For the engines Airbus has confirmed that they will retain a full bleed air system on their engines, rather than the bleedless configuration used on the Boeing 787. Rolls-Royce has agreed with Airbus to supply a new variant of the Trent engine for the A350 XWB, currently called the Trent XWB. After the low-speed windtunnel test, Airbus has frozen the static thrust at sea level for all three proposed variants in the 74,000-92,000 lb range.GE has stated it will not offer the GP7000 on the aircraft, and that previous contracts for the GEnx on the original A350 did not apply to the XWB. Fellow Engine Alliance partner Pratt & Whitney seems to be at odds with GE on this, publicly stating that they are looking at an advanced derivative of the GP7000.
In April 2007, Airbus former chief executive Louis Gallois held face-to-face talks with senior General Electric management over finalizing the possible go-ahead of a new variant of the GEnx engine for the A350 XWB. Airline pressure for a GE engine option is believed to be coming particularly from US Airways and Singapore Airlines, as well as others within the A350 orders group that either originally selected GE or that have not yet settled for the Rolls-Royce Trent XWB-powered option. But on June 2007, Rolls-Royce announced that it had signed its biggest ever contract with Qatar Airways for the Trent XWB to power 80 A350 XWBs on order from Airbus worth $5.6 billion at list prices and in June 2007, Airbus' Chief Operating Officer John Leahy indicated that the GEnx engine will not feature on the A350 XWB, claiming that Airbus wants GE to offer a more efficient version for the new Airbus airliner. Since then, largest GE engines operators Emirates, Singapore Airlines, US-based US Airways, Hawaiian Airlines and ILFC have selected the RR Trent XWB for their future fleet of A350.
The Trent XWB will feature a 118 in (3 m) fan diameter and the design will be based on the advanced developments of the Trent 900 (Airbus A380) and Trent 1000 (Boeing 787). The Trent XWB may also benefit from the next-generation reduced acoustic mode scattering engine duct system (RAMSES), which is a noise-dampening engine nacelle intake and a carry on design of the Airbus's "zero splice" intake liner developed for the A380. Engine thrust-reversers and nacelles will be supplied by US-based Goodrich Corporation.
In April 2007, Airbus former chief executive Louis Gallois held face-to-face talks with senior General Electric management over finalizing the possible go-ahead of a new variant of the GEnx engine for the A350 XWB. Airline pressure for a GE engine option is believed to be coming particularly from US Airways and Singapore Airlines, as well as others within the A350 orders group that either originally selected GE or that have not yet settled for the Rolls-Royce Trent XWB-powered option. But on June 2007, Rolls-Royce announced that it had signed its biggest ever contract with Qatar Airways for the Trent XWB to power 80 A350 XWBs on order from Airbus worth $5.6 billion at list prices and in June 2007, Airbus' Chief Operating Officer John Leahy indicated that the GEnx engine will not feature on the A350 XWB, claiming that Airbus wants GE to offer a more efficient version for the new Airbus airliner. Since then, largest GE engines operators Emirates, Singapore Airlines, US-based US Airways, Hawaiian Airlines and ILFC have selected the RR Trent XWB for their future fleet of A350.
The Trent XWB will feature a 118 in (3 m) fan diameter and the design will be based on the advanced developments of the Trent 900 (Airbus A380) and Trent 1000 (Boeing 787). The Trent XWB may also benefit from the next-generation reduced acoustic mode scattering engine duct system (RAMSES), which is a noise-dampening engine nacelle intake and a carry on design of the Airbus's "zero splice" intake liner developed for the A380. Engine thrust-reversers and nacelles will be supplied by US-based Goodrich Corporation.
