By Bjorn Fehrm • Aerospace Analyst
November 5, 2026
Airbus serial A350-900 left the production halls in Toulouse for the first time in November 2014 and entered service with Qatar Airways in January 2015. The longer A350-1000 trailed the A350-900 by three years, entering service with Qatar Airways in February 2018.
Before the A350-1000 entered service, Airbus considered a stretched version, often called the -2000, to match the Boeing 777-9 launched in November 2013. With the A380 still in production and the initial strong sales of the 777-9 not followed by large follow-on orders, Airbus gradually cooled on a longer A350-1000, and before the -1000 entered service, the idea was put on ice.
Figure 1: The Airbus A350-1000 with its six wheels main landing gear. Photo credit: Wikimedia Commons
Following Leeham News and Analysis‘ visit to Toulouse last month, we discussed a higher production rate for the existing A350 and Airbus’s renewed study of a higher-capacity A350, as described in Part 1. During the company’s earnings call last week, CEO Guillaume Faury emphasized that Airbus is undecided on whether to officially launch a -2000 variant.
Stretching the A350-1000 further revisits size constraints under emergency-exit regulations and the engine thrust required for a longer version.
This week, we use the Leeham Aircraft Performance and Cost Model (APCM) to look at the design of a potential A350-2000. What is the possible capacity increase, and what engines would be required? Can the existing Rolls-Royce Trent XWB-97 power an upgraded variant, or is an engine change necessary?
