Falling Flat: The A330-800 Is Still Airbus' Poorest Selling Jet
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- เผยแพร่เมื่อ 28 ก.ย. 2024
- 11 aircraft ordered and six delivered: It's a fairly sad record thus far for the Airbus A330-800. What's even worse is that a little over a third of these aircraft may ultimately be canceled, changing the record to just seven aircraft ordered. Having entered service a little under two years ago, why is this shorter A330neo variant continuing to do so poorly? In this video, we examine the current state of the aircraft type, and reasons why airlines are deciding to look to other comparable products instead.
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Sad to see this new aircraft being so poorly accepted on the market. Would love to fly on -800, -900.
Among passengers, the A330 is popular due to its 2-4-2 seating configuration. Unlike the 3-4-3 widebody, the cabin is not claustrophobically overcrowded and looks cozier than the 3-3-3 configuration.
Airbus doesn't expect A330-800 to sell well. It is there to kill the profit margin of 787-8. If it didn't exist, Boeing could sell 787-8 with a much better price.
Ridiculous
How can you kill a profit margin with only 7 orders did you think before typing
@@tetus1575 Just an example is Hawaiian Airlines case. Boeing had to reduce 787 price down to $100M in order to beat A330-800. Boeing would never fall to that price if there were no A330-800.
I am not only thinking, but I am also reading dummy.
Thats absolutely bloody hilarious 😂
So invest millions to kill a marginal profit margin? This is the most ridiculous comment I’ve read on this site.
Nothing new here ..not the first time derivatives of popular airframes have failed..
A340-200, A350-800, 767-400,757-300,....to name a few!!
748i, 737-600, A318...
There was a 757-300? What did it look like....a pencil with wings?
@@davidsilver4339 Wouldn't be far off as it's the longest twin narrow body ever made at 54 meters long whilst still shorter than the narrow body quad DC-8 Super 73 Which remains the longest narrow body built
@@davidsilver4339IS. There IS a 757-300.
They do still exist.
It just a longer 757-200.
Same engines, same wing 🤷🏻♂️
Now with 9 abreast seating option, it may attract some interest.
It sort of sounds like something I read about the A340-500 in that it has the associated operating costs of its larger version (in terms of maintenance costs) but not as good capacity and hence profitability, and it gives up the earnings for performance parameters that don't really matter to many airlines
Air france will replace a330 with a350 not 787, they want to give them to klm
That still just rumours at the moment. Air France wont take any more 787 but they have not said that they will remove their current 787s.
@@MarcusNesbitt4 the ceo of Air france klm has said that they will take 787 to replace a330 or they will take a350 to replace a330 and 787 that will go to klm, a330neo don't seems to be an option (it's official). As AF has just a few 787, they will probably choose the a350 and move 787 to klm.
Virgin Atlantic is another airline that operated the A332 but have decided to just order the A339.
Virgin Atlantic only operated the A332 because of the Dreamliner issues. They short term leased 4 aircraft after the collapse of Air Berlin. The A339's are replacing their A333's
Putting the Focus on Airbus, the a330-900 clearly dominates its own class of aircraft by having more seat capacity like the 300 variant and fuel efficiency almost equal to the 200 variant, therefore consider the 900 variant a fusion of both worlds which is why I believe the amount of orders would likely be in favor of the 900. But still in the end Boeing still out class the a330 because of its well received popularity by being a brand new aircraft with High efficient components.
I know this is an old comment!!!
But Oh-- Yea like BOEING is really really farting out efficient and reliable aircraft at the moment!!!
@DarkLime4209 The Dreamliner still dominates over the airbus, a 330 in terms of efficiency by all fronts. But yeah, Things aren't looking good for Boeing. At this point, Airbus seems to be the most reliable source.
Most A330s in service today are used to fly short or medium haul sectors shorter than 6 hours, especially in Asia. In this sector it’s capacity they’re more concerned about, not range.
Makes since considering airbus beefed up the a330neo to be used on short to medium haul travel
The -800 was never intended to be a big seller and I note you omit the fact the -800 was a very cheap model to develop being essentially a -200 with the -900’s wing and engine.
Your point towards the end of the video that many A330ceo fleets are yet relatively young is important. The -800 will likely receive all the same updates as the -900 over time and thus the -800 may come into play (still in relatively small numbers) as the remaining -200s retire.
It’s worth pointing out that the B787 has absolutely not been an A330 replacement at Qantas. Apart from seasonally (northern winter) replacing the A330 on selected flights to SIN and HKG (specifically to free A330s up to work other seasonal operations), the B789 is operating only on routes the A330 isn’t capable of.
Garuda planned to fly A330-800neo from Jakarta/Bali to US West Coast
I think they should shelve, but not scrap, the project. The 787 is established in the market. I'm speculating that it has the potential to build a reputation of being a workhorse in the way that the 747 and 737 did. Airbus could potentially use the experience to see what changes they can make when planning their next modernisation. That's why I said shelve but not scrap. But I'm only speculating to add something to the discussion.
When can we expect to see ‘Part 11’ of the “How To Start An Airline” series, ‘Long Haul by Simple Flying’? I’m so eagerly 🤩 desperate to see it.
The a330-800 has too long range, the airlines can't pay 4 pilots for 18+ hours for a flight every week, the 13340 Kms range of a330-900 would be the same as the older a330-200 but with 40 pax more, with neglected cost it'd be great profit for airlines, especially our small Air Algérie order for 5 a330-900s adding to 8 a330-200 is my best example
I hope delta use them to replace the 767 and maybe other 767 airlines due to its short field operations …….. maybe klm could order😅
My opinion of reasons this type is not popular -
1. Smaller capacity. Previous operators of the -200 who operate large numbers of the type opt for either A330-900, A350 or 787-9 for the sweet spot for both increased capacity (growing demand) and good range.
There are some unique services where the current -200 operate. Kathmandu and Greenland are difficult and unique operating conditions where it's suited well.
Qantas operate operate 6 A330-200s on the Brisbane-Los Angeles route, these have additional fuel tanks for the range and are only temporary until new aircraft arrive.
2. It's in a tight gap. With the A321Neo (Especially the A321XLR). This type is a better option, overall cheaper to operate and if you want greater capacity then you would choose a larger variant. This is most noticeably the case in USA and China.
3. Lack of orders and popularity puts any airlines in to a position to rethink ordering the type, meaning poor resale value so potentially a complete loss once it's in service. Garuda, Greenland and Kuwait (Kuwait not so much nowadays) operate their planes into retirement so the type will likely serve the airline for the full lifespan.
Aerolineas Argentinas would be a great carrier for this type however they never use brand new wide body aircraft only new narrows.
This risk is most noticeable with the A340-500.
4. Timing, released too early, maybe in the future the type might find popularity.
Nevertheless I'm sure this type will be good for specialized operations such as defence, Private or research.
As was announced today, the -800 is going to be the new platform for the MRTT+. Airbus didn’t spend all that money developing the airframe to sell just a dozen jets.
Prioritizing the passenger comfort (Seating Arrangements) with proper inflight service is the actual magic no matter which Eqpt.type.
Considering this eqpt. type a 2 class config. (P Eco 35 n Eco 275) & a 1 class config (Eco 350) will definately bring a lot of $$$.
I hope more Airbus A330-200 airlines could order the Airbus A330-800 because I loved its 2-4-2 configuration in its Economy Class cabin, which provides direct aisle access in all of its cabin classes. If the widebody aircraft I'm going to travel on has a 3-3-3 or even a 3-4-3 layout in Economy Class and I'm traveling alone or with one of my companions, I'll prefer to travel in Business Class or even Premium Economy because they provide direct aisle access.
Qantas haven't replaced A330s with 787s as stated in this video. You may want to check your facts? The QF 787s replaced their 747 fleet. Qantas only recently announced they will be going to market soon for an A330 replacement
Gonna say it once more, Delta should get the A338 to replace their 767s
The economics for the aircraft just don't work. Really that simple. The 330-200 never sold that well either. Shrinks just go well with aircraft.
5:16 a330neo not a300neo, other than that great video!
I think of the A330neo more as a direct A340-300/200 replacement looking at capacity and range. The A340-200 is nearly equally a poor seller.
If any airlines replace their Airbus A330-200s with A350-900 XWBs and/or Boeing 787-8 Dreamliners, their cabin will be cramped because of the latter two's 3-3-3 configuration in Economy Class as opposed to the 2-4-2 layout on the A330-800!
330-900 is only a bit smaller than 350-900 and is so capable itself that I question the entire program.
3:14 *A300neo*
Where is air Senegal's A330 - 800's, and virgin Atlantic's A330s??
They both operate the 900 variant
Perhaps Airbus would be better adding GEnx for their A330neos, just like 787's
Airbus should get rid of the Centre Fuel Tank and reduce the take off weight to make the A330 Light as it originally planned on the basic A330-200. It would be a good A300 replacement.
The A330 800 have a good point . It now builds to be a big aircraft but can be used like an A320 .
Isn't the A319 neo the most non selling plane?
I think in terms of orders the A330-800 is the lowest selling. The A319Neo had a total of 85 orders and 10 in service. The -800 has only 11 orders with 7 in service.
A further shrunk down version would likely sell better. Something with a range of around 5,200nm. With the a350 already there, and the high cost of acquisition. The 787-8 beats it in every category except capacity, the difference is roughly 40 passengers. Other problem, the a330 fleet is still relatively young. Same problem with the 777x.
The 787-8 is on the replacement of the 767, meaning similar to is older brother machine. But yes, agree is better. We just have to wait
It's going up against the Dreamliner, which is an amazing plane and a clean sheet design. It was never going to sell well. Airbus is lucky they have sold as many as they have.
Sales will improve. I am disappointed air france chose the nightmareliner over the NEO.
Guess what, the aviation world doesn’t evolve to purely suit your preferences so tough luck
I don't think Air France chose the 787 over the a330 neo. When they ordered the 787, there was no a330neo on the table. Also the 787 was to replace older 777-200ER.
@@alioumaiga6116 I see
Name a Boeing or an Airbus where the smallest version sold well..
A330-800 and 787-8 have similar problems. Neither sold too well, and basically for the same reasons. For Dreamliners orders to date are 416 and 911, and for Airbus 11 and 266. Needless to say 787 started a decade earlier. Further, 787-8 has just 45% commonality with 9, which substantially increases production costs, so Boeing will go out of its way to drive customers to the bigger and for them more profitable 9. The Americans still have 20 billion dollars in outstanding development costs (out of an initial 30), and chances are this will never be recovered in full. Airbus' situation is the exact opposite. Their development costs for this NEO program was a very modest 2 billion euros and 800 has up of 95% commonality with 900. So in reality for this group Airbus is in a far better position than Boeing. The Europeans' main objective here more than selling planes in this category is to put a price cap on Dreamliner, and in this they have been most successful. This very good video does not quite explain why both aforesaid subtypes lag behind their respective bigger models. Here's why. Their only tangible advantage is a lower fuel consumption, and not much more. Up to now kerosene prices have been low, since the Ukraine war this has changed and should tip the balance a bit in favor of these planes. They both consume some 500kg less fuel per hour than their respective bigger counterparts. On an 8 hour route that means 4,000 kg or 5,000 liters. Today that means $5,000 and 2 years ago that was $2,500-3,000. The bigger craft can accomodate an additional 35 pax. So you only have to sell these seats for $150 each (a bargain on an 8 hour flight) to break even. Besides, the bigger planes will also take 6 more LD3 containers, or 4 tons, which at 5 $/kg will bag the carrier an additional $20,000 in revenue. Planes have a service life of 20 years or more. Historically traffic has grown by some 4% annually. So you have to be very, very pessimistic to think on a given route that you cannot sell an extra 35 seats, now or in 20 years. And additionally the same reasoning for 4 tons of cargo. Lastly, things have changed a lot over the years: of 416 787-8s to date 382 have been delivered, and just 34 are outstanding. Of deliveries, 286 were in 2012-15. It has not done well ever since, and for the reasons explained above.
Safe to say .
You'd be happy with 416 a330-8 orders for the program !!
Don't drag your abysmal 338 sales with the 787 8's...
Please.!!
The 787-8 is selling better than the 787-10
@@cvt-4u267 338 sales are not "mine". This is not a sports events with people cheering for their team. I am totally dispassionate and just shared for the benefit of readers some information. Boeing delivered in 2020 just 5 units of 787-8, in 2021 only 2 and so far in 2022 another 5. Not too different from Airbus. It is patently clear that A330-800 is a niche aircraft with few possible changes in sight, and today 787-8 is exactly the same.
@@heidirabenau511 well, no. In 2020-22 sales are 12 for 787-8 and 17 for 787-10.
The problem for me is that link between the 200 and dreamliner replacement. It killed the -800s sales. What i would do is revamp the -800 and vastly increase its fuel range by more efficient engines such as the scaleble Ultrafan, outstripping the dreamliner by quite a mile. More innovation on the wings and insides may help it overcome some of its problems, and give it something unique. However thats would cost quite a bit, and with the XLR as such on the horizon, its a wait and see.
A stark contrast to the A330-200, which pencilled nicely to the gap left by 767-300ERs
That aircraft never sold that well either.
@@johniii8147 - What' 600+ airframes produced vs a dozen. I'd say that's almost several orders of magnitude difference in terrms of sales.
The A330-800 is indeed not a high seller, but it didn't need to be. It probably is even break even at least. It keeps Boeing honest with the pricing for the 787. Don't know if Airbus is going to offer the A330-8F and/or MRTT version.
Obviously all the time Airbus are manufacturing the A339 they'll offer the A338 as an option. The production line will be the same as effectively, the A338 just has a shorter fuselage
Is it possible to create an A330-800F/MRTT?
Why couldn’t Icelandair get these planes instead of 321-XLR ! These Zorro planes all look alike !
I wonder when convert A332 into freighter, can they just swap 2 new engines on it and install some new winglet and call it a day?
Airbus did a Boeing 767-400.
As a Boeing fan boy, I can say that it is a little sad to see the A330-800 do so poorly…
Shut up.
787>AB303Neco
If they just want to replace -200 it dont make sense to get -800, because they will be using for the same routes and earth isnt magically expanding in thousands of kilometers in a few years times (unless airbus really predicted that earth will be expanding that fast)...
Perfect new aircraft for northern pacific airlines
Hopefully Garuda Indonesia will order the A330-800 in the near future
Ayeeee new video
The dreamliner is still more efficient than 330neo family.
Personally, it doesn't look as good as the 787s.
Airbus 350- 800 also has the same faith of airbus 330- 800
Kuwait is a country
Cuz the -900 is better overall, got it.
With that said, I'd probably still take -800 over 787 if I have a choice. No Boeing for me, no sir.
why not Boeing
@@nickolliver3021 After the shit they pulled with MAX and profit oriented management after Douglas merger? Yeah, no chance in hell I'll take a Boeing again.
I made an exception for Legacy 777 tho, probably the remainder of a long-lost era.
@@Daffa137 just because they pulled the MAX and profit oriented management after Douglas Merger doesn't mean you won't take a boeing again! What do you think will happen if you take a boeing?
Mistakes happen. You learn from them instead of saying all that
@@nickolliver3021Just? Excuse me? People literally dies from this shit because some guy in upper echelon thinks it's wise to cut cost in an industry full of hazards. It sure ain't an accident if it can be prevented in the first place.
Go watch some videos on old Boeing Engineers, most of them agree that Boeing has changed ever since the merger and the shadow of its former self and they don't like it.
Airbus & Bombardier rules!
@@Daffa137 yeah guess what people died even from Airbus cutting costs as well. The aviation industry runs full of hazards. Accidents happen for a reason. Airbus have done many things that involved cutting cost and lives were lost.
Watching a video on old boeing engineers doesn't make Boeing a bad company overall. Just because of what happened and what ex engineers say doesn't mean they are still bad in 2022.
Perhaps no one rules in aviation. That's how it is sadly
Airbus fan boys make me laugh. Talking all this schitt about the 787 bla bla bla. Without exception, every Boeing model from the 707 to the 787 and everything in between has been a resounding success. Boeing lost its way recently, but hopefully they regain their old luster.
Airbus owes its success to three main models: the A330, 320 and 350 that's it. The 380 and 340 were failures. Ditto the A310. A300...here or there.
*717 has entered the chat*
main models with serveral variants get your info right. not just only the 320 you got the 320neo 321neo 321xlr etc. Same as the 330. 330-200/300/900 A350-900/1000 which selled well.
@heidirabenau511 the B717 is not originally Boeing. And if you want to play that game the B717 was derived from the DC9/MD80 which sold almost 2000 units.
@wasmiddelsap3379 doesn't change the fact that the 310, 340, and 380 were all duds. Whereas all Boeing models have sold 1000+ units each.
Yes the B787 is a succes for hangar use.
It is very simple. Airbus A330-800 cannot match what the Boeing 787-8 can offer. The Boeing 787-8 can fly further, much more fuel efficient and it is much more modern than the ageing Airbus platform. Operators will be severely limited by the capabilities of A330-800. If they choose the 787-8, they open a lot of possibilities because of the modern yet very proven design and range can only be matched by the larger A350.
Why would i buy an A330-800?
The market exactly for this aircraft is very limited, with only < 2000 KM range more than A330-900 and less capacity.
I could buy an A330-900 with higher capacity (pax/cargo) and it can operate on other high demand routes
Or, if i want to go for range, I could buy an A350-900 for further range and higher capacity which open up more routing to fly.
The market for A330-800 is just right at the narrow gap between A330-900 and A350-900.
For A330-800 to be use, the routes' demand needs to be less than the capacity of A350-900 while the range is right between A330-900 max and A330-800 max.
Not even counting on B787-8.
In short, it just doesn't worth, maybe a freighter version to replace A330-200F is an option
Hi From Kuwait. The two disabled planes parked for Kuwait Airways, unfortunately, due to engine failure, and it is not able to fly. The cause of the engine failure is unknown
2 brand new aircraft with engine failure is strange case
@@ahmadsamir7772 neither Airbus nor Rolls Royce knows what’s wrong with those engines and why they keep failing… KUWAITAIRWAYS made a huge mistake buying those airplanes
Kuwait Airways should sell that faulty plane. Choose 787-8 or the 787-9. It is a huge mistake for choosing A330-800.
@@ahmadsamir7772 نعم يا اخ سمير حالة غريبة علما بان الحكومة تلتزم الصمت تجاه هذا الموضوع وهي الجهة المالكة لشركة الطيران غير ان احد اعضاء مجلس الامة اثار هذا الموضوع
Very Unfortunate...
As a fun fact, there have been more A320-100 than A330-800 orders
Delta may order the type to replace the 767s and some other airlines may order the type in the coming years
Maybe a derated and somewhat reduced MTOW version could be viable as a competitor to the 757-300 and some 767 variants. The current version of the A330-800 is too heavy and flies too far. This is why delta has not ordered any A330 800neos, they are either waiting for a de-rated version or the 797.
Just thinking aloud here: surely the -800 wasn't that expensive to design as say, the a350 was. So I guess why not have it as an option? As far as I know the -900 is selling fine anyway.
Yes - because they'd given the other variants the NEO treatment it really would have been very cheap to develop. It was always going to be a niche product, but a niche that seemed worth filling. But it may be the niche is just too small to be worthwhile even given the cheap development cost. Still, its not a disaster for Airbus - just a nice little earner that didn't quite work out.
The problem: the A330-800neo doesn't have the carrying capacity of the A330-900neo. Especially now that Airbus has standardized on the 251t version with a range up to 7,200 nautical miles.
Air Transat (Canada) would be an ideal customer for the A330-800Neo... They already operate a fleet of 12 A330Ceo's ranging from 14 to 24 years of age... some or all these aircraft could be swapped in a deal with Airbus... And the fact that the Neo type can operate shorter runways at some airports, could be an interesting factor, as Air Transat operates flight to some Caribbean islands that have shorter strips, as well as for the range capacity of the Neo aircraft on AT's longer routes on their summer schedules such as YYZ-ATH, YYZ-ZAG, YUL-FCO... plus, this would also allow opening other long-haul routes/markets from the 2 bases in Toronto and Montreal, perhaps in South America or Hawaii..? The A330-800Neo's would probably retain the same configuration as the existing A330-200's (C12- Y320/333) as it's the same airframe in cabin size and dimensions... and AT's maintenance is also already familiar with the engine type used on the A330-800Neo, since all the current Ceo models they have are powered by RR Trent722-B60 power plants... So Rolls-Royce makes sense here... But, I agree, the -800Neo will probably be a niche aircraft for some airlines of this type, with specific operations in mind... there my two cents worth :)
I think Delta has a chance of ordering the -800 in the future. They have the older -200’s and 767-300/400ER’s they still need to replace. The current -900 orders are slightly too large of a replacement.
I think DL should replace their 767s with this. They don't seem to need the -900's capacity (281 as they configure it) vs the -200 (223 as they configure it). DL's 767-300s are 211-226 seats and -400ER are 238.
I think a shorter range variant would work well for replacing the 757-300 and some 767 variants
It would be too inefficient because of its short length compared to the width (yes including wings besides fuselage width). Even the 757-300 despite its age at all economy would likely have almost on par operating costs (only the DC8 Super -73 would have been better with the 757’s engines and just 2 because it was the longest narrowbody ever at 57 meters whilst the 757-300 is 54 and the widebody A330-200/-800 fuselage length is 58 meters)
the a321 lr and a321 xlr already exist
Too much range
An A340neo would be cool.
To save the -800 variant AIRBUS should do the necessary modifications an remarket it as a viable (widebody) MIDDLE OF THE MARKET Offering alongside the current A321XLR Variant!!!.
With smart well thought out modifications Airbus is the only manufacturer out there that has anything close to a viable M.o.M
The way it’s going is exactly like the 767-400ER but much worse except in the latter’s case Boeing knew to make it only for Delta and United as they knew it was never going to sell to anyone else with less range than the popular -300ER midsize variant
Maybe air Canada could pursue them
The price difference between the variants could be a factor since it’s pretty much the same to operate, Hawaiian might have had other priorities. But it’s showing Airbus can cater to whatever airlines would need.
There's still customers that may order the 330-800, because I'm keeping a eye on a new us airline that may order the jet Nothern pacific airways may end up ordering the jet once they establish the airline, or they may end up ordering the 787 for there operations.
Not likely im afraid, they will probably always stick with narrowbody jets so will be looking at planes like the A321Neo
A lightweight, medium range variant of the A330-800 with a smaller, lighter wing, less fuel, less powerful but more fuel efficient engines and higher density seating could easily fill the market that Boeing was looking to address with their NMA concept. The existence of the A330-800 and the ease with which it could be modified for medium range ops, combined with the forthcoming A321XLR, have been among the factors that killed Boeing's NMA.
An A330-800ULR could certainly be an interesting proposition for super long and skinny routes. So could a A330-900ULR, although that might further cannibalize A330-800 sales.
A330neo is so underratedly good👍 that i never saw the A330neo in person tho the A330neo is around a decade old
No. It’s a flop.
Like Boeing 787.
Airbus should make A350-800
It's not being disliked it's just not in the interest of most airlines.
There's a few thing it seems you (conveniently) left out
- The 787-8 is not a great airplane, having been developed first in the Dreamliner family. It doesn't feature many of the improvements of the -9 and -10, is too heavy compared to the bigger brothers and most importantly has very poor parts commonality with them (The 787-8 is only roughly 30% common with the 787-9, Darrell Larson, director of aft-body operations at Boeing’s Charleston plant, acknowledged). That's honestly INSANELY BAD for an airplane that's supposed to be in the same family (as a comparison -9 and -10 have 95+% parts commonality, and the A330NEO is even better with something like 97-98%). This is a huge benefit for the airlines in terms of maintenance & training, but it's also crucial for the manufacturer regards to economies of scale. I seriously doubt Boeing has made much money if any at all on -8 sales.
The sales also tell the reality: orders for the -8 have significantly dried up in the last few years...in fact a majority of the commitments for the variant came at the very beginning of the program, when the -8 was the sole variant available and most importantly when its significant technical shortcomings were still not know.
- Politics: when discussing Japanese, Korean or Taiwanese airlines ordering Boeing products, the "pleasing uncle sam" factor cannot be ignored, and often might be more important than the technical virtues of the plane. This is part of a broader geopolitical alliance between these asian countries and the USA, but also an economic one: Japan for example plays a crucial role in Dreamliner production. The reasoning is the same for engines: if they buy P&W or GE it might be more down to geopolitics than actual performance or costs.
- Considering the negligible cost of developing the A330-800 due to being almost identical to the -900 (most likely, just the certification process associated costs), it's worth it for Airbus to "just have the -800 exist": with it being an option for customers, Boeing is forced to price the 787-8 and even the -9 more aggressively, offering huge discounts such in the case of Hawaiian (the whole "we didn't wanna be amongst few operators" point by the CEO is ridiculous since they're a 717 operator) and ultimately undermining the profitability. In the grand scheme of things, better have it and not sell it than not having it at all.
People wants A330-1000 HGW
Whats the name of the music at 8:13?
Qantas didn't get the 787-9 to replace A330s. The 787s replaced the 747s.
Qantas initially had 115 787s ordered in a mix of firm orders, options and rights. Over time, most of those orders were cancelled and they are running low on the remaining rights. Qantas Group currently has 22 787s (11 -8s, 11 -9s with 3 more to come).
Qantas has 28 A330s (10 -300s, 18 -200s). They haven't decided what to replace them with yet.
What's the music
Its simple. Airbus was late to the party. Had Airbus announced A330neo at same time as 787, the sales would have been different. 787-8 wins due to its clean sheet design, fuel efficiency, composite fuselage. When A330-200 was introduced, it had hardly any competition.767 was old, 777-200 was still somewhat new. And also there were not so many passengers. So A330-200 was perfect for thin and long routes. Now passengers numbers has increased. So, flying A330-800 with 250 pax and A330-900 with 290-300 pax bears same operating cost so why choose -800?
I find it interesting that the -800 is a slow seller as the -200 sold fairly well.
Market shifted. Same as for the 772 and 773, at some point in time both the 772 and the 332 stopped selling.
Yeah, the airlines are missing out the 2% savings in fuel and operating costs for the small penalty of 10% less passengers. They don't know what they have been missing out on this whole time.
It's just too old. Modifying it slightly doesn't change that.
I’ve seen another article just like this, all too easy(!)…..
Different times different needs
I feel like I’ve seen a similar video before? Just me? 😅
Stretched 900 would've make a lot more sense now
To me it looks like Airlines prefer the B787 compared to A330 because of the earlier release of the B787 though I expect that Airbus could price the -800 appropriately and capture other airlines that has not made a move at all especially smaller carriers or new carriers. Anyways the -900 is doing much better compared to its sibling.
Because of the engine under it.
They only need GE engines
Even though the 787-8 is selling better than the A338, the A338 has a higher MTOW than the 788, the 788’s is 502K pounds while the 338’s is 553K pounds, and also the wingspan of both the 338 and 339 is longer than all 787 models, the 787 is 193FT while the 330N’s is 210FT, so even though the 788 came earlier, the 338 is a better option in some ways, although the cargo capacity of the 788 is slightly larger than the 338. So the 338 is better in a few ways, although the 788 is better for more cargo (28 pallets for the 788 vs 27 pallets for the 338) the 338 does have higher MTOW and larger wingspan.
If the A330-800 is better then why it only have 8 orders? Why operators avoid the type? There is something wrong. That proves 787-8 is way better than the A330-800 and the A330-900 in all aspects. 787-8 is cheaper to fly on all ranges, much more efficient and flies further.
@@potxiusupfotalongkorn3237because 787-8 come to market earlier and some airlines already use as a330-200 replacement
Airbus was smart with the A330neo they're playing the long game here as many A330-200 active are pretty young plus whatever sales they can win over Boeing with the 900neo is just icing.. Airbus spent pennies to develop the Neo unlike the 787 program 10 years in hasn't turn a profit and probably never will....
Did they make a profit on the A380?
@@mel0214 negative that's another flop lol....
A family member flew a 787-8 from nirobi to paris and then onto a 16 year old Delta 330-300 today and said the 330 was hands down much better much to dismay as he is a boeing fan threw and threw
Airbus A350-800: so no one cares i exist ._.
The passenger experience of a 787 is so far superior to the A330. Quiet cabin, far larger windows, better atmospheric pressure and humidity. I will always search for a 787 if both are flying the same route. Living in Hawaii, i am so glad Hawaiian Airlines is moving to the 787.
Disagree. 2-4-2 is a much nicer experience for passengers. Every seat is Aisle or 1 away. The A330neo is quiet as well - look at the reviews for the Delta version to see how passengers like it. Not saying the 787 is a bad plane, but the Economy seat layout is such a winner for me.
@@mkkm945 Try Japan Airlines 787....8 across. But I still prefer the increased cabin pressure, higher humidity and much larger windows of a 787. Sorry, but a definite preference.