I'm sure everyone is tired of hearing about the A321XLR so far, but in this post I wanted to draw attention to a big picture concern that many readers had on the plane.
The A321XLR is undoubtedly extremely innovative in terms of the opportunities for the routes that open, but should passengers really be afraid of this plane? Here's my perception:
The basics of A321XLR
Airbus officially launched the A321XLR this week. When it enters production in 2023, it will be the longest airliner in the world, as it will have a range to fly uninterruptedly to about 5400 miles.
As airplane technology improves, we not only see planes becoming more efficient fuel use, but we also see creative ways to add more fuel tanks and increase maximum takeoff weights, allowing airlines to operate longer flights without compromising the payload. Boeing 757 has been operating transatlantic flights for years, and even 737 has managed some transatlantic flights lately.
However, in all these cases, long-haul flights with these airplanes are an exception rather than a norm, whereas in the case of the A321
With a range of 4700 nautical miles (about 5400 miles), you can expect that many passengers will spend 10-12 hours on these aircraft when  So let's take a closer look at what A321XLR means for passengers, crew members and more. Providing A321XLR
A321XLR is a step back for a business class?
We have seen a tremendous amount of innovation over the last few years with a business class. We moved from corner seats, to fully flat seats, to direct access seats to the corridor, to door seats. Impressive Qsuites of Qatar Airways
Step Back For Business Class? I would say … lightly … in most cases.
To find a happy environment between a great product and something economical, I guess most airlines will choose scattered business class configurations where most places have a direct access path but not all. Think of something like the JetBlue Mint.
I say this because airlines like Aer Lingus and TAP Air Portugal use A321LR for transatlantic flights, and this is basically the configuration I chose. So in some cases, I think this will be a slight step back for the business class. Honestly, for these airlines, they are the same places as their large aircrafts.
There are also some creative business class products with direct access for narrow bodies. For example, when JetBlue launches flights in Europe, they are likely to offer VantageSolo, which is from the same supplier they currently use (Thompson Aero). VantageSolo Seat of Thompson
Seat of Thompson VantageSolo
However, I would say that this is not as good as some other business class products. In essence, it is the same as the seat of the fish bone, given that he is facing the path, and this is not a new technology.
So my point is that I think there is a slight compromise when it comes to a product for a business class of narrow bodies, but they are very insignificant when you think the A321XLR has the potential to open new routes. Will the A321XLR be a first-class economy?
Obviously, each airline will make a different decision here, but I have general concerns about the existence of a premium economy on the A321XLR. One of the great innovations we have seen in the airline over the last few years is the introduction of premium economy.
Since economy continues to deteriorate and the business class continues to improve
But my guess is that while many airlines to install a premium economy on most of its broad hulls, many A321XLRs probably will not have a premium economy. This is shameful because it gives passengers fewer opportunities.
Of course I sum up here – I'm sure some airlines will choose a truly first-class A321XLR configuration, perhaps where half the plane is a business class and a premium economy, and
However, the economy of the premium heavyweight configuration can be challenge, especially during an economic downturn. I doubt we will see the configurations as premium as British Airways A318
How will the A321XLR economy be?
The A321XLR must actually be good news for the economy, at least as far as the seats are concerned. The Airbus A320 family is among the broadest in the economy since it is generally 18 in width.
This is wider than you will find on most aircraft, including 737, 757, 777, 787 and .n.
The big thing is there is no way they can get to seventh place in the economy. Even on the A350 they are already considering making the 10th seat in every standard row so the airplane may lose some width.
So from the point of view of comfort in the economy, the A321XLR should not be bad news. A321XLR cabin A321neo cabin
The A321XLR cabin will not be spacious
I see it, the biggest drawback of the A321XLR will be the lack of space in the cockpit.
Seats as such should not be significantly worse, but there will simply be no space for stretching or walking.
On a wide plane of the body, you can easily walk between the paths to make a "contour" and there are usually fewer traffic jams in the corridors as there are larger kitchen and exit areas where you can stand and wait the toilet. I guess there are no A321XLRs on board
narrow planes of the body that you do not have. In fact, if you want to stand, you just have to do it in the path and that's not nice for anyone.
So how do I look at it, that's the biggest flaw on the plane. If you want to get some movement, the A321XLR will disappoint.
A321XLR cabin pressure
Airplanes like 787 and A350 promise to fight the reactive delay with the way they press the cabin. They claim that sealing is the same as at 6,000 feet, compared to other planes where it is higher.
My understanding is that the A321XLR will not have these features. that in order for marketing to be superfluous, and I can not say I found out that I was better rested after I flew 787 to 777, for example. So I'm not sure I'll buy it.
Others swear to that. So this is something you need to know with the A321XLR, and I would put this in your "mileage can vary" camp. I did not find the airtight cabin of the A350 to make the Differences
Teams Will Hate A321XLR
Unless Airbus somehow becomes really creative (somehow installing beds in the cargo compartment) , I think the biggest losers with the A321XLR will be crews. In many cases, they will have a 12-day workday when working on this plane, and most modern wide-body aircraft are accustomed to having private crews with fully flat beds.
- Unless Airbus understands something really creative, they will not have the right rest for the crew, but rather the air hostesses can just block some places in the economy (meanwhile I guess, 19659051] 19659056] Larger airplanes are bigger in space, so the crews have at least some privacy during the flight, but I guess the A321XLR will be constantly crowded from people
- Navigating in a long corridor with a trolley is it ning to be pain, especially when people want to be constantly on the table
Obviously crews will just have to deal with it, but they will not like it. One is to fly the A321XLR from time to time with a flight of 10-12 hours, but this pales in comparison with the crews that need to steer the airplane.
A321XLR can introduce new routes
If A321XLR is just used to increase frequencies of traffic with lots of traffic, I would probably avoid it. For example, if I can choose between 787 and A321XLR between New York and London, I would go with the first one.
The A321XLR gives up some lightweight amenities, especially when it comes to the ability to move in the cabin.
But I do not think this is the right way to see this plane. The question should be to fly without interruption of the A321XLR or to connect to a larger plane?
For example, we can see the routes to launch Aer Lingus like Dublin to Houston with this plane. Would you fly faster from Houston to Dublin on the A321XLR or fly from Houston to London on 747, contact Heathrow then contact (very) awkward intra-European aircraft?