The A330neo is a redesigned variant of the A330 wide-body jet airliner. The A330neo is
an attempt to rejuvenate demand for its highly successful but aging A330 jet. With one of the
best dispatch reliability rates of 99.4%, the A330 has been one of Airbus' best-selling models
and the company has delivered more than 1,100 planes so far to more than 100 operators.
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Is The Airbus A330neo So Successful.” So without any further ado, Let's begin.
Building on the proven economics,
versatility, and high reliability of the hugely popular A330, the A330-800neo and A330-900neo
launched in July 2014 reduce fuel consumption by a further 14% per seat compared with the A330,
making them the most cost-efficient, medium-range widebody aircraft on the market.
Some of these features include quieter engines
(very powerful Rolls Royce Trent 7000 engines), a brand new wing (reducing fuel burn by 14%),
a bigger range of +400 nautical miles, reduced greenhouse gas emissions, more seats onboard
without reducing passenger comfort. The A330-800 can carry up to 406 passengers (typically 257) to
a range 8,150nmi / 15,094 km.
This aircraft is weighted towards range and distance. The A330-900,
as the big brother, can carry up to 440 passengers (average 287 in a three-class layout) to a range
of 7,200nmi / 13,334 km. This aircraft is weighted towards passengers. For the many
customers that already fly A330 aircraft, the A330neo is a seamless and low-risk replacement.
The A330neo retains commonality across 95% of its parts and 85% of its tooling by value,
allowing ground and maintenance operations to continue seamlessly with both aircraft
types.
The same crews that currently fly A330s can easily transition to the A330neo after just a half-day
of training as the same type rating applies to both versions. Airbus designs aircraft and their
cabins as a family, meaning that many design elements initially implemented on the A350,
now appear on the A330neo. For passengers, this means having a seamless flight experience onboard
Airspace widebody aircraft with common features like the very latest 4th-generation in-flight
entertainment (IFE) experience.
Designed to be efficient on any sector length, the A330-900 reduces fuel consumption
and CO2 emissions by 25% compared to previous generation aircraft, and offers double-digit cost
advantages per seat, providing airlines with more revenue opportunities. Airbus’ Modular Space-Flex
solutions combine new galley and PRM (People with Reduced Mobility) lavatory configurations
which utilize rear cabin volume more efficiently and release space for additional seats or greater
seat pitch.
More comfort for the crew, and even more space for revenue. The A330neo relocates the flight
crew rest and integrates it in the Lower Deck Mobile Crew Rest to optimize space. The new
solutions offer a redesigned and more comfortable interior, accommodating up to two separate bunks
for pilots and six bunks for cabin crew. Utilizing cutting-edge cabin developments first developed on
the A350 and encompassing four key pillars, comfort, ambiance, services, and design.
Airspace offers more personal space and a unique
welcome area, as well as Airbus’ signature design elements to create a cabin that represents the
highest standards of design and luxury. Welcomed aboard by wide seats and a beautifully lit cabin,
passengers also can enjoy the latest generation of in-flight entertainment or take care of business
with e-mail and Wi-Fi capabilities.
"As the replacement cycles come and as the A330neo enters peoples' fleets, I think you
will see sales accelerate on that airplane because they will see that (the neo) is a fundamentally
improved aircraft over what was already a very good aircraft, to begin with," Knittel said.
A total of ten orders for A330-800 and 230 orders have been placed for A330-900 as of May 2019.
Kuwait Airlines placed orders for eight A330-800 aircraft in October 2018 and Uganda Airlines
ordered two A330-800 aircraft in July 2018.
Boc Aviation and Israel’s Arkia placed orders for two A330-900 aircraft each. Middle East Airlines
placed orders for the delivery of four aircraft while TAP Air Portugal ordered ten aircraft,
all of which are operational. A total of 14 aircraft were ordered by Garuda Indonesia, while
CIT Leasing and Avolon Airlines placed orders for 15 aircraft each. Air Lease placed orders for 25
aircraft, of which three have been delivered.
Iran Air ordered 28 aircraft, whereas Delta Airlines placed orders for 35 aircraft and
AirAsia X Malaysia ordered 66 A330-900 aircraft. An undisclosed customer has placed orders for
ten A300-900 aircraft. A total of eight A330-900 aircraft are operational of which Air Mauritius
and Air Senegal operate one aircraft each while TAP Air Portugal operates the remaining six.
One of the first massive advantages of the A330neo is that it shares high commonality with its
predecessor, the A330-200 and A330-300.
According to a Market Watch report, "The two-engine Airbus A330, which seats between
200 and 300 people, is generally used on mid-distance international routes.
It doesn't need to fly as far as Boeing's new 787 Dreamliner can. That means the engineering
challenge and cost of the project would be much lower than the price of an entirely new plane."
This is actually
a closer commonality than even the Boeing 737-800 and Boeing 737 MAX 8 aircraft. Hence, pilots don't
have to retrain to fly the new A330 and therefore airlines don't have to pay for that training.
It also offers five percent reduced airframe maintenance costs, thanks to further evolution
in the already efficient A330 scheduled maintenance program, now with fewer tasks,
longer intervals between some checks, as well as a reduction in manhours over the typical 12-year
maintenance cycle for new parts such as the engine pylons and some sections of the improved wing.
Also helping to
achieve the five percent reduction in maintenance costs is the new electrical bleed air system
(EBAS) which replaces pneumatic controls with full electrical regulation, a technology that
is already proven on the A380 and also features on the A350. The enhanced version of the A330
series has optimized upper belly fairing and wing twists. The maximum design weight of the two new
versions of the A330 varies. The maximum take-off weight of both the new A330neo planes is 251t.
A330-800neo has a
maximum landing weight (MLW) of 186t while the MLW of the A330-900neo is 191t. The maximum zero fuel
weight (MZFW) of the new A330-800neo is 172/176t, whereas the A330-900neo has an MZFW of 177/181t.
The overall length of the A330-800 aircraft is 58.82m and the length of the A330-900 is 63.66m.
The wingspan of both aircraft is 64m.
The cabin length of A330-800 is 45m and that of A330-900 is 50.37m. The A330neo’s
systems also allow pilots to perform precision curved approaches, called ‘Required Navigation
Performance Authorization Required’ (RNP-AR). This function enables the aircraft to follow precise
three-dimensional curved flight paths through congested airspace, around noise-sensitive areas,
or through difficult terrain.
“Together these XLS and RNP approach capabilities mean that the A330neo like the A350 is able to
fly all the approaches in the world using a very simple classification for precision and
non-precision straight-in approaches with XLS, as well as curved approaches via RNP-AR,” notes Roy.
“ROPs alert the crew if they are coming
in to land with too much energy, should they be too high or too fast, and take into account
whether the runway is “wet” or “dry”. Such early warning allows the pilot to make a safe go-around
decision before the landing is committed. Or if the pilot decides to continue with the landing
then the system will, on touchdown, help the pilot to achieve maximum deceleration either
automatically, or manually by reminding him to do so by clear voice calls,” he explains.
In the case of SLS, its particular capability is that it enables pilots to fly GPS satellite-based
approaches, providing lateral and vertical guidance, into airports that are neither
equipped with a GBAS ground station nor any functioning radio-based ILS infrastructure.
In short, these XLS approaches allow the pilot to fly ‘straight-in’ non-precision approaches in the
very same manner as they would for a traditional VHF radio-beam ILS approach since they present the
same familiar ILS-like symbology.
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