
Airbus Broughton site make freighter aircraft wingset
Engineered as the world's most advanced freighter aircraft, the A350F is designed to meet the evolving needs of the global air cargo market. Similar to the A350 widebody passenger aircraft, the wings incorporate the latest composite material technology, reducing weight and increasing aerodynamic efficiency.
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Airbus is building two A350F test aircraft which will undergo flight tests throughout 2026 and 2027. The wings will soon be transported via Airbus' iconic freighter, the BelugaXL, from Broughton to Bremen for final equipping before being sent to Toulouse to be joined to the fuselage of the first test aircraft.
Head of Widebody Wings at Airbus Broughton, Paul Kilmister, said: "This is a proud moment for everyone at Broughton, completing the first ever A350F wingset. With almost 1,400 orders for the A350, including 63 A350F, Broughton will continue to play a critical role in the future of the programme, supporting Airbus' growth in passenger and freight markets.
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"The A350F is poised to shape the future of air freight, offering operators a more efficient, and versatile solution for decades to come."
The new A350F sets a new benchmark in air cargo offering:
• Improved efficiency: At least 20% lower fuel burn and CO2 emissions compared to current in-service freighters
• Better loading capacity: The industry's largest cargo door with a 4.3-meter wide opening - making loading easier, faster and safer for ground operations teams
• Flying further: A range of up to 8,700 km with up to 111-ton payload.
Airbus Broughton has a rich heritage of wing manufacturing, producing wing structures for Airbus aircraft for over 50 years.

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Times
3 hours ago
- Times
Boeing and Airbus ground green plane projects
Two years ago, Boeing pulled an airliner out of the Victorville 'boneyard' in California — one of the giant desert storage lots for unwanted aircraft — and flew it 50 miles west to a classified plant for some radical surgery. The 25-year-old MD-90, which in its former life carried passengers for Delta Air Lines and China Southern, was to be the test bed for technology that would cut the greenhouse gases emitted by future aircraft. Its existing wings were to be cut off and replaced with long, thin versions supported by struts projecting from the bottom of a new, deeper fuselage. Boeing and Nasa, which was funding the work, had high hopes for the X-66A, as the plane was renamed. Or they did until four months ago, when the project was abruptly put on ice. Two months earlier, something similar happened to one of Europe's big environmental projects. In February, Airbus said it would 'pause' development of the ZEROe hydrogen plane, an aircraft with no carbon emissions that it had planned to have in service by 2035. The two manufacturers enjoy a near-duopoly in the airliner market, and delays to their flagship green programmes have sounded an alarm on airlines' plans to get to net zero — adding no additional carbon to the atmosphere — by 2050. 'The airline industry does in my view have a serious intent to meet net-zero targets but faces increased challenges in doing so', John Strickland, an independent aviation consultant, said. 'Alternative technologies are being pushed further out, which means an increased emphasis on the use of sustainable aviation fuel, which is still in limited supply.' The delays may also create another obstacle to the planned expansion of Heathrow. The airport said on August 1 that it would 'only deliver expansion in a way that is consistent with net zero 2050'. And some analysts believe the hold-up increases the chances of a challenge to Boeing and Airbus from new entrants more eager to take up the environmental mantle. Aviation is estimated by the International Energy Agency to account for 2.5 per cent of the world's greenhouse gas emissions, with a slightly greater — 4 per cent — contribution to global warming thanks to the creation of vapour trails. In the UK, it has a greater share of direct emissions: 9 per cent this year, according to the Climate Change Committee, the government's independent advisers. That share is forecast to grow to 11 per cent by 2030 and 16 per cent by 2035. That global emissions share is also likely to increase. After a severe decline during the pandemic, flights are now increasing fast. Iata, the airline trade body, has said passenger numbers will grow nearly 6 per cent this year to just under 5 billion and could hit 16 billion by 2050. As other energy-intensive industries find ways to cut their carbon emissions — electricity replacing blast furnaces in steel, new technology for making cement, and electric vehicles for land transport — aviation's share of total CO₂ could, by some estimates, rise to 20 per cent by 2050. Carbon-cutting technology for aviation is proving slow to arrive. Most experts think battery-power will be limited to small commuter aircraft, but there are high hopes for hydrogen. Airbus had invested significantly, including a plan to test a hydrogen fuel-cell engine on a modified A380 superjumbo. But it paused work in February, saying progress on 'key enablers', in particular the production of large amounts of hydrogen from renewable energy, was 'slower than anticipated'. Boeing has been less interested in hydrogen, but said the X-66A could lead to a 10 per cent reduction in emissions. When it cancelled the project it said it would instead concentrate on other designs for thinner, more efficient wings. Neither manufacturer appears in any rush to bring out radical designs. Airbus's plan to replace its bestselling A320 family of aircraft envisages something familiar to passengers today, albeit with engines that can be powered by conventional fuels or 'sustainable' replacements. That plane is unlikely to enter service until 2035 at the earliest, and probably much later. Boeing, which has been beset by a series of crises in the past year, also appears to be in no hurry. At its quarterly results on July 29, chief executive Kelly Ortberg said: 'I don't think the market is ready yet for a new airplane.' • Boeing 737 Max 8: which airlines use the plane and is it safe? Slow progress on alternative technology means airlines' hopes rest on the rapid introduction of sustainable fuels — hydrocarbons not pumped from the ground, but made from plants or re-used oils, or directly synthesised. However, the current supply is tiny — a mere 0.53 per cent of total aviation fuel worldwide last year, according to Air Transport Action Group (Atag), which brings together airlines, airports and aerospace manufacturers. Atag's Waypoint 2050 report concluded that making enough sustainable fuel to hit net zero would require the construction of 5,000 refineries, costing $1.45 trillion over the next 25 years. IBA, the aviation consultancy, has forecast production of sustainable fuels will hit 18 million tonnes a year by 2035 — but that will be 23 million tonnes short of demand. Environmental campaigners are scornful. 'The only serious remedy [to increasing CO₂ emissions] is demand restraint,' Dr Douglas Parr, policy director at Greenpeace UK, said. 'Everything else — the nonsensical offset schemes, the utopian technology forecasts and now the implausible optimism surrounding 'sustainable' aviation fuel — is primarily a collection of elaborate misdirection techniques.' If aviation's emissions do grow as a proportion of the total, Airbus and Boeing could face societal pressure to do more. Nick Cunningham, managing partner at Agency Partners, an aerospace analysis firm, recently published a note on how 'complacency' on decarbonisation posed an 'existential risk' to the companies. Cunningham said planemakers were understandably reluctant to make large investments in new technology. 'Boeing does not at the moment have the financial resources to develop an all-new aircraft. Airbus has reason to be wary because some of its development programmes — the A380 and the A400M for example — ended up way over budget.' • Net zero by 2050 struggles with reality The Chinese aerospace industry could be a potential challenger. There are now 16 Comac C919s, the first modern Chinese airliner, in service, with a second, larger aircraft, the C929, expected to begin commercial flights towards the end of the decade. Cunningham said, however, that carbon reduction is not China's main goal. 'There could be a challenge from China, but for the moment it is concentrating on replacing imports of western aerospace equipment,' he said. One potential rival to the Airbus-Boeing hegemony is JetZero, a California-based company set up in 2021. It has ambitious plans to build a radical new type of passenger aircraft: a blended wing body, where the wings and fuselage are one smooth shape. The Northrop Grumman B-2 stealth bomber, used by the US Air Force in the recent attacks against Iran, is such a design. JetZero claims its design could cut emissions in half compared to conventional designs. It has secured backing from two big US carriers, United Airlines and Alaska Airlines, including a commitment from them to buy aircraft. The USAF has awarded it a development contract for a potential new transport aircraft. 'JetZero is extremely interesting,' Cunningham said. 'The backing it has from airlines and the air force give it credibility, and it has very ambitious production plans. Its design would be more efficient than conventional aircraft, and crucially it would lend itself to a switch to hydrogen fuel when that is adopted.'


Reuters
2 days ago
- Reuters
Safran shares rise as French jet engine maker raises outlook
PARIS, July 31 (Reuters) - French aerospace group Safran ( opens new tab raised annual forecasts after posting higher-than-expected first-half profits on Thursday, pushing its shares up more than 4% as it benefited from brisk demand for spare parts for jet engines. Safran, which together with GE Aerospace (GE.N), opens new tab co-produces engines for Airbus and Boeing medium-haul jets, also reported higher maintenance profits and saw its recently troubled cabin interiors business edge further into the black. The company's closely watched recurring operating income rose 27% after certain adjustments to 2.51 billion euros ($2.87 billion), as revenues climbed 13% to 14.77 billion euros. Analysts were on average expecting first-half recurring operating profit of 2.39 billion euros on revenue of 14.74 billion euros, according to a company-compiled consensus. Safran raised its full-year forecast for the same profit measure to between 5.0 billion and 5.1 billion euros, up from a previous range of 4.8 billion to 4.9 billion. It predicted revenue growth in the low teens, instead of around 10%. Bernstein analysts said Safran's indicators for the aftermarket, where engine makers make most of their money during regular engine shop visits, had outpaced bullish expectations. Growing air travel demand and a shortage of planes due to weak deliveries from planemakers have forced airlines to fly planes for longer, resulting in extra maintenance, analysts say. Safran shares were up 3.9% in midday trading. Shares in UK engine maker Rolls-Royce RR.L also rose sharply after improvements to its larger wide-body jet engines drove strong first-half results and prompted it to raise targets. While enjoying strong maintenance earnings from existing aircraft, engine makers have been in the firing line from jet makers led by Airbus recently over delays in the arrival of new engines to jet factories as parts get diverted to repair shops where they are needed to keep existing planes flying. The tug of war between airport hangar and airplane factory for access to parts has strained ties between Airbus and CFM, while rival engine maker Pratt & Whitney is also under scrutiny. Safran CEO Olivier Andries acknowledged that CFM had fallen behind in deliveries to Airbus in recent months, in part due to a French factory strike, but told reporters that plans to catch up on the delays were "challenging but completely achievable". He confirmed that CFM had an agreement in place with Airbus over the number of engine to be delivered over the rest of the year as the planemaker strives to meet its delivery targets. Airbus CEO Guillaume Faury said on Wednesday that engine makers had agreed to support its delivery goals. Safran separately announced plans to set up a half-billion-dollar carbon brakes factory in France near Lyon after a contest with Quebec and the U.S. state of Oregon for the major new site. Founded from a merger of state engine maker Snecma and electronics firm Sagem 20 years ago, Safran last week closed the $1.8-billion acquisition of the actuation and flight controls business of Collins Aerospace. It also sold a smaller U.S. business in line with regulators' demands for clearing the Collins acquisition. Safran said the combined transactions would add between 600 million and 700 million euros to group revenues over the rest of the year. ($1 = 0.8747 euros)


Reuters
2 days ago
- Reuters
Airbus faces engine delays but reaffirms jet delivery targets
PARIS, July 30 (Reuters) - European planemaker Airbus ( opens new tab on Wednesday revealed a growing queue of aircraft waiting for engines before they can be delivered to airlines, but reaffirmed its delivery goals for the year after securing promises over supplies from engine makers. The world's largest planemaker said it had 60 so-called "gliders" or otherwise complete airframes sitting outside its factories, up from an estimate of 40 last month, but reaffirmed the target for a 7% rise in annual deliveries to 820 jets. "It won't be a walk in the park; it will be more back-loaded than we would like," CEO Guillaume Faury told analysts, adding that engine makers had agreed to support the delivery target. Airbus has faced fluctuating supplies from its largest supplier CFM International, co-owned by GE Aerospace (GE.N), opens new tab and Safran ( opens new tab, but delays have spread to its RTX-owned (RTX.N), opens new tab rival Pratt & Whitney in the wake of a recent strike, Airbus said. Although the gap in Pratt engine supplies for Airbus is new, the lion's share of delays remain with CFM, it told analysts. The engine makers did not respond immediately to requests for comment. Despite struggling to find enough engines to prevent a 5% drop in deliveries in the first half, analysts say Airbus is continuing to produce narrow-body jets at close to pre-COVID levels to avoid injecting new volatility into supply chains. But the higher industrial pace has meant building up extra inventory and Airbus data showed it had burned through 1 billion euros ($1.14 billion) more cash than the market expected in the second quarter, while keeping its financial targets for the year intact. However, it posted a higher-than-expected second-quarter profit, boosted by its defence and helicopter businesses. Airbus, which also makes satellites, fighters and civil and military helicopters, said its widely watched adjusted operating profit almost doubled to 1.58 billion euros as revenues remained broadly flat at 16.07 billion euros. A strong increase in profit had been widely expected after Airbus took a hefty charge on its space business a year ago, but the results slightly beat forecasts in Defence and Space, the company's second-largest division, as well as Helicopters. Analysts were on average expecting adjusted operating income of 1.47 billion euros on revenues of 15.78 billion euros in the second quarter, according to a company-compiled consensus. Airbus announced plans to raise production for its A330neo jet to five a month in 2029, from four now, to meet rising wide-body demand, while keeping other production targets unchanged. Faury hailed a weekend agreement to keep aircraft and parts out of U.S. tariffs imposed on Europe under an EU-U.S. trade deal as a "welcome development for our industry". Airbus said it expected a deal to acquire assets from struggling parts supplier Spirit AeroSystems (SPR.N), opens new tab, which is being divided up between Airbus and its U.S. rival Boeing (BA.N), opens new tab, to close in the fourth quarter, months later than originally expected. Both Airbus and Boeing have had to advance cash to their mutual supplier while the rare transaction awaits regulatory approval, though this is yet to have a major financial impact. Spirit makes wings for Airbus' smallest jet, the A220, at a factory in Belfast, Northern Ireland. Airbus is expected to absorb this activity as well as a plant in North Carolina that makes a key section of the A350 when the deal is completed. Airbus said it was working to head off a potential strike at a much larger wings factory in Wales and reaffirmed plans to inaugurate a second A320-family assembly line at Tianjin in China before the end of this year, with output to start in 2026. ($1 = 0.8721 euros)