Airbus A330#A330-200

File:A330 and A340 Seating Capacity vs Range.svg

Airbus's first airliner, the A300, was envisioned as part of a diverse family of commercial aircraft. Pursuing this goal, studies began in the early 1970s into derivatives of the A300.{{sfn|Norris|Wagner|2001|pp=9–18}}{{sfn|Wensveen|2007|p=63}} Before introducing the A300, Airbus identified nine possible variations designated B1 through B9.{{sfn|Gunston|2009|p=183}} A tenth variant, the A300B10, was conceived in 1973 and developed into the longer-range Airbus A310.{{sfn|Norris|Wagner|2001|pp=18–19}} Airbus then focused its efforts on single-aisle (SA) studies, conceiving a family of airliners later known as the Airbus A320 family, the first commercial aircraft with digital fly-by-wire controls. During these studies Airbus turned its focus back to the wide-body aircraft market, simultaneously working on both projects.{{sfn|Norris|Wagner|2001|pp=18–19}}

In the mid 1970s, Airbus began development of the A300B9, a larger derivative of the A300, which would eventually become the A330. The B9 was essentially a lengthened A300 with the same wing, coupled with the most powerful turbofan engines available. It was targeted at the growing demand for high-capacity, medium-range, transcontinental trunk routes.{{sfn|Norris|Wagner|2001|pp=22–23}} Offering the same range and payload as the McDonnell Douglas DC-10 but with 25 per cent better fuel efficiency,{{sfn|Norris|Wagner|2001|pp=22–23}} the B9 was seen as a viable replacement for the DC-10 and the Lockheed L-1011 TriStar trijets.{{cite magazine |date=11–17 October 1981 |title=Commercial Aircraft of the World part 2 |magazine=Flight International |issue=3780 |volume=120 |page=1155 |url=http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%203243.html |access-date=23 January 2011 |issn=0161-7370 |url-status=dead |archive-url=https://web.archive.org/web/20130513191110/http://www.flightglobal.com/pdfarchive/view/1981/1981%20-%203243.html |archive-date=13 May 2013}} It was also considered as a medium-ranged successor to the A300.{{sfn|Norris|Wagner|2001|p=23}}

At the same time, a 200-seat four-engine version, the B11 (which would eventually become the A340) was also under development.{{harnvb|Eden|2008|p=30}} The B11 was originally planned to take the place of narrow-body Boeing 707s and Douglas DC-8s then in commercial use, but would later evolve to target the long-range, wide-body trijet replacement market.{{sfn|Norris|Wagner|2001|p=23}} To differentiate from the SA series, the B9 and B11 were re-designated as the TA9 and TA11, with TA standing for "twin aisle". Development costs were reduced by the two aircraft using the same fuselage and wing, with projected savings of US$500{{nbsp}}million. Another factor was the split preference of those within Airbus and, more importantly, those of prospective customers; twinjets were favoured in North America, quad-jets desired in Asia, and operators had mixed views in Europe.{{sfn|Norris|Wagner|2001|pp=22–23}} Airbus ultimately found that most potential customers favoured four engines for their exemption from existing twinjet range restrictions and their ability to be ferried with one inactive engine.{{Cite magazine |title=Airbus A330/A340 |magazine=Flight International |url=http://www.flightglobal.com/pdfarchive/view/1997/1997%20-%202917.html |last=Kingsley-Jones |first=Max |date=4 November 1997 |access-date=26 January 2011 |page=29 |issn=0161-7370}} As a result, development plans prioritised the four-engined TA11 ahead of the TA9.

File:HL7552 Airbus A330-223 Korean Air, CS-TQM Airbus A340-313X Strategic Airlines (HiFly) and VH-ZPL 'Samba Blue' Embraer 190-100IGW Virgin Blue (Virgin Australia) (6600549415).jpg.]]

The first specifications for the TA9 and TA11, aircraft that could accommodate 410 passengers in a one-class layout, emerged in 1982.{{sfn|Norris|Wagner|2001|p=24}} They showed a large underfloor cargo area that could hold five cargo pallets or sixteen LD3 cargo containers in the forward, and four pallets or fourteen LD3s in the aft hold—double the capacity of the Lockheed L-1011 TriStar or DC-10, and {{Convert|8.46|m|ft|sigfig=3}} longer than the Airbus A300.{{harnvb|Norris|Wagner|2001|pp=24–25.}} By June 1985, the TA9 and TA11 had received more improvements, including the adoption of the A320 flight deck, digital fly-by-wire (FBW) control system, and side-stick control.{{sfn|Norris|Wagner|2001|p=27}} Airbus had developed a common cockpit for their aircraft models to allow quick transition by pilots. The flight crews could transition from one type to another after only one week's training, which reduces operator costs.{{sfn|Lawrence|Thornton|2005|p=73}} The two TAs would use the vertical stabiliser, rudder, and circular fuselage sections of the A300-600, extended by two barrel sections.{{sfn|Lawrence|Thornton|2005|p=73}}

Airbus briefly considered the variable camber wing, a concept that requires changing the wing profile for a given phase of flight. Studies were carried out by British Aerospace (BAe), now part of BAE Systems, at Hatfield and Bristol. Airbus estimated this would yield a two per cent improvement in aerodynamic efficiency,{{sfn|Norris|Wagner|2001|pp=26, 31}} but the feature was rejected because of cost and difficulty of development. A true laminar flow wing (a low-drag shape that improves fuel efficiency) was also considered but rejected.{{sfn|Gunston|2009|p=196}}

With necessary funding available, the Airbus Supervisory Board approved the development of the A330 and A340 with potential customers on 27 January 1986.{{Cite press release |url=http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/supervisory-board-approves-strategy-for-future-product-range/ |title=Supervisory Board approves strategy for future product range |date=27 January 1986 |publisher=Airbus |url-status=dead |archive-url=https://web.archive.org/web/20170224052010/http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/supervisory-board-approves-strategy-for-future-product-range/ |archive-date=24 February 2017}} Its chairman Franz Josef Strauss stated afterwards that

Airbus Industrie is now in a position to finalise the detailed technical definition of the TA9, now officially designated as the A330, and the TA11, now called the A340, with potential launch customer airlines, and to discuss with them the terms and conditions for launch commitments.

From the beginning of the TA9's development, a choice of engines from the three major engine manufacturers, Rolls-Royce, Pratt & Whitney, and GE Aviation, was planned.{{sfn|Norris|Wagner|2001|p=44}} GE Aviation first offered the CF6-80C2. However, later studies indicated that more thrust was needed to increase the initial power capability from {{cvt|267|to|289|kN|lbf|lk=on|sigfig=3}}.{{sfn|Norris|Wagner|2001|pp=44–45}} GE enlarged the CF6-80C2 fan from {{convert|236|to|244|cm|in|sigfig=3}} and reduced the number of fan blades from 38 to 34 to create the CF6-80E1 with a thrust of {{cvt|300|-|320|kN|lbf|sigfig=2}}.{{cite web|title=Model CF6-80E1|publisher=GE Aviation |url=http://www.geae.com/engines/commercial/cf6/cf6-80e1.html |access-date=25 January 2011|url-status=dead|archive-url=https://web.archive.org/web/20100925171954/http://geae.com/engines/commercial/cf6/cf6-80e1.html|archive-date=25 September 2010}}

File:Trent 700 - DSC 8123-F-WWCR - MSN 1462 (10513329855) (cropped).jpg|Rolls-Royce's Trent 700 features a mixed exhaust.

File:Airbus A330-200F(F-WWYE) (4337113707).jpg|Pratt & Whitney's PW4000 has a more conventional unmixed exhaust.

File:Airbus A330-203, Qantas JP6991416.jpg|The GE CF6 also has an unmixed exhaust, but adds a pointed exhaust cone.

Rolls-Royce initially wanted to use the {{cvt|267|kN|lbf|adj=on|sigfig=3}} Trent 600 to power Airbus's newest twinjet and the upcoming McDonnell Douglas MD-11. However, the company later agreed to develop an engine solely for the A330, the Trent 700, with a larger diameter and {{cvt|311|kN|lbf|sigfig=3}} of thrust.{{sfn|Norris|Wagner|2001|p=47}} The A330 became the first Airbus aircraft for which Rolls-Royce supplied engines.{{sfn|Norris|Wagner|2001|p=44}}

Similarly, Pratt & Whitney signed an agreement that covered the development of the A330-exclusive PW4168. The company increased the fan size from {{cvt|94|in|m|sigfig=3}} to {{cvt|100|in|m|sigfig=3}},{{sfn|Norris|Wagner|2001|pp=45–46}} enabling the engine to deliver {{cvt|311|kN|lbf|sigfig=3}} of thrust. Like the CF6-80E1, 34 blades were used instead of the 38 found on the smaller PW4000 engines.{{cite web|title=PW4000-100|publisher=Pratt & Whitney |url=http://www.pw.utc.com/PW4000100_Engine|access-date=4 July 2015}}

File:Airbus Factory Toulouse.jpg, 2007]]

In preparation for the production of the A330 and the A340, Airbus's partners invested heavily in new facilities. In south-western England, BAe made a £7{{nbsp}}million investment in a three-storey technical centre with {{cvt|15000|m2|sigfig=3}} of floor area at Filton.{{sfn|Norris|Wagner|2001|p=51}} In north Wales, BAe also spent £5{{nbsp}}million on a new production line at its Broughton wing production plant.{{sfn|Norris|Wagner|2001|p=51}} In Germany, Messerschmitt-Bölkow-Blohm (MBB) invested DM400{{nbsp}}million ($225{{nbsp}}million) on manufacturing facilities in the Weser estuary, including at Bremen, Einswarden, Varel, and Hamburg.{{sfn|Norris|Wagner|2001|pp=53–54}} France saw the biggest investments, with Aérospatiale constructing a new Fr.2.5{{nbsp}}billion ($411{{nbsp}}million) final-assembly plant adjacent to Toulouse-Blagnac Airport in Colomiers; by November 1988, the pillars for the new Clément Ader assembly hall had been erected.{{sfn|Norris|Wagner|2001|p=52}} The assembly process featured increased automation, such as robots drilling holes and installing fasteners during the wing-to-fuselage mating process.{{sfn|Norris|Wagner|2001|p=53}}

On 12 March 1987, Airbus received the first orders for the twinjet. Domestic French airline Air Inter placed five firm orders and 15 options, while Thai Airways International requested eight aircraft, split evenly between firm orders and options.{{sfn|Norris|Wagner|2001|p=31}} Airbus announced the next day that it would formally launch the A330 and A340 programmes by April 1987, with deliveries of the A340 to begin in May 1992 and A330 deliveries to start in 1993. Northwest Airlines signed a letter of intent for twenty A340s and ten A330s on 31 March.{{sfn|Norris|Wagner|2001|p=31}} In 2001, the program cost with the A340 was {{FXConvert|USA|3.5|b|year=2001|index=US-GDP|showdate=no|cursign=$}}.{{cite news |url= https://www.flightglobal.com/news/articles/long-time-coming-131205/ |title= Long time coming |date= 12 June 2001 |work= Flight International}}

BAe eventually received £450{{nbsp}}million of funding from the UK government, well short of the £750{{nbsp}}million it had originally requested for the design and construction of the wings.{{sfn|Norris|Wagner|2001|p=32}} The German and French governments also provided funding. Airbus issued subcontracts to companies in Australia, Austria, Canada, China, Greece, Italy, India, Japan, South Korea, Portugal, the United States, and the former Yugoslavia.{{sfn|Norris|Wagner|2001|pp=32, 55}} With funding in place, Airbus launched the A330 and A340 programmes on 5 June 1987, just before the Paris Air Show.{{sfn|Norris|Wagner|2001|p=32}}{{cite press release |url= http://www.airbus.com/newsevents/news-events-single/detail/launch-of-a-new-family-of-aircraft-the-a330-300-the-a340-200-and-the-a340-300/ |title= Launch of a new family of aircraft: the A330-300, the A340-200 and the A340-300 |publisher= Airbus |date= 5 June 1987 |url-status= dead |archive-url= https://web.archive.org/web/20170224052202/http://www.airbus.com/newsevents/news-events-single/detail/launch-of-a-new-family-of-aircraft-the-a330-300-the-a340-200-and-the-a340-300/ |archive-date= 24 February 2017}} At that time, the order book stood at 130 aircraft from ten customers, including lessor International Lease Finance Corporation (ILFC). Of the order total, forty-one were for A330s.{{sfn|Norris|Wagner|2001|p=32}} In 1989, Asian carrier Cathay Pacific joined the list of purchasers, ordering nine A330s and later increasing this number to eleven.{{sfn|Eden|2008|p=32}}

The wing-to-fuselage mating of the first A330, the tenth airframe of the A330 and A340 line, began in mid February 1992. This aircraft, coated with anti-corrosion paint, was rolled out on 31 March without its General Electric CF6-80E1 engines, which were installed by August. During a static test, the wing failed just below requirement; BAe engineers later resolved the problem.{{sfn|Norris|Wagner|2001|pp=78–79}} At the 1992 Farnborough Airshow, Northwest deferred delivery of sixteen A330s to 1994, following the cancellation of its A340 orders.{{sfn|Norris|Wagner|2001|pp=71, 78}}

The first completed A330 was rolled out on 14 October 1992, with the maiden flight following on 2 November. Weighing {{cvt|181840|kg|sigfig=3}}, including {{cvt|20980|kg|lb|sigfig=3}} of test equipment,{{sfn|Norris|Wagner|2001|pp=78–79}} the A330 became the largest twinjet to have flown until the first flight of the Boeing 777. The flight lasted five hours and fifteen minutes during which speed, height, and other flight configurations were tested. Airbus intended the test flight programme to comprise six aircraft flying a total of 1,800{{nbsp}}hours.{{sfn|Norris|Wagner|2001|pp=78–79}} On 21 October 1993, the A330 received the European Joint Aviation Authorities (JAA) and the US Federal Aviation Administration (FAA) certifications simultaneously after 1,114 cumulative airborne test hours and 426 test flights. At the same time, weight tests came in favourable, showing the plane was {{cvt|500|kg|lb|sigfig=3}} underweight.{{sfn|Norris|Wagner|2001|p=85}}

On 30 June 1994, a fatal crash occurred during certification of the Pratt & Whitney engine when an A330 crashed near Toulouse.{{cite web |title= Accident description |publisher= Aviation-Safety.net |date= 24 January 2011 |url= http://aviation-safety.net/database/record.php?id=19940630-0 |access-date=25 January 2011}} Both pilots and the five passengers died.{{sfn|Norris|Wagner|2001|pp=86–87}} The flight was designed to test autopilot response during a one-engine-off worst-case scenario with the centre of gravity near its aft limit. Shortly after takeoff, the pilots had difficulty setting the autopilot, and the aircraft lost speed and crashed.{{cite magazine |title=A330 crash caused by series of small errors |last=Learmount |first=David |date=10–16 August 1994 |magazine=Flight International |issue=4433 |volume=146 |page=6 |access-date=19 February 2012 |url=http://www.flightglobal.com/pdfarchive/view/1994/1994%20-%201864.html |issn=0161-7370}} An investigation by an internal branch of Direction Générale d'Aviation concluded that the accident resulted from slow response and incorrect actions by the crew during the recovery.{{sfn|Norris|Wagner|2001|p=89}} This led to a revision of A330 operating procedures.{{harnvb|Eden|2008|p=31.}}

File:Airbus A330-301, Air Inter AN0198153.jpg introduced the A330-300 on 17 January 1994 as its launch operator.]]

Air Inter became the first operator of the A330, having put the aircraft into service on 17 January 1994 between Orly Airport, Paris, and Marseille.{{sfn|Norris|Wagner|2001|pp=84–85}} Deliveries to Malaysia Airlines (MAS) and Thai Airways International were postponed to address delamination of the composite materials in the PW4168 engine's thrust reverser assembly. Thai Airways received its first A330 during the second half of the year, operating it on routes from Bangkok to Taipei and Seoul.{{sfn|Eden|2008|p=32}}{{sfn|Norris|Wagner|2001|pp=86, 89}} Cathay Pacific received its Trent 700 A330s following the certification of that engine on 22 December 1994.{{sfn|Norris|Wagner|2001|p=89}} MAS received its A330 on 1 February 1995 and then rescheduled its other ten orders.{{sfn|Eden|2008|p=32}} Its initial range was around 4,000 nautical miles but subsequent refinements increased the range of newer models to 5,000 nautical miles and by 2015, the range was 6,100 nautical miles.

File:Airbus A330-222, Airbus Industrie AN0062031.jpg

In response to a decline in A330-300 sales, increased market penetration by the Boeing 767-300ER, and airline requests for increased range and smaller aircraft, Airbus developed the A330-200.{{sfn|Norris|Wagner|2001|p=91}} Known as the A329 and A330M10 during development, the A330-200 would offer nine per cent lower operating costs than the Boeing 767-300ER.{{sfn|Norris|Wagner|2001|pp=92–93}} The plane was aimed at the {{cvt|11900|km|nmi mi|adj=on|sigfig=3|lk=out}} sector, where Airbus predicted demand for 800 aircraft between 1995 and 2015.{{sfn|Norris|Wagner|2001|pp=92–93}} The project, with US$450{{nbsp}}million in expected development costs, was approved by the Airbus Industrie Supervisory Board on 24 November 1995.{{sfn|Norris|Wagner|2001|pp=92–93}}

File:Airbus A330-202, Canada 3000 AN0170340.jpg was the A330-200's launch operator in April 1998.]]

The A330-200 first flew on 13 August 1997.{{sfn|Norris|Wagner|2001|p=95}} The sixteen-month certification process involved logging 630{{nbsp}}hours of test flights.{{sfn|Norris|Wagner|2001|p=95}} The A330-200's first customer was ILFC; these aircraft were leased by Canada 3000, who became the type's first operator.{{sfn|Norris|Wagner|2001|p=99}}

As Airbus worked on its A330-200, hydraulic pump problems were reported by both A330 and A340 operators. This issue was the suspected cause of a fire that destroyed an Air France A340-200 in January 1994.{{sfn|Norris|Wagner|2001|p=96}} On 4 January of that year, a Malaysia Airlines A330-300, while undergoing regular maintenance at Singapore Changi Airport, was consumed by a fire that started in the right-hand main undercarriage well. The incident caused US$30{{nbsp}}million in damage, and the aircraft took six months to repair.{{sfn|Norris|Wagner|2001|p=96}}{{Cite magazine |title=Airbus issues hydraulic pump warning after A330/340 fires |magazine=Flight International |issue=4557 |volume=151 |page=5 |date=15 January 1997 |url=http://www.flightglobal.com/pdfarchive/view/1997/1997%20-%200111.html?search=Airbus%20issues%20hydraulic%20pump%20warning%20after%20A330/340%20fires |access-date=6 October 2013 |issn=0161-7370}} Consequently, operators were advised to disable electrical pumps in January 1997.{{sfn|Norris|Wagner|2001|p=96}}

; A330-400/600

In 1996, Airbus evaluated a 12-frame stretch which would be able to carry 380 passengers over almost {{cvt|7,000|km|nmi mi}}, the -400, and a "super-stretch" using the A340-600's 22-frame stretch and powered by {{cvt|400|kN|lbf}} engines, the -600.{{cite news |date=28 August – 3 September 1996 |page=54 |url=https://www.flightglobal.com/FlightPDFArchive/1996/1996%20-%202202.PDF |url-status=dead |archive-date=19 May 2017 |archive-url=https://web.archive.org/web/20170519153033if_/https://www.flightglobal.com/FlightPDFArchive/1996/1996%20-%202202.PDF |title=X-tended players |work=Flight International |first1=Max |last1=Kingsley-Jones |first2=Guy |last2=Norris}}

; A330-100/500

In February 2000, it was reported that a 250-seat A330-100 replacement for the A300/A310 could be launched by year end for 2003 deliveries. Shortened and keeping its fly-by-wire cockpit and systems, with a cleaner A300-600 wing with sealed control surfaces and winglets and at least two new engine types among the GE CF6-80, the PW4000 and the A340-500/600's Trent 500 aimed for 5% better SFC than the A300-600.{{cite news |url=https://www.flightglobal.com/news/articles/airbus-accelerates-plans-to-bring-a330-100-into-service-62666/ |title=Airbus accelerates plans to bring A330-100 into service |date=29 February 2000 |work=Flight International |url-status=live |archive-url=https://web.archive.org/web/20180307214304/https://www.flightglobal.com/news/articles/airbus-accelerates-plans-to-bring-a330-100-into-service-62666/ |archive-date=7 March 2018}} Its {{cvt|44.8|m}} wing allowed a {{cvt|173|t|lb}} MTOW and {{cvt|7,770|km|nmi|disp=output only}} ({{cvt|7,770|km|km|disp=output only}}; {{cvt|7,770|km|mi|disp=output only}}) range. In May, the 210-260 seat design had evolved towards keeping the A330 {{cvt|60.3|m}} span wing and engines for a 195 t MTOW and {{cvt|4,500|nmi}} range. Interested customers included Singapore Airlines, Lufthansa and Hapag-Lloyd.{{cite news |url=https://www.flightglobal.com/news/articles/airbus-rethinks-250-seater-to-keep-a330-commonality--65324/ |title=Airbus rethinks 250-seater to keep A330 commonality |date=9 May 2000 |work=Flight International |author=Julian Moxon |url-status=dead |archive-url=https://web.archive.org/web/20180307214327/https://www.flightglobal.com/news/articles/airbus-rethinks-250-seater-to-keep-a330-commonality--65324/ |archive-date=7 March 2018}}

Announced in July at Farnborough Air Show, the -500 first flight was targeted for early 2003 and introduction in early 2004. ILFC would take ten if it was launched and CIT was interested too. The eight-frame shrink would carry 222 in three classes or 266 in two classes. Its initial {{cvt|13,000|km|nmi mi}} range would be followed by derated versions for {{cvt|8,000|km|nmi mi}}.{{Cite news |url=https://www.flightglobal.com/news/articles/airbus-eyes-2004-for-service-entry-of-a330-500-68716/ |title=Airbus eyes 2004 for service entry of A330-500 |date=27 July 2000 |work=Flight International |url-access=subscription |url-status=live |archive-url=https://web.archive.org/web/20180307214403/https://www.flightglobal.com/news/articles/airbus-eyes-2004-for-service-entry-of-a330-500-68716/ |archive-date=7 March 2018}} The market was lukewarm as airlines like Lufthansa, Hapag-Lloyd and Singapore Airlines were unimpressed by the long-range A330-500, favouring a more refined short-range design. Lack of airline demand made lessors interest wane and as ILFC would order as 30 -500s, it would be with converting rights to larger A330-200/300.{{Cite news |url=https://www.flightglobal.com/news/articles/airline-rejections-threaten-a330-500-launch--123656/ |title=Airline rejections threaten A330-500 launch |date=12 December 2000 |first1=Max |last1=Kingsley-Jones |first2=Paul |last2=Lewis |work=Flight International |url-status=dead |archive-url=https://web.archive.org/web/20180307214401/https://www.flightglobal.com/news/articles/airline-rejections-threaten-a330-500-launch--123656/ |archive-date=7 March 2018}}

; A330-200Lite

To compete with Boeing's 7E7 (later 787), Airbus offered a minimum-change derivative called the A330-200Lite in 2004. As the name indicated, this proposed variant would have had a lower maximum takeoff weight of {{Convert|202|t|lb|sigfig=3}}, coupled with de-rated engines, giving a range of {{cvt|7400|km|nmi mi|sigfig=2}}.{{cite magazine |last1=Ionides |first1=Nicholas |last2=Kingsley-Jones |first2=Max |date=15–21 June 2004 |title=SIA widebody decision expected soon |magazine=Flight International |issue=4938 |volume=165 |page=10 |url=http://www.flightglobal.com/pdfarchive/view/2004/2004-09%20-%200981.html |access-date=7 October 2013 |issn=0161-7370}} It was aimed at Singapore Airlines, who had looked to replace its Airbus A310-300s.{{cite web |title= Emergence of 'A330-200 Lite' Unlikely to Impact Existing Values |publisher= Aviationtoday.com |date= 28 June 2004 |url= http://www.aviationtoday.com/manufacturers/boeing/Emergence-of-A330-200-Lite-Unlikely-to-Impact-Existing-Values_3681.html |access-date= 21 February 2011 |url-status= dead |archive-url= https://web.archive.org/web/20110707193135/http://www.aviationtoday.com/manufacturers/boeing/Emergence-of-A330-200-Lite-Unlikely-to-Impact-Existing-Values_3681.html |archive-date= 7 July 2011}}{{Cite news |title= Singapore not ready to buy 7E7 |work=Seattle Post-Intelligencer |date= 26 August 2004 |url= http://www.seattlepi.com/business/article/Singapore-not-ready-to-buy-7E7-1152549.php|access-date=23 February 2011 |first1=James |last1=Wallace}} The variant was also to be a replacement for Airbus A300-600Rs and early Boeing 767s.{{Cite news |agency=Bloomberg News |work=Seattle Times|title=Airbus Looks at Offering Lite A330 To Rival B7E7 |date=29 May 2004 |last=Rothman |first=Andrea |url=https://archive.seattletimes.com/archive/20040529/airbuslite29/airbus-looks-at-offering-lite-a330-to-rival-7e7 |access-date=29 June 2011}} Airlines, however, were not satisfied with the compromised aircraft; the company instead proceeded with an entirely new aircraft, the A350 XWB.{{sfn|Gunston|2009|p=253}}

File:A6-DCA Etihad Airways Airbus A330-243F (31902400564).jpg Cargo in July 2010.]]

Initially, the GE90 was only one of three Boeing 777 options, and GE Aviation then-CEO Brian H. Rowe would have paid for the development of putting it on an A330; however, Airbus' strategy for long-haul was the four-engine A340, missing the market favouring twins.{{cite news |url=https://leehamnews.com/2017/12/14/top-airbus-officials-scoffed-leahys-50-market-share-goal/ |title=Top Airbus officials scoffed at Leahy's 50% market share goal |author=Scott Hamilton |date=14 December 2017 |work=Leeham |access-date=14 December 2017 |archive-url=https://web.archive.org/web/20181129153740/https://leehamnews.com/2017/12/14/top-airbus-officials-scoffed-leahys-50-market-share-goal/ |archive-date=29 November 2018 |url-status=dead}}

Responding to lagging A300-600F and A310F sales, Airbus began marketing the Airbus A330-200F, a freighter derivative of the A330-200, around 2001.{{Cite news |url=http://www.flightglobal.com/news/articles/airbus-aims-to-fill-freighter-void-with-a330-derivative-205407/|title=Airbus aims to fill freighter void with A330 derivative|work=Flightglobal |date=14 March 2006|access-date=7 October 2013}} The freighter has a range of {{cvt|7400|km|nmi mi|adj=on|sigfig=2}} with a {{Convert|65|t|lb|sigfig=2}} payload, or {{cvt|5900|km|nmi mi|sigfig=2}} with {{convert|70|t|lb|sigfig=2}}.{{cite web|title=A330-200F / Range |publisher=Airbus S.A.S. |url=http://www.airbus.com/aircraftfamilies/freighter/a330-200f/performance/|access-date=28 January 2011|url-status=dead |archive-url=https://web.archive.org/web/20110423162153/http://www.airbus.com/aircraftfamilies/freighter/a330-200f/performance/ |archive-date=23 April 2011}} The plane utilises the same nosegear as the passenger version; however, it is attached lower in the fuselage and housed in a distinctive bulbous "blister fairing". This raises the aircraft's nose so that the cargo deck is level during loading, as the standard A330's landing gear results the plane having a nose-down attitude while on the ground.{{cite web|first=Max|last=Kingsley-Jones|title=PICTURES: First Airbus A330-200F shows off nose-gear blister fairing |work=Flightglobal|date=4 August 2009 |url=http://www.flightglobal.com/news/articles/pictures-first-airbus-a330-200f-shows-off-nose-gear-blister-fairing-330563/|access-date=7 October 2013|archive-url= https://web.archive.org/web/20121104041344/https://www.flightglobal.com/news/articles/pictures-first-airbus-a330-200f-shows-off-nose-gear-blister-fairing-330563/|archive-date= 4 November 2012}}

The A330-200F made its maiden flight on 5 November 2009.{{Cite news |last=Kingsley-Jones |first=Max |title=A330-200F touches down after successful maiden flight |work=Flightglobal |date=5 November 2009 |url=http://www.flightglobal.com/news/articles/a330-200f-touches-down-after-successful-maiden-flight-334435/ |access-date=7 October 2013}}{{Cite news |title=Airbus flies new freighter it hopes to build in U.S. |agency=Reuters India |date=6 November 2009 |url=http://in.reuters.com/article/idINIndia-43690620091106 |archive-url=https://web.archive.org/web/20160104172611/http://in.reuters.com/article/idINIndia-43690620091106 |url-status=dead |archive-date=4 January 2016 |access-date=28 January 2011}} This marked the start of a four-month, 180-hour certification programme. JAA and FAA certifications were expected by March the following year although approval by the JAA was delayed until April.{{Cite news |last=Buyck |first=Cathy |title=A330-200F receives EASA Type Certification |work=ATW Online |date=12 April 2010 |url=http://atwonline.com/aircraft-engines-components/news/a330-200f-receives-easa-type-certification-0427 |access-date=30 January 2011}} The first delivery was subsequently made to the Etihad Airways cargo division, Etihad Cargo, in July 2010.{{Cite news |title=Farnborough: Etihad takes delivery of first A330-200F |work=Flightglobal |date=20 July 2010 |url=http://www.flightglobal.com/news/articles/farnborough-etihad-takes-delivery-of-first-a330-200f-344864/ |access-date=7 October 2013 |last=Reals |first=Kerry}}{{Cite news |url=http://www.airlinesanddestinations.com/airlines/airbus-etihad-display-first-customer-a330-200f-freighter-at-farnborough/ |access-date=25 May 2011 |date=20 July 2010 |title=Airbus Hands Over Etihad's First A330-200F Freighter at Farnborough |publisher=Airlinesanddestinations.com |archive-url=https://web.archive.org/web/20181129100154/http://www.airlinesanddestinations.com/airlines/airbus-etihad-display-first-customer-a330-200f-freighter-at-farnborough/ |archive-date=29 November 2018 |url-status=dead }}

On 25 September 2013, at the Aviation Expo China (Beijing Airshow), Airbus announced a new lower weight A330-300 variant, optimised for use on domestic and regional routes in high growth markets with large populations and concentrated traffic flows; China and India were recognised as prime targets.{{cite web|title=Airbus announces lower weight A330 for regional & domestic operations |publisher=Airbus|url=http://www.airbus.com/newsevents/news-events-single/detail/airbus-announces-lower-weight-a330-for-regional-domestic-operations/|access-date=25 September 2013|archive-date=20 March 2017|archive-url=https://web.archive.org/web/20170320061745/http://www.airbus.com/newsevents/news-events-single/detail/airbus-announces-lower-weight-a330-for-regional-domestic-operations/|url-status=dead}} This variant could carry up to 400 passengers.{{cite web|title=Airbus beats Boeing with record sales in 2013|url=https://news.yahoo.com/airbus-beats-boeing-record-sales-2013-130818663.html|publisher=AFP|date=13 January 2014 |archive-url=https://web.archive.org/web/20140114213910/http://news.yahoo.com/airbus-beats-boeing-record-sales-2013-130818663.html |archive-date=14 January 2014 |access-date=4 July 2015 |url-status=dead}} The increased efficiency, however, comes more from the installation of more seats than any weight reduction. On relatively short, yet congested routes, the A330 competes against single-aisle jetliners. While the A330's operating costs in these conditions are not far above those of the Boeing 737 or Airbus A321, the A320neo and 737 MAX promise more efficiency. Where the frequency of flights cannot be increased, using larger aircraft, such as the A330, is the only available option to increase capacity.Perrett, Bradley. "Not Tailor Made". Aviation Week and Space Technology, 14/21 October 2013, p. 26. The first customer for the A330 Regional was announced as Saudia at the 2015 Paris Air Show.{{cite news|last1=LeBeau|first1=Phil|last2=Ranasinghe|first2=Dhara |title=Airbus names first customer of A330 regional jet |url=https://www.cnbc.com/2015/06/15/airbus-names-first-customer-of-a330-regional.html|access-date=28 June 2015 |work=CNBC|date=15 June 2015}} In 2018, the unit cost of an A330-200 was US$238.5M, US$264.2M for an A330-300 and US$241.7M for an A330-200F.{{cite news |title=AIRBUS AIRCRAFT 2018 AVERAGE LIST PRICES* (USD millions) |url=http://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/Airbus-Commercial-Aircraft-list-prices-2018.pdf |date=15 January 2018 |access-date=15 January 2018 |archive-date=13 July 2018 |archive-url=https://web.archive.org/web/20180713142800/https://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/Airbus-Commercial-Aircraft-list-prices-2018.pdf |url-status=dead }}

{{Main|Airbus A330neo}}

File:Airbus A330neo first take-off (cropped).jpg

The A330neo ("neo" for "New Engine Option") is a development from the initial A330 (now A330ceo{{nbsp}}— "Current Engine Option"). A new version with modern engines developed for the Boeing 787 was called for by owners of the current A330. It was launched in July 2014 at the Farnborough Airshow, promising 14% better fuel economy per seat. It will use the larger Rolls-Royce Trent 7000 exclusively. Its two versions are based on the A330-200 and -300: the -800 should cover {{cvt|8,100|nmi|-1}} with 257 passengers while the -900 should cover {{cvt|7,350|nmi|-1}} with 287 passengers. The -900 made its first flight on 19 October 2017, received its EASA type certificate on 26 September 2018, and was first delivered to TAP Air Portugal on 26 November. The -800 made its first flight on 6 November 2018, aiming for a mid 2019 type certification and delivery in the first half of 2020.

File:AIB A330 F-WWCB 29sep14 LFBO-1.jpg

Airbus announced in February 2011 that it intended to raise production rates from seven-and-a-half/eight per month to nine per month in 2012, and ten in 2013.{{cite web |url=http://atwonline.com/aircraft-engines-components/news/airbus-boost-a330-production-10-monthly-2013-0203 |title=Airbus to boost A330 production to ten monthly in 2013 |access-date=5 March 2011 |author=Karp, Aaron |date=4 February 2011 |work=ATW Online}} Production increased to ten aircraft per month in April 2013, the highest for any Airbus wide-body aircraft.{{Cite news |title=A330 production at 10 per month |url=http://www.airbus.com/newsevents/news-events-single/detail/a330-production-rate-reaches-10-per-month-to-meet-strong-global-market-demand/ |publisher=Airbus |date=4 April 2013 |access-date=17 May 2013 |archive-date=27 September 2016 |archive-url=https://web.archive.org/web/20160927052019/http://www.airbus.com/newsevents/news-events-single/detail/a330-production-rate-reaches-10-per-month-to-meet-strong-global-market-demand/ |url-status=dead }} In 2012, Airbus expected the A330 to continue selling until at least 2020,{{Cite news |last=Polek |first=Gregory |title=Airbus eyes year end horizon to solve ets row with China |publisher=AIONLINE |date=16 July 2012 |url=http://www.ainonline.com/aviation-news/ain-air-transport-perspective/2012-07-16/airbus-eyes-year-end-horizon-solve-ets-row-china |access-date=7 November 2012 |archive-date=21 September 2012 |archive-url=https://web.archive.org/web/20120921024145/http://www.ainonline.com/aviation-news/ain-air-transport-perspective/2012-07-16/airbus-eyes-year-end-horizon-solve-ets-row-china |url-status=dead }} with the A350-900 expected to replace the A330-300.{{Cite news |last=Kingsley-Jones |first=Max |url=http://www.flightglobal.com/news/articles/analysis-what-does-boeing39s-777x-mean-for-airlines-and-396751/ |title=ANALYSIS: What does Boeing's 777X mean for airlines and Airbus? |publisher=Airline Business |date=27 March 2014 |work=Flightglobal.com |access-date=1 September 2014}}

On 19 July 2013, Airbus delivered its 1000th A330 to Cathay Pacific.{{cite web |last=Hofmann |first=Kurt |date=19 July 2013 |title=Airbus delivers 1,000th A330 to Cathay Pacific |url=http://atwonline.com/airframes/airbus-delivers-1000th-a330-cathay-pacific |work=Air Transport World |publisher=Penton |access-date=23 July 2013}} The A330 became the first Airbus wide-body airliner to reach 1,000 deliveries, and the fourth wide-body to achieve the milestone after the Boeing 747, 767, and 777.{{cite web |last=Dunlop |first=Michelle |title=Airbus jabs at Boeing's 787, celebrates 1,000th A330 delivery |url=http://www.heraldnet.com/article/20130719/BLOG01/130719821 |date= 19 July 2013 |work=HeraldNet |access-date=23 July 2013}} As of May 2025, a total of 1,479 A330ceos had been ordered, with 1,472 delivered.

In December 2014, Airbus announced that it would reduce A330 production to nine aircraft per month from ten, because of falling orders. Airbus did not rule out any further production cuts. The announcement led to an immediate drop in Airbus Group's stock price because the company derived a significant percentage of its cash flow and net profit from the A330 program; the A330's financial impact was magnified amid problems in the A350 and A380 programs.{{cite news |last=Wall |first=Robert |title=Airbus plans to cut A330 output |work=Wall Street Journal |date=11 December 2014 |page=B3}} In February 2015, Airbus announced another production rate cut to six aircraft per month in the first quarter of 2016.{{cite news |title=Airbus to cut A330 production rate as ramps up A320 |work=Reuters |url=https://www.reuters.com/article/airbus-group-results-production-idUSFWN0W009O20150227|access-date=4 August 2015}} This would extend A330ceo production to July 2017, allowing for a smooth transition to A330neo production, which was set to start in spring 2017.{{cite web|title=Airbus Says Adjusted A330 Rate Is Sustainable Even Without China Order |url=http://m.aviationweek.com/paris-air-show-2015/airbus-says-adjusted-a330-rate-sustainable-even-without-china-order |work=aviationweek.com |access-date=31 August 2016 |archive-url=https://web.archive.org/web/20150928082108/http://m.aviationweek.com/paris-air-show-2015/airbus-says-adjusted-a330-rate-sustainable-even-without-china-order|archive-date=28 September 2015|url-status=dead}} In February 2016, Airbus announced it would re-increase the production rate from 6 to 7 per month, in response to new A330 orders.{{cite web |url=http://www.airbus.com/newsevents/news-events-single/detail/the-a330s-continued-commercial-success-leads-to-a-new-production-rate-increase/ |title=The A330's continued commercial success leads to a new production rate increase |publisher=Airbus |access-date=31 August 2016}}

In April 2018, as a result of weakening demand, Airbus announced further rate cuts to 4-5 aircraft a month (50 per year) in 2019.{{Cite news|url=https://www.flightglobal.com/news/articles/airbus-to-trim-a330-output-but-seeks-higher-a320-rat-448102/|title=Airbus to trim A330 output but seeks higher A320 rates|date=27 April 2018|work=Flightglobal.com|language=en-GB}} In 2019, Airbus delivered 53 A330s (including 41 A330neos), including some delayed from 2018, and was set to reach a rate of 40 per year, to reflect softer demand for wide-bodies, as the backlog reached 331 (including 293 A330neos) − or {{#expr:331/40round1}} years' worth of production.{{cite news |url= https://www.flightglobal.com/programmes/airbus-to-cut-a330-output-and-keep-a350-rate-level/136729.article |title= Airbus to cut A330 output and keep A350 rate level |author= David Kaminski-Morrow |date= 13 February 2020 |work= Flightglobal}}

The last A330-200 was delivered to OpenSkies (operating for LEVEL) on 1 October 2019, registered F-HLVN (subsequently reregistered EC-NNH in 2021).

The last A330-300 built was registered EI-EIN and flown to Brussels Airport on 28 February 2020; Aer Lingus took delivery on 4 March 2020. At the time, four completed A330-300s for troubled Hong Kong Airlines were still undelivered.

A330 MRTT/KC-30B and BelugaXL production both continue alongside that of the A330neo.{{cite news |url= https://www.ch-aviation.com/portal/news/86961-aer-lingus-takes-delivery-of-worlds-last-new-build-a330-300 |title= Aer Lingus takes delivery of world's last new-build A330-300 |date= 4 March 2020 |work= ch-aviation}}

The COVID-19 pandemic reduced demand for new jets in 2020, and Airbus cut its monthly production from 4.5 to 2 A330s.{{cite news |url= https://www.flightglobal.com/airframers/more-aircraft-production-rate-cuts-coming-perhaps-analysts-say/140826.article |title= More aircraft production rate cuts coming? Perhaps, analysts say |author= Jon Hemmerdinger |date= 27 October 2020 |work= Flightglobal}}

In September 2020, the A330 reached a milestone of 1500 deliveries, Airbus's first twin-aisle aircraft to do so, and the third overall after the Boeing 747 and 777.{{Cite news |url= https://www.airbus.com/newsroom/news/en/2020/10/the-a330-family-legacy-continues-with-the-1500th-delivery.html/ |title= The A330 Family legacy continues with the 1,500th delivery |date= 12 October 2020 |publisher=Airbus Commercial Aircraft}}{{cite news |last1=Kaminski-Morrow |first1=David |title=A330 joins exclusive club of 1,500 twin-aisle deliveries |url=https://www.flightglobal.com/air-transport/a330-joins-exclusive-club-of-1500-twin-aisle-deliveries/140668.article |work=Flight Global |date=18 October 2020 |language=en}}

File:cyprus airways a330-200 5b-dbs arp.jpg and 30° wing sweep|alt=The undercarriage of an A330 have been retracted, showing an underside view of an A330 during flight. Under each wing is a turbofan engine.]]

File:Aer Lingus A330-200 Economy cabin EI-DAA.jpg

File:A330 Cockpit.jpg A330/A340 retains the A320's six-screen glass cockpit.|alt=Cockpit of the A330. All instruments and displays are switched on. Two seats occupy both sides of the cockpit, separated by a centre console.]]

The A330 is a medium-size, wide-body aircraft, with two engines suspended on pylons under the wings. A two-wheel nose undercarriage and two four-wheel bogie main legs built by Messier-Dowty support the aeroplane on the ground. Its MTOW grew from {{Convert|212|t|lb|sigfig=3}} at introduction to {{Convert|242|t|lb|sigfig=3}} in 2015, enhancing its payload-range performance.{{cite web |title=The A330 Family |url=http://www.airbus.com/presscentre/presskits/?eID=maglisting_push&tx_maglisting_pi1%5BdocID%5D=108546 |publisher=Airbus |date=May 2016 |url-status=dead |archive-url= https://web.archive.org/web/20160816185022/http://www.airbus.com/presscentre/presskits/?eID=maglisting_push&tx_maglisting_pi1%5BdocID%5D=108546 |archive-date=16 August 2016}} John Leahy states that originally the A330 was intentionally being held down in takeoff weight and performance in order to avoid overlapping with the A340.{{cite news |url= https://leehamnews.com/2018/01/12/time-unwind-get-healthy-eat-right-avoid-jet-lag-says-airbus-leahy/ |title= It's time to unwind, get healthy, eat right and avoid jet lag, says Airbus' Leahy |date= 12 January 2018 |work= Leeham}}

The airframe of the A330 features a low-wing cantilever monoplane with a wing virtually identical to that of the A340-200/300. On the A330-300, one engine is installed at the inboard pylon while the outboard pylon position is not used; for the A340-300, both engine pylons are used, which allows the A340-300 wing to sustain a higher (wing-limited) MTOW. This is as the A340's two engines at each wing provide a more equal force distribution (engine weight) over the wing, while also the total engine weight counteracting moment is located more outboard with more engine weight located further outboard on the wing, hence the wing root bending moment with equal TOW is less on the A340-300 than on the A330-300. The A340 has a longer range and heavier payload, while the A330 has better fuel economy over the same distance.{{cite news |url= https://leehamnews.com/2018/01/12/time-unwind-get-healthy-eat-right-avoid-jet-lag-says-airbus-leahy/ |title= It's time to unwind, get healthy, eat right and avoid jet lag, says Airbus' Leahy |date= 12 January 2018 |work= Leeham}}{{Cite web |last=LoProto |first=Mark |date=29 May 2024 |title=Everything You Need To Know About The Airbus A330 And A340 Passenger Jets |url=https://www.slashgear.com/1586922/everything-to-know-airbus-a330-a340/ |access-date=11 November 2024 |website=SlashGear |language=en-US}}{{Bsn|reason=Not sure if current source is a RS (WP:NOTRS).|date=November 2024}}

The wings were designed and manufactured by BAe, which developed a long slender wing with a very high aspect ratio to provide high aerodynamic efficiency.{{sfn|Norris|Wagner|2001|pages=50–51}}{{efn|The higher the aspect ratio, the greater the aerodynamic efficiency.{{cite web|url=http://www.grc.nasa.gov/WWW/K-12/airplane/geom.html|publisher=NASA|access-date=17 March 2011|title=Wing Geometry Definitions|quote=A higher aspect ratio wing has a lower drag and a slightly higher lift than a lower aspect ratio wing.}}}} The wing is swept back at 30 degrees and, along with other design features, allows a maximum operating Mach number of 0.86.{{sfn|Norris|Wagner|2001|p=50}}{{Cite web |url=https://www.airbus.com/aircraft/passenger-aircraft/a330-family/a330-300.html |title=Airbus A330-300 |publisher= Airbus |access-date= 6 November 2018 }} To reach a long span and high aspect ratio without a large weight penalty, the wing has relatively high thickness-to-chord ratio of 11.8%{{cite web |url= https://www.fzt.haw-hamburg.de/pers/Scholz/arbeiten/TextCiornei.pdf |title= Mach number, relative thickness, sweep and lift coefficient of the wing – An empirical investigation of parameters and equations |author= Simona Ciornei |date= 31 May 2005 |publisher= Hamburg University of Applied Sciences}} or 12.8%.{{sfn|Gunston|2009|p=195}}{{efn|This is the thickness to chord ratio of the early Airbus A340 variants, which share the same wing with the A330.}} Jet airliners have thickness-to-chord ratios ranging from 9.4% (MD-11 or Boeing 747) to 13% (Avro RJ or 737 Classic).{{cite web |url= https://booksite.elsevier.com/9780340741528/appendices/data-a/default.htm |title=Aircraft Data File |publisher= Elsevier |work= Civil Jet Aircraft Design |date= July 1999}} Each wing also has a {{cvt|2.74|m|adj=on|sigfig=3}} tall winglet instead of the wingtip fences found on earlier Airbus aircraft.{{sfn|Norris|Wagner|2001|p=31}}

The shared wing design with the A340 allowed the A330 to incorporate aerodynamic features developed for the former aircraft.{{sfn|Gunston|2009|p=188}} The failure of International Aero Engines' radical ultra-high-bypass V2500 "SuperFan", which had promised around 15 per cent fuel burn reduction for the A340, led to multiple enhancements including wing upgrades to compensate.{{sfn|Norris|Wagner|2001|p=31}}{{sfn|Gunston|2009|p=197}} Originally designed with a {{cvt|56|m|sigfig=2}} span, the wing was later extended to {{cvt|58.6|m|sigfig=2}} and finally to {{cvt|60.3|m|sigfig=2}}.{{sfn|Norris|Wagner|2001|p=31}} At {{cvt|60.3|m|ft|sigfig=2}}, the wingspan is similar to that of the larger Boeing 747-200, but with 35 per cent less wing area.{{sfn|Norris|Wagner|2001|p=50}}

The A330 and A340 fuselage is based on that of the Airbus A300-600, with many common parts, and has the same external and cabin width: {{cvt|5.64|m|sigfig=2}} and {{cvt|5.26|m|sigfig=2}}.{{Cite web |url=https://www.airbus.com/aircraft/passenger-aircraft/a330-family/a330-200.html |title=Airbus A330-200 |publisher= Airbus |access-date= 6 November 2018 }} Typical seating arrangements are 2–2–2 six-abreast in business class and 2–4–2 eight-abreast in economy class. The fin, rudder, elevators, horizontal tail plane (used as fuel tank), flaps, ailerons, and spoilers are made of composite materials, making 10% of the structure weight.{{cite web |title= Composites in Airbus |publisher= Airbus |work= Global Investor Forum |date= 2008 |url= https://www.airbusgroup.com/dam/assets/airbusgroup/int/en/investor-relations/documents/2008/presentations/GIF2008/gif2008_workshop_composites_hellard.pdf |access-date= 21 September 2016 |archive-url= https://web.archive.org/web/20161004204641/https://www.airbusgroup.com/dam/assets/airbusgroup/int/en/investor-relations/documents/2008/presentations/GIF2008/gif2008_workshop_composites_hellard.pdf |archive-date= 4 October 2016 |url-status= dead}} When necessary, the A330 uses the Honeywell 331–350C auxiliary power unit (APU) to provide pneumatics and electrical power.{{cite web|url=https://commerce.honeywell.com/webapp/wcs/stores/servlet/ECategoryDisplay?catalogId=10101&storeId=10651&categoryId=32443&langId=-1 |title=Product Catalog |publisher=Honeywell |access-date=18 November 2010 |url-status=dead |archive-url=https://web.archive.org/web/20110712215914/https://commerce.honeywell.com/webapp/wcs/stores/servlet/ECategoryDisplay?catalogId=10101&storeId=10651&categoryId=32443&langId=-1 |archive-date=12 July 2011}}

The A330 shares the same glass cockpit flight deck layout as the A320 and the A340, featuring electronic instrument displays rather than mechanical gauges.{{cite web|title=A330 Family / cockpit|publisher=Airbus S.A.S. |url=http://www.airbus.com/aircraftfamilies/passengeraircraft/a330family/commonality/|access-date=2 March 2011|url-status=dead|archive-url=https://web.archive.org/web/20110130024020/http://www.airbus.com/aircraftfamilies/passengeraircraft/a330family/commonality/ |archive-date=30 January 2011}} Instead of a conventional control yoke, the flight deck features side-stick controls, six main displays, and the Electronic Flight Instrument System (EFIS), which covers navigation and flight displays, as well as the Electronic Centralised Aircraft Monitor (ECAM).{{cite web |url=http://www.aerospace-technology.com/projects/a330/ |title=Airbus A330 Wide-Bodied Medium/Long-Range Twin-Engine Airliner, Europe |publisher=Aerospace-technology.com |access-date=31 January 2011}}{{Unreliable source?|reason=domain on WP:BLACKLIST|date=June 2016}}{{cite web |url=http://www.smartcockpit.com/data/pdfs/plane/airbus/A330/misc/A330_Flight_Deck_and_Systems_Briefing_For_Pilots.pdf |archive-url=https://web.archive.org/web/20091228233548/http://www.smartcockpit.com/data/pdfs/plane/airbus/A330/misc/A330_Flight_Deck_and_Systems_Briefing_For_Pilots.pdf |url-status=dead |archive-date=28 December 2009 |access-date=4 July 2015 |title=A330 Flight deck and systems briefing for pilots |publisher=Airbus S.A.S. |page=173 |date=March 1999}} Apart from the flight deck, the A330 also has the fly-by-wire system common to the A320 family, the A340, the A350, and the A380. It also features three primary and two secondary flight control systems, as well as a flight envelope limit protection system which prevents manoeuvres from exceeding the aircraft's aerodynamic and structural limits.

Airbus intended the A330 to compete in the Extended-range Twin-engine Operation Performance Standards (ETOPS) market, specifically with the Boeing 767.{{sfn|Wensveen|2007|p=65}} (ETOPS is a standard that allows longer range flights away from a diversion airport for aircraft that have met special design and testing standards.) Instead of the "ETOPS out of the box" or "Early ETOPS" approach taken by Boeing with its 777,{{efn|This meant that the Boeing 777 was certified for 180-minutes ETOPS from the first day of service. As a result, the aircraft could be 180{{nbsp}}minutes (3{{nbsp}}hours) of flying time from a diversionary airport during transoceanic services.}} Airbus gradually increased ETOPS approval on the A330 using in-service experience. Airbus suggested that the A340 and the A330 were essentially identical except for their engine number, and that the A340's experience could be applied to the A330's ETOPS approval.{{Cite book |last=Pandey |first=Mohan |title=How Boeing Defied the Airbus Challenge |publisher=CreateSpace |date=2010 |location= North Charleston, South Carolina| isbn=978-1-4505-0113-2 |pages=71–72}} The plans were for all three engine types to enter service with 90-minute approval, before increasing to 120 minutes after the total A330 fleet accumulated 25,000 flight hours, and then to 180 minutes after 50,000 flight hours, in 1995.{{sfn|Norris|Wagner|2001|p=81}}{{efn|After a total of 25,000 airborne hours, the A330 would be allowed a maximum of 120{{nbsp}}minutes (2{{nbsp}}hours) of flight time from a diversionary airport. After 50,000{{nbsp}}hours, the limit would be raised to 180{{nbsp}}minutes (3{{nbsp}}hours).}} Aer Lingus and Cathay Pacific were two important airlines assisting Airbus in this endeavour by building up in-service flight hours on over-ocean flights.{{sfn|Cole|2000|pages=37, 41}} In November 2009, the A330 became the first aircraft to receive ETOPS–240 approval, which has since been offered by Airbus as an option.{{Cite press release|url=http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/a330-is-first-airliner-to-be-certified-for-etops-beyond-180-minutes/|title=A330 is first airliner to be certified for ETOPS 'beyond 180 minutes' |publisher=Airbus S.A.S. |date=12 November 2009 |access-date=2 July 2011|archive-date=3 October 2012|archive-url=https://web.archive.org/web/20121003091832/http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/a330-is-first-airliner-to-be-certified-for-etops-beyond-180-minutes/|url-status=dead}}

{{as of|2024|9}}, the global A330 fleet of 1,471 aircraft had 12 years average aircraft age (≈2.5 years for A330neo), opened more than 350 new city pairs since the launch of the Boeing 787 in 2011, and accumulated more than 65{{nbsp}}million flight hours since its entry into service with 99.2% operational reliability.{{cite news |orig-date=30 September 2024 |title=A330 FAMILY: POWERING INTO THE FUTURE |url=https://www.airbus.com/sites/g/files/jlcbta136/files/2024-10/Airbus-A330-Family-Facts-and-Figures-October%202024.pdf |publisher=Airbus}}

With the launch of Airbus A330neo, the existing members of the Airbus A330 family (A330-200, 200F, 300, and MRTT) received the Airbus A330ceo ("current engine option") name.{{citation needed|date=July 2014}}

File:F-WWCB A330-203 Airbus Industrie TLS 27SEP13 (9972134676).jpg

The A330-200 is a shortened, longer-range variant, which entered service in 1998 with Canada 3000. The typical range with 253 passengers in a three-class configuration is {{cvt|13400|km|nmi mi|sigfig=3}}. The A330-200 is ten fuselage frames shorter than the original −300, with a length of {{cvt|58.82|m|ftin|sigfig=3}}.{{sfn|Henley|1998|p=36}} To compensate for the smaller moment arm of the shorter fuselage, the vertical stabiliser height of the -200 was increased by {{cvt|104|cm|in|sigfig=3}}.{{sfn|Norris|Wagner|2001|p=94}} The −200's wing was also modified; structural strengthening of the wing allowed the maximum takeoff weight of the −200 to be increased to {{convert|229.8|t|lb|sigfig=3}}.{{sfn|Norris|Wagner|2001|p=94}} The −200 is offered with three engine types similar to those found on the −300, namely the General Electric CF6-80E, Pratt & Whitney PW4000, or Rolls-Royce Trent 700. Airbus also boosted fuel capacity to {{cvt|139090|L|USgal impgal|lk=out}} by adding the centre section fuel tank, standard in the A340.{{sfn|Norris|Wagner|2001|p=95}}

A new vertical stabiliser was introduced in 2004 beginning with MSN 555. This newer fin is shorter in height by {{cvt|50|cm|in|sigfig=2}}{{cite web |url=http://www.airbus.com/fileadmin/media_gallery/files/tech_data/AC/Airbus-AC-A330-20140101.pdf |title=A330: Airplane characteristics for airport planning |publisher=Airbus S.A.S. |date=1 January 2014 |access-date=20 September 2015 |archive-date=27 September 2016 |archive-url=https://web.archive.org/web/20160927051539/http://www.airbus.com/fileadmin/media_gallery/files/tech_data/AC/Airbus-AC-A330-20140101.pdf |url-status=dead}} and was derived from the design of the vertical stabiliser of the A340-500 and -600, later becoming standard on all new A330-200s.{{cite web|url=http://www.airliners.net/aviation-forums/tech_ops/read.main/293053|title=A330 Various Tail Heights |work=Airliners.net |access-date=20 September 2015}}

In 2008, Airbus released plans for a higher gross weight version of the A330-200 to more effectively compete against the Boeing 787 Dreamliner.{{Cite magazine |title=Airbus to offer heavier A330 against delayed 787 |url=http://www.flightglobal.com/articles/2008/09/10/315762/airbus-to-offer-heavier-a330-against-delayed-787.html|archive-url=https://web.archive.org/web/20080915082438/http://www.flightglobal.com/articles/2008/09/10/315762/airbus-to-offer-heavier-a330-against-delayed-787.html|archive-date=15 September 2008|date=10 September 2008|magazine=Flightglobal}} The new-build A330-200HGW had a 5 tonne increase in Maximum Takeoff Weight, allowing a {{Convert|560|km|nmi mi|sigfig=3}} range increase and a {{Convert|3.4|t|lb|sigfig=3}} payload increase.{{cite news|title= A330 Family: Technology|newspaper=Airbus |publisher=Airbus S.A.S. |url=http://www.airbus.com/aircraftfamilies/passengeraircraft/a330family/technology-and-innovation/|access-date=6 July 2011}} Korean Air became the first customer on 27 February 2009 with an order for six −200HGWs. Deliveries of the first aircraft started in 2010.{{Cite press release|title=Korean Air orders six more A330-200s |publisher=Airbus S.A.S. |date=27 February 2009 |url=http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/korean-air-orders-six-more-a330-200s/|access-date=21 May 2011}}

In mid 2012, Airbus proposed another version of the −200 with the maximum gross weight increased by {{cvt|2|t|lb}} to {{cvt|240|t|lb}}. This version had its range extended by {{cvt|270|nmi}} and carried {{cvt|2.5|t|lbs}} more payload. It saw engine and aerodynamic improvements reducing its fuel burn by about 2%. In November 2012, it was announced that the gross weight was to be further increased to {{cvt|242|t|lb}} with the range extended by {{cvt|350|nmi}} over the {{cvt|238|t|lb}} version. It was certified by the EASA on 8 September 2015.{{cite press release |url= http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/a330-200-with-increased-range-receives-easa-certification/ |title= New A330 242 tonne version flies up to 15 hours non-stop |date= 8 September 2015 |publisher= Airbus}}

As a result of its vastly increased range while still maintaining the fuel efficiency of the larger A330-300, the A330-200 came into internal competition with the initial A340 variants; the A330-200 proved much more popular than the A340-200 which carried fewer passengers and its only advantage was an extra range of {{convert|2000|mi}} that most airline routes did not need; the A330-200 managed to approach (though not match) the range of the A340-300 which did have a higher passenger capacity. This in turn led to Airbus making significant changes for subsequent A340 variants for significantly increased capacity and further range to distinguish the resultant A340-500/600 from the A330 family.{{cite web | url=https://www.slashgear.com/1586922/everything-to-know-airbus-a330-a340/ | title=Everything You Need to Know About the Airbus A330 and A340 Passenger Jets | date=29 May 2024 }} The A330−200 competes with the Boeing 767-400ER{{Cite book|last=Norris |first=Guy and Mark Wagner|title=Modern Boeing Jetliners|publisher=MBI Publishing|year=1999|location=St. Paul, Minnesota|isbn=978-0-7603-0717-5|page=117|quote=The results of the Airbus studies produced...ultimately the A330-200. Airbus outlined an aircraft capable of carrying 256 passengers over a range of {{cvt|6,400|nmi}} with, it claimed, up to 9% lower operating costs than the 767-300ER...The new A330-200 caused Boeing to take another look at its 767 plans...|chapter=767: Stretching and Growing}} and the new 787-8.{{Cite news|last= Regan|first=James and Tim Hepher|title=Airbus ups A330 output, revokes freighter order|work=Reuters India |date=3 February 2011 |url=http://in.reuters.com/article/idINIndia-54636020110203|archive-url=https://web.archive.org/web/20160104172611/http://in.reuters.com/article/idINIndia-54636020110203|url-status=dead|archive-date=4 January 2016|access-date=16 March 2011|quote=European planemaker Airbus confirmed plans on Thursday for a 25 percent increase in production of its A330 long-range aircraft as it cashes in on delays to the Boeing 787 Dreamliner.}}

In 1998, a newly delivered -200 was valued US$94{{nbsp}}million, rose over $100{{nbsp}}million in 2005 but lowered at almost $75{{nbsp}}million in 2019 as the market favours the -300 and the A330neo.{{cite news |url= http://www.aircraftvaluenews.com/a330-200-new-values-deteriorate-over-last-five-years/ |title= A330-200 New Values Deteriorate Over Last Five Years |author= Aircraft Value News |date= 18 March 2019}} The 2018 list price was US$238.5{{nbsp}}million. {{As of|2024|4}}, 661 of the −200 had been ordered, 656 of which had been delivered, with 572 aircraft in operation.

File:Airbus A330-200F Turkish AL (THY) F-WWCB - MSN 1418 - Named Trakya - Will be TC-JDS (9743170846) (cropped).jpg

The A330-200F is an all-cargo derivative of the A330-200 capable of carrying {{cvt|65|t|lb|sigfig=2}} over {{cvt|7400|km|nmi mi|sigfig=2}} or {{cvt|70|t|lb|sigfig=2}} up to {{cvt|5900|km|nmi mi|sigfig=2}}. To overcome the standard A330's nose-down body angle on the ground, the A330F uses a revised nose undercarriage layout to provide a level deck during cargo loading. The normal A330-200 undercarriage is used, but its attachment points are lower in the fuselage, thus requiring a distinctive blister fairing on the nose to accommodate the retracted nose gear. Power is provided by two Pratt & Whitney PW4000 or Rolls-Royce Trent 700 engines. General Electric does not offer an engine for the A330-200F.{{Cite news |title=GE drops A330-200F plan and opens door to P&W |work=Flightglobal |date=15 June 2007 |url=http://www.flightglobal.com/articles/2007/06/15/214692/ge-drops-a330-200f-plan-and-opens-door-to-pw.html |archive-url=https://web.archive.org/web/20071023215207/http://www.flightglobal.com/articles/2007/06/15/214692/ge-drops-a330-200f-plan-and-opens-door-to-pw.html |archive-date=23 October 2007 |access-date=10 November 2010}}

And unlike the passenger variant, the A330-200F does not offer a centre tank as a standard equipment in order to save the weight of the inerting system, reducing fuel capacity by 41,560 litres. However, it is still offered as an optional equipment per customer needs.{{cite web|url=https://www.flightglobal.com/airbuss-general-freight-hauler-a330-200f-technical-description/93631.article |title=Airbus's general freight hauler: A330-200F technical description }}

{{As of|2020|12|post=,}} Airbus had delivered 38 aircraft with no outstanding orders. The list price is $241.7{{nbsp}}million. As well as new-build freighters, Airbus has proposed passenger-to-freighter conversions of existing −200 airliners.{{cite web|url=http://www.flightglobal.com/articles/2010/07/21/344898/farnborough-qatar-fires-warning-shot-at-airbus-over-a330.html|archive-url=https://web.archive.org/web/20100724055533/http://www.flightglobal.com/articles/2010/07/21/344898/farnborough-qatar-fires-warning-shot-at-airbus-over-a330.html|archive-date=24 July 2010|date=21 July 2010|title=Farnborough: Qatar fires warning shot at Airbus over A330 conversions|first=Max|last=Kingsley-Jones|work=Flight Daily News}} The A330-200F is sized between the 767-300F and 777F,{{cite web |url=http://www.flightglobal.com/news/articles/airbuss-general-freight-hauler-a330-200f-technical-342231/ |first=Max|last=Kingsley-Jones |title=Airbus's general freight hauler: A330-200F technical description |work=Flightglobal |date=20 May 2010 |access-date=7 October 2013}}{{cite web |url=http://www.topspeed.com/aviation/aviation-reviews/boeing/1995-2010-boeing-767-300f-ar87421.html |first=Julia |last=Baciu |title=1995–2010 Boeing 767-300F |work=topspeed.com |date=4 June 2010 |access-date=11 December 2011}} but trails both Boeing models in orders and deliveries.{{cite web |url=http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=777&optReportType=AllModels&cboAllModel=777&ViewReportF=View+Report |title=777 Model Orders and Deliveries summary |work=Boeing |date=September 2014 |access-date=6 October 2014 |archive-date=31 October 2015 |archive-url=https://web.archive.org/web/20151031013801/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=777&optReportType=AllModels&cboAllModel=777&ViewReportF=View+Report |url-status=dead }}{{cite web |url= http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=767&optReportType=AllModels&cboAllModel=767&ViewReportF=View+Report |title= 767 Model Orders and Deliveries summary |publisher= Boeing |date= September 2014 |access-date= 4 October 2013 |archive-date= 31 December 2015 |archive-url= https://web.archive.org/web/20151231204821/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=767&optReportType=AllModels&cboAllModel=767&ViewReportF=View+Report |url-status= dead }}

File:Airbus A330-302 cn 181 F-WWKA 16Jun95 (RJF).jpg and its affiliates until 2020.]]

{{Redirect|A333|the road in England|A333 road}}

File:Cebu Pacific (RP-C3348) Airbus A330-343 arriving at Sydney Airport.jpg used to commission a fleet of A330-300 aeroplanes that were configured with an all-economy 436-seat cabin, making them the "densest" A330-300 ever.]]

Powered by two General Electric CF6-80E1, Pratt & Whitney PW4000, or Rolls-Royce Trent 700 engines, the {{cvt|63.69|m|ftin|sigfig=3}} long −300 has a range of {{cvt|11,750|km|nmi mi}}, typically carries 277 passengers with a 440 exit limit and 32 LD3 containers. It received European and American certification on 21 October 1993 after 420 test flights over 1,100{{nbsp}}hours.{{cite press release |url= http://www.airbus.com/newsevents/news-events-single/detail/a330-300-certification/ |title= A330-300 certification |date= 21 October 1993 |publisher= Airbus |url-status= dead |archive-url= https://web.archive.org/web/20170224051709/http://www.airbus.com/newsevents/news-events-single/detail/a330-300-certification/ |archive-date= 24 February 2017}} The −300 entered service on 16 January 1994.{{sfn|Norris|Wagner|2001|p=85}} The A330-300 is based on a stretched A300 fuselage but with new wings, stabilisers and fly-by-wire systems.

In 2010, Airbus offered a new version of the −300 with the maximum gross weight increased by two tonnes to 235{{nbsp}}tonnes. This enabled {{cvt|120|nmi}} extension of the range as well as 1.2-tonne increase in payload.{{cite web |url=http://www.flightglobal.com/news/articles/airbus-poised-to-launch-higher-weight-a330-300-350165/ |access-date=7 October 2013 |title=Airbus poised to launch higher-weight A330-300 |date=25 November 2010 |first=Olivier |last=Bonnassies |work=Flightglobal}} In mid 2012, Airbus proposed another increase of the maximum gross weight to 240{{nbsp}}tonnes. It is planned to be implemented by mid 2015. This −300 version will have the range extended by {{cvt|400|nmi}} and will carry 5{{nbsp}}tonnes more payload. It will include engine and aerodynamic improvements reducing its fuel burn by about 2%.{{cite news |url=http://www.aspireaviation.com/2012/07/10/airbus-is-right-on-a330-improvement-strategy/ |title=Airbus is right on A330 improvement strategy |date=10 July 2012 |access-date=5 November 2012 |work=aspireaviatio |author=Daniel Tsang}} In November 2012, it was further announced that the gross weight will increase from 235 to 242{{nbsp}}tonnes, and the range will increase by {{cvt|500|nmi|sigfig=3}} to {{cvt|6100|nmi|sigfig=3}}. Airbus is also planning to activate the central fuel tank for the first time for the −300 model.{{cite news |url=http://www.flightglobal.com/news/articles/airbus-to-raise-a330-take-off-weight-and-fuel-capacity-379583/ |title=Airbus to raise A330 take-off weight and fuel capacity |date=29 November 2012 |work=Flightglobal |author=David Kaminski-Morrow |access-date=4 January 2012}}

As of December 2020, a total of 779 of the -300 had been ordered, 771 of which had been delivered, with 742 in operation. The 2015 list price is $264{{nbsp}}million. The closest competitors have been the Boeing 777-200, 787-9, and the now out-of-production McDonnell Douglas MD-11.{{cite magazine |last=Learmount |first=David |url=http://www.flightglobal.com/pdfarchive/view/1990/1990%20-%202625.html |magazine=Flight International |issue=4232 |volume=138 |date=5–11 September 1990 |access-date=1 September 2015 |page=115 |title=Mass Market |issn=0161-7370}}

File:Delta Air Lines, N822NW, Airbus A330-302 (24661682692) (2).jpg in May 2015.]]

In 2000, it was reported that Airbus was studying an A330-300 version with a higher gross weight. It was named A330-300HGW and had a takeoff weight of {{convert|240|t|lb|sigfig=2}}, {{convert|7|t|lb|sigfig=2}} greater than the -300's weight at the time. The version would have a strengthened wing and additional fuel capacity from a {{convert|41600|L|USgal|adj=on|sigfig=3}} centre section fuel tank. The A330-300HGW's range was increased to over {{cvt|11000|km|nmi mi|sigfig=3}}. Among those that showed interest was leasing company ILFC, which sought airliners that could fly from the US West Coast to Europe.{{Cite magazine |title=Longer-range A330-300 studied |url=http://www.flightglobal.com/pdfarchive/view/2000/2000-1%20-%200487.html |magazine=Flight International |issue=4740 |volume=159 |page=11 |date=1–7 August 2000 |access-date=31 January 2011 |issn=0161-7370 |url-status=dead |archive-url=https://web.archive.org/web/20130513173103/http://www.flightglobal.com/pdfarchive/view/2000/2000-1%20-%200487.html |archive-date=13 May 2013}}

Power was to be supplied by all three engines offered to A330-200 and A330-300 with lower gross weight. Airbus also considered using the new Engine Alliance GP7000 engine for the A330-300HGW, which would have been the engine's first twinjet application. The −300HGW was to enter airline service in 2004. However, the -300HGW programme was not launched and quietly disappeared.

The 240-tonne A330 reappeared years later when Airbus announced at the 2012 Farnborough Airshow that it would be an available option for both the A330-300 and the A330-200.{{cite web|url=http://in.reuters.com/article/airshow-airbus-a-idINL6E8I920R20120709 |archive-url=https://web.archive.org/web/20160104172611/http://in.reuters.com/article/airshow-airbus-a-idINL6E8I920R20120709 |url-status=dead |archive-date=4 January 2016 |title=Airbus to tweak A330 design – sources |date=9 July 2012 |work=Reuters |access-date=9 July 2012}} In November 2012, the maximum take off weight was further increased to 242 tonnes.{{cite press release |url=http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airbus-offers-new-242-tonne-a330-takeoff-weight-capability-to-extend-market-coverage/ |title=Airbus offers new 242 tonne A330 takeoff-weight capability to extend market coverage |date=29 November 2012 |publisher=Airbus |access-date=21 December 2014 |archive-date=21 December 2014 |archive-url=https://web.archive.org/web/20141221043843/http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airbus-offers-new-242-tonne-a330-takeoff-weight-capability-to-extend-market-coverage/ |url-status=dead }} The first of these aircraft was delivered to Delta Air Lines on 28 May 2015.{{cite press release |url=https://www.airbus.com/newsroom/press-releases/en/2015/05/first-242-tonne-a330-300-is-delivered-to-delta-air-lines.html/ |title=First 242-tonne A330-300 is delivered to Delta Air Lines |date=28 May 2015 |publisher=Airbus |access-date=2 January 2020 |archive-date=29 July 2018 |archive-url=https://web.archive.org/web/20180729063739/https://www.airbus.com/newsroom/press-releases/en/2015/05/first-242-tonne-a330-300-is-delivered-to-delta-air-lines.html |url-status=dead }}

In September 2013, Airbus announced a version of the A330-300, named A330 Regional or A330-300 Regional. The A330 Regional has seating for up to around 400 passengers, with reduced engine thrust, reduced maximum takeoff weight of {{cvt|199|t|lb|sigfig=3}}, and reduced range of {{convert|2700|nmi|sigfig=3}}. It is said that the maximum takeoff weight of these aircraft is an "easy upgrade to {{cvt|242|t|lb|sigfig=3}}", which is the extended range version with range of {{cvt|6350|nmi|sigfig=3}}.{{cite web |url=http://aviationweek.com/paris-air-show-2015/airbus-secures-saudi-arabian-a330-300-regional-launch-customer |title=Airbus Secures Saudi Arabian as A330-300 Regional Launch Customer |work=Aviation Week |date= 16 June 2015 |access-date= 16 July 2015}}{{cite web |title=Airbus A330 Family |publisher=Airbus |url=http://www.airbus.com/aircraftfamilies/passengeraircraft/a330family/ |access-date=16 July 2015 |archive-date=11 October 2012 |archive-url=https://web.archive.org/web/20121011190428/http://www.airbus.com/aircraftfamilies/passengeraircraft/a330family/ |url-status=dead }}{{cite web|url=http://www.airbus.com/aircraftfamilies/passengeraircraft/a330family/a330-300/|title=A330-300 aircraft: A330-300 range, specifications (dimensions, seating capacity, performance), cabin |publisher=Airbus Commercial Aircraft |url-status=dead |archive-url=https://web.archive.org/web/20110115055530/http://www.airbus.com/aircraftfamilies/passengeraircraft/a330family/a330-300/|archive-date=15 January 2011}} It is said to provide up to 26% lower operating costs than the longer range version A330-300.{{cite web |title=The A330 Family |publisher=Airbus |date=September 2016 |url=http://www.airbus.com/presscentre/presskits/?eID=maglisting_push&tx_maglisting_pi1[docID]=108546 |url-status=dead |archive-date=27 December 2016 |archive-url=https://web.archive.org/web/20161227060510/http://www.airbus.com/presscentre/presskits/?eID=maglisting_push&tx_maglisting_pi1[docID]=108546}}

On 18 August 2016, Airbus delivered the first A330 Regional to Saudia.{{cite web |title=Airbus delivers world's first A330-300 Regional to Saudi Arabian Airlines |url=http://www.airbus.com/newsevents/news-events-single/detail/airbus-delivers-worlds-first-a330-300-regional-to-saudi-arabian-airlines/ |publisher=Airbus |access-date=31 August 2016|archive-date=23 August 2016|url-status=dead|archive-url=https://web.archive.org/web/20160823090739/http://www.airbus.com/newsevents/news-events-single/detail/airbus-delivers-worlds-first-a330-300-regional-to-saudi-arabian-airlines/}}

File:CGN 20190331 SU-GCE 05.jpg on 3 August 2018, with no bulge at the front of the aircraft like the A330-200F.]]

The A330P2F (Passenger-to-Freighter) conversion programme was launched at the 2012 Singapore Airshow with the support of Airbus, their Dresden-based Elbe Flugzeugwerke (EFW) joint venture and Singapore-based engineering firm ST Aerospace. Targeting a 2016 introduction, Airbus then estimated a market requirement for 2,700 freighters over 20 years, including 900 conversions, with half of these being mid-sized aircraft like the A330.{{cite press release |url= https://www.airbus.com/newsroom/press-releases/en/2012/02/airbus-to-launch-a330p2f-cargo-conversion-programme-with-st-aerospace-and-eads-efw.html |date= 15 February 2012 |title= Airbus to launch A330P2F cargo conversion programme with ST Aerospace and EADS EFW |publisher= Airbus}} The aircraft will be converted mainly at EFW's facility in Dresden, Germany, and at a new conversion site in Shanghai, China.{{Cite web |last=Waldron |first=Greg |date=3 March 2022 |title=Lessor ATSG commits to 29 A330P2F conversion slots |url=https://www.flightglobal.com/aerospace/lessor-atsg-commits-to-29-a330p2f-conversion-slots/147772.article |access-date=7 March 2022 |website=Flight Global}}

The A330-300P2F, targeted towards operators with lower density express delivery and e-commerce loads, can carry up to {{cvt|62|t|lb}} over {{cvt|3,650|nmi}}. Following flight tests in October 2017 and the awarding of the EASA supplemental type certificate (STC) in November, the first A330-300P2F was delivered to DHL on 1 December.{{cite press release |url= https://www.airbus.com/newsroom/press-releases/en/2017/11/first-a330-300p2f-enters-service-with-dhl-.html |title= First A330-300P2F enters service with DHL |date= 1 December 2017 |publisher= Airbus}}

The A330-200P2F can carry {{cvt|61|t|lb}} over {{cvt|4,250|nmi}}.{{cite web |url= https://www.airbus.com/aircraft/freighter/a330p2f.html |title= Commercial Aircraft > Freighter > A330P2F |date= 7 October 2021 |publisher= Airbus}} Following flight tests in June 2018, and the awarding of the EASA STC in July, the first was delivered to Egyptair Cargo on 3 August 2018.{{cite press release |url= https://www.elbeflugzeugwerke.com/en/our-company/news/detail/first-a330-200p2f-re-delivery-to-egyptair-cargo/ |title= First A330-200P2F re-delivery to Egyptair Cargo |date= 3 August 2018 |publisher= EFW |access-date= 7 August 2018 |archive-date= 7 August 2018 |archive-url= https://web.archive.org/web/20180807155610/https://www.elbeflugzeugwerke.com/en/our-company/news/detail/first-a330-200p2f-re-delivery-to-egyptair-cargo/ |url-status= dead}}

The P2F version of the A330 retains the passenger aircraft's geometry and incorporates a powered cargo loading system to enable pallets to be moved "uphill" on the main cargo deck, and therefore does not have the distinctive nose blister, or "bulge", of the factory delivered A330-200F.{{cite news |last1=Kingsley-Jones |first1=Max |title=SINGAPORE: A330P2F to become a reality, with help from ST Aerospace |url=https://www.flightglobal.com/singapore-a330p2f-to-become-a-reality-with-help-from-st-aerospace/104070.article |work=Flight Global |date=14 February 2012}}

On 3 March 2022, Air Transport Services Group, an air freighter lessor, committed to acquiring 29 Airbus A330-300P2F with deliveries in the 2023 to 2027 timeframe.

{{main|Airbus A330neo#Variants|l1=Airbus A330neo}}

File:9K-APF Airbus A330-841 Kuwait Airways Frankfurt 22.6.22.jpg, at Frankfurt Airport]]

File:Hamburg Airport Iberojet Airbus A330-941 CS-TKH (DSC08966).jpg A330-900neo taking off from Madrid-Barajas Airport]]

The Airbus A330-800 is based on the A330-200, with, cabin modifications, larger Trent 7000 engines and aerodynamic improvements.{{cite press release |url= http://www.airbus.com/newsevents/news-events-single/detail/living-up-to-its-billing-airbus-officially-launches-the-a330neo-programme |title= Living up to its billing: Airbus officially launches the A330neo programme |publisher= Airbus |date= 14 July 2014}} The A330-800s maiden flight took place on 6 November 2018.[https://www.airbus.com/newsroom/press-releases/en/2018/11/first-a330-800-successfully-completes-maiden-flight.html "First A330-800 successfully completes maiden flight"]. Airbus, 6 November 2018. The first two A330-800s were delivered to their launch customer Kuwait Airways in October 2020.{{cite press release |title=Kuwait Airways takes delivery of its first two A330neos |date=29 October 2020 |publisher=Airbus |url=https://www.airbus.com/en/newsroom/press-releases/2020-10-kuwait-airways-takes-delivery-of-its-first-two-a330neos}}

The Airbus A330-900 maintains the A330-300's fuselage dimensions with ten more seats thanks to cabin optimisation. With modern Trent 7000 engines and redesigned winglets, it should burn 14% less fuel per seat than the A330-300 over a distance of {{cvt|4000|nmi}}.{{cite web |author= David Kaminski-Morrow |title= Farnborough: Airbus lays out A330neo specifications |url= http://www.flightglobal.com/news/articles/farnborough-airbus-lays-out-a330neo-specifications-401421/ |date= 14 July 2014 |work= Flight Global}} It travels {{cvt|7350|nmi}} with 287 passengers in a standard configuration.{{cite web |publisher= Airbus |date= March 2016 |title= Airbus Family figures |url= http://www.airbus.com/fileadmin/media_gallery/files/brochures_publications/aircraft_families/Airbus-Family-figures-booklet-March2016.pdf}} The A330-900 made its maiden flight on 19 October 2017 and received its EASA type certificate on 26 September 2018; it entered service with its launch customer, TAP Air Portugal, on 15 December 2018.{{cite press release |url= https://www.tapairportugal.com/en/media/press-releases/Press-Release-717 |title= TAP airbus A330neo is already flying in worldwide between Lisbon and São Paulo |date= 15 December 2018 |publisher= TAP Portugal |access-date= 10 January 2019 |archive-date= 10 January 2019 |archive-url= https://web.archive.org/web/20190110183652/https://www.tapairportugal.com/en/media/press-releases/Press-Release-717 |url-status= live }}

{{main|Airbus BelugaXL}}

File:"Beluga_XL"_A330-743L_(cropped).jpg A330-743L during its maiden flight]]

Airbus started design of a replacement aircraft for the Beluga in November 2014. The BelugaXL A330-743L is based on the Airbus A330, and has 30% more space than its predecessor.{{cite web |url= http://www.flightglobal.com/news/articles/airbus-wing-station-plan-hints-at-a330-beluga-392492/ |title= Airbus wing station plan hints at A330 Beluga |author= David Kaminski-Morrow |date= 4 November 2013 |publisher= flightglobal}}{{cite web |url= http://www.flightglobal.com/news/articles/airbus-starts-a330-beluga-development-406160/ |title= Airbus Airbus starts A330 Beluga development |first= Michael |last= Gubisch|date= 17 November 2014 |publisher=Reed Business Information |work=Flightglobal}} Like the Beluga, the BelugaXL features an extension on its fuselage top, but can accommodate two A350 wings instead of one. The new aircraft rolled out of the assembly line on 4 January 2018, making its maiden flight on 19 July 2018. It began ferrying cargo between different Airbus factories in January 2020.{{cite news |url= https://www.flightglobal.com/airframers/airbus-begins-belugaxl-operations/136116.article |title= Airbus begins BelugaXL operations |date= 13 January 2020 |work= flightglobal}}

File:UP-A3001 Airbus A330 Comlux Kazakhstan (12440046423).jpg.]]

The A330-200 is available as an ultra-long-range Airbus Corporate Jet known as the A330-200 Prestige,{{cite press release |url= https://www.airbus.com/newsroom/press-releases/en/2014/10/airbus-launches-new-vip-widebody-cabin-concept.html |title= Airbus launches new VIP widebody cabin-concept |date= 20 October 2014 |publisher= Airbus}} with a range of {{cvt|15,400|km|nmi mi}} and a capacity of 50 passengers.{{cite web |title= A330-200 Prestige specifications |publisher= Airbus |url= http://www.airbus.com/fileadmin/media_gallery/files/tech_data/jetFamily/media_object_file_A330_200_specifications.pdf |archive-url= https://web.archive.org/web/20121003003510/http://www.airbus.com/fileadmin/media_gallery/files/tech_data/jetFamily/media_object_file_A330_200_specifications.pdf |url-status= dead |archive-date= 3 October 2012 }}

A corporate jet version of the new A330neo capable of flying 25 passengers {{cvt|19260|km|nmi mi}} or 21{{nbsp}}hours, enough to fly non-stop from Europe to Australia.

File:Centenary of Military Aviation 2014 Air Show (RAAF Williams, Point Cook) (12852630743) (A330 only).jpg/KC-30 of the RAAF with refuelling drogues deployed]]

The Airbus A330 MRTT is the Multi-Role Transport and Tanker (MRTT) version of the A330-200, designed for aerial refuelling and strategic transport.{{Cite news |url=http://www.airbus.com/aircraftfamilies/military-aircraft/a330-mrtt/ |title=A330 MRTT |publisher=Airbus S.A.S. |access-date=17 February 2011 |url-status=dead |archive-url=https://web.archive.org/web/20121011055538/http://www.airbus.com/aircraftfamilies/military-aircraft/a330-mrtt/ |archive-date=11 October 2012 }} {{As of|2020|November}}, approximately 60 orders had been placed for the A330 MRTT by air forces of thirteen countries.{{Cite news |url=http://www.flightglobal.com/news/articles/a330-tanker-gains-military-certification-348171/ |title=A330 tanker gains military certification |work=Flightglobal |last=Hoyle |first=Craig |date= 6 October 2010 |access-date=7 October 2013}}{{cite web |title=A330 MRTT: Multi Role Tanker Transport |publisher=Airbusmilitary.com |url=http://www.airbusmilitary.com/A330MRTT.aspx |access-date=29 June 2011 |archive-url=https://web.archive.org/web/20110526034050/http://www.airbusmilitary.com/A330MRTT.aspx |archive-date=26 May 2011 |url-status=dead}}{{Cite news |url=http://airbusdefenceandspace.com/france-announces-order-for-airbus-a330-mrtt-air-to-air-refuelling-aircraft |archive-url=https://web.archive.org/web/20141123173821/http://airbusdefenceandspace.com/france-announces-order-for-airbus-a330-mrtt-air-to-air-refuelling-aircraft |archive-date=23 November 2014 |title=France announces order for Airbus A330 MRTT air-to-air refuelling aircraft |publisher=Airbus Defence and Space |access-date=20 November 2014}}

The EADS/Northrop Grumman KC-45 was a proposed version of the A330 MRTT for the United States Air Force (USAF)'s KC-X aerial refuelling programme. In February 2008, the USAF selected the aircraft to replace the Boeing KC-135 Stratotanker.{{Cite news|last=Gilmore |first=Gerry J. |title=Air Force Awards Tanker Contract to Northrop Grumman|work=defense.gov|date=29 January 2008 |url=https://www.defense.gov/News/News-Stories/ID/49134/|archive-url=https://web.archive.org/web/20100301093355/http://www.defense.gov//News/NewsArticle.aspx?ID=49134|archive-date=1 March 2010|url-status=live |access-date=10 November 2010}} The replacement process was mired in controversy, instances of corruption, and allegations of favouritism.{{Cite news| url=http://ca.reuters.com/article/businessNews/idCAN2861183920080302 | archive-url=https://web.archive.org/web/20120229184404/http://ca.reuters.com/article/businessNews/idCAN2861183920080302 | url-status=dead | archive-date=29 February 2012 |work=Reuters |title=Northrop, EADS tanker win sparks controversy in U.S |date=2 March 2008|last= Shalal-Esa|first=Andrea|access-date=12 February 2011}}{{Cite press release|title=Boeing Protests U.S. Air Force Tanker Contract Award|publisher=Boeing|date=11 March 2008|url=http://www.boeing.com/news/releases/2008/q1/080311b_nr.html |archive-url=https://web.archive.org/web/20080314234054/http://www.boeing.com/news/releases/2008/q1/080311b_nr.html |archive-date=14 March 2008 |access-date=12 March 2011}} In July 2010, EADS submitted a tanker bid to the USAF without Northrop Grumman as a partner.{{Cite press release |url=http://www.a330mrtt.com/Press/PressRelease/tabid/190/ArticleId/42/EADS-North-America-intends-to-submit-proposal-for-U-S-Air-Force-tanker-42.aspx |title=EADS North America intends to submit proposal for U.S. Air Force tanker |publisher=Airbus S.A.S. |date=20 April 2010 |access-date=8 March 2011 |archive-date=7 July 2011 |archive-url=https://web.archive.org/web/20110707072104/http://www.a330mrtt.com/Press/PressRelease/tabid/190/ArticleId/42/EADS-North-America-intends-to-submit-proposal-for-U-S-Air-Force-tanker-42.aspx |url-status=dead }}{{Cite news |last=Trimble| first=Stephen| url=http://www.flightglobal.com/news/articles/usaf-receives-three-proposals-for-kc-x-but-antonov-team-admits-344276/| title=USAF receives three proposals for KC-X, but Antonov team admits concerns| work=Flightglobal|date=9 July 2010| access-date=7 October 2013}} However, on 24 February 2011, the USAF picked the Boeing KC-767 proposal, later named KC-46, as the winner because of its lower cost.{{Cite news|last=Trimble|first=Stephen|title=EADS concedes KC-X contract award to Boeing|work=Flightglobal |url=http://www.flightglobal.com/news/articles/eads-concedes-kc-x-contract-award-to-boeing-353951/|date=4 March 2011|access-date=7 October 2013}}{{Cite news|title=UPDATED: USAF selects Boeing for KC-X contract|last=Trimble|first=Stephen|work=Flightglobal|date=24 February 2011 |url=http://www.flightglobal.com/articles/2011/02/24/353642/updated-usaf-selects-boeing-for-kc-x-contract.html|archive-url=https://web.archive.org/web/20110226050412/http://www.flightglobal.com/articles/2011/02/24/353642/updated-usaf-selects-boeing-for-kc-x-contract.html|archive-date=26 February 2011|access-date=29 June 2011}}

File:1 - TLS (9987338765).jpg in 2013, served as the final assembly line of the A330.]]

{{main|List of Airbus A330 operators}}

{{as of|2025|5}}, a total of 1,464 A330 family aircraft, comprising 546 A330-200s, 38 -200Fs, 720 -300s, 7 -800s and 153 -900s, are in airline service with 149 operators. The five largest operators were Delta Air Lines (78), Turkish Airlines (60), China Eastern Airlines (56), Air China (44) and Cathay Pacific (43).

By 2012, the 830 A330s in service with over 90 operators had accumulated five million revenue flights and 20{{nbsp}}million flight hours, with a dispatch reliability above 99%. In November 2017, 1,190 were transporting passengers with 106 airlines (the top 29 operated two-thirds of the fleet), consisting of 530 -200s and 660 A330-300s, mainly high-gross-weight, with 36 original shorter-range A330-300s, half of them built since January 2010. Its average sector is {{cvt|2,000|nmi}}; the longest flight for the -200 was {{cvt|6,000|nmi}}, from Buenos Aires to Rome, by Aerolíneas Argentinas, and {{cvt|5,000|nmi}}, from Paris to Reunion, by Corsair and French Blue for the -300.

Of operators of at least five A330s, 17 have ordered A350-900s, 11 have ordered 787-8/9s, 13 both, 3 have ordered A330neos and 2 both A330neos and A350s; 14 haven't yet decided on a replacement.{{cite news |url= https://www.flightglobal.com/news/articles/analysis-how-do-you-replace-a-first-generation-a33-442995/ |title= How do you replace a first-generation A330? |date= 17 November 2017 |author= Richard Evans |work= Flightglobal}} By August 2019, the A330 was operated between over 400 airports in the world, by more than 120 operators, while its average dispatch reliability was over 99% and annual utilisation up to 6,000 flight hours. The 1,500th aeroplane, an A330-900 (A330neo), was delivered to Delta Air Lines on 21 September 2020. In June 2023, the A330 became the second most delivered wide-body airliner after the Boeing 777.{{cite web |date=31 May 2023 |title=Boeing Orders and Deliveries (737) |url=http://www.boeing.com/commercial/#/orders-deliveries |access-date=7 July 2023 |publisher=Boeing}} In May 2024, the A330 became the second wide-body airliner after the Boeing 777 to reach 1,600 deliveries.

{{main|List of Airbus A330 orders and deliveries}}

{{as of|2025|6}}, A330 family aircraft orders stood at 1,924 of which 1,635 had been delivered, excluding 2 A330-900 delivered to Air Belgium via Airbus Financial Services.

Data {{as of|2025|6|lc=yes}}{{cite web |url=http://www.airbus.com/fileadmin/media_gallery/files/reports_results_reviews/Summary_Historial_Orders_Deliveries_1974-2009.xls |archive-url=https://web.archive.org/web/20101223223239/http://www.airbus.com/fileadmin/media_gallery/files/reports_results_reviews/Summary_Historial_Orders_Deliveries_1974-2009.xls |archive-date=23 December 2010 |title= Historical Orders and Deliveries 1974–2009 |work=Airbus S.A.S. |date=January 2010 |format=XLS |access-date=10 December 2012}}

{{main list|List of accidents and incidents involving the Airbus A330}}

{{As of|2024|06}}, the Airbus A330 has been involved in 46 aviation accidents and incidents, including 14 hull-losses (10 due to flight related accidents and 4 due to criminal related accidents), for a total of 339 fatalities.{{cite web |url= http://www.aviation-safety.net/database/dblist.php?Type=023 |title= Airbus A330 incidents |work= Aviation-Safety |access-date= 30 September 2022 |archive-date= 11 January 2012 |archive-url= https://web.archive.org/web/20120111165615/http://aviation-safety.net/database/dblist.php?Type=023 |url-status= dead }}{{cite web |url= http://www.aviation-safety.net/database/type/type-stat.php?type=023 |title= Airbus A330 Accident Statistics |work= Aviation-Safety |access-date= 30 September 2022 |archive-date= 16 March 2012 |archive-url= https://web.archive.org/web/20120316120544/http://www.aviation-safety.net/database/type/type-stat.php?type=023 |url-status= dead }}

The A330's first fatal accident occurred on 30 June 1994 near Toulouse on a test flight when an Airbus-owned A330-300 crashed while simulating an engine failure on climbout, killing all seven on board.{{sfn|Norris|Wagner|2001|pp=86–87}} Airbus subsequently advised A330 operators to disconnect the autopilot and limit pitch attitude in the event of an engine failure at low speed.{{cite magazine |title=Airbus defends A330 but warns on autopilot |last=Learmount |first=David |magazine=Flight International |issue=4429 |volume=146 |page=4 |date=13–19 July 1994 |url=http://www.flightglobal.com/pdfarchive/view/1994/1994%20-%201630.html |access-date=19 February 2012 |issn=0161-7370}}

File:Voo Air France 447-2006-06-14.jpg recovered from Air France Flight 447]]

The second fatal and deadliest accident, and first while in commercial service, occurred on 1 June 2009 when Air France Flight 447, an A330-200 registered as F-GZCP, en route from Rio de Janeiro to Paris with 228 people on board, crashed in the Atlantic Ocean {{cvt|640|-|800|km|nmi mi}} northeast of the islands of Fernando de Noronha,{{cite web |url=http://www.flightglobal.com/articles/2009/06/01/327211/air-france-no-success-in-contacting-missing-a330.html |title=Air France: No success in contacting missing A330 |date=1 June 2009 |work=Air Transport Intelligence news |last=Kaminski-Morrow |first=David |access-date=1 June 2009 |url-status=dead |archive-url=https://web.archive.org/web/20090605112508/http://www.flightglobal.com/articles/2009/06/01/327211/air-france-no-success-in-contacting-missing-a330.html |archive-date=5 June 2009}} with no survivors. Malfunctioning pitot tubes provided an early focus for the investigation,{{cite news |url=http://news.bbc.co.uk/2/hi/americas/8087303.stm |title=Bodies found from missing plane |date=6 June 2009 |work=BBC News |access-date=6 June 2009}} as the aircraft involved had Thales-built "–AA" models known to indicate faulty airspeed data during icing conditions.{{cite web|url=http://www.aviationweek.com/aw/generic/story_channel.jsp?channel=comm&id=news/aw081009p1.xml |title=Response to Airbus Pitot Tube Incidents Under Scrutiny |work=Aviation Week & Space Technology |date=9 August 2009 |last=Flottau |first=Jens |access-date=19 February 2012}}{{Dead link|date=June 2016|bot=medic}}{{cbignore|bot=medic}} In July 2009, Airbus advised A330 and A340 operators to replace Thales pitots with equivalents manufactured by Goodrich. Investigators later determined that the inadequate response of the pilots to both a loss of airspeed data from malfunctioning pitot tubes and subsequent autopilot disengagement followed by incorrect reaction by the pilot flying resulted in Flight 447 entering into an aerodynamic stall.{{cite magazine |last1=Wise |first1=Jeff |year=2011 |title=What Really Happened Aboard Air France 447|magazine=Popular Mechanics |url=http://www.popularmechanics.com/technology/aviation/crashes/what-really-happened-aboard-air-france-447-6611877 |access-date=4 January 2011}}

On 12 May 2010, Afriqiyah Airways Flight 771, an A330-200 registered as 5A-ONG, crashed on approach to Tripoli International Airport, Libya, on a flight from O. R. Tambo International Airport, Johannesburg, South Africa. Of the 104 people on board, all but one nine-year-old Dutch child died.{{cite news |url= http://news.bbc.co.uk/2/hi/africa/8676758.stm |title= Plane crash in Libya 'kills more than 100 on board' |work= BBC News |date= 12 May 2010 |access-date=12 March 2011}} The cause of the crash was determined to be pilot error.{{cite web|title=Illusion and ambiguous control led to Afriqiyah A330 crash |url=http://www.flightglobal.com/news/articles/illusion-and-ambiguous-control-led-to-afriqiyah-a330-382873/|website=flightglobal.com |publisher=Flight Globai|access-date=30 August 2014}}

On 23 October 2022, Korean Air Flight 631, an Airbus A330-300 registered as HL7525, operating from Seoul to Cebu, crash landed and overshot the runway while landing in poor weather at night; there were no fatalities or injuries.{{Cite web |last=Ranter |first=Harro |title=ASN Aircraft accident Airbus A330-322 HL7525 Mactan-Cebu International Airport (CEB) |url=https://aviation-safety.net/database/record.php?id=20221023-0 |access-date=24 October 2022 |website=aviation-safety.net}}

; Engine related

Several in-flight shutdowns of Trent 700–powered A330-300s have occurred. On 11 November 1996, engine failure on a Cathay Pacific flight forced it back to Ho Chi Minh City.{{sfn|Lewis|1996|p=9}} On 17 April 1997, Dragonair experienced an engine shutdown on an A330, caused by carbon clogging the oil filter. As a result, Cathay Pacific self-suspended its 120-minute ETOPS clearance. Another engine failure occurred on 6 May during climbout with a Cathay Pacific A330, due to a bearing failure in a Hispano-Suiza-built gearbox. Three days later, a Cathay Pacific A330 on climbout during a Bangkok–Hong Kong flight experienced an oil pressure drop and a resultant engine spool down, forcing a return to Bangkok. The cause was traced to metal contamination in the engine's master chip.{{sfn|Norris|Wagner|2001|pp=96–97}} Following a fifth engine failure on 23 May, Cathay Pacific and Dragonair voluntarily grounded their A330 fleets for two weeks, causing major disruption as Cathay's eleven A330s made up fifteen per cent of its passenger capacity.{{Cite news |last=Creedy| first=Steve| title=Cathay Pacific pilots hailed as heroes| work=The Australian|date=16 April 2010 |url=http://www.theaustralian.com.au/business/aviation/cathay-pacific-pilots-hailed-as-heroes/story-e6frg95x-1225854262928|access-date=5 February 2011}} Rolls-Royce and Hispano-Suiza developed a redesigned lubrication system to fix the problem.{{sfn|Norris|Wagner|2001|pp=96–97}}

Other engines have issues too: on 14 July 2015, an Asiana PW4000 was shut down in flight,{{cite news |author=Hradecky |first=Simon |date=28 July 2015 |title=Incident: Asiana A333 near Seoul on Jul 14th 2015, engine shut down in flight |work=The Aviation Herald |url=http://avherald.com/h?article=489f71da}} on 15 January 2017, an Air Europa CF6 was shut down in flight,{{cite news |author=Hradecky |first=Simon |date=16 January 2017 |title=Incident: Europa A332 near Bridgetown on Jan 15th 2017, engine shut down in flight |work=The Aviation Herald |url=http://avherald.com/h?article=4a3949ec}} on 28 December 2017, an Aer Lingus CF6 was shut down in flight,{{cite news |author=Hradecky |first=Simon |date=28 December 2017 |title=Incident: Lingus A332 at Dublin on December 28th 2017, engine shut down in flight |work=The Aviation Herald |url=http://avherald.com/h?article=4b2ea4ba}} on 18 January 2018, a Malaysia Airlines PW4000 was shut down in flight,{{cite news |author=Hradecky |first=Simon |date=18 January 2018 |title=Incident: Malaysia A333 near Derby on Jan 18th 2018, engine shut down in flight |work=The Aviation Herald |url=http://avherald.com/h?article=4b3cc2f4}} on 13 February 2018, a Delta Air Lines PW4000 caught fire,{{cite news |author=Hradecky |first=Simon |date=14 February 2018 |title=Accident: Delta A332 at Lagos on Feb 13th 2018, engine fire |work=The Aviation Herald |url=http://avherald.com/h?article=4b4ea714}} on 18 April 2018, another Delta Air Lines PW4000 caught fire,{{Cite web |last=Hradecky |first=Simon |date= |title=Accident: Delta A333 at Atlanta on Apr 18th 2018, engine fire |url=http://avherald.com/h?article=4b7858c3 |url-status=live |archive-url=https://web.archive.org/web/20210205100041/http://avherald.com/h?article=4b7858c3 |archive-date=5 February 2021 |access-date=31 January 2021 |website=The Aviation Herald}} on 29 May 2018, a Delta Air Lines PW4000 had engine vibrations,{{cite news |author=Hradecky |first=Simon |date=4 June 2018 |title=Incident: Delta A333 over Atlantic on May 29th 2018, engine vibrations |work=The Aviation Herald |url=http://avherald.com/h?article=4b975755}} on 1 June 2018, a Qantas CF6 was shut down in flight,{{cite news |author=Hradecky |first=Simon |date=1 June 2018 |title=Incident: Qantas A333 at Sydney on Jun 1st 2018, engine shut down in flight |work=The Aviation Herald |url=http://avherald.com/h?article=4b94fca6}} on 1 October 2018, a China Airlines CF6 had an engine problem,{{cite news |author=Hradecky |first=Simon |date=1 October 2018 |title=Incident: China Airlines A333 near Tokyo on Oct 1st 2018, engine problem |work=The Aviation Herald |url=http://avherald.com/h?article=4be6a977}} and on 5 November 2018, a Brussels Airlines PW4000 was shut down in flight.{{cite news |author=Hradecky |first=Simon |date=5 November 2018 |title=Incident: Brussels A332 near Geneva on Nov 5th 2018, engine shut down in flight |work=The Aviation Herald |url=http://avherald.com/h?article=4bfe4c32}}

; Flight data related

In 2008, Air Caraïbes reported two incidents of pitot tube icing malfunctions on its A330s.{{cite web |url= http://www.flightglobal.com/news/articles/air-caraibes-atlantique-memo-details-pitot-icing-incidents-327738/ |title=Air Caraibes Atlantique memo details pitot icing incidents |first=Kieran |last=Daly |work=Flightglobal |date=11 June 2009 |access-date=19 February 2012}}

On 7 October 2008, Qantas Flight 72, an A330-300, suffered a rapid loss of altitude in two sudden uncommanded pitch-down manoeuvres while {{cvt|150|km|nmi mi}} from the RAAF Learmonth air base in northwestern Australia. After declaring an emergency, the crew landed the aircraft safely at Learmonth.{{Cite press release |title= 2008/40 – Qantas Airbus Incident Media Conference |publisher= Australian Transport Safety Bureau |date= 8 October 2008 |url= http://www.atsb.gov.au/newsroom/2008/release/2008_40.aspx |access-date= 8 October 2008 |archive-url= https://web.archive.org/web/20190617090041/http://www.atsb.gov.au/newsroom/2008/release/2008_40.aspx |archive-date= 17 June 2019 |url-status= dead }} It was later determined that the incident, which caused 106 injuries, 14 of them serious, was the result of a design flaw of the plane's Air Data Inertial Reference Unit and a limitation of the aircraft's flight computer software.{{cite web |url=http://www.atsb.gov.au/publications/investigation_reports/2008/aair/ao-2008-070.aspx|title=Australian Transport Safety Bureau – final report and materials|publisher=Australian Transport Safety Bureau|date=19 December 2011|access-date=19 February 2012|archive-date=27 February 2012 |archive-url=https://web.archive.org/web/20120227073648/http://www.atsb.gov.au/publications/investigation_reports/2008/aair/ao-2008-070.aspx|url-status=dead}}

; Fuel system related

On 24 August 2001, Air Transat Flight 236, an A330-200, developed a fuel leak over the Atlantic Ocean due to an incorrectly installed hydraulic part and was forced to glide for over 15 minutes to an emergency landing in the Azores.{{cite web|url=http://aviation-safety.net/database/record.php?id=20010824-1|title=Air Transat Flight 236 emergency landing|publisher=Aviation-Safety.net|access-date=19 February 2012}}

On 13 April 2010, Cathay Pacific Flight 780, an A330-300, from Surabaya Juanda International Airport to Hong Kong landed safely after contaminated fuel caused both engines to fail. Fifty-seven passengers and six crew members were injured. Its two pilots received the Polaris Award from the International Federation of Air Line Pilots' Associations for their heroism and airmanship.{{cite news |title=Pilots reveal death-defying ordeal as engines failed on approach to Chek Lap Kok |url=http://www.scmp.com/magazines/post-magazine/article/1491534/pilots-reveal-death-defying-ordeal-engines-failed-approach |access-date=21 April 2014 |newspaper=South China Morning Post |date=20 April 2014}}

; Chemical and fire related

On 15 March 2000, a Malaysia Airlines A330-300 suffered structural damage due to leaking oxalyl chloride, a corrosive chemical substance that had been improperly labelled before shipping. The aircraft was written off.{{cite web |url=http://aviation-safety.net/database/record.php?id=20000315-0 |title=Aircraft accident Airbus A330-322 9M-MKB Kuala Lumpur International Airport (KUL) |publisher=Aviation-Safety.net |date=19 February 2012 |access-date=19 February 2012}}

On 27 August 2019, an Air China A330-300 at Beijing Capital International Airport caught fire while at the gate. The passengers and crew were safely evacuated. The aeroplane was likely damaged beyond repair.{{cite web| url=https://www.aviation24.be/airlines/air-china/airbus-a330-catches-fire-at-beijing-airport-china/|title="Air China Airbus A330 catches fire at Beijing Airport, China"|publisher=Aviation 24|date=27 August 2019|author=Bart Noëth}}

; Hijackings and war related

The two hijackings involving the A330 have resulted in one fatality, namely the hijacker of Philippine Airlines Flight 812 on 25 May 2000, who jumped out of the aircraft to his death.{{cite news|title= Philippines hijacker bails out |work= BBC News |date=25 May 2000 |url= http://news.bbc.co.uk/2/hi/asia-pacific/763341.stm |access-date=25 November 2010}} The hijacking of Sabena Flight 689 on 13 October 2000 ended with no casualties when Spanish police took control of the aircraft.{{cite web |url=http://aviation-safety.net/database/record.php?id=20001013-0|title=2000 hijacking at the Aviation Safety Network|publisher=Aviation-Safety.net|access-date=19 February 2012}} On 24 July 2001, two unoccupied SriLankan Airlines A330s were destroyed amid an attack on Bandaranaike International Airport, in Colombo, Sri Lanka, by the Liberation Tigers of Tamil Eelam.{{sfn|Fullbrook|2001|p=10}}{{cite web |url=http://aviation-safety.net/database/record.php?id=20010724-1 |work= ASN Aviation Safety Database |publisher= Flight Safety Foundation |title=ASN Aircraft accident description Airbus A.330–243 4R-ALF – Colombo-Bandaranayake International Airport |access-date=3 August 2006}} On 25 December 2009, passengers and crew subdued a man who attempted to detonate explosives in his underwear on an A330-300 operating Northwest Airlines Flight 253.{{Cite news |url=https://www.nytimes.com/2009/12/27/us/27plane.html|title=Passengers Took Plane's Survival into Own Hands|date=26 December 2009|last1=Shane |first1=Scott and Eric Lipton|work=The New York Times |access-date=26 December 2009}}{{Cite news |url=https://www.wsj.com/articles/SB126184081273605825?mod=googlenews_wsj |title=Bomb Attempt Made on U.S.-Bound Flight |date=26 December 2009 |author=Boudette, E. Neal |author2=Andy Pasztor |author3=Peter Spiegel |name-list-style=amp |work=Dow Jones & Company, Inc |access-date=26 December 2009}}

On 15 July 2014, a Libyan Airlines A330 was severely damaged in the fighting in Libya and sustained bullet holes in the fuselage. On 20 July 2014, two Afriqiyah Airways Airbus A330s were hit by an RPG at Tripoli International Airport. One was completely destroyed in the ensuing fire.{{cite web|title=Database|url=http://aviation-safety.net/database/record.php?id=20140715-0|website=aviation-safety.net|publisher=Aviation Safety Network}}{{cite web|title=Database|url=http://aviation-safety.net/database/record.php?id=20140720-1|website=aviation-safety.net|publisher=Aviation Safety Network}}

On 15 April 2023, a Saudia A330 registered HZ-AQ30 was destroyed in Sudan bombings during an ongoing military coup.{{Cite news |url=https://www.businessinsider.com/saudi-airline-involved-accident-airport-khartoum-sudan-2023-4 |title=A Saudi Arabian airline said an A330 plane was involved in an 'accident' at Khartoum airport in Sudan |date=15 April 2023 |last1= Hogg |first1= Ryan |work=Business Insider |access-date=15 April 2023}}

On 6 May 2025, a Yemenia A330-202 registered as 7O-AFE was destroyed on the ground at Sanaa International Airport during an israeli airstrike.{{cite web | url=https://asn.flightsafety.org/wikibase/509196 | title=Unlawful Interference Airbus A330-202 7O-AFE, Tuesday 6 May 2025 }}

• A former Turkish Airlines A330-300 is preserved at Aircraft Museum Kathmandu in Kathmandu, Nepal. This aircraft was only eight months old when it was written off in a runway excursion at Tribhuvan International Airport. The museum is inside the aircraft, with more than 200 miniature planes inside and aviation artefacts.{{Cite web |url=https://www.sozcu.com.tr/hayatim/seyahat/kaza-yapan-thy-ucagi-muzeye-donusturuldu/1/?_szc_galeri=1 |title=Kaza yapan THY uçağı müzeye dönüştürüldü – Seyahat Haberleri |access-date=5 March 2021 |archive-date=23 February 2018 |archive-url=https://web.archive.org/web/20180223064119/http://www.sozcu.com.tr/hayatim/seyahat/kaza-yapan-thy-ucagi-muzeye-donusturuldu/1?_szc_galeri=1 |url-status=dead }}{{Cite web |url=http://www.nepalaviationmuseum.com/ |title=Aircraft Museum |website=www.nepalaviationmuseum.com}}
• Former Thai Airways A330-300 HS-TEF has been preserved since 2017 as the Airways Land Café at Sida, Nakhon Ratchasima, Thailand.{{Cite web |title=Airways Land cafe, Non Pradu – Restaurant reviews |url=https://restaurantguru.com/Airways-land-Thailand |archive-url=https://web.archive.org/web/20230429151641/https://restaurantguru.com/Airways-land-Thailand |url-status=usurped |archive-date=29 April 2023 |access-date=29 April 2023 |website=Restaurant Guru |language=en}}{{Needs verification|date=October 2024}}
• Air Diamond Cafe in Chiang Mai, Thailand uses the former Thai Airways A330-300 {{Cns|HS-TEG|date=October 2024}} at its main premises.{{Cite web |last=CityNews |title=AIR DIAMOND CAFÉ & HOTEL, the latest check-in destination in Chiang Mai, is now open. – Chiang Mai Citylife CityNews |url=https://www.chiangmaicitylife.com/news/air-diamond-cafe-hotel-the-latest-check-in-destination-in-chiang-mai-is-now-open/ |access-date=29 April 2023 |website=Chiang Mai Citylife |date=31 March 2021 |language=en-US}}{{Cite web |date=12 April 2021 |title=【AIR DIAMOND CAFÉ】The latest in flight cafe at Chiang Mai with a large airplane {{!}} Asian Traveller from Bangkok |url=https://asian-traveller.com/en/air-diamond/ |access-date=29 April 2023 |language=en-US}}
• Former Thai Airways A330-300 {{Cns|HS-TEM|date=October 2024}} has been preserved as "Coffee War" cafe in Chonburi since 2020.{{Cite web |last=Taylor |first=Maya |date=24 June 2020 |title=Chon Buri coffee shop in a converted aircraft ordered to close temporarily – VIDEO |url=https://thethaiger.com/news/national/chon-buri-coffee-shop-in-a-converted-aircraft-ordered-to-close-temporarily-video |access-date=29 April 2023 |website=Thaiger |language=en}}

{{Overly detailed|section|nosplit=1|details=per WP:AIRMOS, this section should cover the specifications of only a single variant|date=June 2025}}

{{sticky header}}

File:Airbus A330 family v1.1.png

{{sticky header}}

{{sticky header}}

{{Portal|Aviation|European Union}}

{{Aircontent

| see also=

• Competition between Airbus and Boeing

| related=

• Airbus A300
• Airbus A330 MRTT
• Airbus CC-330 Husky
• Airbus A330neo
• Airbus A340
• Airbus Beluga XL

| similar aircraft=

• Airbus A350
• Boeing 767
• Boeing 777-200
• Boeing 787 Dreamliner
• Ilyushin Il-96
• McDonnell Douglas MD-11

| lists=

• List of civil aircraft
• List of jet airliners

}}

;Notes

{{Notelist}}

;Citations

{{Reflist}}

;Bibliography

{{Refbegin|35em}}

• {{cite book |last=Cole |first=Lance |url=https://books.google.com/books?id=FHSOyQq4o2YC&pg=PA37 |title=Giant Airliners |publisher=Zenith Imprint, 2000 |location=London |isbn=978-0-7603-0945-2 |year=2000}}{{Dead link|date=August 2023|bot=InternetArchiveBot|fix-attempted=yes}}
• {{cite book |editor-last=Eden |editor-first=Paul E. |title=Civil Aircraft Today |publisher=Amber Books, 2008 |location=London |isbn=978-1-905704-86-6 |year=2008 |url-access=registration |url=https://archive.org/details/civilaircrafttod0000unse}}
• {{cite magazine |author=Fullbrook |first=David |url=http://www.flightglobal.com/pdfarchive/view/2001/2001%20-%202726.html |magazine=Flight International |issue=4791 |volume=160 |page=10 |title=SriLankan turns to Emirates for help after raid |date=31 July – 6 August 2001 |access-date=7 October 2013 |issn=0161-7370}}
• {{cite book |last=Gunston |first=Bill |author-link=Bill Gunston |title=Airbus: The Complete Story |location=Sparkford, Yeovil, Somerset, UK |publisher=Haynes Publishing |year=2009 |isbn=978-1-84425-585-6}}
• {{Cite magazine |last=Henley |first=Peter |title=One of the family |magazine=Flight International |issue=4614 |volume=153 |pages=36–40 |date=25 February – 3 March 1998 |url=http://www.flightglobal.com/pdfarchive/view/1998/1998%20-%200442.html |access-date=25 January 2011 |issn=0161-7370}}
• {{Cite magazine |url=http://www.flightglobal.com/pdfarchive/view/2000/2000-1%20-%202110.html |title=Airline rejections threaten A330-500 launch |magazine=Flight International |issue=4759 |volume=158 |page=6 |date=17–23 April 2001 |access-date=31 January 2011 |last1=Kingsley-Jones |first1=Max |last2=Lewis |first2=Peter |issn=0161-7370}}
• {{cite magazine |author=Kingsley-Jones |first=Max |date=4–10 September 2001 |title=Size or speed |magazine=Flight International |issue=4796 |volume=160 |page=51 |url=http://www.flightglobal.com/pdfarchive/view/2001/2001%20-%203055.html |access-date=7 October 2013 |issn=0161-7370}}
• {{cite book |last1=Lawrence |first1=Phillip K. |title=Deep Stall: The Turbulent Story of Boeing Commercial Airplanes |last2=Thornton |first2=David Weldon |isbn=978-0-7546-4626-6 |url=https://books.google.com/books?id=B8Eclsp6xtUC&pg=PA73 |publisher=Ashgate Publishing |location=London |year=2005}}
• {{Cite magazine |title=In-flight Trent 700 failure forces Cathay A330 back to Saigon |magazine=Flight International |issue=4550 |volume=150 |page=9 |last=Lewis |first=Paul |date=20–26 November 1996 |url=http://www.flightglobal.com/pdfarchive/view/1996/1996%20-%203021.html |access-date=7 October 2013 |issn=0161-7370}}
• {{cite book |last1=Norris |first1=Guy |title=Airbus A340 and A330 |last2=Wagner |first2=Mark |location=St. Paul, Minnesota |publisher=MBI Publishing, 2001 |isbn=978-0-7603-0889-9 |year=2001 |url-access=registration |url=https://archive.org/details/isbn_9780760308899}}
• {{cite book |last=Wensveen |first=J.G. |title=Air Transportation: A Management Perspective |url=https://books.google.com/books?id=Ej8Qslt1nfsC&pg=PA65 |location=Burlington, Vermont |publisher=Ashgate Publishing, 2007 |isbn=978-0-7546-7171-8 |date=1 January 2007}}

{{Refend}}

{{Refbegin}}

• {{Cite book |editor-last=Jackson |editor-first=Paul |title=Jane's All the World's Aircraft 2008–2009 |publisher=Jane's Information Group, 2008 |location=Coulsdon, Surrey, UK |isbn=978-0-7106-2837-4 |year=2008}}
• {{cite book |editor-last=Miravete |editor-first=Antonio |title=3-D Textile Reinforcements in Composite Materials |publisher=Woodland Publishing |location=Sawston, Cambridge, UK |url=https://books.google.com/books?id=bKXmAgAAQBAJ&pg=PA152 |isbn=978-0-8493-1795-8 |year=1999}}
• {{Cite book |title=Recent developments with Airbus: ninth report of session 2006–07, Vol. 2: Oral and written evidence |url=https://books.google.com/books?id=pXaqd85lrtwC&pg=PA33 |publisher=The Stationery Office (Parliament: House of Commons: Trade and Industry Committee), 2007 |location=London, UK |isbn=978-0-215-03551-6 |date=25 July 2007}}
• {{Cite book |last=Reed |first=Arthur |title=Airbus: Europe's High Flyer |location=Zürich, Switzerland |publisher=Norden Publishing House, 1992 |isbn=978-3-907150-10-8 |year=1991}}

{{Refend}}

{{Commons and category|Airbus A330}}

• {{Official website|https://www.airbus.com/en/products-services/commercial-aircraft/passenger-aircraft/a330-family}}
• {{Cite magazine |url= http://www.aircraft.airbus.com/support-services/publications/?eID=maglisting_push&tx_maglisting_pi1%5BdocID%5D=89461 |publisher= Airbus |magazine= FAST{{nbsp}}— Flight Airworthiness Support Technology{{nbsp}}— technical magazine |date= October 2015 |title= A330 Family overview: Aircraft design, Systems, Cabin, Freighter, Maintenance, Upgrades & retrofits |url-status= dead |archive-url= https://web.archive.org/web/20171023230738/http://www.aircraft.airbus.com/support-services/publications/?eID=maglisting_push&tx_maglisting_pi1%5BdocID%5D=89461 |archive-date= 23 October 2017}}

{{Clear}}

{{Airbus airliners timeline}}

{{Airbus aircraft}}

{{FAB aircraft designations}}

{{Good article}}

{{Authority control}}

A330

Category:1990s international airliners

Category:Twinjets

Category:Low-wing aircraft

Category:Aircraft first flown in 1992

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