The Airbus A330-300 is the bigger, more capable aircraft. It is about 9 m longer, has a cabin roughly 56 cm wider, carries around 50–70 more passengers in a typical layout, and flies about 370 nautical miles farther (6,350 nm vs. 5,980 nm). It is also roughly six years younger as a design and has a modern successor, the A330-900neo.
The Boeing 767-300ER wins on one thing passengers notice: its 2-3-2 economy layout means only one middle seat per row, and couples get a two-seat pair on each side. It also costs less to fly on thinner routes where an A330 would fly half-empty.
For passengers in 2026, the practical verdict is simple. Pick the A330-300 for a quieter, roomier, more modern cabin. Pick the 767-300ER if you are travelling as a pair and want a window-and-aisle duo, but expect an older interior, since most passenger 767s are being retired by around 2030.
A330-300 vs. 767-300ER: specs side by side
The A330-300 is larger on every dimension that matters; the 767-300ER flies slightly higher.
| Spec | Airbus A330-300 | Boeing 767-300ER |
|---|---|---|
| Typical seats | 250–290 (3-class) | 218 (3-class), 269 (2-class) |
| Maximum seats | 440 | about 350 |
| Economy layout | 2-4-2 (8 abreast) | 2-3-2 (7 abreast) |
| Cabin width | 5.28 m (17 ft 4 in) | 4.72 m (15 ft 6 in) |
| Length | 63.7 m (209 ft) | 54.9 m (180 ft) |
| Wingspan | 60.3 m (198 ft) | 47.6 m (156 ft) |
| Range | 6,350 nm (11,750 km) | 5,980 nm (11,070 km) |
| Max take-off weight | 242 t | 186.9 t |
| Cruise speed | about Mach 0.82 (871 km/h) | about Mach 0.80 (851 km/h) |
| Service ceiling | 41,100 ft (12,500 m) | 43,100 ft (13,100 m) |
| Engines | GE CF6-80E1, PW4000 or Rolls-Royce Trent 700 | GE CF6-80C2, PW4000 or Rolls-Royce RB211-524 |
| Entered service | January 1994 (Air Inter) | 1988 (American Airlines) |
| Production status | Replaced by A330-900neo | Passenger version ended; 767 line closes 2027 |
Size, capacity and cabin comfort
The A330-300 has the wider cabin, but the 767-300ER has the friendlier seat map. Which matters more depends on who you fly with.
Cabin width and seat width
The A330’s cabin is 5.28 m wide, against 4.72 m on the 767. Airbus uses that extra room to fit eight economy seats per row in a 2-4-2 layout. Seats are typically around 18 in (45–46 cm) wide, which is generous by modern long-haul standards.
The 767 fits seven seats per row in a 2-3-2 layout. Seat widths are usually a little narrower, around 17–18 in, depending on the airline.
Middle seats
This is where the 767 shines. A 2-3-2 row has just one middle seat. Every other seat is a window or an aisle, and the window pairs are perfect for couples.
The A330’s 2-4-2 row has two middle seats, both in the centre block. Window pairs exist here too, so couples do well on either aircraft. Solo travellers have slightly better odds of a window or aisle on the 767.
Aisle and cabin feel
The A330 has a reputation as one of the quietest widebodies of its generation, and its wider cabin feels less closed-in. The 767’s narrower tube can feel cosy or cramped, depending on the cabin refresh.
Age matters too. Many 767-300ERs still flying are 25–30 years old. A recently refurbished 767 can beat an un-refreshed A330, so always check the specific airline’s seat map before you book.
Premium cabins
Both aircraft host lie-flat business class on most long-haul airlines. The A330’s width allows more varied layouts, such as 1-2-1 or staggered 1-2-1 seats with direct aisle access. The 767’s narrower cabin usually means a tighter 1-1-1 or 2-1-2 arrangement.
Range, performance and economics
The A330-300 flies farther with more people; the 767-300ER is cheaper to fill on smaller routes.
Range
Airbus quotes 6,350 nm (11,750 km) for the A330-300, enough for routes like London–Hong Kong or Paris–Tokyo. The 767-300ER is rated at about 5,980 nm (11,070 km), which comfortably covers transatlantic flying such as New York–London or Atlanta–Amsterdam.
In practice, both are medium-to-long-haul aircraft. Neither is built for ultra-long flights; that is the job of the 787-9, A350 or 777.
Speed and altitude
The two cruise at similar speeds, around 850–870 km/h. The 767 can climb slightly higher, to about 43,100 ft versus 41,100 ft for the A330. Passengers will not notice either difference.
Operating economics
The A330-300 is heavier, with a 242-tonne maximum take-off weight against 186.9 tonnes for the 767-300ER. Airbus says no comparably sized aircraft matches the A330-300 on cost per seat. That holds when an airline can fill those extra seats.
The 767-300ER earns its keep in the “middle market.” With 50–70 fewer seats, it lets airlines open long-haul routes with less demand and lower financial risk. That is why it became the backbone of transatlantic flying in the 1990s and 2000s.
Cargo
The A330-300 carries up to 33 LD3 containers below deck, a big draw for airlines that earn money from belly freight. The 767 holds less, but its sturdy airframe made it a superb freighter: FedEx, UPS and Amazon all run large 767 cargo fleets.
History and where each aircraft stands in 2026
The A330 family lives on through the A330neo; the passenger 767 is on its way out.
Airbus A330-300
The A330-300 first flew on 2 November 1992 and entered service with Air Inter in January 1994. It was developed alongside the four-engine A340, sharing its wing and cockpit. It became the volume seller of the A330 programme. Airbus has since replaced it on the production line with the re-engined A330-900neo, which keeps the same fuselage and adds newer Trent 7000 engines and a longer wing.
Major A330-300 operators include Turkish Airlines, Cathay Pacific, China Southern, Air China and Delta Air Lines.
Boeing 767-300ER
The 767-300ER entered service with American Airlines in 1988. It was the first twin-engine jet to earn ETOPS approval for long overwater flights, which opened the Atlantic and Pacific to twins. It became the best-selling 767 variant.
The passenger era is ending. Boeing delivered its last new passenger 767-300ER to Air Astana more than a decade ago, and Everett will build its final 767 freighters in 2027. Delta plans to retire its 767-300ERs by 2030, ending international 767 flights around 2028. Japan Airlines expects to phase out its 767s by 2028.
The airframe will live on: retired passenger jets are being converted into freighters, and the US Air Force’s KC-46 tanker is a 767 derivative.
Which should you choose when booking?
If both flights cost the same and leave at similar times, choose by how you travel.
| You are… | Better pick | Why |
|---|---|---|
| Travelling as a couple in economy | Either; slight edge 767 | Both have window pairs; the 767 has more of them per row |
| Travelling solo in economy | 767-300ER | Only one middle seat per row, so better odds of a window or aisle |
| Sensitive to noise or tight spaces | A330-300 | Wider, quieter cabin |
| Flying business class | A330-300 | More likely to have direct-aisle-access seats |
| Wanting the newest interior | A330-300 | Most 767s still flying are 25+ years old |
| A family of four | A330-300 | The 4-seat centre block keeps everyone together |
Three quick tips before you click “buy”:
- Check the aircraft type on the booking page; it is usually listed as “333” or “A330-300” and “763” or “767-300”.
- Look up that airline’s seat map, not a generic one. Layouts and seat pitch vary widely between carriers.
- Aircraft swaps happen. On routes being moved off the 767, the type you booked may change before departure.
Frequently asked questions
Is the A330 bigger than the 767?
Yes. The A330-300 is about 63.7 m long versus 54.9 m for the 767-300ER, with a wider cabin and roughly 50–70 more seats in typical layouts.
Which is safer, the A330 or the 767?
Both have strong safety records built over more than 30 years of service each. Airline maintenance and operating standards matter far more than the choice between these two types.
Which has more legroom?
Neither aircraft sets legroom. The airline does, through seat pitch, which usually runs 30–32 in on both in economy. Check the specific airline’s seat map.
Is the 767 still being built?
Only as a freighter and as the KC-46 military tanker. Commercial 767 production is scheduled to end in 2027.
What replaces the A330-300 and 767-300ER?
Airlines are replacing both with the Airbus A330-900neo, A350 and Boeing 787. Delta, for example, is moving its 767 flying to Airbus widebodies.
Can the 767-300ER fly across the Pacific?
Yes, on many routes. Its 5,980 nm range covers trips such as Chicago–Tokyo, though the longest Pacific routes need a larger aircraft.
The bottom line
The Airbus A330-300 is the better aircraft overall: bigger, longer-ranged, quieter and backed by a modern successor. The Boeing 767-300ER is the passenger favourite for one reason, its 2-3-2 economy layout, and it was the smart airline choice for thinner long-haul routes.
In 2026, the 767-300ER is in its final passenger years, so enjoy those window pairs while they last. For everyday comfort and a newer cabin, the A330-300 is the safer bet when you book.
Hi, I’m Bruno. I’ve worked in the aviation industry for over 6 years as a B1.1 Licensed Aircraft Maintenance Engineer. This blog is where I share insights on aviation and travel globally.