A330 : Version Passagers ; toute la famille

Airbus has yet to rule out completely a possible sharklet wing-tip modification on the A330 but is not intending to pursue a re-engined version.
Chief
operating officer for customers John Leahy says he will "keep pushing
our engineers" to look at adapting the sharklets - developed for the A320 - to the larger twinjet.
Airbus
has been tweaking the A330's performance, unveiling a 242t maximum
take-off weight version last year which it aims to deliver before
mid-2015.
But Leahy indicates that new engines for the type - creating a theoretical A330neo - would be problematic.
"If
you say 're-engined', then I'd say 'no'," he says. If the aircraft is
already optimised, he says, "[you] don't put one of these heavy engines
on it".
The sharklet suggestion is still facing resistance within
Airbus. Executive vice-president for programmes Tom Williams says he can
"understand the logic" of the suggestion but is "not so sure on the
advantages".
Leahy casually suggests the A330 could still remain
in production in 2022, while Airbus chief Fabrice Brégier says it
remains a lower-cost alternative to the A350.
"If you don't need the full range you can be competitive on many routes with an A330," he says.

AirAsia chief executive Tony Fernandes is continuing to apply pressure on Airbus to re-engine its A330 widebody, even though the company appears to be ruling out the option.
Fernandes,
whose AirAsia group has several franchises in countries around Asia and
is one of the most valuable customers for Airbus, is in Toulouse for
"some important meetings" with the European airframer.
Both AirAsia and Fernandes have a stake in AirAsia X,
the Malaysia-based long-haul, low-cost carrier that has a fleet of nine
A330-300s. It has orders for another 18 A330s and 10 of the
new-generation Airbus A350-900s.
But
Fernandes has been pushing Airbus to come up with a re-engined A330, or
an A330neo, for some time. This, he feels, will be a better option than
the A350-800 that is slated to be a replacement for the longer-range A330-200.
Last year, AirAsia cancelled its orders for the -200 variant as it
feels that they are not economical enough for long-haul services to
Europe.
But an A330neo would interest the airline, and Fernandes
said in a reply on his twitter account: "Yes, I want that plane.
Honestly, [I] don't think the A350-800 is a good plane."
He went on to say that the A330neo and A350-900 will be the "perfect combination" for AirAsia X.
Last
week, Airbus chief operating officer for customers John Leahy said that
he will push the company's engineers to look at adapting the
sharklets – developed for the A320 narrowbody – to the larger A330 twinjet in order to improve its performance.
Airbus
has been tweaking the A330's performance, unveiling a 242t maximum
take-off weight version last year that it aims to deliver before
mid-2015. But Leahy indicates that new engines for the type will be
problematic.
"If you say 're-engined', then I'd say 'no'," he
says. If the aircraft is already optimised, he says, "[you] don't put
one of these heavy engines on it".

Airbus don't get it. They would own the market with the 330 neo. RT
@aeroturbopower: @tonyfernandes Just calculated at least 5% better
fuelburn for A330neo vs. A358 for 6000nm mission

"The A350-800 has got about 1,400nm [2,590km] more range with 30 more passengers,
but it's burning less fuel too - over a 4,000nm [7,400km] mission the
A350-800 burns around 23% less fuel [per seat] than an A330-200,"
McConnell says.

EXTENDED TWIN ENGINE OPERATIONS (ETOPS)
The GEnx-1B54, -1B58, -1B64, -1B67, and -1B70 engine models (defined by the G03, G04 and G05 model
lists), the GEnx-1B54/P1, -1B58/P1, -1B64/P1, -1B67/P1, -1B70/P1, -1B70/72/P1, -1B70/75/P1, -1B74/75/P1,
and -1B75/P1 engine models, and the GEnx-2B67 and -2B67B (defined by the GEnx-2B67G01, GEnx-
2B67G02, and GEnx-2B67BG01 model lists) comply with the requirements of 14 CFR Part 33, sections 33.4,
Appendix A, A33.3(c), 33.71(c)(4), and 33.201, and are therefore eligible for installation on ETOPS and Early
ETOPS approved airplanes. The demonstrated diversion time is 330 minutes at maximum continuous power
plus 15 minutes at hold and go-around power. ETOPS eligibility does not constitute airplane or operational
level approvals necessary to conduct ETOPS flights.
For the GEnx-1B54, -1B58, -1B64, -1B67, -1B70, -1B54/P1, -1B58/P1, -1B64/P1, -1B67/P1, -1B70/P1,
-1B70/72/P1, -1B70/75/P1, -1B74/75/P1, and -1B75/P1 engine models installed on B787 aircraft, the engine
fuel pump must be replaced prior to the next ETOPS flight after any single suction feed operation event of
duration greater than 30 minutes. Suction feed operation is defined by engine pump inlet fuel pressure less than
the greater of true vapor pressure plus 5.0 psi or ambient plus 5.0 psi.