Dec 3, 2019, 5:26 pm
Last edit by: WineCountryUA
United Airlines Sets a Course for the Future With Order of 50 Airbus A321XLR Aircraft
New aircraft will improve operational efficiency, elevate the inflight travel experience and reduce environmental impact
Airline expects to operate new aircraft on transatlantic routes out of its East Coast hubs in 2024
Photos(1)
CHICAGO, Dec. 3, 2019 /PRNewswire/ -- United Airlines today announced an order to purchase 50 new Airbus A321XLR aircraft, enabling the carrier to begin replacing and retiring its existing fleet of Boeing 757-200 aircraft and further meet the airline's operational needs by pairing the optimal aircraft with select transatlantic routes. The state-of-the-art aircraft, which United expects to introduce into international service in 2024, will also allow United to explore serving additional destinations in Europe from its East Coast hubs in Newark/New York and Washington.
"The new Airbus A321XLR aircraft is an ideal one-for-one replacement for the older, less-efficient aircraft currently operating between some of the most vital cities in our intercontinental network," said Andrew Nocella, United's executive vice president and chief commercial officer. "In addition to strengthening our ability to fly more efficiently, the A321XLR's range capabilities open potential new destinations to further develop our route network and provide customers with more options to travel the globe."
The next-generation A321XLR offers customers an elevated inflight experience and features modern amenities including LED lighting, larger overhead bin space and Wi-Fi connectivity. Additionally, the new aircraft lowers overall fuel burn per seat by about 30% when compared to previous generation aircraft, enabling United to further minimize its environmental impact as the carrier moves towards its ambitious goal of reducing its carbon footprint by 50% relative to 2005 levels by 2050.
United plans to begin taking delivery of the Airbus A321XLR in 2024. Additionally, the airline will defer the delivery of its order of Airbus A350s until 2027 to better align with the carrier's operational needs.
New aircraft will improve operational efficiency, elevate the inflight travel experience and reduce environmental impact
Airline expects to operate new aircraft on transatlantic routes out of its East Coast hubs in 2024
Photos(1)
CHICAGO, Dec. 3, 2019 /PRNewswire/ -- United Airlines today announced an order to purchase 50 new Airbus A321XLR aircraft, enabling the carrier to begin replacing and retiring its existing fleet of Boeing 757-200 aircraft and further meet the airline's operational needs by pairing the optimal aircraft with select transatlantic routes. The state-of-the-art aircraft, which United expects to introduce into international service in 2024, will also allow United to explore serving additional destinations in Europe from its East Coast hubs in Newark/New York and Washington.
"The new Airbus A321XLR aircraft is an ideal one-for-one replacement for the older, less-efficient aircraft currently operating between some of the most vital cities in our intercontinental network," said Andrew Nocella, United's executive vice president and chief commercial officer. "In addition to strengthening our ability to fly more efficiently, the A321XLR's range capabilities open potential new destinations to further develop our route network and provide customers with more options to travel the globe."
The next-generation A321XLR offers customers an elevated inflight experience and features modern amenities including LED lighting, larger overhead bin space and Wi-Fi connectivity. Additionally, the new aircraft lowers overall fuel burn per seat by about 30% when compared to previous generation aircraft, enabling United to further minimize its environmental impact as the carrier moves towards its ambitious goal of reducing its carbon footprint by 50% relative to 2005 levels by 2050.
United plans to begin taking delivery of the Airbus A321XLR in 2024. Additionally, the airline will defer the delivery of its order of Airbus A350s until 2027 to better align with the carrier's operational needs.
United to order 50 Airbus A321XLR (for 2024) (TATL w/Polaris seats)
Dec 6, 2019 | 8:41 am
#106
Join Date: Nov 2007
Location: TPA
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They are still several years from delivery, I am sure Airbus would allow them to convert the orders if they decided the LR was a better fit.
Dec 6, 2019 | 10:40 am
#107
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Instead of sinking a ton of money on the NMA, Boeing probably would've been better off seeing if they could take the 767-200 frame, slap new engines and some carbon fiber on it, and called it the 752 replacement. Looking at an older seat map, it could've been configured to pretty much have the same capacity as the 752.
Dec 6, 2019 | 11:52 am
#108
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It will be exciting to see what new destinations United is able to open up with the extended range and efficiencies of the XLR. Seems to be a perfect plane to add or expand frequency to European and South American destinations. I doubt it'll be used trans-Pacific. Just not enough range.
Dec 6, 2019 | 12:11 pm
#109
Join Date: Aug 2008
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Yeah, but there's also the more optimistic view that it could open up options like SFO-CTS or other similar routes that don't have nonstop service right now.
Dec 6, 2019 | 12:55 pm
#110
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Dec 6, 2019 | 12:59 pm
#111
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Instead of sinking a ton of money on the NMA, Boeing probably would've been better off seeing if they could take the 767-200 frame, slap new engines and some carbon fiber on it, and called it the 752 replacement. Looking at an older seat map, it could've been configured to pretty much have the same capacity as the 752.
I am also baffled as to why in the age of CAD that it costs so many billions for a relatively simple aircraft development. They were doing far more impressive work in the 50's and 60's with slide rules.
Dec 6, 2019 | 1:04 pm
#112
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I knows A321XLR can fly nonstop flight from O'Hare to Basel, Geneva, Helsinki, Stockholm, Pisa, Vienna.
According of Great Circle Mapper:
Great Circle Mapper
They sure can fly nonstop flight from O'Hare hub instead of EWR or IAD.
All I want to fly nonstop flight ORD to Basel, Switzerland. It will be very easy for me. I don't have stop in London-Heathrow anymore.
According of Great Circle Mapper:
Great Circle Mapper
They sure can fly nonstop flight from O'Hare hub instead of EWR or IAD.
All I want to fly nonstop flight ORD to Basel, Switzerland. It will be very easy for me. I don't have stop in London-Heathrow anymore.
Not in the configuration actually operated TATL in recent years.
Dec 6, 2019 | 1:37 pm
#113
Join Date: Dec 2004
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Instead of sinking a ton of money on the NMA, Boeing probably would've been better off seeing if they could take the 767-200 frame, slap new engines and some carbon fiber on it, and called it the 752 replacement. Looking at an older seat map, it could've been configured to pretty much have the same capacity as the 752.
Dec 6, 2019 | 5:21 pm
#115
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That is correct. Only for winter time. Because the 757 aircraft can not fly nonstop to EWR, IAD or JFK. Due to high headwinds gusts. They will lose the fuel. That's the problem. All 757 aircraft have stop in YHZ or YYT to get refuel the planes.
Dec 7, 2019 | 1:08 am
#116
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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.
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.
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.
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 dont see Ua doing a Dense configuration, although I have my doubts there will be 16J + pe. I m expecting fewer J seats.
Last edited by WineCountryUA; Dec 7, 2019 at 10:55 am Reason: merged consecutive posts by same member
Dec 7, 2019 | 4:11 am
#117
Join Date: Mar 2014
Location: Northern Ireland
Posts: 723
This is not true, at all. 757 flights from Ireland or western Great Britain to EWR or IAD are well within range and almost never have to have fuel stops in winter or summer months.
Dec 7, 2019 | 4:14 am
#118
Join Date: Mar 2014
Location: Northern Ireland
Posts: 723
Is this range contractually promised? And with full loads and IFR reserves? Not to say against prevailing winds. Unless the answers to these questions are all yes, people can put down their Great Circle Mapper route planning. While the jet stream makes it easy to fly eastbound TATLs to pretty much every place in Europe, you need to be able to get the planes back, and without stops.
Note, too, that additional crew are needed as flights exceed 8-9 hours. While an extra FO on a 777 may add little extra cost on a per-pax basis, it will add a lot more on a A321XLR. Further, there is no dedicated crew rest, so J seats will need to taken out of revenue service.
For the above reasons, I expect the A321XLR to be used very similarly to how the 752s are today, and maybe used to add some extra frequencies at off hours -- say daytimes to CDG, FRA or LHR not just from EWR, but also IAD or ORD.
Note, too, that additional crew are needed as flights exceed 8-9 hours. While an extra FO on a 777 may add little extra cost on a per-pax basis, it will add a lot more on a A321XLR. Further, there is no dedicated crew rest, so J seats will need to taken out of revenue service.
For the above reasons, I expect the A321XLR to be used very similarly to how the 752s are today, and maybe used to add some extra frequencies at off hours -- say daytimes to CDG, FRA or LHR not just from EWR, but also IAD or ORD.
Could depart EWR at 12pm and be in for 10:30pm, or ORD at 10am and be in for 10pm. I took a similar flight from JFK to Dublin, left at 1pm and was in for 11pm, it did wonders for jetlag.
Dec 7, 2019 | 6:32 am
#119
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You can't safely transfer in LHR in 70 minutes ....
Dec 7, 2019 | 7:11 am
#120
Join Date: Jun 2014
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Wouldn't those flights need to leave at 5-7am? Dayflight to Dublin would be a better option.
Could depart EWR at 12pm and be in for 10:30pm, or ORD at 10am and be in for 10pm. I took a similar flight from JFK to Dublin, left at 1pm and was in for 11pm, it did wonders for jetlag.
Could depart EWR at 12pm and be in for 10:30pm, or ORD at 10am and be in for 10pm. I took a similar flight from JFK to Dublin, left at 1pm and was in for 11pm, it did wonders for jetlag.