Constantly Overlooked: Why Don't Airlines Want The Airbus A330neo?

[@dries365]

I think many are missing the point of the A330NEO. It was never meant (and was never going) to beat the 787, it was simply meant to offer an alternative for costumers when they were looking for a mid size, long haul aircraft. Since Airbus didn't have to invest huge amounts of money and resources to this plane, they didn't have to sell loads of them to make a profit. Before the A330NEO, Boeing was basically in a monopoly position for this market with the 787-8 and -9, as the A350 is at its core a larger aircraft and competes more with the 777. This is also exactly the same reason why Boeing developed the 777X. Now there is actually an alternative for airlines in this market segment means they are in a much stronger position to negotiate a deal with Boeing when they plan to buy 787's. Before the A330NEO, airlines simply didn't have any other way to go so they pretty much had to comply with Boeing's offer. Now with the NEO, if airlines do not comply with Boeing's offer, they can always go to Airbus for an alternative. Sure the NEO is not as efficient as the 787, but that's not the goal. With the NEO, Airbus has weakened Boeing's position in this market segment and that was the ultimate goal. With the amount of NEO's that have been ordered, Airbus has long broke even with the project whilst at the same time they directly reduced Boeing's profit on the 787. Every additional order that Airbus receives for the NEO is just a nice bit of extra revenue they can use. The goal is not always to make as much profit as possible, but also to weaken your competitor in a specific market segment.

[@moinhannes]

Finally someome mentioned the real truth, I dont know why no video producer on this topic ever mentions this.

[@kenoliver8913]

Yes. The 330NEO was never going to sell as much as a direct clean sheet competitor to the 787 would, but it also was an awful lot cheaper and quicker to bring to market. Every sale bites into the 787's market share from the bottom end while the 350 nibbles away at it from the top. So the 330NEO is not a massive seller but it is still a very successful and profitable project for Airbus.

[@ramyfares9099]

I’m sure the A330neo will start selling better because after the Boeing’s whistleblower indicating manufacturing defects on the 787 fuselage that’s what made airlines change their orders and shift to the A330neo instead. Despite the 787 is a more fuel efficient aircraft and more economical friendly, with wider range in terms of safety, which is the key role in aviation, the A330neo is better.

[@LeRafale]

@@ramyfares9099 Exactly

[@mhmdredzuan]

yes sure, as the queue for 787s are now getting longer, queue for A330neo is shorter. That's why some airlines still choose for A330neo for their fleet growth. Cathay - will use the A330neo for their regional routes Malaysia Airlines - to replace their workhorse for medium long haul routes

[@joecrammond6221]

whilst the A330 NEO is more fuel efficient than the CEO, the 787 and A350 are probably more fuel efficient, the A350 definitely carries more passengers so that is probably why

[@harstoft]

The 787 is more efficient but it’s just more expensive. Depends on what mission you’re doing for which is cheaper. The A350 just has unbeatable range.

[@Sanyu-Tumusiime]

787 kinda expensive tho

[@dmcr9525]

@@Sanyu-TumusiimeVery true. Its like buying a hybrid or electric car. Definitely more expensive, but you save a ton on fuel.

[@electro_sykes]

Firstly, what @joecrammond6221 said about fuel efficiency, secondly, many A330s aren't even a decade old yet and lastly, why even commit to it when it has a crap range compared to its 787 competitor.

[@syedputra5955]

You need 9 abreast economy seats to make fair comparison between a330 and 787. Unfortunately, its 9 abreast for 787 and 8 abreast for a330.

[@Tpr_1808]

The thing is most of these airlines had subfleets of 787s and decided to expand on that when capacity dropped after a330s phased out. 787 had 10 more years to generate orders and it's superior range makes more city pairings possible. Lastly the price is quite similar so the neo wouldn't make sense unless it were significantly cheaper comparable to the price of the a330ceo. It's evident by that the ceo had more orders between 2008 and 2012 compared to the 787 as it was cheaper and more readily available and proven. Now the tables have turned

[@dereklenzen2330]

6:30 "The A330-900 allows for up to 440 passengers." Cebu Pacific: "Hold my beer." 😆

[@CoSmicGoesRacing]

True. 460 is insane. Proof of concept by Cebu Pac that the A330neo works well not only for full-service carriers but also LCC like Cebu Pacific and AirAsia.

[@anhminho6115]

@@CoSmicGoesRacing A330neos are even actually categorized to be more suitable for low-cost airlines as their price is cheaper

[@similanjiao]

Malaysia Airlines has 20 A330-900 on order, with an option for an additional 20, which the airline might just take up at least partially as it appears to need capacity, recently adding 4 A350-900 to its fleet of 6. The airline likely chose the A330neo to minimise pilot training (it’s replacing a fleet of 21 A330ceo), & possibly the likelihood of getting aircraft sooner due to the 787’s popularity as referenced at the end of this video.

[@syafiqrizuan5588]

Since when MH have the order option for another 20 A330-900? As far as i can remember, MH has recently adding the 7th A350-900 and MH just order 20 A330-900 with 10 of them are leased.

[@tryangle-by-steve]

We also have to acknowledge that 50 % of the world population lives within 5 or 7 hours of flight from KUL. So why spend a lot more money if you can’t even benefit from it (like the longer range of the 787). I’m pretty sure we will more sales from Asia for the A330 neo in the future. And the fact that more and more people are able to fly will help as well. But let’s see

[@mh12-47]

When the A339NEO was launched, many airlines had just started taking deliveies of their first 787 dreamliners. And by the time the NEO entered service, those same airlines had laarge 787 fleets.

[@abarratt8869]

Yes, A330neo was late to the party, kind of inevitable given what else Airbus and RR were doing at the time (A350). Having said that, the ball is in Boeing’s court; A330neo has ruined 787’s profitability and Boeing are going to have to develop their way out of that position. However Boeing is in the worst possible condition to launch anything new. Meanwhile Airbus are in superb condition to make money and can afford to develop anything they like. And as this vid says, Airbus delivers and Boeing often doesn’t. At least if one orders an A330neo one is likely to receive it properly built and about on time.

[@afb2]

Your last point is exactly what I was thinking. Exactly why Allegiant went with the MAX over the A320neo.

[@megalithagnusdei1657]

although its being unpopular among the carriers i think 300+ orders is a success for an upgraded airliner

[@mandandi]

Agreed. With competition such at the 787, this is a significant number of orders.

[@megalithagnusdei1657]

@@mandandi and when you look at those aircraft's development cost its only become even more impressive

[@mandandi]

@@megalithagnusdei1657 Right, Airbus probably recouped the costs on the 300+ A330neo orders. The same is probably true for Boeing on the 777x orders too.

[@miks564]

It's only unpopular because the 787 is the better option. That siad, the A330neo is still a very good option as we can see lowering operational costs by 25% from the older ceos.

[@megalithagnusdei1657]

@@miks564 no its not, there is no such thing like "oh this plane is unpopular cuz there is a better option" they are direct competitors but both of these platforms have some advantages over themselves that make them much more suitable for different airlines, this advantages change from airline to airline, for example turkish airlines choose the 787 despite being the largest operator of the a330ceo because they want platforms aproved by other airlines when you look at turkish airlines fleet you will notice that majority of their planes are 5-10 years younger than the same models flying for other airlines, or kuwait airways choose the a330neo because its much more profitable than 787 on shorter routes that makes it very suitable for flights between europe and middle east, airline policy is the only thing matter while selecting an airliner, competitors aint better than themselves they just more suitable for different things thats why there are competitors

[@gteixeira]

The A330 was just a remake of the A300 and the A330neo was just a incremental improvement of the A330. The A330 has always been a plane cheap to buy rather than cheap to operate. And it came after the 787, so it lost most of the time in the market and when it came, it didn't come any better than the 787.

[@1fbarbosa]

Aside from efficiency, from a personal passenger pov the a330 neo is a lot more comfortable than any other long haul aircraft. The 2-4-2 configuration and slightly wider seats make wonders for comfort.

[@incediery]

The 787 had at least 10 years to build it's backlog but the A330neo wasn't designed to go head to head with the 787 rather another widebody option available now rather than 2 years down the line... Airbus spent pennies on its development and has already broken even so it can wait for the orders to come in

[@hanj31]

the a330 neo is just a re-engined A330 CEO which is why they were able to spend just pennies on the development

[@incediery]

@@hanj31 on longer routes it can't match the efficiency of the 787 and A350...but it doesn't need to if the price is right and it's available now.... passenger numbers are skyrocketing you waiting 3 years for one 787 or are you getting maybe 4-6 A330neos in time for the summer rush

[@miks564]

@@hanj31 Not really as you say. The A330neo got its flight systems from the A350, it's practically as advanced as its older brother. ...and got even better wings (an improved design also from the A350). Being currently the commercial aircraft with the most efficient wings design in the wide bodies market (lower drag coefficient). The main reason the A330 looses for the 787 is because its heavier.

[@mandandi]

@miks564 I was surprised to learn that the A330neo is more efficient than the 787 on short to medium flight sectors. Impressive.

[@incediery]

@@miks564 you just agreed with me despite the efficiency of the avionics wings and engines it's not as efficient as the 787 and A350 on longer routes... I just wasn't specific like your were🤷🏿‍♂️

[@jencesarkas]

The A330Neo could have its chance with LCLH (low cost long haul) carriers. The single class all economy configuration seat capacity is pretty high compared to both the 787-8, 787-9 and even the 787-10, considering its a less expensive option than the last two. The A330N-8 has even better range than the 788 and the 789. The 787 has had a few issues in the past that even grounded the type for some time, so I guess its also smart to have a different AC than the competition, with its own unique engine.

[@CoSmicGoesRacing]

Cebu Pacific has proven this can work. Its A330neos can seat up to 460 passengers in a single configuration and mind you, it's used for their long-haul operations. I think AirAsia is the only other low cost carrier that made a dense configuration A330neo work as well.

[@thyip6167]

Yes, I'm optimistic that things about the Airbus A330neo could change when all of the airlines that already operated the Airbus A330 order the A330neo because it's cabin is comfier, spacious, and nicer than any other next-generation widebody aircraft to date thanks to its nicer, more spacious, and comfier 2-4-2 configuration in its Economy Class cabin, which provides direct aisle access in all cabin classes. The 3-3-3 configuration in the Economy Class cabin of the Airbus A350 XWB and Boeing 787 Dreamliner and the 3-4-3 layout in the Economy Class cabins of the Boeing 777X are cramped and could be difficult to access the aisle.

[@kingsharkoon]

​@@zacherius137no.

[@thyip6167]

@@zacherius137 I mean the 10 abreast (3-4-3) on the Boeing 777 and 777X.

[@CoSmicGoesRacing]

@@thyip6167some newer A350s will also follow on the 3-4-3 configurations in the next few years. Coby Explanes did an analysis on this one. Philippine Airlines is rumoured to be one of the first airlines that will implement the 3-4-3 economy configuration for its upcoming A350-1000s from 2025 onwards.

[@O530CarrisPT_C2]

LCC or charters run their A330neos with a tight 3-3-3 seating (e.g., Cebu Pacific or AirAsia X), or A350s with an equally tight 3-4-3 (like Air Caraibes).

[@dmcr9525]

The comfort level depends on the airline. The 787 is slightly wider than the A330, and thus for all general standards including cabin pressure altitude, it is more comfortable. Because of the fuel efficiency and resale value, the vas majority of A330ceo operators have switched over to the 787 and/or A350.

[@schalitz1]

For most full service airlines with a budget, the 787 is the superior choice. Its simply more efficient. Also just a note, I specifically said "airlines with a budget," because I'd say as of now Africa appears to be its most popular continent, and most of the newer/smaller carriers don't have the money to shell out for a 787.

[@IBo99608]

A boeing is never the superior choice. Unless you like crashing obviously.

[@Hanginthere4100]

​@@IBo99608​​ ​​he said B787 superior compare to A330 not the boeing company it self. Unless you are lack of reading comprehension obviously.

[@matthewneiman]

Delta still operates somewhere around 100 (?) very old 767's. A mix of 330-900 and -800 seems like a logical replacement given their commitment to airbus in the widebody segment to me. As a Diamond Medallion member I personally would love to see them aquire even more a330's!

[@CoSmicGoesRacing]

Like with any airline, I'm sure Delta's waiting for the right opportunity so that it can snag more neos for cheaper from Airbus. You're right that the airline is very happy with its A330neos.

[@harstoft]

The A330neo saviour will be the shear backlog of 787s. If you need planes soon then it’s going to have to be an A330neo.

[@CoSmicGoesRacing]

It probably will for a few. I think Delta is bound to order a lot more because it's going to need to replace its aging 767s.

[@ResizeFilms]

The updated A330 NEO is just a more affordable option for companies with a budget that don’t want to invest in the flag ship A350. Still a great and efficient aircraft.

[@flyingdentist]

beautiful aircraft and very comfortable

[@abdelkadermehiz9407]

Air Algérie has 8 a330-200 with 7 active ones, ordered 5 a330-900 & 2 a350-1000

[@요한에르스스스]

Crazy how an airline here in the Philippines, cebu pacific, was able to fit 460 seats in the a330 neos. They already retired/sold all their a330 ceos and was replaced by the -900s (16 ordered) 6 of which are already in service. Aside from the 330s, they plan to do the same to their 320 and 321 fleet as they aim to have an all neo fleet by 2027

[@mattsaviationdiaryph]

Ngl tho the Ceos were more comfortable than the neos imo

[@요한에르스스스]

True... the seats in the neo are crazy thin

[@CoSmicGoesRacing]

@@요한에르스스스that’s because of Cebu Pac’s configuration. I’m sure other airlines like TAP and Delta will have better seat configurations for their A330neos.

[@_Erogaki]

​@@요한에르스스스I looked at the active routes for Cebu Pacific's A339 and saw DXB-MNL. That is a brutal 8 hours flight lol.

[@mattsaviationdiaryph]

@@요한에르스스스 did rode on the a330neo from MNL-KIX the seats were hella slim but at least the other parts of the flight were cool on the same day i did rode my last A330ceo flight with 5J DVO-MNL The seats were so much better on the CEOs

[@Warmachine_23]

The real question that needs to be asked is what airlines operate the A330CEO without already operating or having orders for the 787. These are your greatest source of potential costumers, but even then we can see with Hawaiian that it's not guaranteed.

[@wimkok8172]

i hope that airlines like klm and Qantas will change SOME of there orders with the A330neo, the a330 has been my favorite big aircraft for most of my life, and i don't want to see it go away. So atleast the A330neo will catch there atention.

[@EyeInTheSkypaulmcmenamin]

Aer Lingus is probably one of the airlines more likely to order the NEO. Between Aer Lingus and Aer Lingus UK they fly 15 A330 -200/300's. Of those 7 are over 16 years old with the oldest nearly 23 years old. Given current lead times of approximately 3-4 years for new builds, unless they lease some from one of the lessors, they would need to be placing an order for a replacement soon. I think they will order 8 now with options on another 8. When the first 8 are delivered, the options will be exercised. Rumour has it that Aer Lingus are going to buy another 2 330-200's from Qatar airways when they are withdrawn next year. Boeing has also offered the 787-10 to Aer Lingus at a bargain price so we'll have to wait to see.

[@Vicstarz26]

It makes sense that AC Mainline ordered the 787-10's to replace the A330's, they both have similar characteristics which the 787 is more efficient. Those 330's will most likely be transfered to AC Rouge which compliments the airline. Rouge has been ordering more A321's and heard they will be getting the 737-Max 8's soon.

[@briankenney1433]

Yesterday's Scotiabank interview with the CFO reaffirmed the -10 is replacing 330 and 777. Phase One as leases expire they will let them roll off and Phase two at the end of the decade a few of the owned 330 and 777 have major overhauls that they will replace rather than pay for the maintenance.

[@IBo99608]

Ordering boeing never makes sense if you respect your passengers. Nobody wants to fly a death trap

[@sundragon7703]

Missing from the evaluations between the A330neo, A350, and 787 variants is ease of maintenance, turnaround time, availability of parts, and misc product support. Not all points can be given values, but these point are relevant. These could be the deciding factors when splitting hairs.

[@Sacto1654]

I thin kthe lower initial cost of the A330-900neo compared to the A350-900 could be very attractive to many airlines. Because of its low development cost, Airbus doesn't need to build large number of planes for the A330-900neo to make a profit. Watch for Delta to do a follow-on order for the A330-900neo it can expand into more flying into Europe from Delta's major hubs in the eastern USA.

[@SpikeThePorcupine23]

So based on my personal analysis, The NEOs are just too insignificant in terms of range which is probably due to the materials used to construct the aircraft (in other words its much heavier) (Give or take senario) Empty weight + high fuel capacity + high passager and + high payload wieght will most likely not allow the NEO to remain fuel efficient. The aircraft will burn out more fuel and inturn will possibly not fly at its marketed distance to thier destinations. The Dreamliner being a lighter aircraft means it can travel further distances even with high payload weight configurations.

[@miks564]

The range of the A330-900 is close to the one offered by the 787-9: 7,200 NM (13,334 km) vs 7,635 NM (14,140 km), that's about 5% shorter

[@bringbackmd7579]

​@@miks564And the 787's fuel capacity is 3,356 gallons less then the 330 neo.. Not Rocket science here folks . More range, much less fuel burned..!!

[@Cerby1979]

While the A330neo is less expensive and fuel efficient, many well known carriers are going for the 777x, 787s and A350s and rely on them for their long haul operations. A330neo is a good aircraft for carriers ready to start long haul operations.

[@CheapBastard1988]

Unfortunately, so are used aircraft. KLM literally returned some of their A330CEOs to the leasing firm, only to take at least one back at severely reduced rate. An existing carrier could lease a used aircraft very cheaply.

[@syafiqrizuan5588]

If i'm not mistaken, KLM would retire all of A330s by 2028. Perhaps we can expect that A350 will join into KLM's fleet while maintaining the B787s and B777-300ER for the next decade.

[@johniii8147]

Another issue is airlines have not been happy with the engines. Running into issues with on wing time and not quite meeting performance specs. That seems to be a common theme with Rolls-Royce in the last few years.

[@aviation259]

Less than a year later after this video posted, A330 gain back his legacy slowly but surely when Cathay and Malaysia placed an order. Im so glad

[@delta_cosmic]

the dubai airshow is happening right now and well no one is interested nor ordering the a330neo

[@flydreamerroleplay225]

It is not only about 787/350 success that A330neo has become like a ghost plane nowadays, but Airbus has also been highlighted with its A321LR/XLR. It is a promising efficient plane for many careers ( and not only majors) to operate such an aircraft on many long routes . Hence airliners have a better aircrafts option to become "money printing machine" for next years.

[@BrainwenAlekanta]

If that airline already has B787, that's okay. But for airline who never operate 787, that's gonna be a problem because 787 is a cleansheet plane whereas the A330neo already has commonality from other Airbus planes (incl. A320, A321, and older A330) kind of weird, I guess.

[@tusharsaikhedkar9808]

I have a different take on this. A320 are mostly used for short and A330 for long laul. Mostly pilots are either rostered for short or long haul but never a mix. or may be rarely. Thats why fleet commonality is not an advantage for many airlines. and at the end of the day a330 is a compromise that why airlines opt for B787 or other. plus airlines also have much more flexibility in 787 with its three variants that they are order in future according to their needs. recently emirated cancelled their 787-9 and ordered 787-8 and 787-10.

[@CheapBastard1988]

Pilots from narrow body aircraft don't fly intermixed with wide body aircraft because this would mean a major rise in pay grade. So that's out of the question with the A320 and A330. Commonality on wide body aircraft is most prevalent between the 777 and 787. Those are very commonly flown by the same pilots. The 747-400 even had a very similar cockpit layout, just with 4 instead of 2 engines, and those pilots usually didn't fly the 777 and vice versa. If an airline already had a fleet of 777s, they often ordered the 787, so they would have a single pool of pilots to pick from. This is why KLM wasn't interested in the A350 until more recently. They even swapped their orders for the A350, with the 787 orders from Air France. This could potentially work for the A330CEO and A330NEO, but also with the A350. So current A330CEO pilots would often be trained for the A350, not the A330NEO. Which is what's happening with KLM, but only because the 777X is as delayed as it is. Another airline may be interested in a fleet consisting of A330NEO and A350 aircraft so their pilots could fly intermixed, but that's only a benefit if they're gunning for maximum fleet optimisation with a relatively small wide body fleet like KLM. But the extra fuel consumption of the A330NEO compared to the 787 doesn't help in that regard.

[@miks564]

If an airline doesn't have Boeing aircraft, the changes will not be limited to the pilots. So, it's easy to find airlines ordering the 787 is they already have some Boeing equipment

[@O530CarrisPT_C2]

The only way out for the A330neo out of misery is Low Cost charter carriers. And many of them will likely order 3-3-3 seating (like Cebu Pacific does).

[@ChuckConnNYC]

the 338 is super underrated, orders should start to pop soon

[@BillyCrabtree-ob6py]

I think it's unpopular because some a330 ceos aren't even 4 years old yet so they still have plenty of years of doing plane things ahead of them.

[@TC.C]

The a330 Neo programme was completed with significantly lower budget than the 787 or A350. Did you take that into account when you keep comparing them with what you call success ?

[@alioumaiga6116]

In this video, you are comparing the a330neo with the 787. But there is also the a359. For example in Turkish airlines case, I guess the a359 will replace the a330. Most airlines would rather take the newer and most efficient a359 over the a339.

[@specialcb]

Not necessarily. Delta operates both the A339 and A359 because they have a large enough capacity difference to serve different markets. The A330neo replaces A330s and competes with the 787, while the A350 can replace 777s. Despite the A350s higher popularity, the A330neo has still replaced more A330ceos than the A350 has.

[@ianendangan7462]

Its popular with Cebu Pacific in the Philippines. Commonality and less cost to retrain pilots.

[@CoSmicGoesRacing]

PAL has a chance of doing the same even though rumours are swirling that PAL's considering the 787 to replace its ceos. But with PAL leaning towards an almost all-Airbus fleet (Their only non-Airbus planes currently are the DHC-8 and the 777-300ER) especially with the recent order for the A350-1000, I wouldn't be surprised if PAL decides to go with the A330-900 to replace its -300s. We will wait and see.

[@miks564]

It's sad to see the lack of success of a very good aircraft - just because there's another slightly more efficient and versatile option. But it's what it is. The market doesn't usually care much about details. I believe Airbus did good with the A330 neo because the effort was small and in they end up with a very good product. So good that it challenges the 787 on some situations. For instance, it has slightly better cruising speed (that no uses because of fuel savings), slightly more passenger capacity than the 787-9. The 787-10 offers even more, but then again, it's range is shorter than the A330. However, the 787 can carry a bit more cargo, so that can be also an important factor and does all this with less fuel. Many people doesn't know, but the A330-neo inherits the flight deck from the A350 and it's almost as advanced as it's older brother (yes, the A350 is older). ...that's also why, the A330neo is currently the commercial aircraft with the more efficient wings. ...because he got a new improved design over the ones from the A350. Lastly and because 787 operational advantages are not big, airlines not operating Boeing machinery, like TAP, still might be happy going on with the type. No need for big changes in pilots, no need for big changes in maintenance and still decreasing operational costs on 25% over the older ceos.

[@alexs5394]

I just flew on an A330 and it is definitely one of my favorites. The cabin configuration had only 2 seats on the outside rows, which is pretty rare for long haul flights.

[@thyip6167]

If any airline replace the 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 on the A330neo!

[@wadehiggins1114]

I guess airlines want a clean sheet design. I love the A330 NEO!

[@SabitTSDM07]

For an upgraded version of the A330, 300+ orders seem fine. However, airlines must focus on this aircraft just like how they did with the B777X.

[@jshotwell454]

It’s very interesting that Delta’s main reason for obtaining the A330 neo‘s was due to the lack of availability for the 787. In my opinion, they are both fantastic aircraft’s, however, the 787 and the A350s are definitely better.

[@IBo99608]

A boeing won't come close to an Airbus.

[@jshotwell454]

@@IBo99608 - Yeah easy to say considering Airbus created the A350 only because of the Boeing 787.

[@cabottaxi]

Maybe because its bigger brother the 350 is a more modern looking product. Looking on the bright side if a customer orders a 350 instead of a 330 then it's still an order for Airbus.

[@miks564]

Some operators might go for the A350 for more demanding scenarios, but the natural replacement of older A330s are the 787 and Neos for range and capacity.

[@Peizxcv]

A330neo needs a longer version and more updates. Airline use the neo on high density medium haul routes

[@tingbase84]

I believe one of the selling points by airbus for the neo over the Dreamliner was, although more expensive to run due to fuel burn it was going to be a fair bit cheaper to purchase, if the economics of scale have now made the Dreamliner cheaper it's obviously going to be more appealing to airlines

[@kenoliver8913]

Of course the same logic applies to the A350, which is cheaper than a 787 and has comparable fuel burn. For maintenance and training reasons some airlines are all-Airbus shops (for the same reasons some - mainly US ones - are all-Boeing) and they will find that much more attractive than a Dreamliner. But whichever big plastic plane they choose they are still replacing the 330s.

[@PhilippinesTravelFan]

Well, Philippine Airlines did not yet ordered of Airbus A330neo as a matter fact still focus of A350-1000 instead. And yes i saw the articles via Mond Ortiz through social media and website and he said: PAL plans to buy ordered Boeing 787 Dreamliner including 787-10, because they have a good choice plan since 2014, and Former president of PAL said: we choose 787 for the middle long haul flights. Some surveys and choose of Philippine Airlines, 100% Boeing 787-8, Boeing 787-9 or Boeing 787-10 because PAL did not yet ordered of Dreamliner because Philippine Airlines was planning to purchase in the future, after the order of the Boeing aircraft like Boeing 747-200 since 1970's or 80's then Boeing 747-400 since 1990's, and Boeing 777-300 ER since 2009. If PAL choice the Boeing 787-10 that is the perfect fit for the medium long flights to Middle East and Australia to replace Airbus A330-300ceos

[@jordanalexander4331]

I’m sure some up and coming airlines are going to want to order the a330neo rather than the 787 simply for cost and delivery slots; I.e. jet blue or Aer Lingus, and if virgin Australia where to say make a come back may also order the neo.

[@fared___3409]

I really like this aircraft. Its my fav aircraft to play with in infinite flight. Cant wait to board on AirAsia X in future time.

[@norm5392]

The A330-800 will play a major military role as a future MRTT

[@namenamename390]

Shout-out to Headwind Simulations for bringing this plane to MSFS 2020, very enjoyable to fly

[@keithc5729]

I'd like to see some seating configurations.

[@bigonicha3225]

Sad that they don’t order it.I mean the a330 is a work horse and there are times of the year that the reduced capacity it has from the other 2 planes might make more sense

[@cjever6625]

The 787-9 is just more flexible and operationally cost-effective. It has a closer range to the A350 but has sa MTOW of an A330.

[@alicelund147]

299 orders for an aircraft that is just a new version is not that bad. I think they get a good profit on them.

[@electro_sykes]

Firstly, whilst the A330 NEO is more fuel efficient than the CEO, the 787 and A350 are probably more fuel efficient, the A350 definitely carries more passengers so that is probably why. secondly, many A330s aren't even a decade old yet and lastly, why even commit to it when it has a crap range compared to its 787 competitor.

[@davidcorbett62]

Why would an airline looking to order new aircraft place orders with an upgrade to an older aircraft rather than a hi tech A350 What also must be taken into account is Boeing is offering huge discounts to all aircraft. There is only one airline I can see offering hope for new orders for the A330 NRO and that is Aer Lingus who originally had ordered A350,s but with it being bought by IAG who flexed their Spanish muscles and gave those aircraft to Iberia they continue to operate an aging fleet and only new orders where for A321 LR,s to open up new markets

[@kenoliver8913]

Its not surprising - there just is not the role for smaller widebodies as there once was. The narrowbodies - especially the A321 - can now do an awful lot of what these used to do. And the far improved fuel burn of the bigger planes (the 350 and 787) has nibbled away the market from the other end. For Airbus (or Boeing) this is not a problem - they're selling narrowbodies and the big plastic planes faster than they can build them because of it. But don't expect them to do a clean sheet 330 replacement because the middle of the market is being hollowed out.

[@maxsaviation9512]

The main reasons are 1. The A330-200/300 are still quite young and 2. Boeing is able to give out planes for dirt cheap while if Airbus tries to do that they get highly taxed

[@markn6941]

Hawaii airline canceled their 330neo and ordered the 787...

[@mandandi]

The A330neo vrs 787 competition is similar to that of the A350 and 777. The newer jets are runaway success while the older jets are hardly ordered. I doubt this is a market that Airbus will not want to be a significant part of in the long term though. I think Airbus might replace the A330neo with a carbon composite model once suitable engines are available, and the current workload and supply chain issues are sorted out. Then, we might see a similar scenario play out as it did with the competition between A330ceo and 767.

[@sliferxxxx]

No it's not. The B777 is a resounding success and still has plenty of orders left to be fulfilled. Hardly anyone is ordering the A330neos.

[@mandandi]

@@sliferxxxxC'mon, since the A350 launch the 777 orders went down. 777x has substantial orders. A330 beat 767 order wise too. 777 beat A340.

[@sliferxxxx]

@mandandi Of course, the 777 orders went down, it's 30 years older. Still, overall, 1700 have been sold, with 400 on back order. The B787 has already sold 1100, with 750 on back order. The A330neo has sold maybe 100 aircraft. Not remotely comparable.

[@sliferxxxx]

@mandandi Let's stick to your op. You said the A350 is doing to the B777, what the b787 is doing to the 330 neos and that's far from the truth as I've proven with numbers. B777 has been a success, neos have not.

[@mandandi]

@@sliferxxxx You are contradicting yourself just to argue.

[@Leo_Vasileio]

Give it time. Delta will clean house and buy these soon

[@moharikram1687]

Holy hell that comparison really miss the mark. A330Neo principle is NOT the same as 787-9. A330-800 = 406 max pax/ 15094 KM range/ 139090 L max fuel A330-900 = 460 max pax/ 13334 KM range/ 139090 L max fuel 787-8 = 381 max pax/ 13620 KM range/ 126206 L max fuel 787-9 = 420 max pax/ 14140 KM range/ 126372 L max fuel 787-10 = 440 max pax/ 11910 KM range/ 126372 L max fuel You're comparing -900 with -9 even though they basically serve different purpose. You should compare it with -10 since both type is intended for High capacity/low range fleet. Should compare -800 with -9 because that was a flight intended for Low capacity/high range. For major airline with medium to low size fleet/crew/destination, They better opt for the NEO but if the said major airline is already operating the Dreamliner, they will stick to it. Similar case as common A330 operator. In fact, the principle of NEO does not change from CEO. -800 is direct replacement for -200 and -900 is direct replacement for -300. Still weird why they cannot sell the -800 well but I believe the order will come later because not all airlines can fulfill high capacity aircraft but need to go for higher range in sacrifice for some capacity.

[@Da__goat]

It’s too large, too expensive, and too heavy compared to the 787. Now, airlines don’t pay list price for their jets, but even at a discount the a330Neo come in around $200 million while the 787s are significantly below that amount. On top of that, the A350 has superior performance and higher pax for comparable weights so it has effectively nullified its reasons for existing.

[@angelorobel12]

The Airbus A330NEO looks good but I think that widebody design is becoming outdated by appearance. The A330NEO is only part of the A330 family which still has classic exterior elements from the A300 built in the 70s. Maybe that's one of the reasons why the A330NEO isn't a popular choice for airlines.

[@thomasboyle-nu2vg]

It wont take long with sloppy boeing manufacturing and saftey concerned problems to surface which will make all 787 customers to switch or wished they had switched away from boeing. You cant put a price on quality manufacturing and safety.

[@ivanviera4773]

Not good news for Airbus No A330 Neo orders so far in the Dubai Air Show.

[@ImionsaeXwb77]

Because the 787 Is a more Far Superior Plane then the 330

[@aseerih]

Delta has its own refinery, why pay 2-3 extra billions on Boeings offering if they could have bought a refinery for the difference lol

[@IFHD350]

Maybe airbus schould make the A330neo more fuel eficcient?

[@specialcb]

They already made it as efficient as they could. The 787's efficiency is superior because Boeing worked off a clean sheet design for the 787, Airbus had to work off an older, less efficient jet for the A330neo.

[@CoSmicGoesRacing]

Airbus has done more than its fair share to make the A330neo much more efficient. You can only do so much to a 30+ year old airframe design + the Trent 7000s are a robust engine. Coby Explanes literally did an analysis video on the A330neo and its upgrades over the ceo.

[@anonyfamous42]

If it is Boeing I Ain't Going

[@juanrodriguezjr451]

Please stop with the upbeat music that absolutely does not go with the video or commentary so I can to back to enjoying these vidoes 😫

[@Adrenaline_chaser]

It's because its overpriced! Being an age old airframe of alluminium (with some new engines), it has no business to be so much expensive still. The A350 and b787 are instead modern airframes made from skratch and both made of composite materials. So, unless a company is dirt poor it wouldn't make sense to NOT to spend a bit extra for something more efficient and future-proof

[@VamarSwiss]

Keep it a failure

[@malvinuku7878]

I expected air Canada to order the series

[@Elliasp-xx7mb]

"for todayyyy's video"