Airbus A330
Illustrative image; it may differ from the actual aircraft.The Airbus A330 is a wide-body airliner developed and produced by Airbus. Airbus began developing larger A300 derivatives in the mid–1970s, giving rise to the A330 twinjet as well as the Airbus A340 quadjet, and launched both designs along with their first orders in June 1987. The A330-300, the first variant, took its maiden flight in November 1992 and entered service with Air Inter in January 1994. The A330-200, a shortened longer-range variant, followed in 1998 with Canada 3000 as the launch operator. The A330 shares many underpinnings with the airframe of the early A340 variants, most notably the same wing components, and by extension the same structure. However, the A330 has two main landing gear legs instead of three, lower weights, and slightly different fuselage lengths.
Specifications
Figures for the A330-300 variant, the most representative of the family · it is 61% the length of a football pitch
The type first flew in 1992 (34 years ago) · About 1,800 units built · Still in production
Figures for the type, not for this particular aircraft: each variant and each configuration changes something. They are shown in both systems used in aviation.
The story of the type
Development
Background
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. Before introducing the A300, Airbus identified nine possible variations designated B1 through B9. A tenth variant, the A300B10, was conceived in 1973 and developed into the longer-range Airbus A310. 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.
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. Offering the same range and payload as the McDonnell Douglas DC-10 but with 25 per cent better fuel efficiency, the B9 was seen as a viable replacement for the DC-10 and the Lockheed L-1011 TriStar trijets. It was also considered as a medium-ranged successor to the A300.
At the same time, a 200-seat four-engine version, the B11 (which would eventually become the A340) was also under development. 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. 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 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. 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. As a result, development plans prioritised the four-engined TA11 ahead of the TA9.
Design effort
The first specifications for the TA9 and TA11 aircraft that could accommodate 410 passengers in a one-class layout emerged in 1982. 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 8.46 metres (27.8 ft) longer than the Airbus A300. 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. 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. The two TAs would use the vertical stabiliser, rudder, and circular fuselage sections of the A300-600, extended by two barrel sections.
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, 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.
With necessary funding available, the Airbus Supervisory Board approved the development of the A330 and A340 with potential customers on 27 January 1986. Its chairman Franz Josef Strauss stated afterwards: "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." The designations were originally reversed and were switched so the quad-jet airliner would have a "4" in its name. Airbus hoped for five airlines to sign for both the A330 and A340, and on 12 May, sent sale proposals to the most likely candidates, including Lufthansa and Swissair.
Engines
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. GE Aviation first offered the CF6-80C2. However, later studies indicated that more thrust was needed to increase the initial power capability from 267 to 289 kN (60,000 to 65,000 lbf).
Variants
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.
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 13,400 km (7,240 nmi; 8,330 mi). The A330-200 is ten fuselage frames shorter than the original −300, with a length of 58.82 m (193 ft 0 in). To compensate for the smaller moment arm of the shorter fuselage, the vertical stabiliser height of the -200 was increased by 104 cm (40.9 in). The −200's wing was also modified; structural strengthening of the wing allowed the maximum takeoff weight of the −200 to be increased to 229.8 tonnes (507,000 lb). 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 139,090 L (36,740 US gal; 30,600 imp gal) by adding the centre section fuel tank, standard in the A340.
A new vertical stabiliser was introduced in 2004 beginning with MSN 555. This newer fin is shorter in height by 50 cm (20 in) and was derived from the design of the vertical stabiliser of the A340-500 and -600, later becoming standard on all new A330-200s.
In 2008, Airbus released plans for a higher gross weight version of the A330-200 to more effectively compete against the Boeing 787 Dreamliner. The new-build A330-200HGW had a 5-tonne increase in Maximum Takeoff Weight, allowing a 560-kilometre (300 nmi; 350 mi) range increase and a 3.4-tonne (7,500 lb) payload increase. Korean Air became the first customer on 27 February 2009 with an order for six −200HGWs. Deliveries of the first aircraft started in 2010.
In mid 2012, Airbus proposed another version of the −200 with the maximum gross weight increased by 2 t (4,400 lb) to 240 t (530,000 lb). This version had its range extended by 270 nmi (500 km; 310 mi) and carried 2.5 t (5,500 lb) 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 242 t (534,000 lb) with the range extended by 350 nmi (650 km; 400 mi) over the 238 t (525,000 lb) version. It was certified by the EASA on 8 September 2015.
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 2,000 miles (3,200 km) 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. The A330−200 competes with the Boeing 767-400ER and 787-8.
In 1998, a newly delivered -200 was valued US$94 million, rose over $100 million in 2005 but lowered at almost $75 million in 2019 as the market favours the -300 and the A330neo. The 2018 list price was US$238.5 million. As of April 2024, 661 of the −200 had been ordered, 656 of which had been delivered, with 572 aircraft in operation.
The A330-200F is an all-cargo derivative of the A330-200 capable of carrying 65 t (140,000 lb) over 7,400 km (4,000 nmi; 4,600 mi) or 70 t (150,000 lb) up to 5,900 km (3,200 nmi; 3,700 mi). 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.
Where this type is seen
From our logbook: 109 aircraft of this type documented at 85 airports.
A count of our own aircraft profiles, year by year, from the public United States flight records: it reflects what we have documented, not the airport’s total traffic.
Overview and history adapted from Wikipedia (CC BY-SA) · technical figures from the manufacturer’s published specifications and standard aviation references
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This page was last updated on October 10, 2026
APA
Vuelopedia. (2026, October 10). Airbus A330. Retrieved October 16, 2026, from https://vuelopedia.org/en/model/a330
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“Airbus A330.” Vuelopedia, Fundación Poderia, 10 Oct. 2026, vuelopedia.org/en/model/a330. Accessed 16 Oct. 2026.
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BibTeX
@misc{vuelopedia_en_model_a330,
author = {{Vuelopedia}},
title = {{Airbus A330}},
publisher = {Fundación Poderia},
year = {2026},
date = {2026-10-10},
url = {https://vuelopedia.org/en/model/a330},
howpublished = {\url{https://vuelopedia.org/en/model/a330}},
urldate = {2026-10-16},
note = {Accessed 2026-10-16}
}Wikipedia
{{cite web |url=https://vuelopedia.org/en/model/a330 |title=Airbus A330 |website=Vuelopedia |publisher=Fundación Poderia |date=2026-10-10 |access-date=2026-10-16 |language=en}}