June 2018, Iberia was the first to receive the upgraded -900, with a MTOW version for an range with 325 passengers in three classes. By April 2019, Airbus was testing a hybrid laminar flow control (HLFC) on the leading edge of an A350 prototype vertical stabilizer, with passive suction similar to the boundary layer control on the Boeing 787-9 tail, but unlike the natural laminar flow BLADE, within the same EU Clean Sky program. On 30 September 2022, a weight reduction and a MTOW increase was announced, along with a wider interior cabin to offer 30 additional seats. The interior changes include moving the cockpit wall forward, moving the aft pressure bulkead one frame further aft and resculpting the sidewalls to allow ten-abreast 17-inch seats. New Engine Option By November 2018, Airbus was hiring in Toulouse and Madrid to develop a re-engined A350neo. Although its launch is not guaranteed, it would be delivered in the mid-2020s, after the A321XLR and a stretched A320neo "plus", potentially competing with the Boeing New Midsize Airplane. Service entry would be determined by ultra-high bypass ratio engine developments pursued by Pratt & Whitney, testing its Geared Turbofan upgrade; Safran Aircraft Engines, ground testing a demonstrator from 2021; and Rolls-Royce, targeting a 2025 Ultrafan service entry. The production target is a monthly rate of 20 A350neos, up from 10. In November 2019, General Electric was offering an advanced GEnx-1 variant with a bleed air system and improvements from the GE9X, developed for the delayed Boeing 777X, to power a proposed A350neo from the mid-2020s. Design Airbus expected 10% lower airframe maintenance compared with the original A350 design and 14% lower empty seat weight than the Boeing 777. Design freeze for the A350-900 was achieved in December 2008. The airframe is made out of 53% composites: CFRP for the empennage (vertical and horizontal tailplanes), the wing (centre and outer box; including covers, stringers, and spars), and fuselage (keel beam, rear fuselage, skin, and frame); 19% aluminium and aluminium–lithium alloy for ribs, floor beams, and gear bays; 14% titanium for landing gears, pylons, and attachments; 6% steel; and 8% miscellaneous. The A350's competitor, the Boeing 787, is 50% composites, 20% aluminium, 15% titanium, 10% steel, and 5% other. Fuselage The A350 features a new composite fuselage with a constant width from door 1 to door 4, unlike previous Airbus aircraft, to provide maximum usable volume. The double-lobe (ovoid)