Airbus current new build freighter the A330-200F turned out not successful, with only 42 orders and 38 deliveries.
The A330MMRT also only got 60 orders with 39 delivered.
Both of those are successful projects that largely leveraged existing product development to enter new markets.
I'm sure their customers are telling them a lot of things that will make their next efforts even more successful.
Might I find this a odd comment?!.
I agree that the A330MRTT can be seen as a succes, there are 13 A330-200 still in the production pipeline that will enter the MRTT conversion. The other 8 orders are for Iran Air those can't be delivered. (besides there are 20 A330-300 in the backlog with 2 UFO's)
I disagree with the A330-200F being a succes. It required some considerable development work. The cost of that development most likely couldn't be covered by the 38 A330-200F delivered. And I think it's doubtfull the remaining 4 A330F on order will be delivered.
How is: the A318 with 80 orders and deliveries a failure, the A340-500/-600 with 131 orders and deliveries a failure, the A380 with 251 orders and 239 deliveries a failure. And the A330F with 42 orders and 38 deliveries a succes. ?!
I don't get it.
The A330F is a A330-200, with a main deck cargo door, a main deck cargo floor, without windows and a repositioned FLG. It is just the cargo version of a preexisting frame. Hardly an expensive development program comparable to a new model like the A318 or A340-500/600 and absolutely not comparable to a clean sheet design like the A380.
I would say 38 frames delivered should easily cover the cost for the development of the A330F and include a profit.
The A330MRTT is a special development for military purposes and their again I believe the current sales cover development and provide a profit. There again we find a largely unchanged A330, with the design of the plumbing for refueling pods taken from the A340 wings, no extra tankage needed.
If a main cargo door and cargo floor is needed the design is there from the A330F.
The boom is largely a repeat of the A310MRTT.
To compare, the conversion of 4 A310 to MRTT for the German Luftwaffe, paid for the design of that bird. The two conversions for the Canadian airforce was a bonus.
The A310MRTT actually needed bigger changes to the frame, than the A330MRTT.
The design of the boom was around 90 million Euro.
If now Airbus offers for example an A330-300F, it will not be expensive to design. There is already the A330-300 p2f done at a subsidiary of Airbus the EFW.
We actually look at examples how you use existing frames, with limited changes for new applications, to make a profit on small series of them.