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Old July 25th, 2014, 09:46 AM   #481
stephendavion
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Damn ... I love the interior of the A330-800 NEO ...



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The cabins will have up to ten additional 18-in wide seats in the economy class on the A330-900neo and six extra seats on A330-800neo
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Old July 25th, 2014, 10:50 AM   #482
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Will the cabins still be 2-4-2?
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Old July 25th, 2014, 12:20 PM   #483
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The newly launched #A330neo provides unbeatable economics for airlines and unrivalled comfort for passengers.



http://t.co/nNkk2LkPaB
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Old July 25th, 2014, 02:33 PM   #484
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"Unrivaled comfort"

That's probably why AirAsiaX is buying the plane.

It's kind of ironic that Airbus is promoting this plane as comfortable when one of it's 1st and biggest customers to date will be trying to fit as many as possible seats into the A330neo. On the other hand, it will make the claims that it will have unrivaled against the competition viable. Until an airline is crazy enough to go 10 abreast in a 787 of course (not that it's possible, it will hit the max. exit capacity limiting it's total seats).
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Old July 25th, 2014, 07:33 PM   #485
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I ask myself sometimes this question on seating configuration, especially that a few airlines now have configured some of their A330s in dense, all-Y configuration (if not like 8 J and the rest Y):

What would be an optimal seat configuration for such an aircraft to yield the maximum profits?

I could break down the question to include short hops, regional, and long-haul flights as well since airlines assign their aircraft on different missions, and I've noticed that the A330 (along with the B777) is being used on both short- and long-haul journeys.
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Old July 25th, 2014, 08:28 PM   #486
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You would need a serious computer model to calculate the most optimal configuration. It's not just the different kind of missions that are the variables that will influence the profitability. At the end of the day there is more then one way to make a profit with this plane.
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Old July 25th, 2014, 10:34 PM   #487
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Absolutely. It's the trend that airlines are taking away First Class while replacing them with Premium Economy (which is, essentially, a "little better off" than Economy) that really makes me ask that question because nowadays, some of those carriers want to put in so much seats that the seat pitch and width seems to be compromised nowadays in a bid to squeeze in profits.
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Old July 26th, 2014, 02:53 PM   #488
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Quote:
Originally Posted by stephendavion View Post
Damn ... I love the interior of the A330-800 NEO ...



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The bins look like they are from 1985.
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Old July 26th, 2014, 06:20 PM   #489
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Turkish Airlines A330-343 (TC-JNR) as TK66.
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Old July 27th, 2014, 01:06 AM   #490
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The difference between the A330 Neo and the A320 Neo is that with the A320 Neo, there is no real next generation alternative. With the A330 Neo, there very much is, and it already has better efficiency.

If an airline (or leasing company) is buying a plane now, it's likely going to be keeping it for two to three decades. The A330 Neo is, when it comes out, already old technology (just slightly less so than the current A330.) Who's going to what to still be flying this in twenty years? The 787 will just be getting slightly old by then. Airbus itself agreed with this thinking when it decided to build the A350.
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Old July 27th, 2014, 01:08 AM   #491
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Quote:
Originally Posted by BBMW View Post
The difference between the A330 Neo and the A320 Neo is that with the A320 Neo, there is no real next generation alternative. With the A330 Neo, there very much is, and it already has better efficiency.

If an airline (or leasing company) is buying a plane now, it's likely going to be keeping it for two to three decades. The A330 Neo is, when it comes out, already old technology (just slightly less so than the current A330.) Who's going to what to still be flying this in twenty years? The 787 will just be getting slightly old by then. Airbus itself agreed with this thinking when it decided to build the A350.
Well a 100+ orders in just over a week disprove your theory.
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Old July 28th, 2014, 06:52 PM   #492
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As opposed to the thousand for the 787? Any new buy A330 Neo or not is likely a short term tactical buy for an airline that need capacity quicker than they can get it now from Boeing.

This is a short term patch for a hole in Airbus' lineup.

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Well a 100+ orders in just over a week disprove your theory.
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Old July 28th, 2014, 08:50 PM   #493
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A330NEO -800 -900 cannot beat B777-8X And -9X not even A350XWB also cannot beat B777X in terms of range passengers Boeing is the Best
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Old July 28th, 2014, 09:01 PM   #494
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Originally Posted by patel2897 View Post
A330NEO -800 -900 cannot beat B777-8X And -9X not even A350XWB also cannot beat B777X in terms of range passengers Boeing is the Best
The thing you fail to understand is the A330NEO and A350 do not have to beat the 777X on range or passengers. Not every flight needs to fly 9000 miles or carry 400 people. The 777x will be a great plane, but it will not be suitable for many flights or airlines.
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Old July 29th, 2014, 03:04 AM   #495
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Quote:
Originally Posted by BBMW View Post
The difference between the A330 Neo and the A320 Neo is that with the A320 Neo, there is no real next generation alternative. With the A330 Neo, there very much is, and it already has better efficiency.

If an airline (or leasing company) is buying a plane now, it's likely going to be keeping it for two to three decades. The A330 Neo is, when it comes out, already old technology (just slightly less so than the current A330.) Who's going to what to still be flying this in twenty years? The 787 will just be getting slightly old by then. Airbus itself agreed with this thinking when it decided to build the A350.
Quote:
Originally Posted by mabadia71 View Post

Well a 100+ orders in just over a week disprove your theory.
Quote:
Originally Posted by BBMW View Post
As opposed to the thousand for the 787? Any new buy A330 Neo or not is likely a short term tactical buy for an airline that need capacity quicker than they can get it now from Boeing.

This is a short term patch for a hole in Airbus' lineup.
Quote:
Originally Posted by future.architect View Post

The thing you fail to understand is the A330NEO and A350 do not have to beat the 777X on range or passengers. Not every flight needs to fly 9000 miles or carry 400 people. The 777x will be a great plane, but it will not be suitable for many flights or airlines.
I will just say this:

The A330NEO is built as a fill-in for the other aircraft the company continues to develop. It is like a short-term measure wherein it takes advantage of the success found in the A330, and that it allows them to experiment with newer, more efficient engines and aerodynamics so that it can give them ideas for newer aircraft to be launched years or decades from now. It may market to be better than the B777-8 or -9X, but there will only be certain airlines that will order that aircraft, if not en masse. In fact, having 100+ orders on the first few weeks of development is entirely normal... it is in its introductory stage wherein the aircraft is currently being developed into a full mock design, and it allows interested airlines to purchase them ahead of everyone else.
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Old August 4th, 2014, 11:18 AM   #496
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Here she is the 1st QF A333 VH-QPC sporting the revised Roo livery!

[IMG]http://i60.************/2rxgt9e.jpg[/IMG]
http://www.airliners.net/photo/Qanta...303/2483851/L/
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Old August 4th, 2014, 06:08 PM   #497
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Airbus, Boeing wide-body jet battle triggers warnings of oversupply

PARIS, Aug 1 (Reuters) - Airbus's summer sales campaign with the new A330neo airliner has triggered warnings of potential oversupply in the wide-body market and of a bruising price battle as the older-generation model undercuts rival Boeing's 787 Dreamliner.

Two weeks after Airbus announced a revamp of its A330 at the Farnborough Airshow, the battle for wide-body sales is heating up as Delta Air Lines seeks to renew part of its fleet.

The head of the U.S. carrier is so confident of getting a bargain he began negotiating in public, saying he would take the A330neo for barely a third of its $275 million official price.

His "high 70s, low 80s" bid was below the market value of such jets - but not by a massive margin, analysts said.

The aerospace industry is focusing on squeezing the maximum life out of existing products following some expensive upsets, including delays and technical problems on the 787 and Airbus's A380 superjumbo.

Airbus has upgraded the A330, and Boeing has updated its larger 777, even as both companies pour billions into developing next-generation models such as the 787 and the forthcoming A350.

But big jets bring proportionally bigger risks.

Now a debate is growing over whether the airline market can absorb the industry's older models at the same time as state-of-the-art new ones. That, analysts say, could have a bearing on pricing and margins right across the industry.

"I think particularly in the wide bodies, the market is looking overheated. The herd is running, and the A330neo is the latest example: the market wants the airplane," said Jerrold Lundquist, managing director of the Lundquist Group, who advises private equity investors in aerospace. "There appears to be demand for it now, but it just adds to the ordering."

Such warnings come on top of investor concerns that a recent boom in aircraft demand is peaking, causing the sector to lag global stocks by 4 percentage points since Farnborough.

"If everyone persists in going full throttle, there could be serious problems at the end of decade," said Richard Aboulafia, vice-president at Virginia-based consultancy Teal Group.

Airbus and Boeing, the world's only manufacturers of large jets, both dismiss talk of an aircraft 'bubble'.

Over the next 20 years, they both see room for over 4,500 jets worth $1 trillion in the 250-300 seat category, where most A330s and 787s are sold. That makes it the largest part of the wide-body jet market by volume and vital to their business.

Buyers of the A330neo and 787 say there is room for both.

"I think there is a nice match. Is it a perfect match? That depends on the how the world economy goes, but when we look at the supply-demand curve, it looks fine to us," said Jeff Knittel, president of U.S. lessor CIT Transportation.

The aircraft may indeed find homes, analysts say, but the question is at what price and whether both planemakers can meanwhile preserve pricing power for their newer jets.

Airbus says it can sell its A330 for 25 percent less than a 787 - the main 787 model is worth $257 million at list prices - and that it can do this without eroding sales of its own A350.

Boeing's business case for the 787 assumed a large premium for carbon-fibre technology over previous metallic jets. It says it can compete with the A330 on value rather than lower prices.

"We think what customers are really interested in is efficiency and lower operating costs in the long term. Operating costs that you pay day in and out are what drive profitability year in and out," said John Wojick, senior vice president, global sales & marketing, at Boeing Commercial Airplanes.

BOEING OPTIONS

Behind the scenes, many say Boeing is in a mood to fight.

It is expected to compete aggressively to prevent strategic customers from choosing the A330neo over the 787 and trimming its market-share advantage for high-margin, long-haul jets.

To win some flexibility, Boeing may change tactics by introducing segmented 787 pricing to offer discounts to airlines that don't need the aircraft's long range.

But the A330's refusal to die may also force Boeing to renew an attack on costs within the company and its supply chain so that it can shave prices further without sacrificing margins.

Even then, Boeing is expected to look seriously at whether it needs to increase supplies of the 787 to avoid being left out of the market, as Airbus seeks to add to 127 provisional sales.

Boeing is producing 10 787s a month. It plans to increase this to 12 a month in 2016 and 14 by the end of the decade.

Its options include accelerating that build-up or adding an extra step in order to bring production as high as 16 a month.

Some industry-watchers do not rule out a cautious increase in overbooking. The practice of selling more than you make to insure against default is widely used in smaller jets, but is rare for bigger models because they are harder to switch around.

Boeing's Wojick declined to comment on specific options.

His Airbus counterpart John Leahy said he was "not at all" worried about the A330neo destabilising margins or supplies.

"In 2008/9 people were heralding cuts in aircraft production of 35 to 45 percent; they were absolutely certain production cuts were required. What happened? Production wasn't cut."

Despite the concerns, some analysts say the jet market, once subject to wild swings, itself has the means to prevent a glut.

Recent output delays have left some older aircraft flying and their retirement would help absorb the new supply, said Adam Pilarski, senior vice president at U.S. consulting firm Avitas.

Despite bitter exchanges at the air show, he doubted Airbus and Boeing would allow themselves to slip into a price war of the kind many people believe they have waged on smaller jets, where they face not just each other but also new competition.

"If Airbus and Boeing have rational thoughts, they should realize there is no competitor there. So why worry, why fight?"
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Old August 8th, 2014, 12:23 PM   #498
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Interior of the 330Neo






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Old August 8th, 2014, 02:14 PM   #499
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wassup
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Last edited by siamu maharaj; August 9th, 2014 at 10:40 AM.
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Old August 8th, 2014, 06:46 PM   #500
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Quote:
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Bins from 1980.
You already made that stupid comment earlier in the thread:

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The bins look like they are from 1985.
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