From the pilot's perspective, the A350 will be similiar enough to the A330 to probably only require differences training - one of the benefits of fly-by-wire and glass cockpits.
Otherwise, design "tweaks" have removed much of the commonality between the A350 and A330. The following excerpts are from an Aviation Week article on the last redesign of the A350:
Airbus has again revised its plans for the A350, turning it from an A330-derivative to a new widebody in the face of rival Boeing's success with its 787.
After first saying the existing A330/A340 family would suffice to compete with the 787, and last year amending that to projecting a mere derivative of the A330, the aircraft will now undergo a more dramatic transformation--a new development at a higher price. About "90% of the part numbers are going to be changed" over the current aircraft type, says Olivier Andries, A350 program manager.
The 193-ft.-long, 57.1-ft.-high A350-800 will have a 200-ft. 5-in. wingspan. Its maximum takeoff weight would be around 540,100 lb., with a manufacturer's empty weight of 230,700 lb. The 209-ft. 8-in.-long A350-900 would have the same height and wingspan. Empty weight is estimated at 239,000 lb.
Composites will comprise 39% of the A350: aluminum-lithium parts, 23%; steel, 14%; aluminum, 11%; titanium, 9% and other materials the balance. This has led to 17,600 lb. of weight reduction, Andries says. Composite use on the A380 is 20%.
Commonality with the A330 won't disappear entirely. The cockpit will remain largely the same, as will the type rating. But functionalities will be enhanced, Andries says, to be "at least" identical to the 787.
Airbus will offer the aircraft with the General Electric GEnx engine Boeing uses on the 787. The GEnx will come in four thrust ratings from 63,000-75,000 lb. Discussions are in the final stage for the Rolls-Royce Trent 1000, Leahy indicated. But Andries says the Rolls availability will likely come later.
Leahy says the A350-800 will offer 258 seats in a two-class configuration--more than the A330--largely by moving the rear bulkhead aft, along with the avionics bay and crew rest area. With full passenger load, the range is expected to reach 8,200 naut. mi., and, Leahy claims, keep operating costs below the 787-800's.
The A350-900 would have 316 seats in a two-class configuration. Leahy concedes that the -900 underperforms the 787-9 in one area--range. The -900 reaches 7,500 naut. mi. compared with the 787's 7,700. However, he says efforts are underway to boost this to 7,700-7,800 naut. mi.
Jim
