also the reason why airline companies prefer wider body plane like 787 or 350 because 2-4-2 on 330 is less efficient in almost every way for the airliners. No they don’t really care what we like … in my opinions, the only reason any airliner would buy 330 neo is that they have a large fleet of existing 330 that the cost of adapting other planes would outweigh the benifit of better efficiency of changing thoese planes with 787 or 350
@@weiliao7642 Not only that, A330neo is cheaper to purchase, since they are not in high demand. Alongside the fact that they could get it very fast compared to B787 with those large backlogs.
I recently flew on air Mauritius a330-900 . It’s a beautiful comfortable plane . I love the 2-4-2 configuration and the comfortable seats with a beautiful cabin and big bins. Will be on another flight but with a330-300 South African airways to Brazil . 10 hour flight and can’t wait
There’re over one thousand A330ceos currently serving in the Asia-Pacific region and most of them are pretty young. The A330neo still has a great future ahead🎉
Well, this is one of my favorite aircraft. The way it looks, the way it lands so smoothly and overall performance and capabilities, so all improvements are welcome. I would like to see more of it. The fact that an heavier old frame can still compete with a new carbon composite design speaks volumes for the neo. The difference in sales between the 787 and A330 is not representative of the difference in what both offer which is very similar, with slight advantage to the 787 due to better versatility and consequently lower operational costs in most situations.
@Hypersonic-es6vh Yup. The wings are new and one of the most advanced low drag in commercial aviation. They are an improved A350 design. The cockpit systems also came from the A350.
I think its sort of a European thing. You employ a young engineer out of uni at say age 23 or something. Then you expect him to stick with the company until he is 65. Then you keep employing a bunch every year, so you need to for them to have something to do every year. You can´t just stop develop, because its basically impossible to fire those engineers
Just back from a trip flying on Air Greenland's A330neo (800), it is a fantastic aircraft to fly on, very smooth and comfortable especially when flying over the turbulent interior over the Greenland ice shelf. I Sincerely hope more airline pick up this aircraft.
The neo engines are overall very quiet. The difference is also huge in the A320, and even more staggering if you compare the A320neo to the Boeing 737. It's like day and night
The A330 NEO is a great airplane. The problem, as mentioned above, is that there are a lot of young A330 CEOs out there that do not need replacing yet. The new improvements will make it more appealing and more competitive against the 787 (which I fly for a living). The main advantage of the 787 vs the 330 neo is range and speed. We regularly pass them when crossing the Atlantic (we are faster than almost all other airliner types). Fuel burns are comparable. However, I like the interior space of the A330 better. I predict that eventually , the A330 neo will be as successful as the ceo.
It's the best wide body for economy class passengers. The 2-4-2 is the superior configuration. Especially since many airlines already started to phased out B767.
@01 That's weird. Both A330 and B767's internal cabin allows for 18" width seat and at least 19" of aisle width. What airlines did you flown in? Did you flown in Low-Cost Carrier?
At this point what short fields are there in the world that an A330 would conceivably fly to in the first place? If an airport's getting enough traffic that it justifies assigning widebody jets to it, it likely already has a long enough runway to accommodate them already.
They really don´t need to. The A330-800 have the new longer wing, new more powerful engines and are also more fuel efficient. The range is enormous. Just load it light, and don´t bring much fuel, and you got a short take of version
@@Dirk-van-den-Berg yes, search Air Algérie orders Airbus widebodies and you'll find it, we'll receive those starting from April 2025 with 4 units of a330-900's followed by 1 a330-900 and 2 a350-1000's in 2026 ❤️🤍🇩🇿🤫🧏🏻♂️
I really hope that British airways would buy some airbus 330neo s because I live in London and I want to become a pilot flying a beautiful airbus 330neo
When was that they didn't? ...Performance is always a key sales factor. The 787 arrived first than the neo and proved its efficiency in different operational scenarios. Its success it's well deserved.
@@miks564 if you compare the clean sheet design of the 787-8 to this aircraft I mean the results speak for themselves. I'd rather operate the dash 8 than the 330. I get the 330 may be newer but Airbus is really pulling all the cats out the bag with this one idk
@@GabbieGirl007 Considering capacity the A330-900 is a -9 competitor. The -8 competes with the A330-800. But yes, the 787 benefits from being lighter with around 50% use of carbon composites. But instead of focus only on the A350, I believe it was a good move from Airbus to modernize the A330. With a low investment, they ended up with a very competent product.
@@miks564 yeahhh true true. However Boeing has Airbus by the gnads when it comes to the cargo sector. I doubt the A350F will catch on with all the Boeing triple seven freighters and ones that's on the way to conversion . Shoot I think before the triple 7 X will be certified the 787F might be a thing .
@@GabbieGirl007Airbus is developing a A350F variant, I think that would be the direct competitor of the 777F and even 747F in some cases. On the one hand, Airbus doesn't have such a reputation for freighters and airlines trust Boeing in this sector, but on the other hand the 747F is not made anymore and the 777F is still many years away, do idk.
Beaten by the A380, specially on the upper deck. ...and possibly by the A350 as well, but it depends on the A350 cabin configuration. 2-4-2 is fine. 3-3-3 isn't.
1:34 as someone who lives at MSP, how do we have a “runway length restriction?” We have a 12,000ft runway that gets regularly used by Delta’s A330neo’s
@@kingsharkoon Where did you get that idea? There was never any problems with the A330 MTOW, nor the -200, nor the -300, nor the new neo variants. Your "beyond 3500m" is actually 2500m for a fully loaded A330-300. My guess is that the A330neo needs less with its increased MTOW from the 242t of the -300 to 251 t (553,000 lb) which is basically the same as the 787 (or a bit more to be precise)
I think some A330neos should have either the GE90 engines or the GP 7000 engines, but I think GE needs to develop a newer version of the GE9X engines but to fit on the A330neo
Great eye candy, as always 😊 A couple of pronunciation tips: It's Madrid Buh-RAH-hass (named after the village in which it's located). And from an earlier video, IAG's low-cost carrier (not Level) is pronounced "Vway-leeng"... a manufactured English gerund/play on words of the Spanish word "volar" ("to fly").
If IndiGo decides to explore the possibility of adding wide bodies to their fleet, the A330neo would be an interesting pick. (They do have a wet-leased Turkish 777-300ER)
The plane still looks modern and efficient after 20 years. It's taking advantage of newer engines and structural improvements all the time, and its always been a reliable, comfortable platform. The flight control commonality right across the whole Airbus fleet is certainly an added bonus here.
I think they should start thinking about an A330 neo freighter, will be big business cause currently Boeing can't get to making another and the conversions aren't yet due to start
I was also hoping the low speed perfromance package would also include increasing service ceiling. The 787 & 350 consistantly operate at flight level 420+, especially at low weights.
As my home airport, I was wondering the same thing. And while I don't know much about MSP, given NW used to fly 747s to HNL and Asia, I'm surprised that they are runway restricted.
I’m fairly sure the A350 has the ETOC capability already so this is another example of Airbus passing down A350 techology down to the A320/A330 just like the Digital Back Up Speed, ROW/ROPS function, ADR Monitoring and DRAIMS
I don’t think Airbus hides this. They adapted A350 tech into the A330neo for all the right reasons. Also as well for pilots to be able to transition between both aircraft without any need for lengthy retraining. A cost-saver and also a way for Airbus to streamline its widebody offerings.
@@CoSmicGoesRacing I never said they were hiding it. Just pointing out that they’re good and bringing A350 tech back to their older aircraft. I don’t see Boeing adding synthetic airspeed to their 777 or 737 Max for example but Airbus added it to their A320/A330
Glad to hear that Airbus hasn't given up on the A330neo yet. It looks like a beautiful plane, and it's a shame it was being outsold by the A350 and the 787. However, dare I say, its not over yet for the A330neo, and it looks to have a bright future ahead of it with all these improvements coming in. Hopefully current A330ceo operators will take up the A330neo as a replacement in the future.
The A330neo still has an opportunity to sell well. The 787 wait list is very long not just because of the sheer number of airlines ordering them but also the supply chain and quality issues are further adding to the delays in Dreamliner production. That’s where Airbus can step in. The A330neo doesn’t suffer from nearly the same production issues as the 787… Plus, for airlines looking to modernize their medium haul fleets sooner, the A330neo is more than capable and it would be available much sooner.
The A330neo has a strong selling point: the backlog is so low new orders can be delivered far more quickly than the A350. And it has its own productionline.
Don't forget about the 3-3-3 high density economy class configuration on the Airbus A330 family. I recently read about Vietjet ordering 20 A330NEOs. Vietjet is one of the Asian low-cost airlines along with AirAsia, Cebu Pacific, and Lion Air. I've heard about Vietjet operating A330s with high density 9-abreast economy class seats and that airline would certainly put this similar high density seats on the A330NEO. I know that a 9-abreast seats on the A330 would be extremely cramped and uncomfortable but I suggest comparing that with the Boeing 787 with 9-abreast and Airbus A350 with 10-abreast seats.
I would not increase the price until you know for sure these improvements will actually work, and the carriers are satisfied with the changes & improvements and that they improve the performance of the aircraft!!!
The faster retraction time is cool and all but is there any benefit to it? especially if it’s just 0.2-0.8 seconds? i’m sure if the landing gear took even 7-8 seconds more to retract it wouldn’t be much of an issue so is it really worth it to call it an upgrade over this?
@@miks564 I wounder how much that make in fuel consumption? if its like a liter of fuel, or if its much more. My suspicion is that main reason is that the new actuators are actually lighter, and as a result they are faster.
@@matsv201 It surely might be better than that. The difference is that closing the gear sooner, reduces that extra drag sooner. Just by opening the doors before the pilot retracts the gear, will get a few seconds there. Whenever the pilot retracts the gear on the announce ‘positive climb’ the gear can retract immediately without waiting for the doors to open.
Big year for the A330Neo, Airbus need to get every opportunity to sale it to customers. Especially to the likes of Cathay Pacific, and other Asian operators!
Question regarding the opening of the Ldg gear doors is it inibitedd in case of engine failure? That would had drag on the initial climb to me therefore decrease the climb gradient or maybe I am wrong?
They don't need the development costs for a few piddling sales to US carriers, which they would have achieved around the rest of the world anyway, just to satisfy the nationalism and anti-free trade policy of some US carriers, afraid of buying both engine and airframe from Europe. Besides, apart from an exclusivity deal between Airbus and RR, why would Airbus wish to upset RR, just as those Ultrafan side developments are about to be built into future upgrades of the Trent...........?
You would also need to catch any problems with flaps before V1. If you need flaps, they refuse to extend, and you can't stop, you're doing the aerosucre maneuver whether you like it or not.
I have a weird feeling that the reason for the A330 neo's existence is to make the Boeing 787 a less profitable program by forcing Boeing to offer maximum discounts. Why else would you keep a product around that sells merely a handful a year!!
This aircraft will fall into its intended market and placement with improvements and time. Airlines are already giving the aircraft a second glance. The improvements will only further confidence in the aircraft.
Please someone convince me that this is not just AIRBUS reverting from their standard 5 flap configuration to BOEING’s standard flap configuration lol .. where it follows 737s 9 flap configuration between 0-45 degrees 😂 I love riding the A339 Neos Ive been on a Garuda A339 CGK-DPS amazing cabin and it’s currently one of my main long haulers in MSFS.
It's not about needing to sell. Airbus doesn't loose money if it doesn't sell it instead of the -900. ...it's that the -800 is good for very long haul with medium capacity. It's a very specific "advantage", so specific that it's usually not needed. 😜 The -900 can fly almost as far with more capacity...
Rolls Royce has also reported that they will be incorporating some of the ultrafan technology into some of their engines, including the A330neo and the A350-1000, as well as the Trent 1000 of the Dreamliner. Both of those Airbus types are struggling with prospective customers , and they realize that it can create an opening for the 777X and the 787 HGW to capture more customers so this is a good preemptive move on the part of Airbus.
@@artrandy The ultrafan was a demonstrator, but it was a matter of time before they did that because most of their aircraft using their engines are not selling well. One of the problems with Airbus is that most of their aircraft have RR engines as the only option, and they've lost sales as a result with Korean Air and Emirates being two examples. These improvements will certainly help Airbus because Boeing is more dependent on GE for their widebody aircraft.
@@sainnt For 6 months I've been quoting to you from the RR website, regarding the use of technology from the Ultrafan project to upgrade the Trents, without any acknowledgement or response of any kind, and now you've taken it all on board. Im congratulating you on finally doing so now😀. Its ironic that you continue to mock the A330neo, at a time when Airbus are reportedly just about to close a deal with Vietjet for 20. Besides, the 330neo is doing a stalwart job, tempting buyers away from the B787, or the latter having to slash its prices to obtain orders. I once asked you whether the 787 was in profit yet, and you declared no. Is it in profit now, I wonder? If not, then look no further than the existence of the A330 neo preventing it. You've never acknowledged this oft repeated bit of insight either, but there's still time😀. Hold your horses regarding Emirates. Im not sure that airline has done with the A350 1000 yet. The old guard are soon retiring and if, yes if, those U/fan improvements bring the maintenance costs down on the XWB-97, and the JAL accident report declares carbon body structure considerably safer in fires than aluminium, then I predict the B777X programme will suffer. Good to do friendly business with you, as usual.........
They are not not going to make those aircraft at all. The A330 was the successor of the A300 and A310, The A350 is already brand new, and the A380 is no longer in production due to fuel.
@dTexasSpotter2024 The A350 is not that new, it came out 11 years ago in 2013 and was announced in 2004. The 350NEO is rumoured to come out in the 2030's with much better engine maintenance costs.
A330neo may seem a half-arsed 787 competitor. However in the past, Airbus has a very very seemingly misplaced overconfidence in their swansong A330 platform: the first Airbus widebody to reach 1,000 airframe orders. And they may be right about it. Plus A330neo is much cheaper than A350 and 787. The -800 fits 260+ seats and -900 gets 300+ seats in two-class layout at the same fuelburn rate with 787-8's 250-seated 2-class config and 787-9's 290 seats. The A330neo has 25% lower acquisition cost than the 787 or A350. It will certainly give the fancy widebody operators quite a run for their money. The A330neo's Trent 7000 burns slightly less fuel than Boeing 787's Trent 1000TEN. 6,000 kg per hour for each engine during initial climb, all the way to 2,000 to 2,500 kg per hour at around FL400 cruising altitude. The only bad thing is A330 climbs rather very slowly, as 787 can quickly rise to its most efficient altitude around 20-30% faster, making them superior performer at shorter routes. Plus, it still cruise at A330/340's Mach 0.82 range, while 787 goes all the way to Mach 0.85 - again making the aerodynamically superior 787 spend slightly less time on air. All in all, the A330neo is very uncomfortably close for the Boeing's widebody jet, and quite a headscratching option for 787 buyers looking for alternatives. Another point where A330neo being inferior is them being quite fat at 9.1 tons heavier (132-137 tons Operating Empty Weight) than 787 (120-129 tons), with only 44-46 tons payload. The Dreamliner can be loaded with 41.1 ton (-8), or 53 ton (-9). However, when tasked to carry live humans, this limitation rarely becomes a problem as A330 is Asia Pacific airline's main medium-hauler or dense short-hauler cash cow. Personally, it brought me back to A330 fandom, as my experience with A350 is just meh (even with the best airline in the world and A350's largest operator, Singapore Airlines), and most airline started doing 3-3-3 abreast per row for their economy class in 787. Only A380 offers clearly superior passenger experience.
The A330neo has slightly higher MTOW than the 787. And capable of .86 cruising speed. If they don't use those capabilities to their full extent, is probably because of an optimal fuel burning curve.
The A330neo was originally developed as a lower-cost alternative to the Boeing 787. It appears that because of its range up to 7,200 nautical miles, the A330-900neo could end up being a replacement for the 767-300ER, possibly 767-400ER and even 777-200ER airliners.
This is why Boeing's 787-delivery-stop for nearly 2 years isn't good. While Boeing struggels to deliver 787s, Airbus keeps on improving the 330neo. Boeing may never make a profit with their 787-program. Airbus's 330neos have been profitable for years.
At this rate, I wouldn't put it past Airbus to make a whole new fuselage for the A330neo. They have new wings, new engines, new interior systems. All that's left is the fuselage, tail and cockpit section. Very expensive though.
@@Peizxcv no. I mean the A350 is more premium so Airbus can make more money. If Airbus stretched the A330 Neo it would either tank A350-900 orders or just not work like the A330-800
Not exactly game-changing. They need to do more to cut the weight, and maybe use thinner sidewalls like they have done on the upgraded A350. I think the Airbus lineup is a bit confused. They should probably scrap the A330 if they can't implement better upgrades, and have more A350 versions. They should have stuck with the A350-800. I also can't believe that Airbus allowed Emirates to give so much money to Boeing for the 777X. They should have planned for an A350-1100 or whatever they want to call it, and Rolls Royce should have worked on a more powerful engine for it. Airbus are selling many small aircraft, but not doing so well with wide body.
I guess we'll have to see how long Emirates is willing to wait on the 777X, or if Rolls Royce will give in and upgrade the Trent XWB to perform better in the desert to convince them to switch to the A350. But the A330? It's not meant to be game changing; it addresses a middle market of thick medium haul regional routes that need more bandwidth than single aisle flights but too short for the A350 or even the 787
Airbus doesn't care, because they don't need to care. While Boeing on the other hand is absolutely forced to make a profit with the 787. So they just updated the A330 slightly, to steal some orders from Boeing. And every order that is a A330neo order hurts Boeing, but costs basically nothing for Airbus. So Airbus can save their money and prepare for a real clean sheat A330 (and A320) replacement. And this is the purpose of the A330neo. Airbus did change much more things things on the neo, then you would think. It just looks like the older A330ceo. The A330ceo (The Old one) was sharing it's wing with the A340. So the performance was always a compromise for both aircraft. But the A330neo has now a wing that was specifically designed for the A330 and only for the A330. So the A330 is now much more efficient. But many A330 in the airline fleets are still very young and some airlines have already decided to replace the older A330 with the 787. So they won't buy any A330neo anymore if half of their fleet are already 787's. Airbus waited a bit too long with the A330neo. But airlines that have not yet decided are slowly buying the A330. And Airbus can wait. The 330neo project was almost for free. Compared to the 787 program. And every A330 Sale totally hurts Boeing. And this is the mission of the A330neo: Create some sales, bring some income, hurt Boeing in the process and keep the spending within Airbus under control to save money for the next major clean sheet designs planned. And the A330 ist doing that perfectly fine.
Just taking note of the thinner redesigned sidewalls for the upgraded A350 for more space with 10-abreast economy class seats, are you thinking that Airbus should redesign the sidewalls on the A330NEO to make more space for the 9-abreast economy class configuration? The 9-Abreast 3-3-3 seating configuration is still going to be narrow than the 8-abreast standard economy class configuration on the A330 just to keep in mind.
@@jon.limjap The neo is "just" a very good improvement on a very successful plane. And it's not only medium haul. The A330 is a long haul jet. It just can't compete on ultra long-haul.
Respectfully, for someone with an apparently British accent who can pronounce Raj Indian names as well as you can, you really need to learn a little bit of Spanish, so you can properly pronounce the name of the capital of the country ofColombia. Besides, I thought all you, Brits spent your winners in Spain…
Everyone foget about the real fact, why airbus is developing the A330neo. Its all about to vompeet against Boeings 787. In the fact, that Airbus just spend peanuts for developing the A330neo Boeing is dammed to make their money with the 787, to beat theyr developing costs. So in fact, airbus did the right just to offer the A330neo...just to push Boeing in price with the 787...and, when airbus is selling a few, or just a handfull 330 ne's ...who cares 😂 . Also, if iam a bit trust about, that airbus doesnt sell them better. I like the things being easy and not with so much behaviour like boeing brings with the 787.
The only Airbus jet that's not gorgeous is the A380. Every other aircraft is stunning! The 747 is a good-looking jet. The nightmareliner and the max are the ugliest things I've ever seen!
The Airbus A330 is the most unremarkable airliner there is, the no frills boring workhorse par excellence. In some way, A330 Neo is to B787 what B737 Max is to A32x Neo
The A330 is a very popular long-range widebody and it's very popular with the passengers as well. . ...and the neo variants improved significantly on operational costs and also on performance figures. And in the end, it offers a quiet and comfortable cabin, with some of the most advanced avionic systems because it features one of the best low drag wings in the industry (an improved design over the ones on the A350) ...and inherits most flight systems from the A350 itself. I hardly see any similarity with the single aisle duopoly. Besides what it can do, the Max is still the same old 737 aircraft with little comparison possible with any of the A320 family that is fly-by-wire since the late 80s. There are 4 main reasons for the 737 to be an A320 competitor and none technology related: - When the A320 arrived, the 737 had already 20 years of market advance, meaning a big client base. - It is competitive from a strictly operational costs perspective (similar engines) - Cost of acquisition - It's a Boeing - it used to mean a lot in other times. Any other brand wouldn't be able to succeed with such an old aircraft into the third decade of the XXI century
@@miks564 Know all that stuff too well, my "Some way" meant old design revamped (A330 fuselage dates back from 1972's A300) vs far newer design. But the gap is different in nature and all around smaller than A320 vs. B737. Don't get me wrong, I like the A330 for what it is, a very capable aircraft which answers perfectly lots of companies' needs. But it lacks a bit of...emotion, for what it is. Maybe I'm fed up to travel so often with it, thanks to Delta 😅
For the love of God, can someone teach the narrator some basics? It's not Madrid Barayas, it's bara-has. And Bogota is not bo-GO-ta, it's Bogo-TA. There's an accent on the final A.
![เจ็บที่ยังฮัก - ม่อน วรวิทย์ [ Official Mv ] จอนนี่มิวสิค](http://i.ytimg.com/vi/KALIGSRSjFs/mqdefault.jpg)
The A330 is the all time GOAT for us plebs in economy class. I consider normal economy on an A330 superior to premium economy on most carriers.
Cebu pacific a330neo
@@yunuscurrie3410 Air Transat Too
@@yunuscurrie3410 He said normal economy.
also the reason why airline companies prefer wider body plane like 787 or 350 because 2-4-2 on 330 is less efficient in almost every way for the airliners. No they don’t really care what we like … in my opinions, the only reason any airliner would buy 330 neo is that they have a large fleet of existing 330 that the cost of adapting other planes would outweigh the benifit of better efficiency of changing thoese planes with 787 or 350
@@weiliao7642 Not only that, A330neo is cheaper to purchase, since they are not in high demand. Alongside the fact that they could get it very fast compared to B787 with those large backlogs.
I recently flew on air Mauritius a330-900 . It’s a beautiful comfortable plane . I love the 2-4-2 configuration and the comfortable seats with a beautiful cabin and big bins. Will be on another flight but with a330-300 South African airways to Brazil . 10 hour flight and can’t wait
There’re over one thousand A330ceos currently serving in the Asia-Pacific region and most of them are pretty young. The A330neo still has a great future ahead🎉
There is no there're 🥸
@@kingsharkoon☝️🤓
there are also a lot of 767s flying around that need replacing soon
@@kingsharkoon why’s that?
@@kingsharkoon The fact is that over 50% of A330s are delivered to Asian operators
To those who expected the _doors don’t blow off_ upgrade, this comes standard with Airbus.
The Airbus A330neo is one of the most comfortable and quiet aircraft out there. I hope Airbus will push more sales on the Airbus A330neo-800 model.
Well, this is one of my favorite aircraft. The way it looks, the way it lands so smoothly and overall performance and capabilities, so all improvements are welcome. I would like to see more of it.
The fact that an heavier old frame can still compete with a new carbon composite design speaks volumes for the neo.
The difference in sales between the 787 and A330 is not representative of the difference in what both offer which is very similar, with slight advantage to the 787 due to better versatility and consequently lower operational costs in most situations.
@Hypersonic-es6vh Yup. The wings are new and one of the most advanced low drag in commercial aviation. They are an improved A350 design. The cockpit systems also came from the A350.
@@miks564yet still maintains the same rate type rating as the ceo… so, it’s a great choice for airlines looking to renew their A330 fleets.
The nice thing about Airbus is that they never cease developing. The key to success.
I think its sort of a European thing.
You employ a young engineer out of uni at say age 23 or something. Then you expect him to stick with the company until he is 65.
Then you keep employing a bunch every year, so you need to for them to have something to do every year.
You can´t just stop develop, because its basically impossible to fire those engineers
Just back from a trip flying on Air Greenland's A330neo (800), it is a fantastic aircraft to fly on, very smooth and comfortable especially when flying over the turbulent interior over the Greenland ice shelf. I Sincerely hope more airline pick up this aircraft.
The view over Greenland must be stunning!!
@@osasunaitorIt Absolutely was, the landing into Kangerlussuaq though was something else I do travel reviews so will be making a video about it soon.
I have been flown with A330neo three times in Cebu Pacific. It’s amazing that the engine is more quiet than A330ceo.
The neo engines are overall very quiet. The difference is also huge in the A320, and even more staggering if you compare the A320neo to the Boeing 737. It's like day and night
The A330 NEO is a great airplane. The problem, as mentioned above, is that there are a lot of young A330 CEOs out there that do not need replacing yet.
The new improvements will make it more appealing and more competitive against the 787 (which I fly for a living).
The main advantage of the 787 vs the 330 neo is range and speed. We regularly pass them when crossing the Atlantic (we are faster than almost all other airliner types). Fuel burns are comparable. However, I like the interior space of the A330 better. I predict that eventually , the A330 neo will be as successful as the ceo.
The neo cruising speed is .86 ...if they operate at slower speeds, must be due to company regulations for fuel savings.
I think it’s a great airplane and happy to see Airbus still supporting it.
Flown on A330 a few times. It's a decent aircraft.
It's the best wide body for economy class passengers. The 2-4-2 is the superior configuration. Especially since many airlines already started to phased out B767.
Me too. I loved it
More than decent, based on my Lufthansa experience.
Flown a A330 and a 767 back to back a few years ago, and the diffrance in the seating size of the two aircraft are enormus
@01 That's weird. Both A330 and B767's internal cabin allows for 18" width seat and at least 19" of aisle width.
What airlines did you flown in? Did you flown in Low-Cost Carrier?
Airbus should make a Short Field Performance A330neo
You mean they should burn money on pointless things? 😂
At this point what short fields are there in the world that an A330 would conceivably fly to in the first place? If an airport's getting enough traffic that it justifies assigning widebody jets to it, it likely already has a long enough runway to accommodate them already.
that would be cool to see in airports with short runways like SNA
It's still significantly better than the 787 family. The 338 is an absolute rocket on short field performance.
They really don´t need to. The A330-800 have the new longer wing, new more powerful engines and are also more fuel efficient. The range is enormous.
Just load it light, and don´t bring much fuel, and you got a short take of version
Airbus have never given up on improving the A330 good to see these changes should attract more customers.
I hope those changes will reach at least 2 of Air Algérie a330-900's ❤😊
If they are currently in service, nope. These changes only apply to the 330's coming fresh from the productionline.
@@Dirk-van-den-Berg yes, search Air Algérie orders Airbus widebodies and you'll find it, we'll receive those starting from April 2025 with 4 units of a330-900's followed by 1 a330-900 and 2 a350-1000's in 2026 ❤️🤍🇩🇿🤫🧏🏻♂️
I really hope that British airways would buy some airbus 330neo s because I live in London and I want to become a pilot flying a beautiful airbus 330neo
Cool to see airbus actually give a damn about their aircraft performances. Although the boeing 787's orders speaks for themselves.
When was that they didn't? ...Performance is always a key sales factor.
The 787 arrived first than the neo and proved its efficiency in different operational scenarios. Its success it's well deserved.
@@miks564 if you compare the clean sheet design of the 787-8 to this aircraft I mean the results speak for themselves. I'd rather operate the dash 8 than the 330. I get the 330 may be newer but Airbus is really pulling all the cats out the bag with this one idk
@@GabbieGirl007 Considering capacity the A330-900 is a -9 competitor. The -8 competes with the A330-800.
But yes, the 787 benefits from being lighter with around 50% use of carbon composites. But instead of focus only on the A350, I believe it was a good move from Airbus to modernize the A330. With a low investment, they ended up with a very competent product.
@@miks564 yeahhh true true. However Boeing has Airbus by the gnads when it comes to the cargo sector. I doubt the A350F will catch on with all the Boeing triple seven freighters and ones that's on the way to conversion . Shoot I think before the triple 7 X will be certified the 787F might be a thing .
@@GabbieGirl007Airbus is developing a A350F variant, I think that would be the direct competitor of the 777F and even 747F in some cases.
On the one hand, Airbus doesn't have such a reputation for freighters and airlines trust Boeing in this sector, but on the other hand the 747F is not made anymore and the 777F is still many years away, do idk.
sales will increase as the older versions age out and as 787 production struggles to keep up with demand.. Good video
The Airbus a330neo will soon corner the market with it's remarkable efficiency, and reliability!!!!!!!!!!!!!!! EXCELLENT 😊!!!!!!!!!!!!
Very cool! Can't wait to fly in one of these badboys with Malaysia Airlines later this year
I flew on a Iberojet A339 from Helsinki to Tenerife in 2022.
Its like the iPhone/Android updates, small changes but its improvement over last version.
The A330Neo is definitely the most comfortable plane Ive ever flew on.
Beaten by the A380, specially on the upper deck. ...and possibly by the A350 as well, but it depends on the A350 cabin configuration. 2-4-2 is fine. 3-3-3 isn't.
quite sure you never set foot in A350 or A380 before.
Agree, together with the old A340.
1:34 as someone who lives at MSP, how do we have a “runway length restriction?” We have a 12,000ft runway that gets regularly used by Delta’s A330neo’s
The heaviest A330 variants struggle with T/O at MTOW as they need way beyond 3500m. I'd assume the heaviest Neos run in a similar issue here.
@@kingsharkoon Where did you get that idea?
There was never any problems with the A330 MTOW, nor the -200, nor the -300, nor the new neo variants. Your "beyond 3500m" is actually 2500m for a fully loaded A330-300.
My guess is that the A330neo needs less with its increased MTOW from the 242t of the -300 to 251 t (553,000 lb) which is basically the same as the 787 (or a bit more to be precise)
I think some A330neos should have either the GE90 engines or the GP 7000 engines, but I think GE needs to develop a newer version of the GE9X engines but to fit on the A330neo
Great eye candy, as always 😊 A couple of pronunciation tips: It's Madrid Buh-RAH-hass (named after the village in which it's located). And from an earlier video, IAG's low-cost carrier (not Level) is pronounced "Vway-leeng"... a manufactured English gerund/play on words of the Spanish word "volar" ("to fly").
A330 only plane not in any of Indian airlines, hope anyone buy some of them.❤❤❤
You should start an airline and buy them 💖💖💖💖💖💖
Jet airways, Kingfisher, and Air India all had them for several years
@@AbhinavGupta777 Agreed. Hope to see Air India order A330neo soon
If IndiGo decides to explore the possibility of adding wide bodies to their fleet, the A330neo would be an interesting pick. (They do have a wet-leased Turkish 777-300ER)
Very good videos and quality, keep it up, thank you very much
who stepped away from that Condor paint job and thought "yes!"?
The plane still looks modern and efficient after 20 years. It's taking advantage of newer engines and structural improvements all the time, and its always been a reliable, comfortable platform. The flight control commonality right across the whole Airbus fleet is certainly an added bonus here.
Good to see aircraft manufacturers improving their planes down the line according to feedback
She’s a fantastic aircraft. Airbus sales and marketing need to get out there and sell her!
The time will come. Most A330ceos in the air are still relatively young and have a lot of life left.
I think they should start thinking about an A330 neo freighter, will be big business cause currently Boeing can't get to making another and the conversions aren't yet due to start
I was also hoping the low speed perfromance package would also include increasing service ceiling. The 787 & 350 consistantly operate at flight level 420+, especially at low weights.
I don't really get why Airbus claims that Madrid Barajas (MAD) is a runway restricted airport when it has four 3500+ meter runways...
As my home airport, I was wondering the same thing. And while I don't know much about MSP, given NW used to fly 747s to HNL and Asia, I'm surprised that they are runway restricted.
Those intermediate flap settings seem like a modern iteration of the Dial-A-Flap feature on some McDonnell-Douglas planes.
I’m fairly sure the A350 has the ETOC capability already so this is another example of Airbus passing down A350 techology down to the A320/A330 just like the Digital Back Up Speed, ROW/ROPS function, ADR Monitoring and DRAIMS
The A330neo was developed after the A350 and inherited most of its predecessor flight systems. Still on smaller screens though.
I don’t think Airbus hides this.
They adapted A350 tech into the A330neo for all the right reasons. Also as well for pilots to be able to transition between both aircraft without any need for lengthy retraining. A cost-saver and also a way for Airbus to streamline its widebody offerings.
@@CoSmicGoesRacing I never said they were hiding it. Just pointing out that they’re good and bringing A350 tech back to their older aircraft. I don’t see Boeing adding synthetic airspeed to their 777 or 737 Max for example but Airbus added it to their A320/A330
@@tomstravels520 I don’t disagree. Airbus understand the need to streamline their offerings.
Now airbus is creating an improved version of McDonnell-Douglas "dial a flap" and PIP to proceed and help the aircraft, that it's really good
Glad to hear that Airbus hasn't given up on the A330neo yet. It looks like a beautiful plane, and it's a shame it was being outsold by the A350 and the 787.
However, dare I say, its not over yet for the A330neo, and it looks to have a bright future ahead of it with all these improvements coming in. Hopefully current A330ceo operators will take up the A330neo as a replacement in the future.
The A330neo still has an opportunity to sell well.
The 787 wait list is very long not just because of the sheer number of airlines ordering them but also the supply chain and quality issues are further adding to the delays in Dreamliner production.
That’s where Airbus can step in. The A330neo doesn’t suffer from nearly the same production issues as the 787… Plus, for airlines looking to modernize their medium haul fleets sooner, the A330neo is more than capable and it would be available much sooner.
The A330neo has a strong selling point: the backlog is so low new orders can be delivered far more quickly than the A350. And it has its own productionline.
Don't forget about the 3-3-3 high density economy class configuration on the Airbus A330 family. I recently read about Vietjet ordering 20 A330NEOs. Vietjet is one of the Asian low-cost airlines along with AirAsia, Cebu Pacific, and Lion Air. I've heard about Vietjet operating A330s with high density 9-abreast economy class seats and that airline would certainly put this similar high density seats on the A330NEO. I know that a 9-abreast seats on the A330 would be extremely cramped and uncomfortable but I suggest comparing that with the Boeing 787 with 9-abreast and Airbus A350 with 10-abreast seats.
I can't fathom it with 460 seats. Yikes!
Mad respect for pronouncing the Mumbai airport name
A330 is to me a decent aircraft
I would not increase the price until you know for sure these improvements will actually work, and the carriers are satisfied with the changes & improvements and that they improve the performance of the aircraft!!!
WHAT A BEAUTIFUL JET GO AIRBUS A VERY. PRUDENT JET GO AIRBUS❤❤
The faster retraction time is cool and all but is there any benefit to it? especially if it’s just 0.2-0.8 seconds? i’m sure if the landing gear took even 7-8 seconds more to retract it wouldn’t be much of an issue so is it really worth it to call it an upgrade over this?
damn that 0.8 seconds faster gear up time is a gamechanger
😊
…it ended up being faster than that because the gear doors are automatically opened 3s earlier on take off.
@@miks564 I wounder how much that make in fuel consumption? if its like a liter of fuel, or if its much more.
My suspicion is that main reason is that the new actuators are actually lighter, and as a result they are faster.
@@matsv201 It surely might be better than that. The difference is that closing the gear sooner, reduces that extra drag sooner.
Just by opening the doors before the pilot retracts the gear, will get a few seconds there.
Whenever the pilot retracts the gear on the announce ‘positive climb’ the gear can retract immediately without waiting for the doors to open.
@@matsv201 But yes, the new actuators might be faster as well
Big year for the A330Neo, Airbus need to get every opportunity to sale it to customers. Especially to the likes of Cathay Pacific, and other Asian operators!
If the list price still is lower than an a350-900 then It could be good.
Wonderful, I thought Delta was going to order a huge amount of A330neos, but instead ordered 20 A350-1000’s and nothing else
Question regarding the opening of the Ldg gear doors is it inibitedd in case of engine failure? That would had drag on the initial climb to me therefore decrease the climb gradient or maybe I am wrong?
Airbus could gain more sales if GE engine is an optional.
They don't need the development costs for a few piddling sales to US carriers, which they would have achieved around the rest of the world anyway, just to satisfy the nationalism and anti-free trade policy of some US carriers, afraid of buying both engine and airframe from Europe.
Besides, apart from an exclusivity deal between Airbus and RR, why would Airbus wish to upset RR, just as those Ultrafan side developments are about to be built into future upgrades of the Trent...........?
That Ugandan airlines bird was a beauty to watch 💖
The company Azul Airlines of The Brazil is Growup .
Is there any real need for the a330 anymore when they have a350
Airbus should catch on to market its aircrafts as a safer option than Boeing.
How bout, first half of takeoff fun with zero flaps, to get faster quicker, then slam in all the flaps you need?
Only thing with that is that the drag at low speed is negligible and only increases as the aircraft accelerates.
@@mattprior219 That's very true of course. Hopefully others will also think so analytically. And we can create outside the box solutions.
You would also need to catch any problems with flaps before V1. If you need flaps, they refuse to extend, and you can't stop, you're doing the aerosucre maneuver whether you like it or not.
@@matejlieskovsky9625 Don't know why they don't use catapults....
We call this a butter machine and now it's mroe efficient!
I love it!
I have a weird feeling that the reason for the A330 neo's existence is to make the Boeing 787 a less profitable program by forcing Boeing to offer maximum discounts. Why else would you keep a product around that sells merely a handful a year!!
It only cost $2B to develop, so they are still making money even if they don't sell many. On the other hand, the 787 cost $37B to develop
Malaysia airlines..order 20...otw to kuala Lumpur
This aircraft will fall into its intended market and placement with improvements and time. Airlines are already giving the aircraft a second glance. The improvements will only further confidence in the aircraft.
Boeing really needs to make that 797
Please someone convince me that this is not just AIRBUS reverting from their standard 5 flap configuration to BOEING’s standard flap configuration lol .. where it follows 737s 9 flap configuration between 0-45 degrees 😂
I love riding the A339 Neos Ive been on a Garuda A339 CGK-DPS amazing cabin and it’s currently one of my main long haulers in MSFS.
Hello ,anoyone knows what he means by runway restricted airports 🤔
None of these improvements can increase a 330 Neos sales. The length of both 800 and 900 should be increased…
The -900 is already longer and carry more pax than the 787-9. Any longer would made it step into the A350 territory, makes no sense.
They need to increase the window size
The A330 800 needs to sell
It's not about needing to sell. Airbus doesn't loose money if it doesn't sell it instead of the -900.
...it's that the -800 is good for very long haul with medium capacity. It's a very specific "advantage", so specific that it's usually not needed. 😜 The -900 can fly almost as far with more capacity...
love the channel. pls give a heart
Rolls Royce has also reported that they will be incorporating some of the ultrafan technology into some of their engines, including the A330neo and the A350-1000, as well as the Trent 1000 of the Dreamliner.
Both of those Airbus types are struggling with prospective customers , and they realize that it can create an opening for the 777X and the 787 HGW to capture more customers so this is a good preemptive move on the part of Airbus.
This will also make RR more appealing for 787 operators as GE sweeps most of the cash
@@Tpr_1808 Yes, the NX is definitely outselling the Trent 1000 by a significant margin.
Thank you for at last acknowledging that RR have stated the transfer of technology from the Ultrafan to the Trents is imminent...😀...
@@artrandy The ultrafan was a demonstrator, but it was a matter of time before they did that because most of their aircraft using their engines are not selling well.
One of the problems with Airbus is that most of their aircraft have RR engines as the only option, and they've lost sales as a result with Korean Air and Emirates being two examples.
These improvements will certainly help Airbus because Boeing is more dependent on GE for their widebody aircraft.
@@sainnt
For 6 months I've been quoting to you from the RR website, regarding the use of technology from the Ultrafan project to upgrade the Trents, without any acknowledgement or response of any kind, and now you've taken it all on board.
Im congratulating you on finally doing so now😀.
Its ironic that you continue to mock the A330neo, at a time when Airbus are reportedly just about to close a deal with Vietjet for 20.
Besides, the 330neo is doing a stalwart job, tempting buyers away from the B787, or the latter having to slash its prices to obtain orders. I once asked you whether the 787 was in profit yet, and you declared no. Is it in profit now, I wonder? If not, then look no further than the existence of the A330 neo preventing it.
You've never acknowledged this oft repeated bit of insight either, but there's still time😀.
Hold your horses regarding Emirates. Im not sure that airline has done with the A350 1000 yet. The old guard are soon retiring and if, yes if, those U/fan improvements bring the maintenance costs down on the XWB-97, and the JAL accident report declares carbon body structure considerably safer in fires than aluminium, then I predict the B777X programme will suffer.
Good to do friendly business with you, as usual.........
Cathay Pacific, Philippine Airlines, China Airlines, Air China among others.
Condor cannot possibly get good efficiency with these non-aerodynamic stripes...
Will Airbus ever make an A300neo, A310neo, A340neo, A350neo or A380neo?
They are not not going to make those aircraft at all. The A330 was the successor of the A300 and A310, The A350 is already brand new, and the A380 is no longer in production due to fuel.
@dTexasSpotter2024 The A350 is not that new, it came out 11 years ago in 2013 and was announced in 2004. The 350NEO is rumoured to come out in the 2030's with much better engine maintenance costs.
A330neo may seem a half-arsed 787 competitor. However in the past, Airbus has a very very seemingly misplaced overconfidence in their swansong A330 platform: the first Airbus widebody to reach 1,000 airframe orders. And they may be right about it. Plus A330neo is much cheaper than A350 and 787. The -800 fits 260+ seats and -900 gets 300+ seats in two-class layout at the same fuelburn rate with 787-8's 250-seated 2-class config and 787-9's 290 seats. The A330neo has 25% lower acquisition cost than the 787 or A350. It will certainly give the fancy widebody operators quite a run for their money.
The A330neo's Trent 7000 burns slightly less fuel than Boeing 787's Trent 1000TEN. 6,000 kg per hour for each engine during initial climb, all the way to 2,000 to 2,500 kg per hour at around FL400 cruising altitude. The only bad thing is A330 climbs rather very slowly, as 787 can quickly rise to its most efficient altitude around 20-30% faster, making them superior performer at shorter routes. Plus, it still cruise at A330/340's Mach 0.82 range, while 787 goes all the way to Mach 0.85 - again making the aerodynamically superior 787 spend slightly less time on air. All in all, the A330neo is very uncomfortably close for the Boeing's widebody jet, and quite a headscratching option for 787 buyers looking for alternatives.
Another point where A330neo being inferior is them being quite fat at 9.1 tons heavier (132-137 tons Operating Empty Weight) than 787 (120-129 tons), with only 44-46 tons payload. The Dreamliner can be loaded with 41.1 ton (-8), or 53 ton (-9). However, when tasked to carry live humans, this limitation rarely becomes a problem as A330 is Asia Pacific airline's main medium-hauler or dense short-hauler cash cow.
Personally, it brought me back to A330 fandom, as my experience with A350 is just meh (even with the best airline in the world and A350's largest operator, Singapore Airlines), and most airline started doing 3-3-3 abreast per row for their economy class in 787. Only A380 offers clearly superior passenger experience.
The A330neo has slightly higher MTOW than the 787. And capable of .86 cruising speed. If they don't use those capabilities to their full extent, is probably because of an optimal fuel burning curve.
If they can improve its range, it will then give the B787 a run for its money.
This reminds me of the A340 being underpowered.
How come? The A330 was never underpowered.
@@miks564 That's true, but something the narrator said reminded me of it.
Airline should buy the A330neo.
Screw Boeing and their poor business practices stop investing in the 787s
more bad news for Boeing.330 Neo will be a fine aircraft , almost as good as 787 , probably cheaper.
I would rather increase the price of the aircraft than not tighting the bolts on the doors😂
The A330neo was originally developed as a lower-cost alternative to the Boeing 787. It appears that because of its range up to 7,200 nautical miles, the A330-900neo could end up being a replacement for the 767-300ER, possibly 767-400ER and even 777-200ER airliners.
rubbing salt into Boeing's wounds.
This is why Boeing's 787-delivery-stop for nearly 2 years isn't good.
While Boeing struggels to deliver 787s, Airbus keeps on improving the 330neo.
Boeing may never make a profit with their 787-program. Airbus's 330neos have been profitable for years.
At this rate, I wouldn't put it past Airbus to make a whole new fuselage for the A330neo. They have new wings, new engines, new interior systems. All that's left is the fuselage, tail and cockpit section. Very expensive though.
@@mandandi The cockpit is the same design, but the flight systems are from the A350 (with smaller screens)
make -1000 version
So you're taking about the A350-900? Sorta like how the 787-10 killed the 777-200 and -8
@@aydoyt A330neo is cheaper and less flagship-y so there is still market differentiation
@@Peizxcv that's the point
@@aydoyt So you agree with me? A350-900 for premium carriers / routes and A330neo-1000 for mainstream / budget carriers and routes
@@Peizxcv no. I mean the A350 is more premium so Airbus can make more money. If Airbus stretched the A330 Neo it would either tank A350-900 orders or just not work like the A330-800
This video didn't age well. did it?!
Sustainability! Such a waste of time.
Not exactly game-changing. They need to do more to cut the weight, and maybe use thinner sidewalls like they have done on the upgraded A350. I think the Airbus lineup is a bit confused. They should probably scrap the A330 if they can't implement better upgrades, and have more A350 versions. They should have stuck with the A350-800. I also can't believe that Airbus allowed Emirates to give so much money to Boeing for the 777X. They should have planned for an A350-1100 or whatever they want to call it, and Rolls Royce should have worked on a more powerful engine for it. Airbus are selling many small aircraft, but not doing so well with wide body.
I guess we'll have to see how long Emirates is willing to wait on the 777X, or if Rolls Royce will give in and upgrade the Trent XWB to perform better in the desert to convince them to switch to the A350.
But the A330? It's not meant to be game changing; it addresses a middle market of thick medium haul regional routes that need more bandwidth than single aisle flights but too short for the A350 or even the 787
Airbus doesn't care, because they don't need to care.
While Boeing on the other hand is absolutely forced to make a profit with the 787.
So they just updated the A330 slightly, to steal some orders from Boeing. And every order that is a A330neo order hurts Boeing, but costs basically nothing for Airbus.
So Airbus can save their money and prepare for a real clean sheat A330 (and A320) replacement.
And this is the purpose of the A330neo.
Airbus did change much more things things on the neo, then you would think.
It just looks like the older A330ceo.
The A330ceo (The Old one) was sharing it's wing with the A340. So the performance was always a compromise for both aircraft.
But the A330neo has now a wing that was specifically designed for the A330 and only for the A330.
So the A330 is now much more efficient. But many A330 in the airline fleets are still very young and some airlines have already decided to replace the older A330 with the 787. So they won't buy any A330neo anymore if half of their fleet are already 787's.
Airbus waited a bit too long with the A330neo.
But airlines that have not yet decided are slowly buying the A330. And Airbus can wait.
The 330neo project was almost for free. Compared to the 787 program.
And every A330 Sale totally hurts Boeing. And this is the mission of the A330neo:
Create some sales, bring some income, hurt Boeing in the process and keep the spending within Airbus under control to save money for the next major clean sheet designs planned.
And the A330 ist doing that perfectly fine.
Just taking note of the thinner redesigned sidewalls for the upgraded A350 for more space with 10-abreast economy class seats, are you thinking that Airbus should redesign the sidewalls on the A330NEO to make more space for the 9-abreast economy class configuration? The 9-Abreast 3-3-3 seating configuration is still going to be narrow than the 8-abreast standard economy class configuration on the A330 just to keep in mind.
@@jon.limjap The neo is "just" a very good improvement on a very successful plane. And it's not only medium haul. The A330 is a long haul jet. It just can't compete on ultra long-haul.
Respectfully, for someone with an apparently British accent who can pronounce Raj Indian names as well as you can, you really need to learn a little bit of Spanish, so you can properly pronounce the name of the capital of the country ofColombia. Besides, I thought all you, Brits spent your winners in Spain…
Everyone foget about the real fact, why airbus is developing the A330neo. Its all about to vompeet against Boeings 787. In the fact, that Airbus just spend peanuts for developing the A330neo Boeing is dammed to make their money with the 787, to beat theyr developing costs. So in fact, airbus did the right just to offer the A330neo...just to push Boeing in price with the 787...and, when airbus is selling a few, or just a handfull 330 ne's ...who cares 😂 . Also, if iam a bit trust about, that airbus doesnt sell them better. I like the things being easy and not with so much behaviour like boeing brings with the 787.
The only Airbus jet that's not gorgeous is the A380. Every other aircraft is stunning! The 747 is a good-looking jet. The nightmareliner and the max are the ugliest things I've ever seen!
Ngl I think the A380 is pretty
@@Razor48X I don't like it
@@wadehiggins1114 I do
The Airbus A330 is the most unremarkable airliner there is, the no frills boring workhorse par excellence. In some way, A330 Neo is to B787 what B737 Max is to A32x Neo
The A330 is a very popular long-range widebody and it's very popular with the passengers as well.
. ...and the neo variants improved significantly on operational costs and also on performance figures. And in the end, it offers a quiet and comfortable cabin, with some of the most advanced avionic systems because it features one of the best low drag wings in the industry (an improved design over the ones on the A350) ...and inherits most flight systems from the A350 itself.
I hardly see any similarity with the single aisle duopoly.
Besides what it can do, the Max is still the same old 737 aircraft with little comparison possible with any of the A320 family that is fly-by-wire since the late 80s.
There are 4 main reasons for the 737 to be an A320 competitor and none technology related:
- When the A320 arrived, the 737 had already 20 years of market advance, meaning a big client base.
- It is competitive from a strictly operational costs perspective (similar engines)
- Cost of acquisition
- It's a Boeing - it used to mean a lot in other times. Any other brand wouldn't be able to succeed with such an old aircraft into the third decade of the XXI century
@@miks564 Know all that stuff too well, my "Some way" meant old design revamped (A330 fuselage dates back from 1972's A300) vs far newer design. But the gap is different in nature and all around smaller than A320 vs. B737.
Don't get me wrong, I like the A330 for what it is, a very capable aircraft which answers perfectly lots of companies' needs. But it lacks a bit of...emotion, for what it is. Maybe I'm fed up to travel so often with it, thanks to Delta 😅
@@Peluche54 Lucky you. Most of my traveling is within Europe and that means almost only narrow bodies. 😜
The A330neo is still a huge failure.😊
For the love of God, can someone teach the narrator some basics? It's not Madrid Barayas, it's bara-has. And Bogota is not bo-GO-ta, it's Bogo-TA. There's an accent on the final A.
It's Bo-GO-ta if you're from New Jersey 😀