Airbus believes that more than 1 000 of the new engine option (neo) versions of its A330 twin-aisle (or wide body) airliner will be sold by 2032. The company’s decision to develop the A330-800neo and A330-900neo was announced on Monday at the 2014 Farnborough Airshow in the UK.

Shortly the A330neo decision had been announced, it was revealed that US group Air Lease Corporation had become the launch customer for the new type, with the signing of a Memorandum of Understanding (MoU) for 25 A330-900neo models. On Tuesday, another US company, CIT, signed an MoU with Airbus for 15 A330-900neos. This was rapidly followed by the unveiling of a third MoU, this time with Irish-based global aircraft leasing company Avolon, for 15 A330neo aircraft.

In a presentation on Monday Airbus Chief Commercial Officer: Customers John Leahy stated that the open demand for aircraft in the 250 seat to 400 seat segment between now and 2032 came to 4 600. Some 600 of these aircraft would be required to have a range that exceeded that of the A330neo, so the maximum potential market for the new version would be about 4 000.

The decision to launch the neo development of the A330 has followed the continued success of the A330, despite the launch of the new generation A350XWB family. When the latter was launched, total orders for the A330 stood at 657. By the end of last year, total A330 orders had reached 1 342: a 100% increase since the launch of the A350XWB and of preceding, also new generation, Boeing 787 (which Airbus regards as the direct competitor of the A330).

The A330neo is the latest and most radical development of the A330 design. In late 2012 Airbus announced the development of a 242 t maximum take-of weight (MTOW) version of the A330. Previously, the MTOW of the A330-200 had been 238 t and of the A330-300, 235 t. This change provides increased revenue payload on longer flights. Then, in late 2013, the company unveiled the A330-300 regional, a lower weight model optimised for high density regional and domestic routes. The regional version has an operational weight some 200 t less than that of a standard A330-300. Both the 242 t and regional versions of the A330 are expected to enter service next year.

The A330neo project involves more than the fitting of new engines. There will also be aerodynamic improvements. The wing in particular will be “re-optimised”, following the philosophy employed in developing the wing of the A350XWB, to improve the lift-to-drag ratio. The A330neo will have sharklet winglets at the wing tips in pace of conventional winglets, a greater wing span (increased by 3.7 m to 64 m), an optimised wing twist and optimised inner wing slats. The upper belly fairing will also be optimised. These improvements alone will bring a 4% reduction in fuel burn in comparison to the current A330. The new version will also have new pylons for its engines.

The A330neo will be powered by the Rolls-Royce Trent 7000 engine. This power plant was also launched on Monday and is the seventh and latest version of the Trent family. The Trent 7000 combines experience from the current A330 powerplant, the Trent 700, with architecture from the Trent 1000-TEN (the latest version of the Trent 1000) and new technology from the Trent XWB (developed for the A350XWB). The Trent 7000 offers 11% less fuel consumption in comparison to the Trent 700.

The A330neo will have 95% spares commonality with, and would have the same type rating as,  the current A330 models, Leahy pointed out. But it would have 5% lower direct maintenance costs. The A330neo would also be able to accommodate up to ten extra passenger seats yet have a superior level of comfort.