Airbus A350-1000
1,122 parts applicable to this airframe — widebody
| Part Number | Status |
|---|---|
| 11C9-4 | PMA |
| 9C204-6 | PMA |
| C64977-005 | PMA |
| C64977-006 | PMA |
| C64977-007 | PMA |
| C64979-001 | PMA |
| C64989-001 | PMA |
| CA58573-002 | PMA |
| CA58573-004 | PMA |
| CA58573-005 | PMA |
| CA58593-001 | PMA |
| CA58593-002 | PMA |
| CA58593-003 | PMA |
| CA58593-004 | PMA |
| CA70187-002 | PMA |
| CA70189-001 | PMA |
| CA74717-001 | PMA |
| CA74719-002 | PMA |
| CA76361-002 | PMA |
| CA85861-001 | PMA |
| CA85865-002 | PMA |
| CA85867-001 | PMA |
| CA86093-002 | PMA |
| CA86921-002 | PMA |
| CA86921-003 | PMA |
| CA91865-001 | PMA |
| CA91865-002 | PMA |
| CA96779-002 | PMA |
| CA96781- 003 | PMA |
| CA96781- 004 | PMA |
| CA96781-001 | PMA |
| CA96781-002 | PMA |
| CA96783-001 | PMA |
| CA96785-001 | PMA |
| CA96787-002 | PMA |
| CA96787-003 | PMA |
| CA96787-004 | PMA |
| CA96789-001 | PMA |
| CA96791-001 | PMA |
| CB19070-001 | PMA |
| CB19070-002 | PMA |
| CB19071-002 | PMA |
| CB19072-001 | PMA |
| CB19072-002 | PMA |
| CB77769- 001 | PMA |
| CB77807- 003 | PMA |
| CB77827- 002 | PMA |
| CB79853- 002 | PMA |
| CB79855- 002 | PMA |
| CB79859- 001 | PMA |
Utilization & cargo trend(US carriers, 2015–2025)
A350 family rollup — BTS T-100, domestic + international
US carriers only (BTS T-100, domestic + international segments) — foreign-carrier flying is excluded, so global utilization runs higher. Fleet size is reconstructed from the FAA registry (built on or before each year, not yet deregistered) — an approximation. Freighter share counts departures with zero passengers and freight aboard — a proxy for freighter/combi operations, not a tail-by-tail conversion count. Missing years render as gaps.
USM supply — retirements & teardowns(2023–2026)
A350 family — FAA registry deregistrations
FAA registry data. Domestic deregistration is a teardown proxy — it also captures re-registrations and some unflagged exports, so it is not a confirmed part-out count; exported aircraft left the US fleet intact and are not USM supply. ATA shares reflect where this directory's parts for the family concentrate (parts in parentheses) — a coverage signal, not the aircraft's bill of materials or a teardown-yield forecast.
Engine-program supply pressure(since 2023)
FAA registry — US-registered fleet
Engines account for roughly half of all MRO spend, so engine programs shedding aircraft are where retirement supply carries the most value.
| Engine model | Active tails | Engine units | Retired since ’23 | Exported | Avg age at dereg |
|---|---|---|---|---|---|
| ROLLS-ROYC TRENT XWB-84 | 35 | 70 | 0 | 0 | — |
| ROLLS DEU TRENT XWB-84 | 3 | 6 | 0 | 0 | — |
FAA registry data, US-registered aircraft only. Counts reflect the engine model as registered — generic “series” rows coexist with thrust-variant rows, so per-variant figures are partial. Retired = domestic deregistrations (a teardown proxy, not a confirmed part-out); exported aircraft left the US fleet intact. Active tails span every family the engine flies on, not just this one.
Maintenance economics(US carriers, through 2026)
A350 family — BTS Form 41 filings
BTS Form 41 data (Schedule P-5.2 maintenance expense over T-2 block hours), Group III US carriers only — filers above $1B annual revenue; smaller US operators, Part 135, and all non-US carriers are not in this data. Dollars are accrual-basis from regulatory filings (reserves and depreciation included), so they benchmark fleet economics and do not track to individual repair events. Averages are block-hour- weighted across every reporting carrier; the range spans per-carrier rates after excluding marginal reporting slices, and small carrier counts are noisy.