Emirates says “NO” to Airbus A350! What’s WRONG???

after the Paris air show in June 2023 which is more likely a competition between the two aircraft manufacturing Giants Airbus as the winner went home happy with 830 on a total of 1100 orders from carriers however the situation was reversed as soon as the Dubai air show took place in November of the same year in which Boeing chocked up 295 aircraft orders three times more than Airbus 86 and the shocking point was about the poor order of the 350 with particularly no order for the latest and largest variant 351,000 even a such giant-like Emirates Airlines

which is always looking for bigger aircraft humbly ordered only the smaller version 35900 with 15 units Ethiopian Airlines and Egypt hair also made their decision to buy respectively 11 and 10 units of the a350 but they were all about the 900 variant so where did the 350 especially the 1,000 go wrong let's find out in today's episode but before we start if you haven't subscribed to our Channel yet please like comment and subscribe so you'll be the first to see our next videos now let's dive in at first glance it seems like this is not

a big deal an Airbus wouldn't get any damage at all since their sales are still going up evidenced by the orders they received for the 900 model but when looking closer at the competition between Boeing and Airbus in terms of fulfilling Airlines demands it would be a completely different situation for those airlines that are operating from from a single big airport Hub like Emirates and some other golf Airlines really big jets are necessary for them to make full use of their Hub capacity and maintain the number of aircraft arrivals and departures at manageable levels the

fact is that besides Emirates not many airlines globally can consistently maintain full capacity utilization of the large A380 aircraft throughout the entire year but besides a 380 Emirates is also operating 123 7300 ER and some of them are aging which means Emirates will soon have to make their decision of what will be the replacement having realized the situation Airbus designed a stretched version of the a350 the 1000 as an effort to attract Airlines who are looking for a replacement for their triple 7300 ER then what does it mean when Airbus couldn't sell any of their

a 351,000 to Emirates it means that the airline is likely to look towards Boeing and opt for the trip 7x as an alternative replacement that obviously will be a big loss for Airbus so what is wrong with 351,000 that disappointed the airline the answer is the engine it's actually not about safety but efficiency issues that the Emirates considers 350 has two different engine options on its Two Sole variants this is unusual because when an aircraft manufacturer introduces an aircraft family at least two variants of it always share some commonalities in engines Airbus actually had a

plan to build 35800 earlier which was an even smaller model that shared the same engines with the 900 model however the project was later dropped and the reason According to some sources was because it clashed a bit with the larger version of the A330 Neo so back to the present without the 800 model the a350 now has only two variants with each using a different type of engine and this is really not ideal for carriers to merge both of them into their Fleet most Airlines in fact would expect aircraft of the same variant to share

some sort of commonality for easy maintenance since each type of engine would normally require a unique set of spare parts and sometimes even differences in engineering training thus having two different types of engines on two variants means that it would require airlines more cost and time for maintenance if they want to adopt both variants but to be fair it is necessary to know that different variants of an aircraft model with different capacities usually require engines with some slight internal differences to provide with proper thrust rating the 1,000 is heavier than the 900 owing to the

extra capacity so of course it needs a more powerful engine typ the thrust achieved by the two variants of Rolls-Royce Trent xwb powering the a350 is quite an impressive number the two engine variants equipped on the 91,000 were in fact named based on the thrust that they can generate powering the a309 is the Trent X double UB 84 which can generate 84,00 lb or 3745 Kon wons of thrust on the other hand the larger 1000 model necessitated an engine with significantly more power leading to the development of the Trent xwb 97 which can generate up

to 97,000 lb or 430 colon wat of thrust well despite how impressive the numbers are Emirate still doesn't want the 1,000 because of another reason which is also related to the engines besides the lack of commonality the discussion surrounding these engines has become a focal point of contention particularly in the context of the interactions between Emirates and Rolls-Royce Tim Clark during an interview raised significant concerns regarding the demanding service requirements and notably time on Wing performance exhibited by the a351 th000 engine the concept of time on Wing refers to the duration that an engine can

operate before necess itting maintenance interventions Clark's assertion that the time on wing for the Trent X WB 97 engines fall significantly short of the expected duration amounting to merely a quarter of the anticipated operational cycle this perceived performance shortfall LED Clark to label the engines as defective highlighting his expectation for the xwb 97 engine to demonstrate robust operational capabilities by remaining in service for a minimum of 2,000 to 2,000 Cycles this critique from Clark regarding the engine's performance standards created a stir within the aviation industry prompting Rolls-Royce to address the concerns raised and defend the

integrity and reliability of their engine technology the engine manufacturer promptly stepped in to defend their product though acknowledging the existing issues that required attention and resolution Yan McDonald serving as the chief customer officer at Rolls-Royce shed light on the challenges faced attributing them to the harsh climate conditions prevalent in Dubai characterized by high temperatures and Sandy environments he also emphasized that these challenges were not unique to Rolls-Royce alone but were shared by other engine manufacturers operating in similar conditions both CFM and Pratt and Whitney have encountered comparable challenges with their new leap 1 and geared

turbofan engines experiencing relatively short time on Wing intervals due to adverse climate conditions in response these companies have been diligently working towards a extending the on-wing times of their engines a process that may entail gradual modifications and enhancements to internal components to enhanced durability and performance in such demanding operational environments during their dispute with emirats Rolls-Royce was Keen to highlight that Emirates would not be the first to operate the a 351,000 in hot and Dusty conditions as two other Gulf Airlines which are Edy had and quar had already taken delivery of the aircraft and been

keeping them in service current currently edad has Acquired and is utilizing 5 A3 51,000 whereas Qatar has 24 in operation with an additional 18 on order both Airlines of course operate the 351,000 under exactly the same harsh climate conditions that Tim Clark stated in his concern but barely any complaints were made now this would lead to another factor that caused emirates' unease which is the change in policy within Rolls-Royce engines and engine maintenance contract is negotiated separately and recently Rolls-Royce has changed their policy in which the liability of maintaining a faulty engine is transferred from

the manufacturer onto the carrier this term has been entirely reversed from its previous arrangement with Kar and edad where Rolls-Royce would bear the expenses for any extra maintenance needed by its engines the reason for this modification is simply because of the wake of the pandemic's impact on Long Haul travel and their need to ensure profitability and increased margins through these contracts but whatever the reason is their terms didn't satisfy Emirates the failed negotiations LED Emirates to place a backup order with Boeing despite their previous criticisms of the trip 7x's extensive development delays this situation was

a blow to Airbus who could have leveraged Boeing's 7x delays especially since the a350 is already operational but why does the a350 rely on just one engine manufacturer you might ask historically aircraft families like the 330 and most most of Boeing jet aircraft models offered multiple engine options but recent Trends show manufacturers favoring single engine models this simplification AIDS in addressing any engine issues that is the reason why the Boeing 7x is equipped with only one engine Choice the General Electric ge9x and even the subsequent iteration of the original trip 7 model featured solely the

ge90 as an option luckily rolls-royce's future strategy involves improving the time on wing for their widebody engines using technology from their ultrafan concept which is set to replace the Trent Series this aligns with their goal to quadruple profit margins in the next 5 years a development that Airbus would surely welcome since it will help the airline a lot with the challenge of maintaining a 351,000 sales in harsh climates while developing a new freighter variant the a 350f as air travel seems to be on the rise widebody plan especially those that are environmentally friendly like the

a350 are anticipated to play a crucial role in the aviation industry airports around the world are actively working to reduce both flight congestion and carbon emissions while still maintaining the ability to accommodate a large number of passengers as carriers aim to upgrade their fleets with aircraft that are both eco-conscious and have a high passenger capacity it's quite probable that Airbus will receive a significant number of new orders for the A3 50 including the 1,000 model