AGAIN, 4,700 nm is NOT a useful figure for determining what routes AC might fly. 4,700 nm assumes maximum fuel, which means a severely restricted payload, and optimal flying conditions (no winds, no ETOPS restrictions, etc). The USEFUL range, i.e. what AC might actually use it for, is SIGNIFICANTLY less.

Take a look at the Aer Lingus figures in this article (their config is similar to AC's). An estimate of the XLR's practical range for a TATL flight, in AC's configuration, is more like 3,785 in summer and 3,535 in winter. YVR-DUB is 3,881 nm. YYC-CDG is 3,987. Both are outside what the aircraft is likely capable of doing even in the summer. (And that's setting aside [MENTION=5535]ChrisA330[/MENTION]'s point about whether AC will even order the extra fuel tank that makes that max range possible)

This aircraft will be great for eastern Canada to Europe - hopefully it will take over thin routes like YUL-BOD from the 7M8, maybe it will allow for more frequent service on secondary routes like YOW-LHR, etc. Routes like YVR-PTY and YVR-BOG are possible, although I'm not sure the demand is there. And it will definitely give AC the ability to put premium service on thinner routes that currently just get narrowbodies, increase the proportion of lie-flats on existing routes (e.g. YYC/YVR-YYZ, or remember when they announced the 2nd daily YVR-EWR on a MAX? XLR might be a nice one there), etc.

It's possible that AC could schedule some routes that really push the aircraft's envelope, or that other operators' real-world performance could expand the plane's envelope beyond current estimates, but it's highly unlikely that we see AC running anything other than eastern Canada to Europe and flights within North America / northern South America with the XLR. I will happily put money on not seeing any YYC/YVR/YEG-Europe flights on AC XLRs before 2027.