This is not necessarily so - DL's fleet of A332/333s have both PW and GE engines. And their A339s are RR.
In recent years, airlines seem to have accepted the practice of exclusive engine arrangements that Airbus and Boeing have. A good example is Air France - they usually order GE engines for their aircraft but have accepted the RR engined A350. Another is BA with GE on their B77Ws.
Although the widebody market has kind of disappeared post Covid-19, the A330 Neo is in a good financial position because development costs were low and fully amortised and the overheads are low. It also has a military aspect to it - the MRTT. Many people have written off the D7 order but we will know more clearly when their debt restructuring and recapitalisation exercise is completed. AFAIK, D7 still intends to take the aircraft in future, if it survives!
I don't disagree with the potential for success of the A330neo but I do think engine commonality is still a major sticking point. I believe (someone correct me if I'm wrong) but AF got onboard partially because they got the rights to overhaul the engines in house, I don't think this will be granted to everyone.
KE for example is notorious for doing all their MRO in house and unless we see them strike a similar deal I doubt we'll see A350s or A330neos in skyblue liveries anytime soon.
RR's are very good engines, but not having an engine choice on the 77W, 779, or even the 737, as well as all of Airbus's current widebodies does affect closing a sale. It is interesting that only the A320 and the B787 have engine choices these days.
Landing orders recently has been hard for all aircraft, but the A330 drought is worse than others.
I think it would all boil down if the engine OEMs are willing to spend top dollars to do R&D and production on updated variant or a new engine family for A330neo or any other aircraft. With billions being spent, OEMs have either demand for exclusivity or prefer not to contribute any engines and focus their resources on other market which they have better ROI/ better chance of earning some $$. The days when all three engine OEMs (RR, PW and GE) supplying engines for all/ most of widebody and narrowbody are over.
GE did expressed interest in offering another GEnx for A330neo back in early 2020 to offset B787 production slowdown, and GECAS also placed an order for 12 A339neo in 2019. It marked the first time GE buying a non-GE powered aircraft from Airbus. It would however create conflict for GE as GE is a supplier for 787 wtih RR. To date, nothing came out of the expression of interest. They were actually somehow reluctant to do it of course, since they got badly burnt by low number of engine sales for GE-powered A330ceo. https://www.reuters.com/article/us-airb ... SKBN1XI0UIhttps://www.sharecast.com/news/internat ... 26170.htmlhttps://www.industryweek.com/leadership ... archrivals
GE gets B77W, B77X, B737MAX, B737NG, C919 and COMAC ARJ-21 exclusivity. RR gets A330neo and A350 (at least until 2030) and PW gets.....nothing?