You might be overinterpreting though. More to do with Y I suspect. Actually based upon set maps we should be able to get a feel for what the J seats will be. And they hve mde some noise about them being nice. So let's wait.

OTOH absence of a PY cabin has one big advantage: SEs in Y won't be stuck behind lower status in PY for upgrades.

(No that I taking chances any longer. But I did mnge to get a confirmed upgrade on a latitude fare on one of these for next summer. Admittedly not a case of the above...)

Generally speaking, most companies with private jets used them for efficiency and will have a combination of Private versus commercial. Walmart is a great example and there’s a cool video on the Toi-Tube elaborating on it.

Closer to home, at a Canadian aircraft manufacturer that shall not be named, a team needed to be in Wichita to solve important issues. Montreal to Wichita on commercial is the better part of a day's travel were using one of the jets was same day back and forth. Same team with same priorities needing to go to Toronto would fly commercial.

When flights get longer the relative time savings of private drop significantly, and the relative cost increases (a TATL capable jet costs between $6k and $9k per hour to operate). So on say YUL-CDG an employe would save maybe 3 hours on a 7-hour trip. For a 7x cost difference.

And most of those I know who work for companies with private jets capable of TATL flights, they much prefer a pod on a widebody over the corporate jet as the corporate config is basically a small recliner style seat or a couch.

Much like everything else in the world, long flights on Private jets look a lot better on Instaface than they are in reality.

As for the PC-12…love those!!! I’m totally in.

We have unique requirements for visiting austere airfields (e.g. ice and gravel strips) hence the PC-12 (we don't have the budget for a 737-200) and yes, we fly commercial for TATL or even cross country unless we are able to tag along on a repositioning trip.

Honestly I don't think I'd mind flying a PC-12 across the pond with a scenic detour in Greenland and Iceland but I'm speaking from a plane nerd perspective.

My point is, it's down to airlines configuration, the tube size play a role but the context is also important. A330 and 767 are undeniably best for 8 and 7 abreast economy class config, but it doesn't translate to a better experience in J.

Other example is SQ who has the same short haul product on their A350 and 787, their J pod is optimized for the 787, there are a lot of wasted space in J, having a slightly wider tube doesn't translate to better J on the A350. (Economy class on the other hand is slightly better though)

Indeed. Airlines are in the business of maximizing revenue space in the tube. Look at UA's newest Polaris Studio where they market 25% bigger but have found a way to keep the same number of seats.

AC will offer a seat in the XLR they can sell as Signature with the highest capacity. And with all the constant complaining I hear from people on SQ/BA/DL/LG etc. forums about how people hate their J product, it would be impossible to get a product everyone liked and still make money on it. As someone who does not want to waste a minute experiencing the miracle of manned flight sleeping, I have yet to find a pod I dislike, especially when I take a gander in Y. But that's just me.

If there's room on the Pilatus for that TATL trip, I'm in. I'll even supply my own cold water survival suit and diaper. Though I would prefer a twin and keep those stored in the back.

Except with the lowest non-rouge ratio of J seats to total seats, good luck.

You could also make the argument that the lack of a PY cabin doesn't create a very easy way to get to the top of the upgrade list.

Technically the honour of that award goes to the low-J 77W

You could also make the argument that with a better product (Pods) they will raise prices and that will right-size supply and demand. Is the ratio of J to Y the relevant metric or is it the # of people willing to pay for J on any given route vs. the number of available J seats? Maybe I'm not understanding your logic, so feel free to school me on that one.

And again, they may think they have the supply/demand thing figured out as their objective is to go out at J-0 on every flight, and if they miss a couple of opportunities to sell more they may think that's better than going out with empty seats.

I was responding to a post about it being "easier" for upgrades.

If the supply is right-sized to the demand (or below it), there will be zero upgrades.

That's true for non-SEs. I still like it that there is no PY. :-)

Not sure if this has been mentioned before but with the XLR being deployed on TATL routes, would one of the J seat be blocked for pilot rest? So does that mean only 13 J seats available?

To my knowledge, distances flown by XLRs do not require a relief pilot and pilots can have planned naps in their seats.

As long as they don't wake up mistaking the moon for an oncoming plane again, everything should be OK.

Now, for the FAs...I pity those stuck on these flights. No where really to hide on an A321 for 7+ hours.

Some flights may require a 3rd pilot. Some may not.

A few years ago TC changed much of their crew rest rules and one of the more positive changes was including considerations for time of day. A trip over the ocean starting early evening, going to a short destination can be done often with only two pilots. But if you're leaving later, or going further it can trigger the 3rd pilot. I would guess when it comes to XLR flying there will be a mixed of non augmented and augmented flights.

And that's such a bad thing? It would be a shame if they had to serve PAX as opposed to gathering to gab in the forward galley and then giving the stink-eye to anyone who pushes the call button or gets up to ask for something.

I'm not advocating offering bad service or neglecting passengers. But having grown up working in restaurants and as a former proprietor or drinking and food establishments, I can attest to the need to find a quiet spot to get away from people for 10 minutes on an 8 hour shift. There's an old adage in this line of work: 87+% of customers a fine. 10+% are amazing and if you only had those your day would be awesome. Less than 3% are essentially evil and getting one of those in your day will ruin it completely. So the probability of getting one of those <3% on a plane with 200 passengers divided by 4 crew is elevated. Also in the realm of possibility is getting multiple on a flight, and if I were an FA, would put me in a position to want to smash the cockpit door down and take the plane down and everyone with me. As you may have garnered, I am now too seasoned to be put in customer facing roles for more than a few hours.

Most jobs in the same pay scale, would legally require 2 x 15 minute breaks and a 30 minute meal break on a shift like that.

In all my personal flying I can attest to witnessing waaaay more incidents of bad passengers than bad crew.

So yeah, I have sympathy for crew in these cases.

In hundreds and hundreds of flights I've never once felt I received "stink-eye" for pushing a call button, never felt any less than welcome asking for something. I'm generally much more likely to ask in the galley while I get up for a pee, than to hit the call button, but I've never once felt like the crew found it to be unwelcome or an intrusion.

I hear a small number of people say they get that reaction all the time, in every interaction.

At some point I start to wonder how much of that is in the assumptions made by the passenger.