With the B787 production rate of 5 aircraft per month, it doesn't take a genius to figure out why the A330 NEO is a good alternative. It actually is available.
I think part of the reason that the A330neo appears to have low sales is because the old A330 had such an incredible level of success without any direct competition. The old A330 faced the 767 and 777, which are too small and too large, respectively, to compete with the A330. Hence, the old A330 was basically unopposed in the market. Meanwhile, the A330neo was a slightly too late response to the market-leading 787. Without the 787, perhaps we would've seen more orders for the A330neo. As a sidenote, I think the A330neo sales is a good predictor for what future 777x sales would look like. This time around, it would be the A350 who will have the stronger market share and the 777x would be the one trying to catch up.
The A330neo is basically the original A350 before it was sent back to the drawing board to become a wider composite plane. If the A330neo can become fully SAF compatible it's relative efficiency will become less of an issue at least environmentally.
With all the hassle with 787 deliveries I wouldn't be surprised if some airlines start looking at the 330. They can only wait for so long for new aircraft.
A reason why the A330-900neo has enjoyed a resurgence in sales is the lower initial cost per plane compared to the 787. In fact, with the range oi 7,200 nautical miles with the 251-tonne variant, the A330-9000neo has become a suitable replacement for the aging 777-200ER fleet for many airlines. In fact, I expect Delta Air Lines to replace their A330-300 fleet with the A330-900neo over the next 10-12 years.
The equivalent to the 777-200ER is the A350-900. The A330-900 is slightly smaller but now matches the range of the -200ER. The A350 clearly beats every 777 range. It is interesting to study the Wikipedia page "DELTA Air Lines fleet" and compare the (real world!) seating configurations shown.
@@KlausErmecke But the A350-900 is quite a bit more expensive than the A330-900neo. And the range of the A350-900 is way overhill unless you fly really long transoceanic routes.
@@KlausErmeckeDelta had the 777-200LR which has longer range than their A350s requiring a refueling stop on flights from Johannesburg that they did not with the 77L. My guess is their upcoming A350-1000s will be long range models similar to what Qantas is getting.
I think the A330-900neo is a beautiful machine, and one of the best-looking airliners ever made. Inside, and out. She is definitely the underdog vs the Dreamliner.....right now. Hopefully you're right Simple Flying, and she will find her place in the near future. I'm forever routing for my beautiful, underdog A339!
Yes, I think that the Airbus A330neo still have a shot at being a popular widebody aircraft in the next decade because I loved its 2-4-2 configuration in Economy Class, which is more enjoyable for pairs than the 3-3-3 layout on the Airbus A350-900 XWB and Boeing 787 Dreamliner, which is more enjoyable only for a group of three or more, and also its common type rating with other Airbus aircrafts, which allows pilots to switch between aircrafts with only a few days of training.
I really wish the A330 neo gets its lucky break. Where it really shines especially in the Philippines (thru Cebu Pacific), is the way it can be used as a mixed traffic aircraft. Where it is designed to be ready for both multiple short island hops or long haul flights and yet be more durable to the streeses of frequency of it being flown while having less need in maintenance downtime. One tough and strong work horse
The A330neo’s unpopularity might be one of its biggest strengths. It’s available relatively fast and Airbus has proofed itself to be able to deliver aircraft on time in comparison to Boeing. The neo might be slightly inferior to the Dreamliner when it comes to actual performance, but it’s still an efficient and modern type that’s a big upgrade to an A330ceo or a Boeing 767. Furthermore, the A330 family is also known to be a capable short and medium haul aircraft, with for example Saudia considering the aircraft for those operations as the A320neo backlog is so immense they can’t keep their growth plans with the current rate Airbus is able to deliver the A320neo. They are considering to order up to 80 A330neos; and Airbus is currently rumored to develop a new version of the A330neo with improved performance on short flights.
My advice to all who want to speak up: Check the data first! Airbus had produced 32 A330neos in 2023, which is 2.7 per month. In the first 5 months of 2024 it was 10 or 2 per month. This is sluggish and disappointing. The current backlog stands at 188 frames. Even if Airbus managed to increase the delivery rate to 4 per month soon, the current backlog would employ the entire system for nearly four years. Add "China" ("over 100", so let us assume 120) and a possible 40 frame order of Cathay, we had 40 more months, and another 27 on top if DELTA would act to replace all their remaining aging midsized aircraft (767, 757-300, A330ceo) with this new jet. At its peak, several years ago, Airbus produced more than 9 A330/A340 per month. To wrap it up, Airbus COULD make availability of slots a sales argument pro A330 neo, but to do so they had to make slots really available!
The A330neo is going to be the most popular, most universal and the most satisfying Aircraft ever built ! Because this aircraft has been kept around for so long, airbus has done nothing but improve this piece of beautiful machinery they never gave up on it ,even when the sales were low !!!!!!VERY VERY IMPRESSIVE ! AIRBUS😊😊😊😊😊
I used to be a Boeing Fanboy.... But with all the issues i'm tired of supporting them.. started to love the A350 after studing it. A330-200/300 started to become a fav. A340-500 is my #1 just love the look lol. after seeing the A330-800/900 Neo's i was all it. yea it hasnt sold like hot cakes but i think the frame is in the right place at the right time. 787 is a great frame but boeing is fumbling it. 747 will always be the queen. nothing will ever take that away. A380 came in and joined it but not replaced it. King and Queen of the Sky's. Airbus is in a good spot me thinks lol
The a330neo is less favored with carriers than its predecessors because of the prevalence of the 787. However, it is not going to flop given the engineering excellence and exceptional range of this aircraft type.
I was previously optimistic about the A330neo, but I’m not so sure now. The general trend is towards upsizing to large aircraft, so airlines might go for the A350, even for short haul. Airbus has already made a lighter A350 for Japan Airlines for them to use on sub 3-hour domestic flights, so the capability is there. The only way I see the Neo getting a massive boost in orders is if developing countries’ airlines wants to upgrade their fleet without a huge price premium and A350 warrants. It’s composite fuselage also requires additional maintenance support.
I’d expect the A330Neo to be a slow roller kind of program. As airlines retire their older A330s and want to maintain an Airbus sub-fleet the Neo will appeal. I’d also assume that the airframe cost for the Neo is much lower than the 787, so for those airlines who won’t utilize the 787s range, the A330 might be more economical.
Once everyone gives in to the (horrible) switch to 3-3-3 I'm sure it'll catch on. 2-4-2 is by far my favorite economy config, and sadly I don't see there being much of a future with it.
My thoughts exactly. I love flying the a330 because the seat layout is far superior. 2-4-2 means everyone has either an aisle seat or is just one seat away from an aisle. If you are flying with your partner or a friend you can book two seats together and don't have to share your row. It's just so much better.
Numbers sold does not equal success. Profit does. Thanks to its relatively ridiculously small budget, the A330neo can cover its development costs in the low hundreds of units sold, wheras the 787 will need to be well into four figures to achieve the same. The 787 may be a far better long range aircraft, wheras the A330 can be a better prospect for shorter journeys and has even been beefed up to cope with the increased flight cycles that type of operation incurs. I suspect that the A330neo will achieve the returns that Boeing can only look on with envy as the 787 returns disappoint. I do wonder what level of sales the A330neo will need to achieve before its success is widely recognised. Even as an Airbus, the A330neo is a bit of an anomaly, it is effectively close to what the (rejected by airlines) A350 was intended to be, as such, the sales achieved so far are amazing!
a330neo development cost: USD 2 billion 787: USD 32 billion with +300 orders the a330neo is a success and I bet airbus is happy with their backlog and what will come
The 787 will still be selling in 2050 , we cannot say the same about the a330 which is already a 50 year old design. You would be naive to think the 787 won't eventually surpass the a330 in profit some day
@@mmm0404 While the 787 may well be the best in class overall, and for some operations by a considerable margin, and that a 787 may well be selling in 2050, it is almost inconceivable that it will be the current one. Unfortunately for Boeing, they took the technically superior but more expensive fuselage construction route of tubes reinforced by a frame. Airbus with the A350 uses composite materials in the conventional manner of panels attached to the frame - far cheaper to produce. At the moment, the cost/benefit is very much in Airbus' favour, and has helped the A350 program to cover its development costs and start to make a healthy profit after far fewer airframe sales. The competition from a profitable A350 and A330neo mean that the margins for the 787 are squeezed. This economic fact coupled with Boeing's poor control of costs and quality have resulted in a disappointing financial performance. Unless composite construction becomes far cheaper, or alloys become far more expensive (a possibility) the 787 may continue to struggle so far as respectable profits are concerned. With the exception of range, it is almost certain that the next generation of engines which will be smaller, lighter, and more efficient than the current ones, if fitted to the A330 would allow it to out perform the current 787. Although it is pure speculation on my part, I suspect that the A330neo is nothing more than a stop-gap, and perhaps for quite different reasons, I, like you, am not expecting it to last until the 2050's. I would not be surprised if we were to see a new Airbus with a composite fuselage to cover from the old A310 up to what would have been the A350-800. This could be far more of a threat to the 787 than any further improved A330, which although now very mature, it is not showing its age anywhere near as much as, for example, the 737 did at a similar one. If Airbus takes either of those routes, Boeing would be forced to re-engine, but that would be the end of the current 787, and well before 2050. Regardless of what Airbus chooses to do, the A330neo with its new wings is current enough to allow at least a further engine upgrade before retirement, although unlike for the 737, it may well be replaced before it reaches the end of its life. I would even go so far as to suggest that unless production techniques allow the reinforced composite tubes to be produced more cheaply than the other methods/materials, the 787 as we know it will ultimately be doomed. The fuselage design for the NMA could be rather telling.
@@neilpickup237Boeing will cut costs and do a cost analysis gamble on the risk of catastrophic failure and passenger death lawsuits payout vs. cost savings.
@@neilpickup237 'Airbus with the A350 uses composite materials in the conventional manner of panels attached to the frame - far cheaper to produce.' I would point out that during A350 development, Flight International quoted a Boeing manager who stated that Airbus only went with the panel construction because their industrial setup wouldn't allow for a barrel approach.
Is it possible that the ace up the sleeve of the A330 neo could be it's non composite fuselage. I heard that converting 787s to freight was difficult due to the composite frame. Being easier to convert for freight after use as a passenger aircraft could be the ace up the sleeve for Airbus. This could end up being the deciding factor regards total costs to an airline.
@@Som09mer There will be a lot of cheap 777s available. Conversion costs will be similar. Why convert a smaller aircraft (A330) with the same cost of a 777?
right, IF Boeing cannot deliver at 12-15 planes a month, 330 Neo will do well to take at least a third of the market if not more. It is a very good aircraft esp for budget airlines .
I think one of the major advantages of the A330neo compared to the 787 family (or the bigger A350-800 even) is availability and price. If you already operate Airbus jets in your fleet you'll benefit from the common type rating and/or shorter transition training, and if want your new aircraft delivered sooner than later, it's an attractive option. While flag carriers will likely opt for the more modern and efficient designs with composite materials, the A330neo, which doesn't quite match those aircraft, is still a fairly efficient aircraft, cheaper, and with less of a backlog of orders.
I used to think that cabin pressure (equivalent altitude) was just marketing. However, when I had a connecting flight which used 787 and an A380 back-to-back, I actually found myself less thirsty and less fatigued on the 787. The A330 would be awesome if you got one on a domestic flight. However, if I'm flying long haul, I'd go out of my way to find either a 787 or an A350. Modern cabin pressurization levels are a game changer.
@@bonelesswatermelon420But also consider that you want the doors to stay on during flight and the wheels to not drop off onto parked cars on takeoff. Also not to crash with a computer malfunction and you want to fly with a company that does not make critics disappear or succumb to mysterious suicide scenarios.
The 330n is kinda like the 757. Other channels think it is history but th points you bring up make perfect sense. As airports get more congested airlines will need to add capacity. The quicker availability of the A330n will be one of it's best advantages.
I think smaller wide-body aircraft have an advantage over larger ones in terms of flexability with routs and seasonal travel. The A330neo is a nice jet for any airline and the seating configuration is my favorite (2x4x2 on Condor). But if an airline wants to wait for the 787 to use exclusively on long haul, maybe???
PAL is expected to order the A330neos in the coming years to replace it's aging A330ceos especially as PAL is set to become an all-Airbus airline as they start to gradually retire their entire B777-300ERs fleet and replace them with the delivery of the ordered A350-1000s. So it would make sense that PAL ordered the A330neos instead of the B787 since PAL already operates the A330ceos, as well the A350s, both -900 and -1000, by the time PAL makes an announcement to replace their existing A330ceos. And of course due to common type rating for PAL's pilots.
Airbus is playing the long game with the NEO...the 787 is a marvel of engineering but Boeing's missteps with quality control is a benefit to the A330neo...no one is getting their 787s fast enough to capitalize on the up tick in passenger traffic and every month is some other issue... the A350 is booked solid for at least another 3-5 years the NEO is available NOW and its performance isn't that far off from the A350 and 787
The A330 cockpit is newer than the one on the 787 as it inherits the A350 flight controls (unfortunately still with the old screen size displays). It also features the most efficient wings in commercial aviation with less aerodynamic drag because they too, were an improvement over the ones on the A350. The biggest disadvantage of the A330 neo is its weight compared to the lighter 787.
@@miks564 the weight can be due to the use of traditional aluminum rather than composite materials...but your right the fact that the NEO is so advanced and efficient due to just a wings and engines is really something
I wish British airlines bought more A330 NEOs because the plane has such a high British component content (wings, Rolls Royce engines etc). I would much prefer to go on this than a Dreamliner on a short or long - haul flight. Well done Virgin Atlantic for having some NEO's.
You forgot to mention that A330Neo has the best wing *aspect ratio* in its class. Higher A/R means lower fuel burn and A330Neo has an A/R of 11 while all other wide bodies, including 787, 777X, A350 have A/R around 9.5.
When companies have mixed fleets, the 787 is typically the more efficient and versatile option. With Airbus only fleets, some operators prefer to step up and go for the A350 instead. However, the A330 neo remains a very good all purpose aircraft, so I expect more to replace A330 ceo in the future as they get older.
Yes with the troubles at the competitor, it’s going to be greater and greater possibility not because of the trouble with the competitive, but I think it’s a good aircraft, solid performance interior is incredible. I think overhaul and people give it a second look. The wonder why it wasn’t given a first look.
Im super proud of Airbus. The A330neo is such an underdog aircraft. But with the inclusion of upgrades, it should make the Neo more compatible with many major Airports. Meanwhile, with everything going on at Boeing, it's a golden opportunity for the Neo variants to see extra orders moving forward.
The efficiency advantage of the 787 will always be tempting to airlines. I don't see the A330 becoming more popular if Boeing gets its house in order. But the point on the Asian market is a good reason for Airbus to feel confident of upping its sales.
Cathay Pacific and Philippine Airlines are at the stage where they will be needing to consider their medium-haul widebody fleets… Cathay is due to announce its order intents at the upcoming Farnborough Air Show. Remember, Cathay operates a big fleet of A330s. PAL is within the next 2 years. The A330 is the airline’s bread and butter for its East Asian, Middle East and Oceania routes. To your point, Malaysia Airline will begin to take delivery of its first 3 A330neos this year. They have 20 on order. AirAsia X placed an order for 34 A330neos but it won’t take delivery until 2026, in anticipation of Airbus’s announcement of further delays to its delivery schedule for 2025.
We might call it "considerably", but typical operational cruising speed is usually around .82 on the A330 and .84 on the 787. However, A330s can maintain cruise speed at .86. They don't use this speed due to fuel burn optimization.
If an airline gets a 787 then its cruising speed is higher. Otherwise not. Considering the fact that the 330neo was basically a contingency against the 787 it's doing quite a good job. 😉
Boeing and Airbus build great aircraft at all competing levels, yes Boeing drastically needs to sort out their bad management and attitude problems but when it comes down to it Boeing need Airbus and Airbus need Boeing. It's the competition that keeps the pot boiling!
I think that Robert "Kelly" Ortberg is a great hire by Boeing and I have confidence in him to right the ship and steer the company in the right direction.
i think for low cost airlines, the A330neo is a flagship for widebody long haul flight. but putting this into prespective, the 787 is a clean sheet design by Boeing, whereas the A330neo was derived from the original A330 from the 90's.
The weakness of A330 neo is range, because if we see the 787-9 can fly up to 16 hrs with his longer range. And it seems like many airline operating 787 for 10 hrs+ flight. While the A330 neo still struggling with his range. And then the comfort, 787 have wider cabin so it's make cabin comfortable especially for crew i don't know but if so far i'm seeing 787 have proper crew rest area than A330 neo. Feel free to share your opinion ( this my amateur opinion 😀)
Although 787 is wider but, majority of airlines has 9 abreast for their 787s which to me it feels uncomfortable compare to a330neo which majority of airlines put only 8 abreast on their a330neo fleet.
The 330 killed the 767. Boeing responded with the 787. Airbus's first response to the 787 was a 330 with new engines. Then decided instead to launch the 350 to replace the 330 to combat the 787. 330 remained available as a stop gap measure while 350 and 787 were being developped and sold well enough that Airbus decided to keep it and find a niche in the lesser range , while pricing the 350 at higher end for longer range missions. People who replaced 767s with 330s don't have compelling reason to buy 330neos since the 330s are still good. The "neo" was dirt cheap since it is a easy derivative with already available engines. It doesn't need to sell that many to make money and can last a fair biut of time in that market since Boeing has nothing since the 787 is more expesive.
I believe the A330 can have a future in ultra-long haul flights. The A330 came out in the early 1990s like the 777 so that’s why I always compare the A330 to the 777.
You failed to mention another reason nobody is buying the A330neo - the A350-900. It's similar in size to the A330-900, but it's newer, more economical, has higher cruise speed, and can fly 1100-2600 nmi further. It's just a superior aircraft, and A330 pilots can transition to it with only about a week of training. Another thing that's hurting both Airbus widebodies is that they only come with Rolls Royce Trent engines, which is an issue for A330 GE or P&W operators, especially that Boeing is offering GE engines on the 787. Emirates in particular isn't a big fan of these newer Trent engines, which is why they chose the 777X instead of the A350-1000.
This is complete nonsense! Firstly A330-900Neo was late to market, it was also up against an excellent airliner in the B787 so sales were expected to start slowly. Your notion that airlines are put off Airbus by the fact they`re powered by RR Trents is a joke, just look at the sales of A350-900 & -1000 perhaps you`ll educate yourself. RR Trent 700 was by far the best selling engine on A330Ceo for a reason & those airlines wanting to upgrade their P&W or GE Ceo`s to Neo`s have nothing to fear as Delta Airlines have proven. Emirates have ordered many A350-900`s so they ARE a `big fan` of the newer Trents, Sir Tim has criticised the -1000 -97 engines for his own reasons but if you look at -1000 recent orders you`ll see he`s the only one because Delta, JAL, KLM, Korean, Ethiopean, & EVA are happy to buy it, with most of those using it to replace the B777-300ER. A330Neo will do great also, with many happy Ceo operators wanting to upgrade in the future in particularly the Chinese airlines.
@@edwardwilcox6606 Sir Tim Clark literally called the Trent XWB "defective". The issue for Emirates is that these engines require up to 75% more maintainance than GE's when operated in a hot environment (such as Emirates Dubai hub). Emirates currently have 65 A350s on order, all of which are of the smaller -900 variant, compared to 205 777Xs (170 of which, the larger -9), 90 of which they ordered last year despite the constant delays, and other issues at Boeing. No matter how you look at this Airbus has lost that particular battle, badly. For the record, I'm not saying RR makes bad engines nor that the A350 is a bad plane (I actually think it's a much better aircraft than the 787). I am saying however that the lack of options is an issue. For airlines already operating GE engines, getting a GE-powered 787 will be simply cheaper than adding a Trent-powered aircraft to their fleet. The same would be true if a Trent operator was to consider getting a GE-only aircraft like the 777X. The 787 however gives these customers options, the A330neo and A350 do not.
@@FloppaAppreciationSociet-ds7zf My argument with what you suggest is just wrong. AB don't need Emirates & they don't need GE, they are selling all the RR WB's they can make, they have a huge backlog & having RR as sole supplier isn't hurting AB in the least. Also Sir Tim never wanted A350-1000 although after ordering B777X he relised it had improved enough to be attractive but he stuck with Boeing & he may have to pay the price if it's delayed even further. Your figures on GE's over RR durability are pure fanboyism. Any shortfall on -97 will soon be dealt with improvements in the meantime it's doing well....just look at the orders!
@@edwardwilcox6606 Fanboyism? I don't have any strong feelings towards any engine company one way or another, only a crazy person would. You're the one attacking me because I apparently insulted Rolls Royce. Anyway, I gave you Emirates rationale for not buying more A350s, if you think that's fanboyism, then it's Emirates' fanboyism not mine. I did get the figures wrong though, because according to Sir Tim Clark, XWB engines spend only "a quarter of the time on wing" between service visits, so they actually require 250% more maintainance not 75%, that's my bad, but I guess Sir Tim Clark just a fanboy anyway. Also, Rolls Royce CCO Ewen McDonald didn't even deny these claims, in fact he went on record saying that the engine is "challenged" in "sandy, hot conditions", but I guess he's a fanboy as well.
the A330 is a workhorse while the A350/B787 are flagships. just look at what airlines buy which and where the planes are flown. I see a bright future for the A330neo replacing older A330/B772/B767 on routes that simply need a reliable high capacity airliner and little of the premium bells and whistles to make money.
Talking about the A330 Neo... I wonder what's going on with the A330 neos that ARKIA ordered in 2015. They've still not been delivered or even produced as far as I know. Its a genuine mystery as quite literally nobody seems to know what happened
It comes down to basic economics and training programs. Both airframe makers built beautifully designed jets, one ahead of the other. It's the airlines preference and taste to venture elsewhere, it should be that hard to adapt these days with the advance in computerized resources.
If any airline replace their Airbus A330ceos with Boeing 787 Dreamliners or even the Airbus A350-900 XWBs, their cabin will be cramped because of the 3-3-3 configuration in the Economy Class cabin of the latter two as opposed to the 2-4-2 layout for the A330neo!
Qantas only got the A330ceo because they were considering ordering the A380 (then the A3XX) and were an all Boeing airline with 767s and 747s for their long haul flights. Airbus offered A330s at large discounts (with some units for free) in order to lock in an order for the A380 while giving the airline some experience with Airbus aircraft before the 380 arrived.
I love how you know more than anyone else, nobody else knows what price Qantas paid for them but you seem to know, even going as far as saying they had a large discount, can I ask where you get your information from?
For free? News to me haha. As far as I'm aware, the A330 fleet for QF has been its most profitable international aircraft fleet, by miles. It was the only thing that saved the international brand during COVID, GFC, 2011 industry disputes, and the prolonged 2010s competition strain on the Asian markets
Well the reason why the A330 and A350 are popular is because each and every year its been improved. It will take time as many older A330s are still new😊
Boeing's quality problems and rate of production on almost all of their models could really change the tide in favour of the A330 neo and Airbus in general, in the next 5-10 years...
With Boeing shake up leader, im pretty sure that A330nei will leapfrogged their unpopularity status. Dont forget they have building facility that they are not run 100% and not use the unused facility to A350, sooo they're faster than anyone else right now even the Popular A350. Airbus is Consortium to challenge the mighty eagle U.S made Boeing🔥🔥🔥
None of these factors pointed out about the 787 will ever make the A330neo outsell the 787. I will cap A330neo sales at no more than 600 before Airbus diacontinues the program. Airlines will always prefer the 787 and A350 over the A330 because of operating costs.
Airlines make money when they have airplanes to fly passengers! Waiting for a 787 will mean lost opportunity. There are not other choices...it's a duopoly.
Simple: NO. The A330neo has a very similar problem that the 777X has so far: there are boatloads of relatively young A330ceos plus the extremely successful 787. (777X problem lots of relatively young 777-300ERs plus the slowly becoming successful A350-1000). Both will sell a lot more at the end than they did until now, but they will both not get even close to the 787, A350.
It seems like a natural choice for an airline that wants a wide-body but doesn't need the range of a 787/A350. Chinese and Indian domestic carriers, US transcon and transatlantic service, etc. 767s can't fly forever.
The biggest drawback of the 787 is that it is built by Boeing in South Carolina. With its “quality” issues apparent, I am not setting a foot in any new Boeing until they got their s#$t sorted out. And, the A330 has always been my favorite plane to fly in (together with the A340).
The fact what mostly all doesnt think about is, the fact, that Airbus dont need to sell the a330neo as much as the can. Airbus develloped to beat the 787-Family...its all about to beat boeings sells and prices. And Airbus know that Boeng neuer getting the devellopment costs in. In contrast to Airbus who spend just peunuts for the devellopment of the allready existing a330 ...it doesnt matter how much Airbus sells...the costs are allready in and for now they just picking up the Orders wich would getting to Boeing and there 787. Thats the only readon why Airbus develloped the Neo...also its a really nice airplane. I like the fact to devellop some thibks cheap and without spending so much ressources.
A-330 has the best Economy Class configuration 2-4-2 Only 2 out of 8 passengers are stuck in the middle seat This is a reliable aircraft, loved by Pilots
With the B787 production rate of 5 aircraft per month, it doesn't take a genius to figure out why the A330 NEO is a good alternative. It actually is available.
You can't make money if you don't have planes. Good luck if you ordered the 787.
Well, A330 NEW has production rate of 2.5 aircraft per month, and backlog of 188 aircraft, so it is not much better.
It's actually available and airlines still don't want it.!!!
@@Toby-bm4nn 200 orders.
787 production is going up to 10 per month by 2026 and possibly 14 per month by 2028
I think part of the reason that the A330neo appears to have low sales is because the old A330 had such an incredible level of success without any direct competition.
The old A330 faced the 767 and 777, which are too small and too large, respectively, to compete with the A330. Hence, the old A330 was basically unopposed in the market.
Meanwhile, the A330neo was a slightly too late response to the market-leading 787. Without the 787, perhaps we would've seen more orders for the A330neo.
As a sidenote, I think the A330neo sales is a good predictor for what future 777x sales would look like. This time around, it would be the A350 who will have the stronger market share and the 777x would be the one trying to catch up.
The A330neo is basically the original A350 before it was sent back to the drawing board to become a wider composite plane.
If the A330neo can become fully SAF compatible it's relative efficiency will become less of an issue at least environmentally.
@@michaelpillingnow They need to cut the price for the A330neo significantly. Cause you can't keep selling updated old products at premium prices.
@@nntflow7058So the 777x needs massive discounts. Good to know
With all the hassle with 787 deliveries I wouldn't be surprised if some airlines start looking at the 330. They can only wait for so long for new aircraft.
Exactly right. You may *WANT* a B787, but can you wait 5 years?
@@karlp8484 The A330 production rate was two per month so far in 2024. The backlog is 188 aircraft, and 12 months are one year. So do the math!
@@karlp84842027 is around 3 years not 5 . Lol
@@KlausErmecke It's 3,5 now with a backlog of 217. The A330neo is a very popular plane and way better than the 787
A reason why the A330-900neo has enjoyed a resurgence in sales is the lower initial cost per plane compared to the 787. In fact, with the range oi 7,200 nautical miles with the 251-tonne variant, the A330-9000neo has become a suitable replacement for the aging 777-200ER fleet for many airlines. In fact, I expect Delta Air Lines to replace their A330-300 fleet with the A330-900neo over the next 10-12 years.
Its not that much cheaper at all .. thats the problem I see with it.
The equivalent to the 777-200ER is the A350-900. The A330-900 is slightly smaller but now matches the range of the -200ER. The A350 clearly beats every 777 range.
It is interesting to study the Wikipedia page "DELTA Air Lines fleet" and compare the (real world!) seating configurations shown.
@@KlausErmecke But the A350-900 is quite a bit more expensive than the A330-900neo. And the range of the A350-900 is way overhill unless you fly really long transoceanic routes.
@@KlausErmeckeDelta had the 777-200LR which has longer range than their A350s requiring a refueling stop on flights from Johannesburg that they did not with the 77L. My guess is their upcoming A350-1000s will be long range models similar to what Qantas is getting.
I think the A330-900neo is a beautiful machine, and one of the best-looking airliners ever made. Inside, and out. She is definitely the underdog vs the Dreamliner.....right now. Hopefully you're right Simple Flying, and she will find her place in the near future. I'm forever routing for my beautiful, underdog A339!
Yes, I think that the Airbus A330neo still have a shot at being a popular widebody aircraft in the next decade because I loved its 2-4-2 configuration in Economy Class, which is more enjoyable for pairs than the 3-3-3 layout on the Airbus A350-900 XWB and Boeing 787 Dreamliner, which is more enjoyable only for a group of three or more, and also its common type rating with other Airbus aircrafts, which allows pilots to switch between aircrafts with only a few days of training.
I really wish the A330 neo gets its lucky break.
Where it really shines especially in the Philippines (thru Cebu Pacific), is the way it can be used as a mixed traffic aircraft.
Where it is designed to be ready for both multiple short island hops or long haul flights and yet be more durable to the streeses of frequency of it being flown while having less need in maintenance downtime.
One tough and strong work horse
The A330neo’s unpopularity might be one of its biggest strengths. It’s available relatively fast and Airbus has proofed itself to be able to deliver aircraft on time in comparison to Boeing. The neo might be slightly inferior to the Dreamliner when it comes to actual performance, but it’s still an efficient and modern type that’s a big upgrade to an A330ceo or a Boeing 767. Furthermore, the A330 family is also known to be a capable short and medium haul aircraft, with for example Saudia considering the aircraft for those operations as the A320neo backlog is so immense they can’t keep their growth plans with the current rate Airbus is able to deliver the A320neo. They are considering to order up to 80 A330neos; and Airbus is currently rumored to develop a new version of the A330neo with improved performance on short flights.
My advice to all who want to speak up: Check the data first!
Airbus had produced 32 A330neos in 2023, which is 2.7 per month. In the first 5 months of 2024 it was 10 or 2 per month. This is sluggish and disappointing. The current backlog stands at 188 frames. Even if Airbus managed to increase the delivery rate to 4 per month soon, the current backlog would employ the entire system for nearly four years. Add "China" ("over 100", so let us assume 120) and a possible 40 frame order of Cathay, we had 40 more months, and another 27 on top if DELTA would act to replace all their remaining aging midsized aircraft (767, 757-300, A330ceo) with this new jet.
At its peak, several years ago, Airbus produced more than 9 A330/A340 per month.
To wrap it up, Airbus COULD make availability of slots a sales argument pro A330 neo, but to do so they had to make slots really available!
Airbus also has delivery issues. However, the delays there are a couple of months, not half a decade...
If the doors stay on its good
Old joke, it is becoming Annoying
Unoriginal and unfunny jokes.
@@FA18ESuperHornet no one asked boeing fan
@bahaviation2070 still works unlike boeings model of trusting buisness managers over engineers.
I mean it ain't a boeing
The A330neo is going to be the most popular, most universal and the most satisfying Aircraft ever built ! Because this aircraft has been kept around for so long, airbus has done nothing but improve this piece of beautiful machinery they never gave up on it ,even when the sales were low !!!!!!VERY VERY IMPRESSIVE ! AIRBUS😊😊😊😊😊
B.S....😂
I like A330
I love it!
My favorite Aircraft. Pretty, comfy and absolute king of the butter landings.
@@miks564Butter?? 🙄
@@rtbrtb_dutchy4183 Butter landings is what it’s usually called to very smooth landings.
The A330 is a master on those
@@miks564 “butter landings” is what people on TH-cam call very smooth landings.
In the real world of aviation, it’s called a “greaser”.
Cathay Pacific just ordered 30 A330-900s with options for 30 more
I used to be a Boeing Fanboy.... But with all the issues i'm tired of supporting them.. started to love the A350 after studing it. A330-200/300 started to become a fav. A340-500 is my #1 just love the look lol. after seeing the A330-800/900 Neo's i was all it. yea it hasnt sold like hot cakes but i think the frame is in the right place at the right time. 787 is a great frame but boeing is fumbling it. 747 will always be the queen. nothing will ever take that away. A380 came in and joined it but not replaced it. King and Queen of the Sky's. Airbus is in a good spot me thinks lol
The a330neo is less favored with carriers than its predecessors because of the prevalence of the 787. However, it is not going to flop given the engineering excellence and exceptional range of this aircraft type.
I was previously optimistic about the A330neo, but I’m not so sure now. The general trend is towards upsizing to large aircraft, so airlines might go for the A350, even for short haul. Airbus has already made a lighter A350 for Japan Airlines for them to use on sub 3-hour domestic flights, so the capability is there. The only way I see the Neo getting a massive boost in orders is if developing countries’ airlines wants to upgrade their fleet without a huge price premium and A350 warrants. It’s composite fuselage also requires additional maintenance support.
I’d expect the A330Neo to be a slow roller kind of program. As airlines retire their older A330s and want to maintain an Airbus sub-fleet the Neo will appeal. I’d also assume that the airframe cost for the Neo is much lower than the 787, so for those airlines who won’t utilize the 787s range, the A330 might be more economical.
Once everyone gives in to the (horrible) switch to 3-3-3 I'm sure it'll catch on. 2-4-2 is by far my favorite economy config, and sadly I don't see there being much of a future with it.
My thoughts exactly. I love flying the a330 because the seat layout is far superior. 2-4-2 means everyone has either an aisle seat or is just one seat away from an aisle. If you are flying with your partner or a friend you can book two seats together and don't have to share your row. It's just so much better.
Great video! Sales will definitely rise..esp if 787 production doesn't increase
Numbers sold does not equal success. Profit does.
Thanks to its relatively ridiculously small budget, the A330neo can cover its development costs in the low hundreds of units sold, wheras the 787 will need to be well into four figures to achieve the same.
The 787 may be a far better long range aircraft, wheras the A330 can be a better prospect for shorter journeys and has even been beefed up to cope with the increased flight cycles that type of operation incurs.
I suspect that the A330neo will achieve the returns that Boeing can only look on with envy as the 787 returns disappoint.
I do wonder what level of sales the A330neo will need to achieve before its success is widely recognised.
Even as an Airbus, the A330neo is a bit of an anomaly, it is effectively close to what the (rejected by airlines) A350 was intended to be, as such, the sales achieved so far are amazing!
a330neo development cost: USD 2 billion
787: USD 32 billion
with +300 orders the a330neo is a success and I bet airbus is happy with their backlog and what will come
The 787 will still be selling in 2050 , we cannot say the same about the a330 which is already a 50 year old design. You would be naive to think the 787 won't eventually surpass the a330 in profit some day
@@mmm0404 While the 787 may well be the best in class overall, and for some operations by a considerable margin, and that a 787 may well be selling in 2050, it is almost inconceivable that it will be the current one.
Unfortunately for Boeing, they took the technically superior but more expensive fuselage construction route of tubes reinforced by a frame. Airbus with the A350 uses composite materials in the conventional manner of panels attached to the frame - far cheaper to produce. At the moment, the cost/benefit is very much in Airbus' favour, and has helped the A350 program to cover its development costs and start to make a healthy profit after far fewer airframe sales.
The competition from a profitable A350 and A330neo mean that the margins for the 787 are squeezed. This economic fact coupled with Boeing's poor control of costs and quality have resulted in a disappointing financial performance.
Unless composite construction becomes far cheaper, or alloys become far more expensive (a possibility) the 787 may continue to struggle so far as respectable profits are concerned. With the exception of range, it is almost certain that the next generation of engines which will be smaller, lighter, and more efficient than the current ones, if fitted to the A330 would allow it to out perform the current 787.
Although it is pure speculation on my part, I suspect that the A330neo is nothing more than a stop-gap, and perhaps for quite different reasons, I, like you, am not expecting it to last until the 2050's.
I would not be surprised if we were to see a new Airbus with a composite fuselage to cover from the old A310 up to what would have been the A350-800. This could be far more of a threat to the 787 than any further improved A330, which although now very mature, it is not showing its age anywhere near as much as, for example, the 737 did at a similar one.
If Airbus takes either of those routes, Boeing would be forced to re-engine, but that would be the end of the current 787, and well before 2050.
Regardless of what Airbus chooses to do, the A330neo with its new wings is current enough to allow at least a further engine upgrade before retirement, although unlike for the 737, it may well be replaced before it reaches the end of its life.
I would even go so far as to suggest that unless production techniques allow the reinforced composite tubes to be produced more cheaply than the other methods/materials, the 787 as we know it will ultimately be doomed. The fuselage design for the NMA could be rather telling.
@@neilpickup237Boeing will cut costs and do a cost analysis gamble on the risk of catastrophic failure and passenger death lawsuits payout vs. cost savings.
@@neilpickup237
'Airbus with the A350 uses composite materials in the conventional manner of panels attached to the frame - far cheaper to produce.'
I would point out that during A350 development, Flight International quoted a Boeing manager who stated that Airbus only went with the panel construction because their industrial setup wouldn't allow for a barrel approach.
Much better for couples with 2-4-2 seating. Hopefully more airlines will buy the 339. Any orders for the 800?
Barely any😢
I love the A330neo in comparison to the Dreamliner. who wouldn't like the 2-4-2 bigger seats with big overhead bins and beautiful cabins
Is it possible that the ace up the sleeve of the A330 neo could be it's non composite fuselage.
I heard that converting 787s to freight was difficult due to the composite frame.
Being easier to convert for freight after use as a passenger aircraft could be the ace up the sleeve for Airbus.
This could end up being the deciding factor regards total costs to an airline.
Soon there will be many 777s that can be converted to freighters. A330 will not have any chance.
@@user-yt198why not?
@@Som09mer There will be a lot of cheap 777s available. Conversion costs will be similar. Why convert a smaller aircraft (A330) with the same cost of a 777?
Moreover, the A350F will be delivered soon despite its composite fuselage
right, IF Boeing cannot deliver at 12-15 planes a month, 330 Neo will do well to take at least a third of the market if not more. It is a very good aircraft esp for budget airlines .
I think one of the major advantages of the A330neo compared to the 787 family (or the bigger A350-800 even) is availability and price. If you already operate Airbus jets in your fleet you'll benefit from the common type rating and/or shorter transition training, and if want your new aircraft delivered sooner than later, it's an attractive option. While flag carriers will likely opt for the more modern and efficient designs with composite materials, the A330neo, which doesn't quite match those aircraft, is still a fairly efficient aircraft, cheaper, and with less of a backlog of orders.
One of the biggest issues is the high cabin altitude compared to 787
I used to think that cabin pressure (equivalent altitude) was just marketing. However, when I had a connecting flight which used 787 and an A380 back-to-back, I actually found myself less thirsty and less fatigued on the 787.
The A330 would be awesome if you got one on a domestic flight. However, if I'm flying long haul, I'd go out of my way to find either a 787 or an A350. Modern cabin pressurization levels are a game changer.
@@bonelesswatermelon420But also consider that you want the doors to stay on during flight and the wheels to not drop off onto parked cars on takeoff.
Also not to crash with a computer malfunction and you want to fly with a company that does not make critics disappear or succumb to mysterious suicide scenarios.
That was the 737 MAX.@@kennethmartin1300
The 330n is kinda like the 757. Other channels think it is history but th points you bring up make perfect sense. As airports get more congested airlines will need to add capacity. The quicker availability of the A330n will be one of it's best advantages.
It's the legend of Airbus and l think will stay for decades, the A330 it is born from the A300, so will be a star in the sky for decades
2-4-2 economy layout is awesome benefit for passengers. 330 neo is awesome plane.
I think smaller wide-body aircraft have an advantage over larger ones in terms of flexability with routs and seasonal travel. The A330neo is a nice jet for any airline and the seating configuration is my favorite (2x4x2 on Condor). But if an airline wants to wait for the 787 to use exclusively on long haul, maybe???
PAL is expected to order the A330neos in the coming years to replace it's aging A330ceos especially as PAL is set to become an all-Airbus airline as they start to gradually retire their entire B777-300ERs fleet and replace them with the delivery of the ordered A350-1000s. So it would make sense that PAL ordered the A330neos instead of the B787 since PAL already operates the A330ceos, as well the A350s, both -900 and -1000, by the time PAL makes an announcement to replace their existing A330ceos. And of course due to common type rating for PAL's pilots.
Exactly, even though the old PAL pilots have more experience on Boeing Aircraft.
But new pilots will have to be added.
Airbus is playing the long game with the NEO...the 787 is a marvel of engineering but Boeing's missteps with quality control is a benefit to the A330neo...no one is getting their 787s fast enough to capitalize on the up tick in passenger traffic and every month is some other issue... the A350 is booked solid for at least another 3-5 years the NEO is available NOW and its performance isn't that far off from the A350 and 787
The A330 cockpit is newer than the one on the 787 as it inherits the A350 flight controls (unfortunately still with the old screen size displays).
It also features the most efficient wings in commercial aviation with less aerodynamic drag because they too, were an improvement over the ones on the A350. The biggest disadvantage of the A330 neo is its weight compared to the lighter 787.
@@miks564 the weight can be due to the use of traditional aluminum rather than composite materials...but your right the fact that the NEO is so advanced and efficient due to just a wings and engines is really something
I wish British airlines bought more A330 NEOs because the plane has such a high British component content (wings, Rolls Royce engines etc). I would much prefer to go on this than a Dreamliner on a short or long - haul flight. Well done Virgin Atlantic for having some NEO's.
I just love the A330neo design the aircraft looks handsome
Deliveries reduced to a trickle. By todays standards the cabin windows are small.
I’ve heard the most sold aircraft are the ones that have resulted problematic. I still have hope that the A330neo’s chance of shining still lays ahead
You forgot to mention that A330Neo has the best wing *aspect ratio* in its class. Higher A/R means lower fuel burn and A330Neo has an A/R of 11 while all other wide bodies, including 787, 777X, A350 have A/R around 9.5.
The most beautiful well-designed/balanced aircraft ❤🧡💛💚💙💜🤎🖤🤍
I went on A330 900 recently. Was awesome
When companies have mixed fleets, the 787 is typically the more efficient and versatile option.
With Airbus only fleets, some operators prefer to step up and go for the A350 instead.
However, the A330 neo remains a very good all purpose aircraft, so I expect more to replace A330 ceo in the future as they get older.
Yes with the troubles at the competitor, it’s going to be greater and greater possibility not because of the trouble with the competitive, but I think it’s a good aircraft, solid performance interior is incredible. I think overhaul and people give it a second look. The wonder why it wasn’t given a first look.
Im super proud of Airbus. The A330neo is such an underdog aircraft. But with the inclusion of upgrades, it should make the Neo more compatible with many major Airports.
Meanwhile, with everything going on at Boeing, it's a golden opportunity for the Neo variants to see extra orders moving forward.
Turkish Airlines could very well need it. A350 + 787 for Expansion, A330neo to replace current A330
But they didn't order it. They already ordered A350 and now they will order 787.
TK had been the largest A330 operator for some time, before Neo.
The efficiency advantage of the 787 will always be tempting to airlines. I don't see the A330 becoming more popular if Boeing gets its house in order. But the point on the Asian market is a good reason for Airbus to feel confident of upping its sales.
Cathay Pacific and Philippine Airlines are at the stage where they will be needing to consider their medium-haul widebody fleets… Cathay is due to announce its order intents at the upcoming Farnborough Air Show. Remember, Cathay operates a big fleet of A330s.
PAL is within the next 2 years. The A330 is the airline’s bread and butter for its East Asian, Middle East and Oceania routes.
To your point, Malaysia Airline will begin to take delivery of its first 3 A330neos this year. They have 20 on order.
AirAsia X placed an order for 34 A330neos but it won’t take delivery until 2026, in anticipation of Airbus’s announcement of further delays to its delivery schedule for 2025.
One more thing, they can be sold fairly easily on the second hand market to be transformed into A330MRTT
Lot of A330-200's are getting real old, the A330NEO is the go to replacement given how long the 787 deliveries will take
The A330 Neo has a considerably slower cruise speed than the 787
We might call it "considerably", but typical operational cruising speed is usually around .82 on the A330 and .84 on the 787.
However, A330s can maintain cruise speed at .86. They don't use this speed due to fuel burn optimization.
If an airline gets a 787 then its cruising speed is higher. Otherwise not.
Considering the fact that the 330neo was basically a contingency against the 787 it's doing quite a good job.
😉
Boeing and Airbus build great aircraft at all competing levels, yes Boeing drastically needs to sort out their bad management and attitude problems but when it comes down to it Boeing need Airbus and Airbus need Boeing. It's the competition that keeps the pot boiling!
I think that Robert "Kelly" Ortberg is a great hire by Boeing and I have confidence in him to right the ship and steer the company in the right direction.
i think for low cost airlines, the A330neo is a flagship for widebody long haul flight. but putting this into prespective, the 787 is a clean sheet design by Boeing, whereas the A330neo was derived from the original A330 from the 90's.
KLM should order them to replace their A330-300 somewhere in the future. They already ordered the A350 to replace the A330-200.
The weakness of A330 neo is range, because if we see the 787-9 can fly up to 16 hrs with his longer range. And it seems like many airline operating 787 for 10 hrs+ flight. While the A330 neo still struggling with his range. And then the comfort, 787 have wider cabin so it's make cabin comfortable especially for crew i don't know but if so far i'm seeing 787 have proper crew rest area than A330 neo. Feel free to share your opinion ( this my amateur opinion 😀)
Although 787 is wider but, majority of airlines has 9 abreast for their 787s which to me it feels uncomfortable compare to a330neo which majority of airlines put only 8 abreast on their a330neo fleet.
The 330 killed the 767. Boeing responded with the 787.
Airbus's first response to the 787 was a 330 with new engines. Then decided instead to launch the 350 to replace the 330 to combat the 787.
330 remained available as a stop gap measure while 350 and 787 were being developped and sold well enough that Airbus decided to keep it and find a niche in the lesser range , while pricing the 350 at higher end for longer range missions.
People who replaced 767s with 330s don't have compelling reason to buy 330neos since the 330s are still good.
The "neo" was dirt cheap since it is a easy derivative with already available engines. It doesn't need to sell that many to make money and can last a fair biut of time in that market since Boeing has nothing since the 787 is more expesive.
the a330neo originally wasn't gonna exist, the shorter a350-800 would have existed, but due to low demand they replaced it with the neo family
I believe the A330 can have a future in ultra-long haul flights. The A330 came out in the early 1990s like the 777 so that’s why I always compare the A330 to the 777.
You failed to mention another reason nobody is buying the A330neo - the A350-900. It's similar in size to the A330-900, but it's newer, more economical, has higher cruise speed, and can fly 1100-2600 nmi further. It's just a superior aircraft, and A330 pilots can transition to it with only about a week of training. Another thing that's hurting both Airbus widebodies is that they only come with Rolls Royce Trent engines, which is an issue for A330 GE or P&W operators, especially that Boeing is offering GE engines on the 787. Emirates in particular isn't a big fan of these newer Trent engines, which is why they chose the 777X instead of the A350-1000.
And emirates have no choice but to buy the a350 because the 777x is not yet certified until 2025.
This is complete nonsense! Firstly A330-900Neo was late to market, it was also up against an excellent airliner in the B787 so sales were expected to start slowly. Your notion that airlines are put off Airbus by the fact they`re powered by RR Trents is a joke, just look at the sales of A350-900 & -1000 perhaps you`ll educate yourself. RR Trent 700 was by far the best selling engine on A330Ceo for a reason & those airlines wanting to upgrade their P&W or GE Ceo`s to Neo`s have nothing to fear as Delta Airlines have proven. Emirates have ordered many A350-900`s so they ARE a `big fan` of the newer Trents, Sir Tim has criticised the -1000 -97 engines for his own reasons but if you look at -1000 recent orders you`ll see he`s the only one because Delta, JAL, KLM, Korean, Ethiopean, & EVA are happy to buy it, with most of those using it to replace the B777-300ER. A330Neo will do great also, with many happy Ceo operators wanting to upgrade in the future in particularly the Chinese airlines.
@@edwardwilcox6606 Sir Tim Clark literally called the Trent XWB "defective". The issue for Emirates is that these engines require up to 75% more maintainance than GE's when operated in a hot environment (such as Emirates Dubai hub). Emirates currently have 65 A350s on order, all of which are of the smaller -900 variant, compared to 205 777Xs (170 of which, the larger -9), 90 of which they ordered last year despite the constant delays, and other issues at Boeing. No matter how you look at this Airbus has lost that particular battle, badly.
For the record, I'm not saying RR makes bad engines nor that the A350 is a bad plane (I actually think it's a much better aircraft than the 787). I am saying however that the lack of options is an issue. For airlines already operating GE engines, getting a GE-powered 787 will be simply cheaper than adding a Trent-powered aircraft to their fleet. The same would be true if a Trent operator was to consider getting a GE-only aircraft like the 777X. The 787 however gives these customers options, the A330neo and A350 do not.
@@FloppaAppreciationSociet-ds7zf My argument with what you suggest is just wrong. AB don't need Emirates & they don't need GE, they are selling all the RR WB's they can make, they have a huge backlog & having RR as sole supplier isn't hurting AB in the least. Also Sir Tim never wanted A350-1000 although after ordering B777X he relised it had improved enough to be attractive but he stuck with Boeing & he may have to pay the price if it's delayed even further. Your figures on GE's over RR durability are pure fanboyism. Any shortfall on -97 will soon be dealt with improvements in the meantime it's doing well....just look at the orders!
@@edwardwilcox6606 Fanboyism? I don't have any strong feelings towards any engine company one way or another, only a crazy person would. You're the one attacking me because I apparently insulted Rolls Royce.
Anyway, I gave you Emirates rationale for not buying more A350s, if you think that's fanboyism, then it's Emirates' fanboyism not mine. I did get the figures wrong though, because according to Sir Tim Clark, XWB engines spend only "a quarter of the time on wing" between service visits, so they actually require 250% more maintainance not 75%, that's my bad, but I guess Sir Tim Clark just a fanboy anyway. Also, Rolls Royce CCO Ewen McDonald didn't even deny these claims, in fact he went on record saying that the engine is "challenged" in "sandy, hot conditions", but I guess he's a fanboy as well.
the A330 is a workhorse while the A350/B787 are flagships. just look at what airlines buy which and where the planes are flown. I see a bright future for the A330neo replacing older A330/B772/B767 on routes that simply need a reliable high capacity airliner and little of the premium bells and whistles to make money.
Talking about the A330 Neo... I wonder what's going on with the A330 neos that ARKIA ordered in 2015. They've still not been delivered or even produced as far as I know. Its a genuine mystery as quite literally nobody seems to know what happened
It seems it was a MoU. It never became a firm order.
It comes down to basic economics and training programs. Both airframe makers built beautifully designed jets, one ahead of the other.
It's the airlines preference and taste to venture elsewhere, it should be that hard to adapt these days with the advance in computerized resources.
If any airline replace their Airbus A330ceos with Boeing 787 Dreamliners or even the Airbus A350-900 XWBs, their cabin will be cramped because of the 3-3-3 configuration in the Economy Class cabin of the latter two as opposed to the 2-4-2 layout for the A330neo!
A350 & 787 are the latest on everything and it seems many airlines prefer them more for that among other things.
I flew it on a Mauritius-KL flight and back
The a330 is an awesome aircraft
Qantas only got the A330ceo because they were considering ordering the A380 (then the A3XX) and were an all Boeing airline with 767s and 747s for their long haul flights.
Airbus offered A330s at large discounts (with some units for free) in order to lock in an order for the A380 while giving the airline some experience with Airbus aircraft before the 380 arrived.
I love how you know more than anyone else, nobody else knows what price Qantas paid for them but you seem to know, even going as far as saying they had a large discount, can I ask where you get your information from?
For free? News to me haha.
As far as I'm aware, the A330 fleet for QF has been its most profitable international aircraft fleet, by miles. It was the only thing that saved the international brand during COVID, GFC, 2011 industry disputes, and the prolonged 2010s competition strain on the Asian markets
Well the reason why the A330 and A350 are popular is because each and every year its been improved. It will take time as many older A330s are still new😊
Those airlines who “opted” for 787, are they still waiting for deliveries and are they wondering what another “surprise” is awaiting for them?
Boeing's quality problems and rate of production on almost all of their models could really change the tide in favour of the A330 neo and Airbus in general, in the next 5-10 years...
This vereo is very good.😊
its a beautiful jet hope i get to fly on an a330neo one day
I think United Airlines could make good use of a couple of these aircraft especially if they were to based in Orlando !
The wing is solid,787 and 777-9 has flexing.
So? Flexibility is good for wings.
You're commenting about the wings right?
You know it’s not good if it’s not picked up by the Lufthansa group
I work on the a330 neo assembly Line and Airbus want to ramp up the production from 4 per month to 11
Absolutely and a joy up front!
With Boeing shake up leader, im pretty sure that A330nei will leapfrogged their unpopularity status. Dont forget they have building facility that they are not run 100% and not use the unused facility to A350, sooo they're faster than anyone else right now even the Popular A350. Airbus is Consortium to challenge the mighty eagle U.S made Boeing🔥🔥🔥
Airbus is not a consortium any more but a fully integrated company-
None of these factors pointed out about the 787 will ever make the A330neo outsell the 787.
I will cap A330neo sales at no more than 600 before Airbus diacontinues the program. Airlines will always prefer the 787 and A350 over the A330 because of operating costs.
Airlines make money when they have airplanes to fly passengers! Waiting for a 787 will mean lost opportunity. There are not other choices...it's a duopoly.
Is the wing curved and flexible?
It is possible for A330Neo to be converted to cargo aircraft, right? How about B787?
Simple: NO.
The A330neo has a very similar problem that the 777X has so far: there are boatloads of relatively young A330ceos plus the extremely successful 787. (777X problem lots of relatively young 777-300ERs plus the slowly becoming successful A350-1000).
Both will sell a lot more at the end than they did until now, but they will both not get even close to the 787, A350.
Best Plane: A330 Neo
2) A350
3) B747-8
For Passenger confort 👍👏👏👏
You forgot A380
Would 787 not be comfortful w a 2-4-2 config?
'Flappin yo wings to be popular' 😂
Maybe after boeing has a catastrophic failure with a 787 from the faulty construction.
It seems like a natural choice for an airline that wants a wide-body but doesn't need the range of a 787/A350.
Chinese and Indian domestic carriers, US transcon and transatlantic service, etc. 767s can't fly forever.
The biggest drawback of the 787 is that it is built by Boeing in South Carolina. With its “quality” issues apparent, I am not setting a foot in any new Boeing until they got their s#$t sorted out. And, the A330 has always been my favorite plane to fly in (together with the A340).
The fact what mostly all doesnt think about is, the fact, that Airbus dont need to sell the a330neo as much as the can. Airbus develloped to beat the 787-Family...its all about to beat boeings sells and prices. And Airbus know that Boeng neuer getting the devellopment costs in. In contrast to Airbus who spend just peunuts for the devellopment of the allready existing a330 ...it doesnt matter how much Airbus sells...the costs are allready in and for now they just picking up the Orders wich would getting to Boeing and there 787. Thats the only readon why Airbus develloped the Neo...also its a really nice airplane. I like the fact to devellop some thibks cheap and without spending so much ressources.
Boeing 787 Dreamliner operators should consider ordering the Airbus A330neos because of the delays in deliveries for the former!
When will the A330neo be delivered to Malaysia Airlines
Apparently VAA about to announce a load more.
You see, B777X is still facing certification issues and the B787s are slow in production. So, A330neos are a better alternative.
great airplane
Here The must popular Airlines....not have yet...but to come Will..
The unit price is too high. It's an absolutely perfect aircraft .. my favourite in fact but they are simply charging too much for it.
Why no comparison with the 350?
We need more a330-800 orders
True. If only Delta would order the -800 to replace its 767-300ERs.
A-330 has the best Economy Class configuration 2-4-2
Only 2 out of 8 passengers are stuck in the middle seat
This is a reliable aircraft, loved by Pilots
Drop the 330/800 and focus on the 900 the sales will come
Delta replace the 767s with the A330-8s 😊
Fewer middle seats, better cabin comfort
Exactly what I thought when I heard about the 330 neo.
Time to end this “hairdryer” slander once and for all.
A beautiful 😍 Bird.
Go A330!
The cockpit of Airbus airliners are the same, and pilots who can fly one of them can easily fly another with just a few hours upgrade.