The A321XLR – Revolution or Replacement?

Nov 16, 2024

More Reading on This Topic: Airbus, The Air Show

I did a comprehensive look at long-haul, narrowbody flying recently, and now it’s time to think more about the future. On Thursday, Iberia became the first to put the A321XLR into service from Madrid to Boston, and there are hundreds of orders lined up across many different airlines.

This week on The Air Show, we tackled the question of whether the XLR will be a true game-changer or if it will just replace the 757s that ply the skies today.

Brian Sumers, Jon Ostrower, and I didn’t completely agree on this, so we’ll just have to gather again in five years and see what really happens.

Your thoughts, however, are welcome now… down in the comments.

Brett

13 responses to “The A321XLR – Revolution or Replacement?”

shoeguy

Nov 16, 2024 at 4:50 am

The A321XLR is essentially THE replacement for the 757s later stage usage. The routes that the 757 and now the XLR will fly mostly don’t work well with a wide body outside of peak periods, if at all, and would otherwise not be viable. Could the XLR also be used on higher volume routes to add frequency? Sure. And it likely will for some airlines, but the plane is hardly a game changer. It will ensure the routes that can only be served with a 757 are maintained, restored, or expanded.

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preciouslotus

Nov 16, 2024 at 4:51 am

It is mind blowing that Boeing couldn’t come up with a 757 replacement and ceded the sector to Airbus, instead opting to focus on the 737, which at this point is a 60+ year old design and in its latest versions, a piece of jiunk.

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1. Lea Lane
  
  Nov 17, 2024 at 7:18 am
  
  Boeing should have come up with something like the A32X family of jets as a combined replacement for the 737 and 757.
  
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ssmiith3104

Nov 17, 2024 at 6:13 am

In my local case of Qantas and their LCC subsidiary JetStar, they are anxious to receive their A321XLR’s. For them it is absolutely a game changer because they never had 757’s, they retired their 767’s, their B737 don’t have the range, they have inadequate numbers of A330’s, and their B787’s are fully employed on profitable long-range trunk routes (with Boeing substantially behind in deliveries). They are also well down the waiting list for new A350’s that they have ordered. Jetstar will primarily use the A321XLR’s for leisure market flights between Australia and Asian “long-thin” routes that they currently cannot profitably service with the existing fleet. It is a shame that during Covid our Qantas management didn’t have the guts to place their orders earlier.

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JB14-Hrbek

Nov 17, 2024 at 7:25 am

I haven’t listened yet, but will. However, the one major miss I see for the XLR vs the 757 is the lack of L2 door for boarding. With a plane this long for a single aisle, having to board everyone through the front door will cause boarding and deboarding times to be quite long. L2 is one of the greatest features of the 757. That and it’s sexy as hell.

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1. SandyCreek
  
  Nov 17, 2024 at 10:36 am
  
  To the airlines’ defense, these 321xlrs will likely be sufficiently premium heavy that they have no more seats than a domestically configured 737 max 8 or equivalent – and if those planes board fine on one door, so should they. And given that there still is only one aisle, I am not sure how much boarding time cuts a second door can yield, compared to the added cost of using a second jet bridge.
  
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  1. JB14-Hrbek
    
    Nov 17, 2024 at 10:48 am
    
    Yeah, but the premium heavy is where L2 excels. The premium cabin can board, turn left and start settling in, drinking pre departure drinks, stowing their bags, etc. meanwhile coach boards and turns right, sits down and now we are ready for takeofff much sooner. No salmon swimming upstream with Champagne trays, and so on.
    
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    1. SandyCreek
      
      Nov 19, 2024 at 11:19 pm
      
      That is a good point – appreciate the point out. On a utilitarian level, the use of L1 vs L2 for boarding likely doesn’t particularly impact airline efficiency, but to premium passengers, this does increase the perceived level of privacy.
      
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Erik

Nov 17, 2024 at 9:09 am

Ugh. Xtra long range narrowbodies: It’s travel at its least glamorous, offering passengers a deep appreciation for every square inch of space they’ve been denied. A third of the passengers will be stuck in middle-seat hell, and another third of the passengers will have to climb over two passengers to unlodge leg clots and/or visit the restroom.

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1. Alex
  
  Nov 17, 2024 at 11:13 am
  
  That problem doesn’t seem exclusive to narrowbodies?
  
  It’s pretty common for 777s to be configured 3-4-3, so 40% of economy seats are middle. Even on 3-3-3 configurations in other aircraft, you end up with 1/3 of passengers in middle seats.
  
  Also, don’t climb over other passenger? Ask them to stand up?
  
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Alex

Nov 17, 2024 at 11:15 am

My take is that it will be really great for a specific niche of routes, but that niche isn’t very big. That’s actually a solid situation for Airbus to find itself in, because it means it will be unappealing for Boeing (or anyone else) enter the market just to split that niche.

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Steven

Nov 17, 2024 at 11:31 pm

Really enjoyed/appreciated Jon’s throwback comparison of the 707 (could have added the 5-abreast DC-8, as well?). We have all forgotten that long haul was narrow body for a long time pre-747. It was a good reminder!

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1. JB14-Hrbek
  
  Nov 18, 2024 at 4:37 am
  
  I think most DC-8s were 6 abreast, at least at the end of their lives.
  
  https://frequentlyflying.boardingarea.com/vintage-airline-seat-map-united-airlines-dc-8-70/
  
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