First, sources say, is boosting cash flow during a time of transition on the 777 line from Classic to the X. The first test plane is ready, except for missing engines. Delta Air Lines took advantage of that when swapping A350 deliveries for the A330-900neo. Which is the better aircraft?Journalist - Working in news media for over a decade with outlets including 9News and the Discovery Channel, Nick is an airline marketing specialist with a Masters level education. So airlines can choose between better comfort or more profit at any given fuel burn.

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Let’s find out.Critics have been quick to point out that the 787 has been built on a whole new design whilst the A330 is based off a legacy design that is dire need of updating.

Engine thrust, MTOW and range (full load) based on best options available. In fact, its this sale to TAP Portugal that Airbus hopes will inspire airlines to take up the A330neo.This is where it gets really interesting.

Be in the know.This is a tough question, essentially, the Boeing 797-9 is cheaper to buy and cheaper to operate (far less fuel and better range).

-total delta is now 4-5% -787 and A330NEO are about equal or A330 slightly ahead if both are 8-abreast. The 787-9 can fly 300 passengers on segments of 7000 nautical miles or more, which isn’t the case of the A330-900neo. ”The 767-300ERs are said to be coming from Hawaiian Airlines via Boeing Capital and will join United’s fleet in the second half of 2018. Boeing has done an excellent job in down grading the 330 NEO’s, I think once the hard facts about the 330-800 gets realized and its abilities appreciated it could sell well.I also think the A330-800 will sell. The economics of the A330neo vs. 787 significantly changes when the A330neo is configured with a 9 abreast seating in Y-class. That will smoke the 787-8 and 787-9. The 787 can seat 12.5% more in typical Y configurations per row, which is ~10% more Y capacity per foot (not every foot of cabin is a row and the 787's extra inches don't enable significant delta to galleys/lavs). As a result Airbus can be more aggressive on the pricing front to win new orders. Finance officer Gerald Laderman has a new boss, Andrew Levy, and the president and chief operating officer is Scott Kirby, formerly of exclusively Airbus customer US Airways. Boeing can wheel-and-deal with both airlines in a way that Airbus is not, offering concessions on existing orders, throwing in Boeing Global Services maintenance deals and supporting refurbishments of the 767s and, in American’s case, even the 787-8s. The 251 tonne version will pack a range of 8150nm. -decrease 787 trip cost by ~1-2% for lower weight and cabin crew expense at 8-abreast. Boeing still has more than 20 billion USD of deferred production costs to amortize on the 787 program. It’s been burning off the backlog faster than it’s been taking orders, raising questions whether the production rate of 12/mo was sustainable past 2021, let alone support an increase to 14/mo.But the maneuvering to capture, solidify or preempt moves is already well underway by Airbus and Boeing.The following excerpt is from the Air Transport World Article at the link after the excerpts.Leg room is more important than seat width.But the 787-8 has an installed operator base with key customers in current campaigns.Airbus A330-800. Pilots on the A330-900neo can also fly the A350-900 so there is a fleet commonality advantage compared to the Boeing aircraft. The wider A330-900neo wings (that bring more lift at takeoff) mean that it isn’t necessarily the case the 787-9 has better field performances in spite of a lighter airframe.

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