A330 : Version Passagers ; toute la famille

Effectivement ça m'étonerait que JL lâche ses Sharklets si Airbus retouche l'aile ... et même la remotorisation !
Il va tous les user jusqu'à sa retraite !
Qu'il prendra s'il est trop emmerdé !
Pour aller à la pêche avec Jim Albaugh

Si ça peut t'aider ...

http://www.reuters.com/article/2012/07/09/airshow-a330-revamp-idUSL6E8I932M20120709

Industry sources told Reuters earlier on Monday that Airbus would announce a partial redesign of the jet, increasing the maximum amount of fuel or payload at take-off to extend its range.

"The 240 tonne A330-300 will benefit from up to 11,020 km extra range, meaning it can now connect London to Tokyo, Frankfurt to Cape Town, Beijing to Melbourne," Airbus said.

Airbus is revamping the A330 at a time when arch-rival Boeing is pondering a new competing version of its 787 Dreamliner.

Airbus said it hoped to announce a customer for the enhanced A330 during this week's airshow.

Je vois bien l'image
Les ingés avec Leahy sur le dos qui leur tient le crayon...

La com de JL / Airbus !

Bon, on parle juste de MTOW ... donc les autres plus, à la trappe .. ou plus tard (Ce que j'espère)
Le minimum syndical pour des clients pressés !

http://www.airbus.com/newsevents/news-events-single/detail/airbus-offers-longer-range-a330-with-increased-payload/

Je viens de faire comme toi

Je prends

Airbus has decided to offer a further enhanced version of the popular A330 airliner by increasing the maximum takeoff weight capability to 240 metric tonnes. This 240 tonne capability will be first applied to the larger A330-300 model and subsequently to the A330-200 and A330-200F
The respective performance improvements are as follows: The 240 tonne A330-300 will benefit from up to 400nm extra range – to 5,950nm (11,020km) – with 300 passengers and carry nearly five tonnes more payload than today’s 235 tonne aircraft. Meanwhile, the new 240 tonne A330-200 will fly up to 270nm further – to 7,050nm (13,060km) – with 246 passengers and carry over 2.5 tonnes more payload than today’s 238 tonne A330-200. The two models will also bring increased fuel efficiency thanks to aerodynamic refinements and engine enhancements. Entry into service of the 240 tonne A330-300 is aimed for mid 2015.
In practical terms 240 tonne capability significantly extends the market coverage of the A330 Family. For example, this newest A330-300 will now be able to connect to the following new city pairs: London to Tokyo; Frankfurt to Cape Town; Beijing to Melbourne; Beijing to San Francisco; Kuala Lumpur to Paris; and Los Angeles to Dublin. Moreover, compared with the original 212 tonne A330-300 in 1992, the 240 tonne A330-300 can fly 2,000nm (3,700km) further and now cover 90 percent of the market from Heathrow – up 51 percent from 39 percent market coverage at original EIS.
“The A330 has come a long way in the last 10 years, and we are delighted to bring to more airlines the advantages and reliability of A330 economics over ever wider markets,” says John Leahy, Chief Operating Officer Customers of Airbus. “This aircraft is the most popular aircraft ever in its category and looks set to hold this position for years to come.”
This latest A330-300 aircraft can now also fly similar ranges while burning over 15 percent less fuel than the B777-200ER on a 1,800nm mission. Furthermore, the A330 even becomes an extremely cost-effective alternative to the B787 on many routes with around five percent lower direct operating costs per trip than the B787. A key advantage of 240 tonne capability is that the increase in range allows the A330-300 to cover more of the A330-200 network, this gives airlines the flexibility to use the A330-200 to open new routes and grow frequency whilst using the A330-300 to grow capacity at low cost.

Bon alors :
-A330-300 240t @5950 Nm et 300PAX -> je pensais que c'était déjà acquis !( à la lecture des specs d'airbus (appli android notamment) donc comprendre 5950 NM avec 300Pax et 5t de fret?
-A330-200 240t @7050NM et 246PAX + 2.5t parce que sur mes tablettes @238t j'ai déjà 7250 Nm !

Mi 2015 donc avec dispo à 10 par mois dans la foulée, et probablement un rétrofit possible (partiel) pour une partie de la prod avant cette échéance (2014 ?)

Attendre les annonces de RR/PW et GE

Ce que je en pige pas c'est l'écart entre les dernière perfs publiques et celles annoncer... prise en compte d'un OEW réaliste ?
Quid des capacités de réservoirs ?
Communication à minima

A noter que l'A343 sera plus facilement remplacé

Visiblement ils n'ont pas fini !(Airbus n'est pas prêt)
Juste le minimum de promesses pour terminer qq ventes compliquées !
Pour moi c'est à suivre ...
Ou il y a un vrai round, pour vraiment faire qq chose, ou ils l'enterrent le A330 !
Par ce que today, c'est quasi 0 frais pour Airbus !

Ben 2% de gains par ci et +5t par là c'est tout sauf ridicule
Surtout qu'à priori le joker de l'A330 vs le 787 c'est bien la charge utile
Et c'est bien sur ce sujet que le 787-10 peut pécher

Mouais, pas grand chose sur l'aile ...$$$$ ni l'AL-Li !
Ca coûte !
Ca viendra avec les retards de développement des options des A350 !

Et côté moteurs, le 1% Syndical de RR beurk !

Quand je pense que notre Burro préféré annonçait 8% ou plus sur le V2500 en claquant dans les doigts !

Les doigts, c'est comme le reste, y tjs risque de claquage

Y en a un qui suit

http://www.airliners.net/aviation-forums/general_aviation/read.main/5508209/#17

Airbus has stopped at tweaking measures to go to these 400nm, given the cost of the re-certification for a sharklet updagrade (look at the 320 flight test program, it spans a year just for the sharklets, they affect everything, start, cruise, landing) the tweak effort/return on payload/range is more optimal.

Here the tweaks (per A feature story from Farnbourough http://event.airbus.com/airshows/far...with-more-payload-and-range.html):


Start performance (retain performance as much as possible at 240t instead of 235t):
- Improve drag at start (and thus L/D) by tuning the inboard slat deployment, direct spin-off from A350 who uses an even lower drag droop-nose on the inboard wing to lower drag (learned from the A380 program which started this trend).


Cruise performance (spec range now 5950nm):
- Reshape the flap fairings for lower drag (learning from A350 aero program).
- Tune the fly by wire for laod alleviation by deploying the ailerons to off-load the outer parts of the wing when hit by gust (also from A350 which can run the flaps and the ailerons for load alleviation). Thus (almost?) no extra structure for hike in MTOW.
- Get RR to tune the T700 another percent.


A problem is that the 333 hits it tank limit at 5500nm in the previous versions, the aero and T700 tweak can perhaps increase that to 5700nm, the last 250nm is then in the area where one leaves of payload to gain range despite not being able to fill the same weight in fuel.

Le détail des tweaks aeros...
Des optimisations simples

Reste que l'A330-300 doit embarquer des réservoirs en soute aller loin à charge marchande typique -> ça serait bien d'activer le réservoir central (pb d'inertage ?) parce les réservoirs en soute ont un certain poids tout de même 615 kg pour 7200 l et de la place prise en soute
Sauf que l'ACT n'est pas certifié....

Quid donc de la capacité en fioul ?

Qui donc aussi des MZFW, certains semblent avoir compris que c'était +5t sur l'A330-300 ce qui est énorme et qui donnerait à l'A330-300 une capacité assez unique sur des distances moyennes...

Si on lit bien Ferpe et que les renforts sont minimes, tout ça va pouvoir être rétrofitté assez bas dans la chaine si airbus le veut
Mais effectivement avec l'optimisation des load alleviation on va pouvoir jouer aussi sur le MTOW

A voir si airbus ne va pas non plus s'inspirer de ça pour l'A321

Sur l'A330-300 la soute est vaste.

Donc en perdre un peu pour avoir un réservoir supplémentaire ne me paraît pas dramatique.



Par contre ces améliorations me paraissent bien tardives.

Selon moi Airbus tiendra, mais en accordant des rabais substantiels.



Sinon rien sur le -200F qui aurait bien besoin de ces améliorations pour se différencier des futures conversions.

Ben surtout si on sait que le réservoir central de wing box existe .... sur les A332 !
Alors, pourquoi se compliquer !

aeroduO5 a écrit:Sur l'A330-300 la soute est vaste.

Donc en perdre un peu pour avoir un réservoir supplémentaire ne me paraît pas dramatique.



Par contre ces améliorations me paraissent bien tardives.

Selon moi Airbus tiendra, mais en accordant des rabais substantiels.



Sinon rien sur le -200F qui aurait bien besoin de ces améliorations pour se différencier des futures conversions.

A priori Aerodu05 les 240t sont aussi pour l'A330F
Et mon idée c'est que ça pourra grandement servir pour les tankers qui doivent remplacer les KC10

Pour les Tankers ... holé !
Il y aura le KC787 d'ici là ?? non ??
Bon, c'était pour rire, mais penser aussi que les Tankers peuvent gagner en capa de transfert ... ce qu'ils n'ont pas consommé ...
Donc avec des GEnx2B, ou qq chose déquivalent, ce sont 6-700 litres par heure de mission économisés pour un A330 MRTT !
Sans parler de vrais Sharklets qui peuvent ajouter 150 L/heure !

Oula oula
Les derniers tankers ils les ont pris juste sur le critère prix, alors...

Bonjour à tous
Bonjour Ferpe

Ce que je comprends des améliorations apportées c'est donc bien une augmentation du MZFW, se rapporter au titre du communiqué de presse d'airbus "Airbus offers longer-range A330 with increased payload"

Si on dépouille le communiqué

he 240 tonne A330-300 will benefit from up to 400nm extra range – to 5,950nm (11,020km) – with 300 passengers and carry nearly five tonnes more payload than today’s 235 tonne aircraft. Meanwhile, the new 240 tonne A330-200 will fly up to 270nm further – to 7,050nm (13,060km) – with 246 passengers and carry over 2.5 tonnes more payload than today’s 238 tonne A330-200. The two models will also bring increased fuel efficiency thanks to aerodynamic refinements and engine enhancements. Entry into service of the 240 tonne A330-300 is aimed for mid 2015.

On se peut lire comme ça
A330-200 +2.5t MZFW soit 172t ? -> 55 t de charge utile avec l'OEW "airbus" de début 2011
A330-300 +5.0t MZFW soit 180t ? -> 60 t de charge utile avec l'OEW "airbus" de début 2011
La référence est le MZFW max existant, qui ne correspond pas toujours d'ailleurs au MTOW max.

Cependant les configs utilisées par airbus dans le communiqué sont différentes de celles des ACAPS
A330-200 : 246 PAX soit moins que les 254PAX trois classes. Ca semble indiquer une config 2 classes avec une Biz @60in de pas
A330-300 : 300 PAX au lieu de 295PAX, même remarque

En retraçant l'avanture de l'A330-200 et en estimant le fuel embarqué comme suit MTOW -(OEW "airbus" + PAX payload)
- l'A330-200 233t fait 6750-6800Nm @254PAX + 0.0t cargo(fuel embarqué 92t)
- l'A330-200 238t fait 6750-6800Nm @254PAX + 3.4t cargo(fuel embarqué 93.5t) ou 7250Nm @254PAX (fuel embarqué 97t )
- l'A330-200 240t fait 6750-6800NM @246PAX + 5.9t cargo(fuel embarqué 94.0t) ou 7050Nm @246PAX 3.4t cargo (fuel 96t)

Ca semble cohérent ?
A priori donc un A330-200 "OEW airbus" avec seulement la charge max pax est au delà de 7500Nm
Donc A330-200 "monde réel" est à 124t (config China southern @266PAX) avant d'embarquer les PAX soit +7t et 6500NM de distance franchissable

Pour l'A330-200F on a une augmentation +7t, au pire qui se reporte 100% sur la capacité en fioul ce qui va donner au moins +600Nm soit 4600Nm en mode "Range"
Je penche pour au moins +2T de MTOW soit 67 / 72 t en en améliorant les distances franchissables de 200Nm environ (à la louche hein... je n'ai pas de beau tableau excel pour ça )

Ca peut relancer l'avion ? Il faut garder en tête celui là comme concurrent
DC-10 Series 30: 580,000 lb (263,086 kg) with a payload of 180,000 lb (81,720 kg) for a nonstop range of approximately 3,700 nmi.

Ca me fait penser que le A333F pourrait devenir plus intéressant qq part, toujours pour les courriers, si les B767F en laissent un peu ....

Pour l'A330-300

Au passage la cabine à 300PAX c'est celle là : seating 36 in first or business class at a 60-inch seat pitch, and 264 in coach at 32-inch pitch.

- l'A330-300 230t fait 5850Nm @295PAX + 0.0t cargo(fuel embarqué 78t soit le plein) mais à priori les réservoirs sont remplis déjà et on part à 227 t seulement, on pourrait en théorie embarquer 85t de fioul
- l'A330-300 235t fait 6000NM @295PAX et pourrait en théorie embarqué 87t de fioul
Les deux résultats sont cohérents avec l'idée qu'airbus doit garder sous le coude l'éventualité d'un réservoir de soute (au moins)
- l'A330-300 240t fait 5950Nm @300PAX + 5.0 t et peut souter 87t de fioul mais n'a la place que pour 78t

Gosh!
Ca veut dire qu'un A330-300 "config airbus" qui ne serait pas limité par ses réservoir serait à 6300 / 6400 Nm

Bon un A330-300 real life (THY 127-128T) est encore fioul limited à 240t (fioul soutable 85t contre 78t) ou doit embarquer un ACT pour aller 5750-5800 Nm

Un énorme post de : Aspire Aviation !

Long, mais remarquablement bien fait !

A lire pour tous !
Inclus d'intéressantes infos sur les A332-A333 et A350 !
Un shéma intéressant au passage !
J'en édite la moitié !

Bon courage ... , je disparais qq jours , com's chaotiques à prévoir !

---------- Allez, va pour le lien et des extraits, de Daniel Tsang --------------

http://www.aspireaviation.com/2012/07/10/airbus-is-right-on-a330-improvement-strategy/?lang=en

Having decided against re-engining the twin-aisle medium to long-haul
A330 aircraft which is likely to undermine the business case of its
A350-800 sibling (“Airbus mulls re-engined A330 along with sharklets“,
5th Mar, 12), Airbus is adopting the least risky option of offering
new, higher gross weight variants of the A330 aircraft family that not
only will see the A330 being more capable than it has ever been, but
also provide a natural hedge against further A350 delays as the
carbon-composite aircraft ramps up in its development ahead of first
flight in 2013 and service entry in mid-2014.
Airbus will offer a 240-tonne (529,109lbs) maximum take-off weight
(MTOW) variant of the 300-seat A330-300 by mid-2015 first, from today’s
235 tonnes (518,086lbs), followed by the smaller A330-200 and A330-200F
freighter thereafter.

The 240-tonne 300-seat A330-300 will see its range being extended by
up to 400nm (nautical miles) to 5,950nm (11,020km) with 5 tonnes more
payload, whereas the 240-tonne A330-200 will have its range being
extended by 270nm to 7,050nm (13,060km) with 246 passengers and 2.5
tonnes more payload than the 238 tonnes variant.

Airbus said the latest incremental improvements being rolled out on
the A330 aircraft will see a 2% reduction in its block fuel burn, with
aerodynamic improvements contributing 1% of the fuel burn reduction,
while engine improvements contribute to the remainder.

Airbus chief operating officer (COO) customers John Leahy said the
improved 240-tonne A330-300 will be able to cover 94% of the 777-200ER
missions, versus the first 212-tonne A330-300 production examples which
only covered 65% of the Boeing 777-200ER markets with a range of
3,900nm.

“The A330 has come a long way in the last 10 years, and we are
delighted to bring to more airlines the advantages and reliability of
A330 economics over ever wider markets. This aircraft is the most
popular aircraft ever in its category and looks set to hold this
position for years to come,” Leahy said
-------------

Meanwhile, the minimal change required for the higher maximum
take-off weight (MTOW) A330s means it will free up scarce engineering
resources for the A350 XWB (Extra Wide Body) programme, which has had a
6-9 month delivery slip that sees its entry into service (EIS) being
postponed to mid-2014, in addition to being a natural hedge for airlines
against further A350 delays.

Airbus said it has decided against adding the A320 sharklets to the
A330 and that the increase in maximum take-off weight (MTOW) is achieved
through adding the load alleviation function to its fly-by-wire system.

In doing so, the manufacturer’s empty weight (MEW) of the aircraft
will not increase much since the need of strengthening of outer and
centre wing boxes is eliminated.

As a software update of an A330′s fly-by-wire system could be achieved fairly easily, Aspire Aviation
thinks Airbus should make a retrofit programme available earlier than
the mid-2015 timeframe and enable airlines to enjoy a 1% reduction in
fuel burn from improved engines, as another 1% fuel burn saving comes
from shorter flap fairings.

This is consistent with Airbus’ approach in continuously improving
the A330 aircraft, with a retrofit programme for the 238 tonnes
A330-200 being available and another retrofit programme for 235-tonne
A330-300 due to be available from third quarter of this year onwards.
China Eastern Airlines, Hawaiian Airlines, Hong Kong Airlines have
already taken up the A330-200 retrofit programme while Korean Air, China
Southern, China Eastern, Turkish Airlines and Aircastle are receiving
238-tonne -200 production aircraft. Swiss International Air Lines, China
Southern, Air China and General Electric Capital Aviation Services
(GECAS), in the meantime, are customers of the 235-tonne A330-300.

Therefore this bodes well for the A350 XWB programme, particularly so
for the smallest 270-seat A350-800 variant whose entry into service
(EIS) is delayed by 2 years from 2014 to 2016.

The A350-800 is the variant with the most serious overweight issue in
the aircraft family with an around 5 tonnes overweight and has already
missed its fuel burn target by “a few per cent”, whereas the baseline
-900 model is around 3 tonnes overweight, according to Aspire Aviation‘s
sources at Airbus. Had Airbus pressed ahead with re-engining the A330
along with sharklets, it would have diluted scarce engineering resources
from the A350 XWB and A320neo (new engine option) programmes that would
otherwise have worked at trimming the weight of the A350 and ensuring
the smooth execution of the crucial aircraft programme.


JPRS

Ok merci
Bon lecture et bon voyage...

Bon un slide sympa qui vient en confirmation des dernières certifs de variantes sur l'A330 avec le "dynamic payload" qui n'a pas grand chose à voir avec le sujet 240t (encore que)



Bataille de chiffres entre airbus et boeig sur les côuts d'opération

All in all, these will make the 787-10X a highly fuel efficient medium to long-haul airplane with 25% lower fuel burn than an A330-300, as well as a 10% and 5% lower operating cost than the A350-900 and -1000. This will enable the 787-10X to capture a market segment that will be left blank by Airbus in its widebody strategy.

“It will be 25% better in fuel burn than the A330-300 and can carry out all the missions of the A330-300 and -200,” new Boeing Commercial Airplanes (BCA) chief executive Ray Conner said.

Airbus contests the cost efficiency brought by the Boeing 787 Dreamliner, claiming at a Farnborough briefing the cash operating cost (COC) per seat of a 300-seat A330-300 is 17% lower than the 777-200ER and is only 1% and 6% higher than the 787-8 and -9, respectively. The direct operating cost (DOC) of an A330-300, in the meantime, is 10% lower than both the 777-200ER and 787-8, whereas the 787-9′s DOC is 4% higher than that of an A330-300, Airbus says.

However, as DOC = COC + capital cost, unless the Boeing 787-10X is priced at a very significant premium to the A330-300, which is unlikely to be the case, Aspire Aviation is sceptical and thinks Airbus’ figures are questionable.

For instance, Aspire Aviation estimates there is a 6%-10% cost per available seat mile (CASM) advantage of the 787-8 over the A330-200 (“Boeing 787 could revolutionise US long-haul market“, 5th Jul, 12) and while more seat counts on the larger A330-300 are going to negate part of the CASM advantage, the 787-8 nevertheless still holds a 5% or more distinct cost advantage. The 20% reduction in fuel burn, which Japan’s All Nippon Airways (ANA) puts at 21% over the 767-300ER, 30% lower airframe maintenance cost are going to translate into significantly lower COC and hence DOC versus the aluminium-made A330, let alone the early-built 787s have 6% higher block fuel burn than standard 787 production examples that meet Boeing’s operating empty weight (OEW) and manufacturer’s empty weight (MEW) targets from line number LN90 onwards.

Bien vu sinon l'aspect couverture du risque de retard de l'A350 ... et pourquoi libérer des slots de prod du -800

Une liste intéressante des retrofit "augmentation de MTOW" sur les A330
http://www.aspireaviation.com/2012/07/10/airbus-is-right-on-a330-improvement-strategy/?lang=en

This is consistent with Airbus’ approach in continuously improving the A330 aircraft, with a retrofit programme for the 238 tonnes A330-200 being available and another retrofit programme for 235-tonne A330-300 due to be available from third quarter of this year onwards. China Eastern Airlines, Hawaiian Airlines, Hong Kong Airlines have already taken up the A330-200 retrofit programme while Korean Air, China Southern, China Eastern, Turkish Airlines and Aircastle are receiving 238-tonne -200 production aircraft. Air China and General Electric Capital Aviation Services (GECAS), in the meantime, are customers of the 235-tonne A330-300.

Donc retrofit à 235t pour l'A330-300 disponible sous peu après celui à 238t pour l'A330-200 + les modes "dynamic payload", finalement ceux qui ont acheté les version 230/233 t doivent être content maintenant

Ces chiffres deviennent un véritable bouillon de culture de PR ....
Un peu de repos me fera du bien ... (Pas si sur !)
Faudra attendre que la tension du salon retombe, pour essayer de les mettre ensemble !
Tout le monde joue petit bras dés qu'il y a certification .... à la vista !
Et met le paquet si ça ne passe plus ...souvent trop tard !
Et des gestions de priorités plus qu' inquiètantes !

Le A358, à la trappe pour 5 tonnes... beuh !
Les A330 NEO à la trappe aussi ... jusqu'aux prochains ennuis de vente ... de JL !
Le Leap1A qui va sauver le soldat MAX, comme par enchantement !

Les Trent1000-10 qui deviennent performants à la demande ... holé !
Alors que les T700 roupanent depuis 10 ans...
Et P&W qui va sortir du chapeau un GTF de 100 000 lbs !
Et ... le C-Séries qui sera à l'heure ...

Et beaucoup de passages sur reverse à venir , dans les mois qui viennent !

Ca change tout le temps !
Comment interprêter tout ça ...
Surtout quand on a l'impression que les prestigieux stratèges de A et B ne le savent pas eux mêmes !
Et actuent compulsivement à la petite semaine !

Allez

Bonjour !

P&W se positionne pour le A330 de 240 tonnes ... avec le PW4170 !
Va pour les meilleurs, les plus beaux etc ... 1% d'écos de fuel avec upgrade possible, et 2% de puissance en plus ... c'est bien, mais Airbus a besoin d'un peu plus pour que ses A330 vivent vieux !

https://research.zecco.com/research/quotes/stock-news/story.asp?key=100-197c1460-1&lastPage=quote_snapshot&mcsymbol=undefined

Pratt & Whitney supplies A330 customers the aircraft's entire
propulsion system -- engine, nacelle, thrust reverser and accessories --
which was specifically designed for the A330 aircraft. Pratt &
Whitney offers the Advantage70 both as a new engine and as an upgrade
kit for existing PW4000-100" engines. The upgrade includes a suite of
technology enhancements that can be incorporated into a fleet during
engine overhaul. The PW4170 Advantage70 engine provides a 1 percent fuel
burn reduction along with a 2 percent increase in thrust, making it the
highest take-off rated engine for the A330.


JPRS

Ah j'ai retrouvé l'original

http://www.pw.utc.com/media_center/press_releases/2012/07_jul/07-10-2012_00004.asp

Rien de nouveau côté conso en fait, ce qui est rappelé c'est le gain déjà procuré par Advantage70

Airbus insists that the higher-weight A330 will not evolve into a substitute for the A350-800, reiterating that it still intends to develop the shrink variant of its new twinjet family.

Chief operating officer for customers John Leahy stresses that there is "not
even an internal review" over the -800's future, although he says slot
constraints on the A350 programme are directing the airframer to
prioritise sales of the higher-value -900.

Airbus will tweak the A330 family to raise the maximum take-off weight to 240t, giving a
consequent increase in range, and is pitching entry into service for
2015, a year earlier than the A350-800.

Lessor CIT has become the first to commit to the improved A330, which will benefit from A350
aerodynamics. The company had previously been an A350-800 customer, with
an order for five, but abandoned it in favour of the larger -900. Leahy
says CIT is a strong A330 customer and its decision to take the
higher-weight type is unconnected to the A350 switch. He says the
modified A330 and the A350 will serve "different markets".

The new A330-300, the first variant to undergo the change, will have a range of 5,950nm
(11,000km). That of the A350-800 - which will have a maximum take-off
weight of 248t - is intended to be about 8,500nm. Qatar Airways
is one of the primary customers of the -800, accounting for 20 of the
118 on order, and is unconvinced Airbus wants to retain the programme.

Chief executive Akbar Al Baker believes the airframer is quietly trying to
shelve the -800. "Officially they are telling us they are still going to
make that aircraft," he says. "We don't know."

He says the carrier's commitment to the type depends on its capability. "If it is
not head and shoulders above the [Boeing] 787-8, then we will have to
reconsider. In our contract with Airbus we can swap our A350 orders
between the -800 and -900."

Qatar has ordered 40 A350-900s and Al Baker says he is expecting the first in mid-2014, adding that this
amounts to a six- or seven-month delay to contractual delivery dates.
"We had been expecting that slip and we had already built a buffer into our
preparations," he says. "We realise that it is heavier than in our
contract with them, but there are ways around this and we are talking to
Airbus about how to resolve this."

http://www.flightglobal.com/news/articles/higher-weight-a330-not-intended-as-a350-800-substitute-374578/

Toujours aussi peu de détails sur cette version de l'A330 quand même
La com de Farnborough restait très vague comme si la nouvelle équipe dirigeante n'avait pas eu le temps de tout bétonner