Editing Airbus A330 (section)

==Development==<!-- linked from [[Airbus A340]] -->

===Background===
{| class="wikitable" style="float:right; margin-left:1em; text-align: center; font-size:95%"
|+Airbus jetliners, 1974–1994
|-
!style="text-align: left" |Model
![[Airbus A300|A300]]
![[Airbus A310|A310]]
![[Airbus A320 family|A320]]
!A330
![[Airbus A340|A340]]
|-
! scope="row" style="text-align: left" |'''Introduced'''
| 1974
| 1983
| 1988
| 1994
| 1993
|-
! scope="row" style="text-align: left" |'''Body'''
| Wide
| Wide
| Narrow
| Wide
| Wide
|-
! scope="row" style="text-align: left" |'''Engines'''
| 2
| 2
| 2
| 2
| 4
|-
! scope="row" style="text-align: left" |'''Range'''
| style="font-size: 85%"|{{cvt|4,050|nmi|disp=br()}}
| style="font-size: 85%"|{{cvt|4,350|nmi|disp=br()}}
| style="font-size: 85%"|{{cvt|3,000|nmi|disp=br()}}
| style="font-size: 85%"|{{cvt|6,350|nmi|disp=br()}} <!-- -300 -->
| style="font-size: 85%"|{{cvt|7,300|nmi|disp=br()}} <!-- -300 -->
|}
[[File:A330 and A340 Seating Capacity vs Range.svg|thumb|A330 and A340 seating and range comparison]]

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.<ref>{{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=2013-05-13}}</ref> 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.<ref name="Eden p.30">{{harnvb|Eden|2008|p=30}}</ref> The B11 was originally planned to take the place of narrow-body [[Boeing 707]]s and [[Douglas DC-8]]s 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".<ref name="Eden p.30" /> 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.<ref name=kingsley>{{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}}</ref> As a result, development plans prioritised the four-engined TA11 ahead of the TA9.<ref name=kingsley />

===Design effort===
[[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|thumb|Compared to the A330 twinjet (on ground), the heavier A340 (in flight) has four engines and a centre-line wheel [[Landing gear#Large aircraft|bogie]].]]<!-- alternates pics: "File:Swiss Airbus A340 and A330.jpg" or "File:Swiss Airbus A340-313X; HB-JMJ@ZRH;04.03.2011 592en (5501768255).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 [[Unit load device|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.<ref name="Nor_Wagn_p24-5">{{harnvb|Norris|Wagner|2001|pp=24–25.}}</ref> By June 1985, the TA9 and TA11 had received more improvements, including the adoption of the A320 [[Cockpit|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 stabilizer|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 Aerodrome|Hatfield]] and [[Filton Aerodrome|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.<ref name="Eden p.30" /> 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.<ref>{{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}}</ref> Its chairman [[Franz Josef Strauss]] stated afterwards that <blockquote>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.</blockquote> 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]].{{sfn|Norris|Wagner|2001|p=27}}

====Engines====
From the beginning of the TA9's development, a choice of [[aircraft engine|engines]] from the three major engine manufacturers, [[Rolls-Royce Holdings|Rolls-Royce]], [[Pratt & Whitney]], and [[GE Aviation]], was planned.{{sfn|Norris|Wagner|2001|p=44}} GE Aviation first offered the [[General Electric CF6#CF6-80C2|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 [[General Electric CF6#CF6-80E1|CF6-80E1]] with a thrust of {{cvt|300|-|320|kN|lbf|sigfig=2}}.<ref>{{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}}</ref>

<gallery mode="packed" heights="160px">
File:Trent 700 - DSC 8123-F-WWCR - MSN 1462 (10513329855) (cropped).jpg|Rolls-Royce's [[Trent 700]] features a [[exhaust mixer|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.
</gallery>

Rolls-Royce initially wanted to use the {{cvt|267|kN|lbf|adj=on|sigfig=3}} [[Rolls-Royce Trent#Trent 600 – First proposal|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 [[Rolls-Royce Trent 700|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 [[Pratt & Whitney PW4000|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.<ref>{{cite web|title=PW4000-100|publisher=Pratt & Whitney |url=http://www.pw.utc.com/PW4000100_Engine|access-date=2015-07-04}}</ref>

===Production and testing===
[[File:Airbus Factory Toulouse.jpg|thumb|upright|A330 final assembly line in [[Toulouse]], 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 [[Pound sterling|£]]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, Flintshire|Broughton]] wing production plant.{{sfn|Norris|Wagner|2001|p=51}} In Germany, [[Messerschmitt-Bölkow-Blohm]] (MBB) invested [[Deutsche Mark|DM]]400&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 [[French franc|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 fifteen [[Option (aircraft purchasing)|options]], while [[Thai Airways International]] requested eight aircraft, split evenly between firm orders and options.<ref name=kingsley />{{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=$}}.<ref name="Flight010612">{{cite news |url= https://www.flightglobal.com/news/articles/long-time-coming-131205/ |title= Long time coming |date= 12 June 2001 |work= Flight International}}</ref>

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}}<ref>{{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}}</ref> 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|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 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.<!-- This coincided with the revelation of weight test results showing the aircraft was {{cvt|500|kg|sigfig=3}} under its expected weight -->{{sfn|Norris|Wagner|2001|p=85}}

On 30 June 1994, [[Airbus Industrie Flight 129|a fatal crash occurred]] during certification of the Pratt & Whitney engine when an A330 crashed near Toulouse.<ref>{{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}}</ref> 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 [[Center of gravity of an aircraft|centre of gravity]] near its [[Center of gravity of an aircraft#CG aft of aft limit|aft limit]]. Shortly after takeoff, the pilots had difficulty setting the autopilot, and the aircraft lost speed and crashed.<ref>{{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}}</ref> 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.<ref>{{harnvb|Eden|2008|p=31.}}</ref>

===Entry into service===
[[File:Airbus A330-301, Air Inter AN0198153.jpg|thumb|[[Air Inter]] 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 material]]s in the PW4168 engine's [[Thrust reversal|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.<ref name="1500th-A330" />

===A330-200 ===
[[File:Airbus A330-222, Airbus Industrie AN0062031.jpg|thumb|The A330-200 first flew on 13 August 1997.]]
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|thumb|left|[[Canada 3000]] 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 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}}<ref>{{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}}</ref> Consequently, operators were advised to disable electrical pumps in January 1997.{{sfn|Norris|Wagner|2001|p=96}}

===Proposed variants===
; 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.<ref>{{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=2017-05-19 |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}}</ref>

; 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.<!--<ref name=Flight29feb2000>--> 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 [[Thrust specific fuel consumption|SFC]] than the A300-600.<ref name="Flight29feb2000">{{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=2018-03-07}}</ref> 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.<!--<ref name=Flight9may2000> --> 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 [[maximum take-off weight|MTOW]] and {{cvt|4,500|nmi}} range.<!--<ref name=Flight9may2000> --> Interested customers included Singapore Airlines, Lufthansa and Hapag-Lloyd.<ref name="Flight9may2000">{{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=2018-03-07}}</ref>

Announced in July at [[Farnborough Air Show]], the -500 first flight was targeted for early 2003 and introduction in early 2004.<!--<ref name=Flight27July2000> --> [[International Lease Finance|ILFC]] would take 10 if it was launched and [[CIT Group|CIT]] was interested too.<!--<ref name=Flight27July2000> --> The eight-frame shrink would carry 222 in three classes or 266 in two classes.<!--<ref name=Flight27July2000> --> Its initial {{cvt|13,000|km|nmi mi}} range would be followed by derated versions for {{cvt|8,000|km|nmi mi}}.<ref name="Flight27July2000">{{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=2018-03-07}}</ref> 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.<!--<ref name=Flight12Dec2000> --> 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.<ref name="Flight12Dec2000">{{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=2018-03-07}}</ref>
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* {{cite news |title=Airbus focuses on A330 shrink in search for 200-seater |url=https://www.flightglobal.com/news/articles/airbus-focuses-on-a330-shrink-in-search-for-200-seater-55082/ |date=18 August 1999 |first1=Paul |last1=Lewis |first2=Max |last2=Kingsley-Jones |work=Flight International}}
* {{cite news |title= Airbus unveils details of A330 derivative |url= https://www.flightglobal.com/news/articles/airbus-unveils-details-of-a330-derivative-60901/ |date= 18 January 2000 |author= Julian Moxon |work= Flight International}}
* {{cite news |title= Engine makers discuss A330-100 options |url= https://www.flightglobal.com/news/articles/engine-makers-discuss-a330-100-options-61853/ |date= 15 February 2000 |work= Flight International}}
* {{cite news |title= Airbus keen to proceed with A330-100 by 2003 |url= https://www.flightglobal.com/news/articles/airbus-keen-to-proceed-with-a330-100-by-2003-62440/ |date= 24 February 2000 |work= Flight International}}
-->

; A330-200Lite
To compete with Boeing's [[Boeing 787 Dreamliner#Background|7E7]] (later 787), Airbus offered a minimum-change derivative called the A330-200''Lite'' 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}}.<ref>{{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}}</ref><ref name="A330-200Lite" /> It was aimed at [[Singapore Airlines]], who had looked to replace its Airbus A310-300s.<ref>{{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}}</ref><ref>{{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}}</ref> The variant was also to be a replacement for Airbus A300-600Rs and early Boeing 767s.<ref name="A330-200Lite">{{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}}</ref> 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}}

===Further developments===
[[File:A6-DCA Etihad Airways Airbus A330-243F (31902400564).jpg|thumb|The A330-200F freighter was first delivered to [[Etihad Airways|Etihad]] Cargo in July 2010.]]

Initially, the [[General Electric GE90|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.<ref>{{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}}</ref>

Responding to lagging [[Airbus A300|A300-600F]] and [[Airbus A310|A310F]] sales, Airbus began marketing the Airbus A330-200F, a freighter derivative of the A330-200, around 2001.<ref>{{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}}</ref> 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}}.<ref name=":A330-200F range">{{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}}</ref> 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.<ref name="Blister fair">{{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}}</ref>

The A330-200F made its maiden flight on 5 November 2009.<ref name="A330-200F 1st flight">{{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}}</ref><ref>{{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}}</ref> 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.<ref name="A330-200F 1st flight" /><ref>{{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}}</ref> The first delivery was subsequently made to the [[Etihad Airways]] cargo division, Etihad Cargo, in July 2010.<ref>{{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}}</ref><ref>{{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 }}</ref>

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.<ref name="Airbus_A330-300regional">{{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}}</ref> This variant could carry up to 400 passengers.<ref>{{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=2015-07-04 |url-status=dead}}</ref> 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.<ref>Perrett, Bradley. "Not Tailor Made". ''Aviation Week and Space Technology'', 14/21 October 2013, p. 26.</ref> The first customer for the A330 Regional was announced as [[Saudia]] at the 2015 Paris Air Show.<ref>{{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}}</ref> 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.<ref name="Airbus_prices">{{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 }}</ref>

===New Engine Option===
{{Main|Airbus A330neo}}<!-- add information in the Airbus A330neo article, not here -->
[[File:Airbus A330neo first take-off (cropped).jpg|thumb|First flight of A330-900 on 19 October 2017]]

The A330neo ("neo" for "New Engine Option") is a development from the initial A330 (now A330''ceo''&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 in aircraft|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|8,150|nmi|-1}} with 257 passengers while the -900 should cover {{cvt|7,200|nmi|-1}} with 287 passengers.<!-- testing/introduction --> 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.

===Production===
[[File:AIB A330 F-WWCB 29sep14 LFBO-1.jpg|thumb|The 1,000th A330 was delivered on 19 July 2013.]]
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.<ref>{{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 10 monthly in 2013 |access-date=5 March 2011 |author=Karp, Aaron |date=4 February 2011 |work=ATW Online}}</ref> Production increased to 10 aircraft per month in April 2013, the highest for any Airbus wide-body aircraft.<ref>{{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 }}</ref> In 2012, Airbus expected the A330 to continue selling until at least 2020,<ref>{{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 }}</ref> with the [[Airbus A350 XWB|A350-900]] expected to replace the A330-300.<ref>{{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}}</ref>

On 19 July 2013, Airbus delivered its 1000th A330 to Cathay Pacific.<ref>{{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}}</ref> 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]], [[Boeing 767|767]], and [[Boeing 777|777]].<ref>{{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}}</ref> As of January 2019, a total of 1,496 A330ceos had been ordered, with 1,437 delivered.<ref name="Airbus_O_D" />

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 [[Airbus A350|A350]] and [[Airbus A380|A380]] programs.<ref>{{cite news |last=Wall |first=Robert |title=Airbus plans to cut A330 output |work=Wall Street Journal |date=11 December 2014 |page=B3}}</ref> In February 2015, Airbus announced another production rate cut to six aircraft per month in the first quarter of 2016.<ref name="Feb_prodcut">{{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}}</ref> This would extend A330ceo production to July 2017, allowing for a smooth transition to A330neo production, which was set to start in spring 2017.<ref name=Feb_prodcut /><ref>{{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}}</ref> In February 2016, Airbus announced it would re-increase the production rate from 6 to 7 per month, in response to new A330 orders.<ref>{{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}}</ref>

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.<ref>{{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}}</ref> 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.<ref>{{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}}</ref>

The last A330-200 was delivered to [[OpenSkies]] (operating for [[Level (airline)|LEVEL]]) on October 1, 2019, registered F-HLVN (subsequently reregistered EC-NNH in 2021).<!--ref name=ch-aviation4mar2020-->
The last A330-300 built was registered EI-EIN and flown to [[Brussels Airport]] on February 28, 2020; [[Aer Lingus]] took delivery on 4 March 2020. At the time, four completed A330-300s for troubled [[Hong Kong Airlines]] were still undelivered.<!--ref name=ch-aviation4mar2020-->
[[A330 MRTT]]/KC-30B and [[Airbus BelugaXL|BelugaXL]] production both continue alongside that of the [[A330neo]].<ref name="ch-aviation4mar2020">{{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}}</ref>

The [[impact of the COVID-19 pandemic on aviation|COVID-19 pandemic]] reduced demand for new jets in 2020, and Airbus cut its monthly production from 4.5 to 2 A330s.<ref name="Flight27oct2020">{{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}}</ref>
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.<ref name="1500th-A330">{{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}}</ref><ref>{{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}}</ref>