.org/web/20230615064341/https://www.flightglobal.com/air-transport/airbus-hikes-payload-specification-for-a350-freighter/153711.article |archive-date=15 June 2023 |access-date=15 June 2023 |work=FlightGlobal}}</ref>
|-
![[Fuel tank|Fuel capacity]]<ref name=TCDS />
|{{cvt|140.8|m3|USgal}}, 166,000 L, <br>{{cvt|110.5|t|lb}}{{efn|name=ER}}, <br>ULR: {{cvt|44,000|USgal|m3|order=flip}}
| colspan="2" |{{cvt|158.8|m3|USgal}}, <br>{{cvt|134.64|t|lb}}, 168,300 L,
ULR: 150.64 t,
188,300 L
|-
![[OEW]]
|{{cvt|{{#expr:195.7-56.4}}|t|lb}} typical, <br>{{cvt|297,000|-|320,000|lb|t|1|order=flip}}<ref name="AvWeekPilotReport3" />
|{{cvt|155|t|lb}} dry<ref>{{cite news |author=Tim Wuerfel |date=6 July 2018 |title=Aviation Week Flies Airbus' Biggest Twin-Engine—A350-1000 |url=http://aviationweek.com/aviation-week-space-technology/aviation-week-flies-airbus-biggest-twin-engine-a350-1000 |url-status=live |archive-url=https://web.archive.org/web/20180708065620/http://aviationweek.com/aviation-week-space-technology/aviation-week-flies-airbus-biggest-twin-engine-a350-1000 |archive-date=8 July 2018 |access-date=6 July 2018 |work=Aviation Week & Space Technology}}</ref>
|{{cvt|129|t|lb}} dry
|-
![[Manufacturer's empty weight|MEW]]
|{{cvt|115.7|t|lb|0}}<ref name="ser12">{{cite news |last=Kingsley-Jones |first=Max |date=10 June 2008 |title=A350 weight growth will result in 1% fuel penalty: Airbus |url=http://www.flightglobal.com/articles/2008/06/10/224578/a350-weight-growth-will-result-in-1-fuel-penalty-airbus.html |url-status=dead |archive-url=https://web.archive.org/web/20090131185615/http://www.flightglobal.com/articles/2008/06/10/224578/a350-weight-growth-will-result-in-1-fuel-penalty-airbus.html |archive-date=31 January 2009 |access-date=24 May 2011 |work=Flight International}}</ref>
|129 t (284,000&nbsp;lb)<ref name="AvWeek5feb20183">{{cite news |author=Guy Norris |date=5 February 2018 |title=Airbus Debuts A350-1000 at Singapore Airshow |url=http://aviationweek.com/singapore-airshow-2018/airbus-debuts-a350-1000-singapore-airshow |url-status=live |archive-url=https://web.archive.org/web/20180205112552/http://aviationweek.com/singapore-airshow-2018/airbus-debuts-a350-1000-singapore-airshow |archive-date=5 February 2018 |access-date=5 February 2018 |work=Aviation Week Network}}</ref>
|
|-
!Max. [[thrust]] (2x)<ref name=TCDS />
|84,200&nbsp;lbf (374.5&nbsp;kN)
| colspan="2" |97,000&nbsp;lbf (431.5&nbsp;kN)
|-
![[Range (aeronautics)|Range]]
|8,500&nbsp;nmi (15,742&nbsp;km; {{cvt|8500|nmi|mi|disp=output only}}){{efn|unspecified passengers|name=pax?}}{{efn|-900ULR fuel capacity: {{cvt|166.5|m3|USgal}},<ref name=ulr>{{cite web |url= https://aircraft.airbus.com/en/aircraft/a350-clean-sheet-clean-start/a350-900 |title= Airbus A350-900 Specifications |publisher= [[Airbus]] |date= 17 December 2022 |access-date=17 December 2022 |archive-date= 19 December 2022 |archive-url=https://web.archive.org/web/20221219213347/https://aircraft.airbus.com/en/aircraft/a350-clean-sheet-clean-start/a350-900 |url-status= live}}</ref>{{cvt|9700|nmi|km|order=flip|-2}} range,<ref name=FG170510>{{cite news |url=https://www.flightglobal.com/news/articles/a350-900ulr-range-figure-not-a-revision-airbus-437060/ |title= A350-900ULR range figure not a revision: Airbus |date= 10 May 2017 |author= David Kaminski-Morrow |work= Flight Global |access-date= 10 May 2017 |archive-date= 10 May 2017 |archive-url= https://web.archive.org/web/20170510162626/https://www.flightglobal.com/news/articles/a350-900ulr-range-figure-not-a-revision-airbus-437060/ |url-status= live}}</ref> ACJ350 range: {{cvt|20000|km|nmi|-2}}<ref name="ACJ350"/>|name=ER}} <br>ULR: 9,700 nmi (17,964 km; 11,163 mi)<ref>{{Cite web |date=June 2022 |title=A350 FAMILY: SHAPING THE FUTURE OF AIR TRAVEL |url=https://www.airbus.com/sites/g/files/jlcbta136/files/2022-06/Airbus-A350-Family-Facts-and-Figures%20June-2022_0.pdf |url-status=live |archive-url=https://web.archive.org/web/20240120122711/https://www.airbus.com/sites/g/files/jlcbta136/files/2022-06/Airbus-A350-Family-Facts-and-Figures%20June-2022_0.pdf |archive-date=20 January 2024 |access-date=9 January 2024 |website=airbus.com}}</ref>
|{{cvt|9,000|nmi}}{{efn|name=pax?}}<ref>{{cite web |last=Kaminski-Morrow |first=David |date=2023-10-27 |title=Airbus details range expectations from latest A350-1000 weight increase |url=https://www.flightglobal.com/air-transport/airbus-details-range-expectations-from-latest-a350-1000-weight-increase/155580.article |access-date=2024-08-16 |website=Flight Global }}</ref>
|{{cvt|4,700|nmi}}{{efn|109 tonnes}} <br>{{cvt|4,550|nmi}}{{efn|111 tonnes max. payload}}
|-
!Service [[Ceiling (aeronautics)|ceiling]]<ref name="TCDS" />
|{{cvt|43,100|ft}}
|{{cvt|41,450|ft}}
|
|}
{{Notelist}}

==Operators==
{{main|List of Airbus A350 operators}}
<!-- Section only lists Airlines with A350s operating on commercial routes, thanks. Source is Airbus O&D. List is not for future operators or those since the latest Airbus O&D publication. -->
[[File:B-LRA Cathay Pacific Airbus A350-900 (34095482335).jpg|thumb|An A350-900 of [[Cathay Pacific]], the third-largest A350 operator after [[Singapore Airlines]] and [[Qatar Airways]]]]

There are 681 A350 aircraft in service with 38 operators and 63 customers {{as of|2025|10|lc=on}}. The five largest operators are [[Singapore Airlines]] (65), [[Qatar Airways]] (60), [[Cathay Pacific]] (48), [[Air France]] (39), and [[Delta Air Lines]] (38).<ref name="Airbus_O_D"/><ref name="MP">{{cite tweet |user=Airbus |number=1205063036123398145 |title=That's now 115+ million passengers who have enjoyed the perks of a flight on board the #A350! Have you flown one? |date=12 December 2019}}</ref>

===Orders and deliveries===
{{main|List of Airbus A350 orders and deliveries}}

{{trim|{{#section-h:List of Airbus A350 orders and deliveries|Orders and deliveries by type}}}}
{{trim|{{#section-h:List of Airbus A350 orders and deliveries|Orders and deliveries by year}}}}

== Accidents and incidents ==
<!-- Only accidents or notable aviation incidents. See [[WP:WikiProject Aircraft/page content#Accidents and incidents]] for project guidelines for inclusion, and also [[WP:AIRCRASH]], [[WP:NOTNEWS]] and [[WP:RECENT]]. Minor incidents may be candidates for removal. -->
The A350 has one [[hull-loss accidents|hull-loss accident]] {{as of|2025|02|lc=yes}}.  Although there were no fatalities onboard the A350, there were five fatalities involving another aircraft on the ground.<ref name="A350_Safety">{{Cite web |title=Airbus A350 Safety Index |url=https://aviation-safety.net/database/types/Airbus-A350/index |url-status=live |archive-url=https://web.archive.org/web/20231002110405/https://aviation-safety.net/database/types/Airbus-A350/index |archive-date=2 October 2023 |access-date=17 March 2024}}</ref><ref>{{cite news |url=https://www.nytimes.com/2024/01/02/world/asia/tokyo-haneda-plane-fire.html |title=A 'Miracle': Plane Erupts in Flames Landing in Tokyo, but All Aboard Survive |work=The New York Times |last1=Rich |first1=Motoko |last2=Ueno |first2=Hisako |last3=Soto |first3=Kaly |last4=Bubola |first4=Emma |date=2 January 2024 |access-date=2 January 2024 |archive-date=2 January 2024 |archive-url=https://web.archive.org/web/20240102191422/https://www.nytimes.com/2024/01/02/world/asia/tokyo-haneda-plane-fire.html |url-status=live}}</ref>

* On 2 January 2024 [[Japan Airlines Flight 516]], an A350-900 flying from [[New Chitose Airport]] in [[Hokkaido]] to [[Haneda Airport]] in [[Tokyo]], collided after touchdown with a [[De Havilland Canada Dash 8]] operated by the [[Japan Coast Guard]]. The A350 caught fire and was completely destroyed, though all 367 passengers and 12 crew members successfully evacuated from the aircraft via the emergency slides, with 17 injuries reported. Five of the six crew members aboard the Coast Guard aircraft were killed; the sole survivor was the captain, who suffered serious injuries.<ref>{{Cite web |url=https://airlive.net/news/2024/01/02/breaking-a-japan-airlines-a350-has-landed-in-fire-at-tokyo-haneda-airport/ |title=A Japan Airlines A350 has landed in fire at Tokyo Haneda Airport. |date=2 January 2024 |access-date=2 January 2024 |archive-date=11 January 2024 |archive-url=https://web.archive.org/web/20240111060135/https://airlive.net/news/2024/01/02/breaking-a-japan-airlines-a350-has-landed-in-fire-at-tokyo-haneda-airport/ |url-status=live}}</ref><ref>{{Cite news |date=2 January 2024 |title=Japan Airlines plane on fire after possible crash with Coast Guard aircraft |work=[[Reuters]] |url=https://www.reuters.com/world/asia-pacific/fire-breaks-out-plane-runway-japans-tokyo-haneda-airport-nhk-2024-01-02/ |access-date=2 January 2024 |archive-date=2 January 2024 |archive-url=https://archive.today/20240102203955/https://www.reuters.com/world/asia-pacific/fire-breaks-out-plane-runway-japans-tokyo-haneda-airport-nhk-2024-01-02/ |url-status=live}}</ref> The Japan Coast Guard aircraft was delivering supplies as part of relief efforts following the [[2024 Noto earthquake|Noto earthquake]] the previous day.<ref>{{cite news |title=5 crew on Coast Guard plane dead after collision with JAL jet, say Tokyo police |url=https://www3.nhk.or.jp/nhkworld/en/news/backstories/2941/ |access-date=2 January 2024 |agency=NHK World Japan |date=2 January 2024 |archive-date=2 January 2024 |archive-url=https://web.archive.org/web/20240102102734/https://www3.nhk.or.jp/nhkworld/en/news/backstories/2941/ |url-status=live}}</ref> Investigations have determined that Japan Airlines Flight 516 was given landing clearance, while the Coast Guard aircraft did not have permission to be on the runway.<ref>{{Cite news |date=2024-01-03 |title=Japan Airlines: Coastguard plane not cleared for take-off, transcripts show |url=https://www.bbc.com/news/world-asia-67874607 |access-date=2024-04-25 |language=en-GB |archive-date=25 April 2024 |archive-url=https://web.archive.org/web/20240425135519/https://www.bbc.com/news/world-asia-67874607 |url-status=live}}</ref><ref name=":0">{{cite web |title=DOC 8643 – Aircraft Type Designators |url=http://www.icao.int/publications/DOC8643/Pages/default.aspx |website=icao.int |access-date=10 July 2015 |archive-date=10 July 2017 |archive-url=https://web.archive.org/web/20170710234013/https://www.icao.int/publications/DOC8643/Pages/default.aspx |url-status=live}}</ref><ref>{{cite web |title=JAL plane on fire at Haneda Airport after colliding with Japan Coast Guard plane |url=https://www3.nhk.or.jp/nhkworld/en/news/20240102_303/ |website=NHK WORLD |language=en |access-date=2 January 2024 |archive-date=3 January 2024 |archive-url=https://web.archive.org/web/20240103154820/https://www3.nhk.or.jp/nhkworld/en/news/20240102_303/ |url-status=live}}</ref><ref name="ueno">{{cite web |last1=Rich |first1=Motoko |last2=Ueno |first2=Hisako |last3=Soto |first3=Kaly |last4=Bubola |first4=Emma |name-list-style=and |date=2 January 2024 |title=Plane Explodes in Flames While Landing at Airport in Tokyo |url=https://www.nytimes.com/2024/01/02/world/asia/tokyo-haneda-plane-fire.html |url-status=live |archive-url=https://web.archive.org/web/20240102191422/https://www.nytimes.com/2024/01/02/world/asia/tokyo-haneda-plane-fire.html |archive-date=2 January 2024 |access-date=2 January 2024 |website=The New York Times}}</ref>

== Specifications (A350-941, with Trent XWB-84 engines) ==
{{sticky header}}
{{Aircraft specs
| ref = <ref name=TCDS /><ref name=ACAP>{{cite web |url=https://www.airbus.com/sites/g/files/jlcbta136/files/2021-11/Airbus-Commercial-Aircraft-AC-A350-900-1000.pdf |title=A350 aircraft characteristics |date=1 July 2021 |publisher=[[Airbus]] |access-date=1 November 2023 |archive-date=20 January 2024 |archive-url=https://web.archive.org/web/20240120122703/https://www.airbus.com/sites/g/files/jlcbta136/files/2021-11/Airbus-Commercial-Aircraft-AC-A350-900-1000.pdf |url-status=live}}</ref><ref name="A350_facts_figures">{{cite news |url=https://www.airbus.com/sites/g/files/jlcbta136/files/2022-06/Airbus-A350-Family-Facts-and-Figures%20June-2022_0.pdf |title=A350 Facts and Figures |publisher=Airbus |date=July 2022 |access-date=31 October 2023 |archive-date=20 January 2024 |archive-url=https://web.archive.org/web/20240120122711/https://www.airbus.com/sites/g/files/jlcbta136/files/2022-06/Airbus-A350-Family-Facts-and-Figures%20June-2022_0.pdf |url-status=live}}</ref><ref name=tech>{{cite web |url=http://www.airbus.com/aircraftfamilies/passengeraircraft/a350xwbfamily/technology-and-innovation/ |title=A350 XWB / Technology |publisher=[[Airbus]] |url-status=dead |archive-url=https://web.archive.org/web/20131129074833/http://www.airbus.com/aircraftfamilies/passengeraircraft/a350xwbfamily/technology-and-innovation/ |archive-date=29 November 2013 |df=dmy-all}}</ref>
| prime units? = met<!--        General characteristics-->
| genhide = 
| crew = 2
| capacity = {{cvt|53.3|t|lb}}<br />{{cvt|{{#expr:297000-195700}}|-|{{#expr:320000-195700}}|lb|t|order=flip|1}}<ref name=AvWeekPilotReport />
| length m = 66.80
| length ft = 219.16
| length in = 
| length note = 
| span m = 64.75
| span ft = 212.43
| span in = 
| span note = 
| height m = 
| height ft = 
| height in = 
| height note = 
| wing area sqm = 442
| wing area sqft = 
| wing area note = 
| airfoil = 
| empty weight kg = 115700
| empty weight lb = 
| empty weight note = <ref name=ser1>{{cite news |last=Kingsley-Jones |first=Max |url=http://www.flightglobal.com/articles/2008/06/10/224578/a350-weight-growth-will-result-in-1-fuel-penalty-airbus.html |title=A350 weight growth will result in 1% fuel penalty: Airbus |work=Flight International |date=10 June 2008 |access-date=24 May 2011 |url-status=dead |archive-url=https://web.archive.org/web/20090131185615/http://www.flightglobal.com/articles/2008/06/10/224578/a350-weight-growth-will-result-in-1-fuel-penalty-airbus.html |archive-date=31 January 2009}}</ref>
| gross weight kg = 
| gross weight lb = 
| gross weight note = 
| max takeoff weight kg = 283000
| max takeoff weight lb = 
| max takeoff weight note = 
| fuel capacity = {{cvt|140,795|l|USgal}}
| more general = *'''Seats''': 315
*'''Lower deck cargo''': 36 [[LD3]] or 11 pallets
*'''[[Aircraft cabin|Cabin]] width''': 5.61&nbsp;m (18&nbsp;ft&nbsp;5&nbsp;in) with 18-inch-wide (46&nbsp;cm), 9-across seating<ref name="A350-900_specs">{{cite web |url=http://www.airbus.com/aircraft/passenger-aircraft/a350xwb-family/a350-900.html#details |title=A350-900 specs |publisher=[[Airbus]] |access-date=25 June 2018 |archive-date=25 June 2018 |archive-url=https://web.archive.org/web/20180625161101/http://www.airbus.com/aircraft/passenger-aircraft/a350xwb-family/a350-900.html#details |url-status=live}}</ref><ref name="A350-1000_specs">{{cite web |url=http://www.airbus.com/aircraft/passenger-aircraft/a350xwb-family/a350-1000.html#details |title=A350-1000 specs |publisher=[[Airbus]] |access-date=25 June 2018 |archive-date=25 June 2018 |archive-url=https://web.archive.org/web/20180625161406/http://www.airbus.com/aircraft/passenger-aircraft/a350xwb-family/a350-1000.html#details |url-status=live}}</ref> <br />5.71&nbsp;m (18&nbsp;ft&nbsp;9&nbsp;in) with {{Convert|16.8|in|cm|-wide|adj=mid}}, 10-across seating<ref>{{cite web |url=https://www.businessinsider.com/airbus-created-cabin-10-seats-across-versus-9-boeing-777x-2022-10/ |title=Airbus debuts new A350 cabin that seats 10 people a row to compete with Boeing's new flagship 777X — look inside |date=1 November 2022 |publisher=Business Insider |access-date=18 November 2022 |archive-date=18 November 2022 |archive-url=https://web.archive.org/web/20221118025841/https://www.businessinsider.com/airbus-created-cabin-10-seats-across-versus-9-boeing-777x-2022-10 |url-status=live}}</ref><ref>{{cite web |date=19 June 2015 |title=Airbus works to make 10-abreast A350 a smidge more comfortable |url=http://www.runwaygirlnetwork.com/2015/06/19/airbus-works-to-make-10-abreast-a350-a-slice-more-comfortable/ |url-status=live |archive-url=https://web.archive.org/web/20151211064620/http://www.runwaygirlnetwork.com/2015/06/19/airbus-works-to-make-10-abreast-a350-a-slice-more-comfortable/ |archive-date=11 December 2015 |access-date=10 December 2015 |publisher=Runway Girl Network}}</ref>
<!--
        Powerplant -->
| eng1 number = 2
| eng1 name = [[Rolls-Royce Trent XWB|Rolls-Royce Trent XWB-84]]
| eng1 type = [[high-bypass turbofan]]
| eng1 kn = 374.5
| eng1 lbf = 84200
| eng1 note = <ref name=TCDSXWB>{{cite web |url=https://www.easa.europa.eu/sites/default/files/dfu/EASA%20E111%20TCDS%20issue%2012_Trent%20XWB.pdf |title=Type certificate data sheet E.111 |publisher=EASA |date=1 April 2019}}</ref>
| thrust original = <!--
        Performance
-->
| perfhide = 
| max speed kmh = 950
| max speed mph = 591
| max speed kts = 513
| max speed note = <ref name=AvWeekPilotReport />
| cruise speed kmh = 903
| cruise speed mph = 561
| cruise speed kts = 488
| cruise speed note = <ref name=AvWeekPilotReport />
| stall speed kmh = 
| stall speed mph = 
| stall speed kts = 
| stall speed note = 
| never exceed speed kmh = 
| never exceed speed mph = 
| never exceed speed kts = 
| never exceed speed note = 
| minimum control speed kmh = 
| minimum control speed mph = 
| minimum control speed kts = 
| minimum control speed note = 
| range km = 15750
| range miles = 9600
| range nmi = 8500
| range note = 
| endurance = 
| ceiling m = 
| ceiling ft = 43100
| ceiling note = 
| climb rate ms = 
| climb rate ftmin = 
| climb rate note = 
| time to altitude = 
| lift to drag = 
| wing loading kg/m2 = 
| wing loading lb/sqft = 
| wing loading note = 
| fuel consumption kg/km = 
| fuel consumption lb/mi = 
| thrust/weight = 
| more performance = *'''Takeoff distance''': {{cvt|2600|m|ft}}
*'''Landing distance''': {{cvt|2000|m|ft}}
| avionics = 
}}

==See also==
{{Portal|Aviation|European Union}}
{{aircontent
|see also= <!-- other related articles that have not already linked: -->
*[[Competition between Airbus and Boeing]]
|related= <!-- designs that were developed into or from this aircraft: -->
*[[Airbus A380]]
*[[Airbus A330neo]]
|similar aircraft= <!-- aircraft that are of similar Role, Era, and Capability this design: -->
*[[Boeing 777]]
*[[Boeing 777X]]
*[[Boeing 787]]
*[[Comac C939]]
*[[Ilyushin Il-96#Il-96-400M|Ilyushin Il-96-400M]]
|lists= <!-- relevant lists that this aircraft appears in: -->
*[[List of commercial jet airliners]]
*[[List of civil aircraft]]
<!-- See [[WP:Air/PC]] for more explanation of these fields. -->}}

==Notes==
{{notelist}}

==References==
{{reflist}}

==Further reading==

{{refbegin|30em}}

* {{cite book
  | last1=Norris
  | first1=Guy
  | last2=Wagner
  | first2=Mark
  | title=Airbus A350: Super Transporter
  | publisher=Zenith Press
  | year=2013
  | isbn=
}}

* {{cite book
  | last1=Gunston
  | first1=Bill
  | title=Airbus: The Complete Story
  | edition=2nd
  | publisher=Haynes Publishing
  | year=2009
  | isbn=
}}
{{refend}}

==External links==
{{sister project links|auto=y|d=y}}
* {{official|https://www.airbus.com/en/products-services/commercial-aircraft/passenger-aircraft/a350-family}}
* {{cite web |url=http://www.airbus.com/presscentre/presskits/?eID=maglisting_push&tx_maglisting_pi1%5BdocID%5D=42447 |archive-url=https://web.archive.org/web/20150905123929/http://www.airbus.com/presscentre/presskits/?eID=maglisting_push&tx_maglisting_pi1%5BdocID%5D=42447 |url-status=dead |archive-date=5 September 2015 |title=A350 XWB Milestones 2006–2014 |publisher=[[Airbus]]}}
* {{cite web |url=https://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/Backgrounder-Airbus-Commercial-Aircraft-A350-XWB-Facts-and-Figures-EN.pdf |title=A350 XWB Facts & Figures |date=June 2018 |publisher=Airbus}}
* {{cite web |url=https://www.flightglobal.com/topics/aircraft-types/airbus/a350/ |title=Latest news, data, analysis and insight into the Airbus A350 programme |work=[[FlightGlobal]]}}
* {{cite news |url=https://www.flightglobal.com/flight-international/ten-years-after-its-debut-flight-a350-widebody-is-flying-high/153354.article |title=Ten years after its debut flight, A350 widebody is flying high |author=David Kaminski-Morrow |date=22 May 2023 |work=[[FlightGlobal]]}}

{{Airbus A3xx timeline}}
{{Airbus aircraft}}

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