Summary

  • The Airbus A350-800, a smaller variant of the A350, was initially developed but later shelved due to lack of demand.
  • The middle-of-the-market demand for a replacement for the aging 767 still exists, creating an opportunity for a smaller, more efficient aircraft like the A350-800.
  • The A350-800 could fill a niche in the market by offering a capacity of 220-280 passengers and a long-haul range, bridging the gap between current widebodies and smaller narrowbody aircraft like the 737 MAX and A320neo.

Airbus' A350 program has found significant success, racking up over 1000 orders since its launch in 2006. Offering between 440 and 480 seats in a one-class configuration, depending on the variant, the A350 is fairly limited in choice, with the outer edges of lower and higher capacity unusually sparse for a major aircraft program.

While a stretched version of the Airbus A350 to compete against Boeing’s 777X program has been floated on occasion by industry insiders, the race to the middle of the market has also raised hopes of Airbus relaunching its proposed smaller variant, the A350-800.

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What is the Airbus A350-800?

Developed alongside the -900 and -1000, the proposed A350-800 would feature a significantly smaller capacity, around 276 passengers across three classes, while maintaining a long-haul range of 8,245 NM. Keeping in line with the rest of the A350 family, the aircraft would keep its twin-aisle layout and composite airframe, likely falling into the same category of efficient long-haul aircraft as Boeing's 787 Dreamliner.

An Airbus A350 in an airshow in Moscow in 2015
Photo: vaalaa | Shutterstock.

The jet was initially developed as a replacement for Airbus’ popular A330-200 variant, though the project was shelved upon the announcement of the A330neo program, with the A330-800 filling the role. All outstanding orders for the A350-800s were converted to A330neos or the slightly larger A350-900, relegating the jet to the annals of Airbus rejected projects.

Middle-of-the-market demand

Despite orders being shifted, Airbus failed to find many customers for its A330-800. As of November 2023, just 12 aircraft have been ordered, a sharp drop compared to the A350-800's initial 182-strong backlog, but demand for a middle-of-the-market 767 replacement still exists.

The aviation industry has recognized this too. Airlines are keeping their nearly 30-year-old jets in service well beyond initially expected, while others have reluctantly shifted to larger widebodies as an alternative, and there’s no real urgency to remedy this. Boeing’s New Midsize Aircraft (NMA), the proposed 797, is still over a decade away from the manufacturer launching development, leaving a gaping hole in the market.

Specs and pieces

Proposed specifications of a new midsized aircraft would see it offer a capacity of between 220 and 280 passengers, designed for boosted performance on short-to-medium-haul high-demand routes, such as between New York and Chicago or London and Paris. The ideal jet would be smaller than current widebodies while offering an efficiency similar to the 737 MAX and A320neo family aircraft.

Delta Air Lines Boeing 767-400 past hold short line for runway
Photo: Markus Mainka | Shutterstock

The A350-800 slots directly into that niche with Boeing’s NMA, alongside adding that boosted range to create a more versatile aircraft that can be deployed on a wide variety of routes.

The only real issue is economics. The A350 program is one of the most expensive jets on the market, with list prices between $315 million and $370 million, a noticeable contrast to the similarly sized 787’s list price of $250 million to $300 million. The proposed NMA would likely be listed even lower than that, speculated to be around $100 million, a more competitive and accessible price point for smaller airlines looking to boost widebody operations.

Future inventory overhauls

Amid the success of the A320neo program, an A350neo development looks to be the next step for Airbus, and recent challenges with the aircraft’s engine may prompt some experimentation with its powerplants. A rejuvenated project could see Airbus once again pick up the designs for a smaller A350neo variant.

An Airbus A350-1000 flying in the sky.
Photo: VanderWolf Images | Shutterstock

Want answers to more key questions in aviation? Check out the rest of our guides here.

Speculated upgrades could include the addition of the Rolls-Royce Ultrafan engine, boosting its fuel efficiency ahead of the 787. However, information on the next-generation project remains sparse, with Airbus previously confirming it has no immediate plans to examine the A350 program.

Perhaps once the post-pandemic aviation industry has settled and had a chance to examine its future requirements, Airbus may head back to the drawing board, but until then, second-hand 767s and the A330-800 will continue to fill that niche.

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The Airbus A350 vs A330neo - Which Plane Is Best?
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What are your thoughts on a smaller Airbus A350-800? What airlines do you think would operate the aircraft? Let us know in the comment section.

  • rsz_airbus_50th_years_anniversary_formation_flight_-_air_to_air
    Airbus
    Stock Code:
    AIR
    Date Founded:
    1970-12-18
    CEO:
    Guillaume Faury
    Headquarters Location:
    Toulouse, France
    Key Product Lines:
    Airbus A220, Airbus A320, Airbus A330, Airbus A340, Airbus A350, Airbus A380
    Business Type:
    Planemaker