Originally Posted by
jsloan
The 767, but that might have too much capacity. (And, of course, good luck getting BA to sell you any new ones to supplement your existing fleet). Or, the A321LR.
ORD-EDI is 3226nm. I suspect that's well within the 4000nm range of the A321LR, year-round, although I will admit I could be wrong.
It's the XLR in particular that I don't understand the need for; if they're not looking to run significantly longer routes than the A321LR would reach, I don't know why you'd pay extra for the supplemental fuel capacity.
Add a few extra nm and you can’t fly a lr from ORD (or iAd). But the xlr can make places you might want to go, say Lyon, or Zurich, or Berlin, or Stockholm or Barcelona. If the configuration were light enough, perhaps places like Prague, Vienna or Rome. And from ewr, a place like Athens or Budapest. Lots of markets open up if you can fly these distances and only fly 140 people per day.
asia from sfo is not dueable with the jet stream on the xlr. Could probably do Sapporo japan, but hard to think of other destinations with small traffic but in realistic range. No way someone is going to fly sfo-nrt on a single aisle, even if the xlr could do the range going east. The airline that can reach secondary destinations in Asia with the xlr is delta. Sapporo, Pusan, or a city in China like harbin. Sea is about 550 sm closer to Asia, which makes a big difference.
i expect Ua to use the xlr to central/South America and secondary cities in Europe.
Originally Posted by
mduell
Not in the configuration actually operated TATL in recent years.
‘I suspect that you are right, 4700 nm is not going to be 4 rows of 38” domestic f, and the rest 31” coach. But if as discussed above, there are 12-16 J, and 16 pe, and 31” y, flying 140 ish passengers, my guess is that 4700 nm will be the range.
I don’t see Ua doing a Dense configuration, although I have my doubts there will be 16J + pe. I m expecting fewer J seats.