Why Don’t Airlines Want The Airbus A330neo?

Announced at Farnborough Air Show in July 2014, the Airbus A330neo was designed to be a more efficient update to the popular A330 program. Airlines around the world operate or continue to operate his A330-200s and -300s, and Airbus is confident that these same customers will be able to build their own aircraft with aircraft that have great similarities with these older jets. has bet on modernizing its aircraft fleet.

This is true if Several However, recent large orders prove that the A330neo is not guaranteed to replace the “current engine option” A330ceos. what happened? And is there still a chance that things will change?

three great scorns

In recent months alone, major airlines that have long operated the A330ceo have placed large orders for the new aircraft. The A330neo is breaking the agreement. So who are we talking about?

1. At the end of August, we reported that Australia’s flag carrier Qantas had placed firm orders for Airbus A350s and Boeing 787s. The goal of the order is to eventually replace A330 and A380 jets. Qantas currently has 16 A330-200s and 10 A330-300s. The average age of all variants combined is approaching 17 years. Four A330-200s have already left the aircraft.
2. At the end of September, Air Canada placed a firm order for 18 Boeing 787-10s, with options for 12 more. This significant order comes two years after the company quietly decided to add three more 787-9s to its fleet. The company currently has 18 A330-300s in its fleet, and plans to add one used aircraft in the near future. The average age of his A330-300s in service is 17 and a half years as of this article.
3. Finally, around the same time as Air Canada’s order, Air France-KLM Group announced it would buy 50 Airbus A350s, with an option for 40 more, to modernize its fleet. Air France and KLM both operate the A330ceo, but have already moved towards the Boeing 787 for aircraft of this size. The latest order also excludes the A330neo.

Photo: Air Canada

However, these three examples are only very recent. A few months ago, Saudia placed a large order for dozens of 787s, even though it already operates more than 30 A330-300s. In addition, EVA Air, which operates 12 A330ceo aircraft, ordered five Dreamliners in March.

A330neo sales are still significantly lower than A330ceo

It’s pretty well known by now that the Airbus A330-800 remains an unpopular aircraft. According to Airbus data for September 2023, only 12 aircraft of this type are on order. On the plus side, this number has been stuck at 11 for some time and has only recently changed due to his one order from a customer. “Government, Executive Jets and Private Jets” Category.

Photo: Airbus

Although the A330-900 is growing in popularity, it has yet to reach the levels achieved by its predecessor, the A330-300. According to Airbus data, 664 A330-200s were ordered, along with 784. Actual delivery after swap and cancellation shows 655 -200 seconds and 776 -300 seconds. Again, this is very different from his 12 -800s and 311 -900s that were ordered.

TAP Portugal and Delta Air Lines are some of the leading A330-900 operators, and the program received a significant boost from Avolon in early September, finalizing a contract for 20 aircraft. The 28-900 ordered by Iran Air is likely to be lost to history as sanctions remain in place for some time.

what happened?

From the examples above, it seems like airlines simply prefer the operating economics of the Boeing 787-9 (and sometimes -10) over the A330-900.

I’m not going to do a complete comparison of Airbus and Boeing jets in this size category, but it will be interesting to see how the jets compare. According to data on the Aviator Joe site, the 787-9’s range is his 15,394 km (8,313 NM), much better compared to the A330-900’s 12,130 km (6,550 NM). Depending on the configuration of the emergency exit, at the upper limit:

According to information in the EASA type certificate data sheet, the A330-900 has a passenger capacity of 440 passengers, while the 787-9 has a passenger capacity of 420. According to the same EASA document, the 787-9 has 126,356 liters of usable fuel, compared to 139,090 liters for the A330-900.

Photo: Delta Airlines

The capacity is somewhat Although comparable, maximum range is less of an issue for short- and medium-range operations. But ultimately, while the 787-9 may be able to hold fewer passengers, it also appears to have the ability to carry less fuel and fly farther, something airlines have clearly This is something that I highly value.

Is there still hope?

With so many A330ceo operators still in existence, it is likely that more A330neo orders are still expected. But the list of major customers is slowly dwindling as they side with the 787. Qatar Airways, Ethiopian Airlines, and Emirates (which canceled its A330-900 orders), to name just a few, are opting for a combination of 787s and A350s. .

Major Chinese airlines operate relatively young fleets, the A330ceo, so there may be potential for them to enter the Chinese market. However, given their age and timing of retirement, the CR929 could be the ideal domestic option. Aeroflot operates 12 A330-300s, but current geopolitics do not allow for Western aircraft for the time being. Turkish Airlines, which operates around 60 A330ceo aircraft, plans to place a large order for the aircraft soon. However, the airline is increasing its fleet of Boeing 787s and could continue on a similar trajectory to Qatar Airways.

Photo: Emirates

Perhaps the success of the 787 may paradoxically lead to the success of the A330-900 in the future. If Boeing’s backlog grows to untenable levels, airlines may choose to line up for the A330neo to preserve capacity and fly passengers faster.

But what do you think about the A330neo program and its success (or failure)? Are you optimistic that things can change? Share your thoughts by leaving a comment below.

source: Plane Spotters.net, aviator jonet, Ether