Airbus A330

• Germany Germany
• France France
• Spain
• United Kingdom United Kingdom

The Airbus A330 is a twin-engine aircraft the European aircraft manufacturer Airbus, which is designed as a long-haul aircraft. It has two turbofan engines with high bypass ratio and like all modern commercial aircraft, a two-man cockpit. The first flight took place in the version A330 -300 on November 2, 1992.

Final assembly of the Airbus A330 will be held in Toulouse. With the A330 comparable models, the Boeing models 767, 777 and 787 and the Ilyushin Il- 96. The A330 is a sister model of the four-engine A340 and the medium to be replaced by the Airbus A350 series.

At the Farnborough International Airshow in 2008, the Airbus A330 reached the number of 1000 orders. By February 2014 1055 1313 aircraft ordered were delivered this type, of which 1041 are still in operation.

• 4.1 Technical innovations
• 4.2 Hull
• 4.3 wings
• 4.4 empennage
• 4.5 Suspension
• 4.6 Flight Control
• 4.7 engines

• 5.1 A330 -200 5.1.1 ACJ330
• 5.1.2 A330-200
• 5.1.3 A330- 200F
• 5.1.4 A330- 200XL
• 5.1.5 Airbus A330 -200 and -300 P2F

• 5.2.1 A330 -300X
• 5.2.2 A330 -300 Regional
• 5.2.3 A330- 300F

• 5.5.1 A330 -100
• 5.5.2 A330 -500

• 8.1 List of orders and deliveries to model
• 8.2 The largest customer
• 8.3 The largest operators

History

Conception

Already in 1981 the first studies for the A330 was known at that time under the name TA9 (twin aisle, eg " aircraft with two aisles" ) were published in the British aircraft magazine " Air International ". Also the concepts of the future A320 family were then introduced under the name SA9 and the later A340 under the name TA11, with the basic performance were called. However, Airbus preferred the A320 program and put back so that the development of TA9/TA11.

This program of the two long-haul aircraft Airbus A330/A340 unofficially decided on 24 January 1986 in Munich and officially in June 1987, to penetrate the dominated mainly by Boeing market for wide-body long -haul aircraft. At this time there was for this segment of the shipping service only the obsolete models McDonnell Douglas DC-10 and Lockheed L -1011 and the somewhat newer Boeing 767 as well as the Soviet Ilyushin Il -86.

The two versions A330/A340-200/300 were planned with a virtually identical configuration. The models differ only by the different engine number (two for the A330 and the A340 in four ). They both use the same wings, tail and fuselage parts. This reduced the one hand, the development and production costs and managed the other hand synergies for the airlines for maintenance and operation. As a basis for development of the fuselage of the Airbus A300 was taken. This was then stretched accordingly only depending on the version. The cockpit was based on the A320. So the plane was a total of a mixture of the technical innovations of the A320 family and the fuselage cross -section of the A300/A310.

Course of the program

The first presentation of the aircraft ( or rollout Reveal called ) was held on 14 October 1992. A month later, on 2 November 1992, the Airbus A330 in the 300 version took off for the first time. The third prototype possessed the first of a complete interior and was painted in the colors of launch customer Air Inter. This aircraft was also used for admission tickets, for use in hot climates at Khartum also included the ETOPS flights next test. The test flights were completed in December 1994 after passing all tests. In Europe, the aircraft on 21 October 1993 was approved.

The ETOPS test flights, which regulate at twin planes, how many minutes of flight, the nearest airport may be removed were carried out for the Airbus A330 -300 from August 25 to September 6, 1993. In these tests, the A330 flew six hours with only one engine over the North Atlantic. The A330 order was given approval for the 90-minute ETOPS. From 1998, all new Airbus A330 have been approved for 180 -minute flight with only one engine. In November 2009, the European aviation authority EASA has all types of the Airbus A330 approved the 240 minutes ETOPS approval. EASA Approval justified this with the high reliability of this type. Customers can order this extension as an option for new A330.

The construction of the shortened 200 variant was adopted in November 1995. Just two years later, on 13 August 1997, this version took off for the first time. It was passed on 29 April 1998 to launch customer ILFC and its lessee Canada 3000.

Sales success due to the rising oil price

Due to rising fuel prices, the A330 could play on their lower compared to the A340 fuel consumption as an advantage over time more and more. Therefore, the Airbus A330 has continued to sell very well. Thus, Hartmut Mehdorn prediction confirmed that the designed for charter airlines Airbus A330 long-term sell three times as good as going to the A340. Experts had not expected this.

As of December 2004, the Airbus A350 was marketed, which was originally planned as a further development of the A330, but was later modified stronger. As customers continued criticism, this development was stopped, and turned instead Airbus before a completely new aircraft with the name A350 XWB. This type is a complete redesign no longer based on the A330 and a larger trunk diameter ( the abbreviation XWB stands for eXtra Wide Body ) have.

Another upswing in orders showed up at Airbus due to the displacement of the first flight and delivery of the Boeing 787 Many airlines lease or buy Airbus A330 as a replacement for the planned 787 For this reason, Airbus postponed the first flight and delivery of the Airbus A330- 200F because the production line for the A330 in Toulouse is busy.

Commonality

In many areas of the A330 you will find the application of the so-called commonality again. This means that systems of different types are the same plane in order to save costs. Thus, the Airbus A330, a A340 -300 is practical with only two engines. The A330 has in contrast to the four-engine A340 no reinforcement in the area of the wings, where are the outer engines for the A340. Furthermore, the avionics essentially the same as the A340 and the A320 family, as well as the cockpit. The cockpit of the A380 and the A350 are based thereon, in turn, thereby reducing the cost of training of pilots is achieved. During the storage and acquisition of spare parts, these synergies can be exploited.

Manufacturing and logistics

As with all Airbus aircraft, the individual components are manufactured locally, only the final assembly takes place in Toulouse, France. The bow section and the suspensions of the engine nacelles, and a portion of the central hull to be built in France, the horizontal stabilizer is manufactured in Spain. The Airbus sites in Germany build the hull up to the above sections, the vertical tail and the cabin interior. For the wings of the Airbus plant in Broughton in the UK is responsible. There are seven A330/A340 per month manufactured and delivered. It is planned to increase this to ten machines per month (2015 ).

The transport of the fuselage section of the wings and the tail is carried by the Airbus Beluga.

Technology

Technical innovations

The Airbus A330, there are many technical innovations. Among them is a digital fly- by-wire flight control system, which was first applied to a wide-body aircraft, as well as a side stick instead of a control horn. The A330 was delivered with a so-called glass cockpit with CRT or LCD screens later, while decreasing the number of analog instruments. In later installments, the analogous "back -up" instruments were replaced by a central instrument cluster. First sectors of the hull are partially made of composite materials. The Airbus A330 has a so-called FADEC system in which the engine control and monitoring are performed by a computer.

Hull

Construction and diameter of the trunk was taken from the A300/A310 program and depending on the version and extended accordingly modified by the position of the doors. The hull is constructed in aluminum semi- monocoque construction and divided into sections to facilitate transport. He is completely pressure- ventilated, except in the area of the landing gear and the tail. The Airbus A330 has a total of 8 doors that are designed in part as emergency exits. In the lower torso area is located in front of and behind the main landing gear ever a cargo space that a large cargo door on the right side is through each to load. The cargo bays are fully equipped with a roller conveyor system, which allows the loading of standard containers. The A330 has an exceptionally large cargo hold, the cargo volume of the larger Boeing 747 equivalent.

Wings

The Airbus A330 is designed as a low-wing monoplane. The wings are a new development, but in the experience from the Airbus A310 have been incorporated. The wings were designed for the long haul, resulting in a relatively high span showed accommodate also the necessary fuel. The profile is a further development of the supercritical profile of the A310. The wings are only slightly different from those of the A340, only the lines to the engines (of which the A340 has four ) and their suspensions are different. The wings are composed of three castes Holmen and are made of aluminum. The sweep angle is 30 °. They are firmly connected to the integrated in the fuselage wing box. In each wing there are two fuel tanks. The Airbus A330 has to have a center tank in the hull, and thus a capacity of 135,000 liters of fuel. Panels, the outer flaps, spoilers and ailerons are made of composite fiber plastic. As buoyancy aids, the A330 at the leading edge slats, which are interrupted at the engine mounts. They can be de-iced by hot engine bleed air. Are the flaps on the trailing edge. These are designed as a simple Fowler system and extend continuously from the hull up to the point where there are the outer engines for the Airbus A340. Here, close to two independent aileron, which are driven by two hydraulic systems. The ailerons are supported by accessories fitted to the wing surface spoilers, these also serve as air brakes. At the wing tip winglets are attached, which reduce both the resistance and create lift itself.

Tail

The tail of the A330 is designed as a self-supporting, conventional tail with fins and rudders. It has no Enteisungsmöglichkeit. The rudder was taken over by the A310 and is made of carbon fiber composite material. The elevator was newly developed. The horizontal stabilizer is fully articulated for trimming and consists of an aluminum spar, the rest is also made of carbon fiber composite material. Each version of the A330 has a built- trim tank in the horizontal stabilizer, which was also adopted by the A310. During the flight is controlled by a computer, to focus optimization fuel trim between the tank and the other tanks pumped back and forth. The resulting lower required deflections of the horizontal stabilizer lead to fuel savings. The trim tank may be used as an additional fuel tank.

Landing gear

The landing gear of the Airbus A330 nose landing gear consists of a single axis with two tires and two main gears, which are biaxial equipped with four tires. It is designed as a conventional retractable undercarriage and is hydraulically operated. The nose wheel steering and the carbon brakes with which the eight main landing gear tires are fitted, are also hydraulically actuated. The nose gear is unrestrained in the A330.

Flight control

The A330 has a digital, multi- computer- monitored flight control system, which is operated by the sidestick and rudder pedals in the cockpit. This was adopted by the A320 and is also used in the Airbus A340. There is no mechanical connection to the more control surfaces. All control surfaces are hydraulically actuated by three independent hydraulic systems (Yellow, Green, Blue ). Due to the completely digital control, which is performed by five independent computer, Airbus has built a range of electronic security routines that are intended to protect the aircraft from uncontrolled flight conditions. Such a system was first used here in a wide-bodied aircraft. Boeing moved until years later after the 777. Through this system, Airbus was able to achieve a cockpit layout and flight behavior, which is the A320 family are so similar that it is possible after a short training pilots to fly this type of aircraft.

Engines

On the Airbus A330, three different engines will be used altogether: the General Electric CF6 -80E, the PW4000 -100 Pratt & Whitney and Rolls- Royce Trent 700 The last two have been specially developed for the A330.

The Trent 700 has the Airbus A330 has a market share of about 53%, consumer include EgyptAir, Lufthansa, Gulf Air and Etihad Airways. The remaining 47 % market share, the PW4000 and the CF6. Examples of users are here is for the CF6 Air France and Qantas and for the PW4000 China Southern and Korean Air That Rolls- Royce with his engine market leader in the A330, is that the Trent 700 is the smallest and lightest but at the same time the strongest offered engine is. This creates less drag and the aircraft need less fuel. Although the CF6, however, is only half, but at the same time it is larger and therefore causes greater air resistance. The PW4000 is anywhere in the middle, but is the hardest of the three and reduced his weight range.

Variants

The Airbus A330 is available in two main versions, these are called -200 and -300 respectively. In addition, there are sub-variants, these designate the engine type of the variant. The variants are described in the following tables:

Example: An Airbus A330- 323 is an Airbus A330 -300 with PW 4168A engines.

A330 -200

The A330 -200 was designed to replace the A300- 600R and make the Boeing 767 -300ER competition. The A330- 200 program was officially launched in November 1995, the first order for 13 machines were from ILFC in February 1996. The first flight came on 13 August 1997, the approval in April 1998.

The A330 -200 is largely identical to the A330- 300, except the shortened by ten frames hull. From the thus reduced by almost six meters in length, a maximum passenger capacity of 256 passengers in three classes results. Other important differences are at a higher vertical stabilizer and an additional fuel tank with which the range increases to 12,500 km.

The A330 -200 is operated, including the Air China, Avianca, Gulf Air, Air France / KLM, China Eastern, China Southern, Emirates, Etihad, Air Berlin, Turkish Airlines, Northwest Airlines, Qantas, Oman Air and TAM.

Because this particular variant sold very well and the Boeing 767 took almost the entire market, Boeing launched a new aircraft program to make particular the A330 -200 competition. This program, initially christened 7E7, now selling very successfully as a Boeing 787

2009 was the first time a version of the A330 -200 ordered by Korean Air with a higher takeoff weight of 238 tons, which increases the range to a maximum of 13,334 km.

After the sales of the A330 -200 behind which remained the first A330 -300, the 200 version is now the most popular model in the series. Until February 2014, Airbus has received orders for 588 machines were delivered of which 527. Two were destroyed by the Tamil Tigers and two aircraft were lost in crashes ( see text).

ACJ330

Under the name ACJ330 ( Airbus Corporate Jetliner ), formerly A330 Prestige, a special, individual customer requirements adapted version of the A330 -200 is offered. Zahlungskrätige private and charter airlines are the main customers of this type. It is offered as standard for 25 passengers and has a range of 14800 km.

A330-200

MRTT stands for Multi Role Tanker Transport (German multipurpose Tanker Transporter) and referred to the equipped for aerial refueling and transport military model A330 MRTT. The MRTT is based on the civilian Airbus A330 -200 and can be used without any additional tanks carry 111 tons of fuel. As a multi-purpose aircraft, it can be also used as a tanker aircraft and 300 troops or 380 carry passengers or carry a payload of up to 45 tons instead. In addition to the A310 MRTT can be the A330MRTT continue to be ordered; this version comes from a converted passenger aircraft of the smaller A310.

As the Airbus A330 has the same wing as the four-engine A340, it is relatively easy to convert this model for in-flight refueling. Instead of additional external engines Cobham 905e - tube container systems are grown. This type of refueling during flight allows the simultaneous delivery of fuel to two receiver aircraft. Thus, over the hanging of a 27.5 m long hose drogue up to 1590 liters of fuel per minute are delivered.

Especially for the A330MRTT Airbus Military has redesigned the refueling boom system Air Refuelling Boom System ( ARBS ). It can be extended to up to 17 m and has a discharge rate of 4540 l / min. Are controlled by the refueling a job at the refueling console at the stern. It has the Operating and control systems and visual contact with the aircraft to be refueled by a 2D/3D-Kamerasystems ( tag-/nachtfähig ). Instead of ARBs may be mounted under the rear of the fuselage a further, detachable hose system ( Cobham 805e ) with a discharge rate of 2300 l / min. So far, only the Air Force of Australia has called for the equipment with the ARBS.

The A330 MRTT can be a number of different combat aircraft types, such as the Euro Fighter, the F/A-18, F16, Sukhoi 30 or refuel large aircraft ( other tanker aircraft or Transport-/Tankflugzeug A400M ) or itself fueled by others.

The aircraft can be optional, refueled itself is a located at the top of the nose section universal holder for the air refueling, Refuelling Receptacle Slipway the Universal Aerial Installation ( UARRSI ) in the air.

In the course of the competition for the construction of the U.S. KC -X ( see below) had the idea to, instead of using the passenger version as a starting model the A330F freighter, because the cargo version is already "ex works" with the necessary role system for range transport within the cabin equipped, and the U.S. Air Force wanted to be able to transport cargo in the main deck. By default, the cargo is transported in military pallets or containers in the lower flight deck. Optionally, a version can be ordered with main deck loading.

After the type received in 2010 his civil and military type certification, the first delivery of the A330 MRTT was held at the Royal Australian Air Force on 1 June 2011.

User

Other interested parties

In the meantime, there have been and always more interested as Brazil or Spain. The most important customer would have been the United States Air Force.

A330- 200F

Airbus planned for some time to offer the A330 -200 as a commercial freighter. After the events of September 11, 2001, these plans were not initially developed. As early 2006, the impending end of production of the A300 was announced, including its cargo variant, the rumors that these plans are to be resumed compacted. Originally Airbus had before, as part of the air show Farnborough International Airshow officially present the A330- 200F to the public. A press statement including the announcement of an order for 30 copies of the type was also found for a short time on the Airbus website. However, this statement was later removed again, rumors of short-term problems in agreement with the original consumer. The first solid Memorandum of Understanding on 20 A330 freighters for the U.S. leasing company, Intrepid Aviation was finally announced on 15 January 2007, followed by the first firm order a day later. First customer is the Indian freight Flyington Freighters has ordered six copies of the Airbus A330- 200F for delivery from end 2009. This date was postponed because the A330/A340-Fertigungslinie is utilized by the current high demand for fuel-efficient jets. On 5 November 2009, the first flight from Toulouse- Blagnac airport was from. On the day of the first flight, it was announced that Etihad Crystal Cargo will take over the first Airbus A330- 200F in the summer of 2010.

The new freighter has a slightly higher payload than the current A300- load model and a longer range. In the passenger versions of the A330 cabin floor while staying on the ground slopes gently towards the front because the nose gear is slightly shorter than the main landing gear. Since this is not desirable in the handling of cargo containers, the A330- 200F is provided below in the nose with a distinctive teardrop-shaped bulge in which the nose gear is housed. Thus, a higher level of bugs and thus a cabin floor is achieved without slope, without the development of a new longer nose gear is necessary. Corresponding to the cargo door of a cargo A300, but is easier, since it is electrically driven and is not hydraulically. The structurally modified fuselage has only three windows, with increased payload for the ribs and fuselage panels and crash landings an aluminum barrier at the end of the cargo hold were installed. By removing the passenger equipment and use of the technology of the A380, the machine compared to the prediction of Airbus 500 kg was easier.

In July 2010, the first Airbus A330- 200F during the Farnborough International Airshow was delivered to Etihad Crystal Cargo.

Until February 2013, Airbus has received orders for 39 machines, 25 of which were delivered.

A330- 200XL

Under the designation A330- 200XL is a larger Airbus A300- 600ST Beluga successor of the talking. Reason for these considerations are the aging of the existing fleet and potential capacity constraints. The choice of the aircraft, based on which the development is to take place, focused on the last A330 -200, as this best get along in addition to the required payload capacity with the limitations imposed by the relatively short runway at Airbus Broughton plant. About the realization of this successor is not yet decided.

Airbus A330 -200 and -300 P2F

After the decline in demand for the A300 -600 freighter conversions, the A330 -200 and A330 -300 P2F ( Passenger to Freighter ) moves to the conversion program. The first delivery is scheduled for 2016. The conversion is carried out again at the EFW Elbe Flugzeugwerke; the Supplemental Type Certificate is issued by ST Aerospace, who acquired it in February 2013 a 35% stake in the EFW. Airbus plans to total 10-15 conversions per year. The A330 -200 P2F will be able to absorb 30 % more payload than an A300- 600F at 10 % more volume. The A330 -300 P2F lies with each 30 % at 3-4 % lower operating costs than the A300- 600F.

A330 -300

The 300 version can carry 295 passengers in three classes (335 in two and up to 440 in a class) over a distance of up to 10,500 km. In addition, a large amount of freight to be transported - the cargo volume of the A330 is similar to the Boeing 747.

As engines per two General Electric CF6- 80E1, Pratt & Whitney PW4000 -100 be or Rolls -Royce Trent 700 used. All drives are certified to ETOPS 180. ( As of November 2009, all A330- types are ordered with 240min ETOPS ). In 1993, the first aircraft was delivered.

After the A330 -300, the first model of the A330 series is initially sold better than the smaller sister model A330 -200, this has now delivered more often. For several years, the Airbus A330 -300 again recorded higher sales figures. Until February 2014, Airbus has received orders for 686 machines, of which 503 already delivered. A machine was lost in a crash (see text).

A330 -300X

Since July 1999, all A340 and A330 are equipped with revised cockpit instrumentation. Especially since the A330 -300 delivered with these improvements are often incorrectly referred to as A330- 300E and / or A330 -300X. The variant name -300E is used by Airbus itself neither officially nor unofficially. All A330 -200 and -300 with revised instrumentation continue to run as A330 without additional E after the model designation.

However, Airbus began together with the revised instrumentation for the A330 -300, a variant with a higher maximum take-off weight of 230-233 t (normal A330 -300: 212 to 217 t ) and additional mid fuel tank for increased range to offer. This variant is unofficially referred to as A330 -300X.

The term -300X thus refers not to the cockpit instrumentation, but solely to the increased takeoff weight and increased range. The majority of since July 1999 delivered A330 -300 -300X, so have the extra fuel tank. The only exceptions are on the current state of all Airbus A330 -300 of Qantas, Qatar Airways and China Airlines, which therefore do not carry the extra X in the model designation.

A330 -300 Regional

As a successor to the adjusted Airbus A300 -600 medium-range variant was introduced A330 -300 Regional / Domestic in September 2013. Main difference from the normal A330 -300 is for a reduced takeoff weight and fuel capacity is to firstly reduces the loads on the structure at frequent flight cycles and save costs through lower airport charges. Due to the reduced take-off mass, the engines were slightly reduced in power and optimized for longer maintenance intervals and cost reduction. With typically 356-400 seats similar seat costs are to be achieved as a A321. The regional option will be marketed primarily to airlines from India, China and similar fast-growing aviation markets in which A330 long-haul versions already be used for short - and medium-range.

A330- 300F

During the Paris Air Show 2007 in Le Bourget, Airbus announced that it was approached by Intrepid Aviation, a buyer of the A330- 200F, the possibility of a freighter version of the Airbus A330 -300. According to information, this possibility is already tested with air cargo carriers such as FedEx, DHL and UPS Airlines. A schedule has not yet been posted.

Continuous improvement

Airbus has repeatedly introduced improvements over the history of the A330 program, with which the maximum take-off weights and / or ranges have been increased. Last Airbus announced at the Farnborough Air Show in the summer of 2012 that the A330 -300 in the future with a takeoff weight of 240 tons and a range of about 11,000 km (by 300 passengers ) should be available. The A330 -200 has the same start weight with 246 passengers a range of about 13,000 kilometers and 2.5 tonnes more payload. The improvements include changes to the engines, and aerodynamic optimization of wings. The improved models to be delivered from mid- 2015.

A330NEO

Since 2011, several airlines expressed their desire to similarly equip the A330, the A320 family with a new generation of engines. In particular, AirAsia is one of the proponents of such a project. Airbus sales chief John Leahy, however, has repeatedly stressed that, while constantly working on improvements to the A330 series, a variant with new engines but not considered useful because of the extra weight of the engines going.

Discontinued Version plans

A330 -100

The A330 -100 was a non- actualized project, which was to replace the A310 and A300. This version should get one over the A330-200 even shorter fuselage and hence have the same passenger capacity as the types to be replaced. Structural plans before saw to combine the fuselage of the A330 with the wings of the A300 -600, and later the use of the A330 wing was considered in order to preserve the commonality in the A330 family. The model should be a competitor for the Boeing 767 -300ER and Boeing 767 - 400ER.

A330 -500

Like the A330 -100 A330 -500 was ultimately not actualized project for a shortened A330. It should be 54.6 meters long and 222 passengers can carry 13,000 km wide in the normal three-class seating. In order for the A330 -500 was like the A330- 100 is provided as a replacement for the A310 and A300. In 2000 the project was presented at the air show in Farnborough with a configured Indienststellungstermin in 2004. Although expressed including the world 's largest leasing company ILFC their interest, however, demand fell short of expectations, so the Airbus work stopped on the project A330 -500 and concentrated on the development of the A380.

Incidents

• The first accident of an Airbus A330 occurred on 30 June 1994 at 17:41 clock, as a test machine used by Airbus A330- 321 ( REG: F- WWKH, MSN: 42) shortly after takeoff from Toulouse- Blagnac when simulating an engine failure crashed due to a pilot error in a nearby wooded area. In this case, all seven occupants were killed. This Airbus was symbolically buried to commemorate the passengers and the crew next to the Airbus plant Clément Ader. The crash site can be visited in memory.
• On 15 March 2000, a A330 of Malaysia Airlines suffered a total loss, because escaped from wrongly declared chemical canisters oxalyl chloride. After the flight from Beijing to Kuala Lumpur a pungent odor was detected transhipment of cargo, five airport employees suffered poisoning. Because the substance attacking metals, the aircraft was stopped for safety reasons. The Chinese freight company had to pay 65 million U.S. dollars in damages.
• SriLankan Airlines from a terrorist attack the separatist Tamil Tigers organization together with an A320 -200 and A340 -300 a devastated: On July 24, 2001, two A330 -200 ( 336 and 341 MSN). Furthermore, were one A320 -200 and A340 -300 damaged one. These aircraft accounted for half of that fleet.
• On 24 August 2001, an A330 -200 (C- GITS ) Air Transat went during the flight 236 due to a fuel leak from the fuel, after which the pilot Robert Piché succeeded the longest gliding flight of a jet plane. The unpowered flight lasted about 19 minutes, during which 120 km have been completed to an emergency landing at the air base Lajes Field was conducted in the Azores. The electrical and hydraulic supply of the aircraft were seized by the Ram Air Turbine. There was no passenger injured, only the aircraft had to be repaired due to the damage caused by the emergency brake and the hard landing.

• On June 1, 2009, an Airbus A330 -200 Air France flight crashed 447,650 km northeast of the archipelago Fernando de Noronha from approximately 11,000 m in the Atlantic Ocean. The machine was launched on 31 May 2009 at 19:00 local time clock (00:00 clock CEST) on the Rio de Janeiro airport and on the way to Paris ( Paris -Charles de Gaulle airport). There were 216 passengers and 12 crew members, none of whom survived on board. According to the interim report of the Bureau d' Enquêtes et d' Analyses pour la sécurité de l'Aviation Civile from July 2011 apparently fell into cruising altitude of the speed measurement system and thus the autopilot. The pilot then lost control of the aircraft and brought about one of the stall, which led to the crash of the plane.
• On 12 May 2010, an Airbus A330 -200 Afriqiyah Airways on Afriqiyah Airways Flight 771 crashed on landing at the airport Tripoli. Here, 103 people were on board lost their lives. Only one child survived the crash.
• On September 10, 2012 lost an A330 MRTT, intended for the United Arab Emirates, with an acceptance flight air refueling probe, which plunged from about 8,200 meters above sea level in a sparsely populated area in Spain. Airbus Military is as the cause that when you try to move the boom to the auxiliary system, the main system had been activated and thereby crack the tail of the anchorage.

Specifications

Maximum speed Mach 0.86 or 912 km / h

Sales and use

List of orders and deliveries to model

As of February 28, 2014

The largest customer

As of August 31, 2012

1 This is to leasing companies

The largest operators

As of August 31, 2012