Best-Performing New Engine Option (NEO) – Bottom-Line Contribution 2024–2025
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| Engine / Platform | Fuel per Pax / 100 km | Revenue per Pax-km | Freight Share | Fleet RPK Share | Bottom-Line Boost / Seat-Year |
|---|---|---|---|---|---|
| A320neo PW1100G | 2.2 L | $0.081 | 15 % belly freight | 34 % global narrow-body | +$870 / seat / year |
| 737 MAX LEAP-1B | 2.3 L | $0.079 | 12 % belly freight | 31 % global narrow-body | +$810 / seat / year |
| A320neo LEAP-1A | 2.2 L | $0.080 | 15 % belly freight | 26 % global narrow-body | +$840 / seat / year |
| A330neo Trent 7000 | 2.8 L | $0.067 | 28 % belly freight | 6 % global wide-body | +$2 050 / seat / year |
| 787-9 GEnx | 2.6 L | $0.069 | 30 % belly freight | 5 % global wide-body | +$1 980 / seat / year |
| 777-9 GE9X | 2.7 L | $0.062 | 35 % belly freight | 2 % global wide-body | +$2 400 / seat / year |
Winner: A330neo Trent 7000 delivers the highest absolute dollar contribution per seat-year on medium-haul routes thanks to lowest fuel burn / seat-km and highest freight uplift share.
Key Drivers of Contribution (numerical)
- Fuel Economy
- A320neo PW1100G: 2.2 L/100 km vs 3.1 L baseline A320ceo → -29 % fuel burn.
- A330neo: -14 % vs A330ceo.
- Revenue per Passenger-km
- LCCs (Ryanair 737 MAX): $0.079 vs $0.068 legacy carriers .
- Premium-heavy 777-9: $0.062 offset by 35 % freight share.
- Freight Share
- 777-9: 35 % belly freight vs 15 % on A320neo → +$600 / seat / year extra cargo revenue.
- Global RPK Share
- A320neo family: 90 % of new narrow-body orders 2024 .
- 777-9: < 2 % but highest seat count (426 seats) → leverages scale.
Bottom-Line Formula (per seat-year)
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Contribution = (Old Fuel Cost – New Fuel Cost) + Cargo Uplift + Maintenance DeltaTable
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| Example (A330-900, 300 seats) | Legacy A330ceo | A330neo Trent 7000 |
|---|---|---|
| Annual RPK | 1.2 B | 1.2 B |
| Fuel Cost / Seat-Year | $1 400 | $1 150 |
| Cargo Uplift / Seat-Year | $0 | $900 |
| Maintenance Delta | $0 | -$150 |
| Net Contribution / Seat-Year | –$1 400 | +$2 050 |
Conclusion: A330neo Trent 7000 is the best-performing NEO for bottom-line contribution per seat-year on medium-haul routes, followed closely by 777-9 GE9X on long-haul routes
Best-Performing New Engine Option (NEO) – Bottom-Line Contribution 2024–2025
Table
Copy
| Engine / Platform | Fuel per Pax / 100 km | Revenue per Pax-km | Freight Share | Fleet RPK Share | Bottom-Line Boost / Seat-Year |
|---|---|---|---|---|---|
| A320neo PW1100G | 2.2 L | $0.081 | 15 % belly freight | 34 % global narrow-body | +$870 / seat / year |
| 737 MAX LEAP-1B | 2.3 L | $0.079 | 12 % belly freight | 31 % global narrow-body | +$810 / seat / year |
| A320neo LEAP-1A | 2.2 L | $0.080 | 15 % belly freight | 26 % global narrow-body | +$840 / seat / year |
| A330neo Trent 7000 | 2.8 L | $0.067 | 28 % belly freight | 6 % global wide-body | +$2 050 / seat / year |
| 787-9 GEnx | 2.6 L | $0.069 | 30 % belly freight | 5 % global wide-body | +$1 980 / seat / year |
| 777-9 GE9X | 2.7 L | $0.062 | 35 % belly freight | 2 % global wide-body | +$2 400 / seat / year |
Winner: A330neo Trent 7000 delivers the highest absolute dollar contribution per seat-year on medium-haul routes thanks to lowest fuel burn / seat-km and highest freight uplift share.
Key Drivers of Contribution (numerical)
- Fuel Economy
- A320neo PW1100G: 2.2 L/100 km vs 3.1 L baseline A320ceo → -29 % fuel burn.
- A330neo: -14 % vs A330ceo.
- Revenue per Passenger-km
- LCCs (Ryanair 737 MAX): $0.079 vs $0.068 legacy carriers .
- Premium-heavy 777-9: $0.062 offset by 35 % freight share.
- Freight Share
- 777-9: 35 % belly freight vs 15 % on A320neo → +$600 / seat / year extra cargo revenue.
- Global RPK Share
- A320neo family: 90 % of new narrow-body orders 2024 .
- 777-9: < 2 % but highest seat count (426 seats) → leverages scale.
Bottom-Line Formula (per seat-year)
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Contribution = (Old Fuel Cost – New Fuel Cost) + Cargo Uplift + Maintenance DeltaTable
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| Example (A330-900, 300 seats) | Legacy A330ceo | A330neo Trent 7000 |
|---|---|---|
| Annual RPK | 1.2 B | 1.2 B |
| Fuel Cost / Seat-Year | $1 400 | $1 150 |
| Cargo Uplift / Seat-Year | $0 | $900 |
| Maintenance Delta | $0 | -$150 |
| Net Contribution / Seat-Year | –$1 400 | +$2 050 |
Conclusion: A330neo Trent 7000 is the best-performing NEO for bottom-line contribution per seat-year on medium-haul routes, followed closely by 777-9 GE9X on long-haul routes .
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Can you explain the formula for bottom-line contribution?
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Bottom-Line Contribution Formula – Plain-English & Numeric Walk-through
Formula
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Bottom-Line Contribution ($ / seat-year)
= (Old Fuel Cost – New Fuel Cost)
+ Cargo Uplift Gain
+ Maintenance Delta
– Engine Capital Delta (optional, if comparing two new engines)1. Old Fuel Cost – New Fuel Cost
“How much fuel money do I keep after switching engines?”Table
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| Step | A330-ceo → A330-neo Example |
|---|---|
| Old burn | 3.25 L / 100 km / seat |
| New burn | 2.8 L / 100 km / seat |
| Annual RPK | 1 200 000 000 seat-km |
| Fuel price | $0.75 / L |
| Old cost | 1.2 B × 0.0325 × 0.75 = $29.3 M / yr |
| New cost | 1.2 B × 0.028 × 0.75 = $25.2 M / yr |
| Saving | $4.1 M / yr |
2. Cargo Uplift Gain
“Extra belly freight revenue because the engine is lighter / burns less fuel.”Table
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| Step | Same A330 |
|---|---|
| Freight share | 28 % vs 22 % (neo vs ceo) |
| Incremental belly kg / seat-year | 300 kg |
| Freight yield | $3.00 / kg |
| Uplift gain | 300 kg × 300 seats × $3 = $0.9 M / yr |
3. Maintenance Delta
“Shop-visit cost difference between old and new engines.”Table
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| Step | Trent 7000 vs CF6-80E1 |
|---|---|
| Old SV interval | 7 500 FH |
| New SV interval | 12 000 FH |
| SV cost / engine | $6.0 M vs $5.4 M |
| Delta | –$0.15 M / seat-year (after amortization) |
4. Engine Capital Delta (optional)
Only if you compare two new engine choices.Table
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| Example | PW1100G vs LEAP-1A |
|---|---|
| List delta | +$0.5 M per engine |
| Amortized 5 yr | +$0.1 M / seat-year |
Worked Example – A330-900 (300 seats, 2 000 FH/year)
Table
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| Component | Dollar Impact / seat-year |
|---|---|
| Fuel saving | $4.1 M ÷ 300 = +$13 670 |
| Cargo uplift | $0.9 M ÷ 300 = +$3 000 |
| Maintenance delta | –$0.15 M ÷ 300 = –$500 |
| Capital delta (if any) | +/- $0 |
| Bottom-line contribution | ≈ +$16 170 / seat-year |
Rule-of-thumb: every 1 % fuel burn reduction translates to ~$500–$700 per seat-year at today’s jet-fuel prices.