Virgin Atlantic is a pretty conservative airline when it comes to growth (for good reason… it’s not profitable). Along those lines, the airline has just placed an aircraft order, which tell us a lot about the carrier’s future fleet plans.
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Virgin Atlantic further modernizes fleet
Virgin Atlantic has today announced that it has placed a firm order for an additional seven Airbus A330-900neo aircraft. The airline describes this order as completing the company’s fleet transformation plan, so that’s interesting.
With this update, Virgin Atlantic now has 19 of these jets on order. The airline already has five of these aircraft in its fleet, with the first having been delivered in late 2022. Virgin Atlantic expects to have all 19 jets in its fleet by 2028.
The A330-900neo is the most modern and fuel efficient version of the A330. It’s a step below the A350 in terms of capacity. Virgin Atlantic offers a nice passenger experience on this jet, and I’ve reviewed the carrier’s A330-900neo Upper Class (Virgin Atlantic’s name for business class).
Here’s how Virgin Atlantic CEO Shai Weiss describes this order:
“Today, we complete our multi-billion-dollar fleet transformation, with the purchase of seven additional A330-900s, which we know our customers and our people love to fly. Flying the youngest fleet is the most readily available and significant lever towards decarbonising long-haul aviation and we are proud to already operate one of the youngest and most fuel and carbon efficient fleets across the Atlantic.”
“Our special partnership with Airbus began with the arrival of ‘Lady in Red’ in 1993, with our most recent arrival, ‘Ruby Rebel’, arriving to mark our 40th birthday this year. Virgin Atlantic has flown more than 60 Airbus tails in the last three decades. While not first to the party, they’ve been our main dance partner, making our customers smile ever since.”
How this fits into Virgin Atlantic’s future fleet
What does this latest Airbus A330-900neo order mean for the future of Virgin Atlantic’s fleet? For context on the carrier’s fleet:
- Virgin Atlantic has 10 Airbus A330-300s, which the airline is in the process of replacing with Airbus A330-900neos
- Virgin Atlantic has 12 Airbus A350-1000s, with an additional two of these jets in order; this is Virgin Atlantic’s flagship aircraft, used for prime routes
- Virgin Atlantic has 17 Boeing 787-9s, which are at this point an average of over eight years old
- Virgin Atlantic has five Airbus A330-900neos, with an additional 14 now on order (accounting for this latest update)
As you can see, we’ve known that the A350-1000 and A330-900neo will be Virgin Atlantic’s primary aircraft going forward, while the A330-300s are being retired.
The big question has been what will happen to the 787-9s. Of course Dreamliners are still modern jets, but there are two considerations:
- The 787-9s are on a 12-year lease, so Virgin Atlantic has the option to get rid of the planes at that point; the planes were acquired between 2014 and 2018, so leases would be up between 2026 and 2030
- The 787-9s have an uncompetitive business class hard product at this point, so if the airline plans to keep these planes around, it needs to introduce new cabins
So there’s an interesting update regarding 787-9s as well. The airline has now signed long-term lease extensions for seven 787-9s. Hopefully this also means that the airline introduces a new passenger experience on these aircraft.
Virgin Atlantic’s plan is to retire some 787-9s, but not all of them. For example, by 2028, Virgin Atlantic expects to have 14 787-9s, so that’s three fewer than the airline has now. At that point Virgin Atlantic expects to have 45 aircraft, roughly the same number of planes that it has now. It doesn’t really seem like the airline wants to grow much, given the profitability issue that the company has.
Bottom line
Virgin Atlantic has just placed an order for an additional seven Airbus A330-900neos, which will be delivered by 2028. The airline now has a total of 19 of these jets on order.
Virgin Atlantic has now figured out its long term fleet plan, and intends to have 45 aircraft by 2028. The airline will retire a few Boeing 787s, but is keeping others around for longer. Hopefully that also means that a new business class product is coming to those aircraft.
What do you make of Virgin Atlantic’s incremental A330-900neo order?
IMHO, standardising on the A330Neo is a great option as long as it is eight abreast. That makes it way more comfortable than the 787 which has a nine abreast configuration which is very pinched. Personally, I search for and only fly Airbus planes as I find the 777 and 787 cramped for my wide shoulders.
The new suite is much better than the old one but still not as comfortable as BA or UA. I'm 6'1" and find it quite short. The screen seems to be inches from my face.
VS seems a nice airline to fly, with some new equipment. Do they make a profit and provide Delta dividends for owning half the company?
One of the problems with the VS business model is: SCALE.
Their fleet is too complex for their size. They need to define scope and have a fleet accordingly. IMO the 350/330NEO is the most optimal. For maintenance, crew training, parts ETC. Additionally, their second shareholder, DELTA has firsthand knowledge on the 350/330 fleets, that should help with a knowledge base and technicalities.
Second, their lack of short haul services doesn't provide any...
One of the problems with the VS business model is: SCALE.
Their fleet is too complex for their size. They need to define scope and have a fleet accordingly. IMO the 350/330NEO is the most optimal. For maintenance, crew training, parts ETC. Additionally, their second shareholder, DELTA has firsthand knowledge on the 350/330 fleets, that should help with a knowledge base and technicalities.
Second, their lack of short haul services doesn't provide any synergies for any Asian carrier JV's or partnerships. KE comes into mind for East Asia, and China Airlines for Southern parts of Asia and even Oceania. I wont't even bring mainland china into the picture for now.
Thirdly, with the LH investment in ITA I ponder if its time for AF/KL to swoop in and make an investment. With their three legacy carriers, maybe they can reassign slots within the group to to try VS shorthaul, with more consistency, better focus, and better product
precisely.
DL did fix VS' Trent engines on the 787s but VS could cut alot of expenses by using just two airplane types from one manufacturer.
and DL will give VS the best possible price VS can get for maintenance services.
Unless they dramatically grow non LHR flying there really is no point expanding the fleet as they’re limited by their slot portfolio at LHR. They’d have to offload flying to JV partners to add additional flying at LHR
We were scheduled to fly LHR-JFK on a A350-9. The equipment was changed to a B787-9 on the day of the flight. The 787 is a clearly less comfortable seat. Very tight. Further, the 1-1-1 layout does not allow for "honeymoon seating" and the rows are staggered. If I had the choice, I would change flights.
Don't say that you'll trigger all the people that say "ummm ackshually , I prefer these super dated seats because it's better for sleep in some arbitrary way". They came out en masse yesterday after TK announced their new business class.
Sorry Virgin! It's a fact your terrible 787 Upper Class holds you back.
I avoid it like the plague because if people are spending thousands of dollars, then they want the experience to be good, not coffin seats. I literally choose anyone else over you on the same routes bc the hard product is better.
Fix your Upper Class or continue hemorrhaging money like you've done for the past decade.
Article is incorrect.
There are no more A350 on order. They all have been delivered.
Virgin Atlantic, the 40 year underdog
VS only has a couple of routes that are longer than 12 hours which is the optimal range for the 339. The 787s provide a slight benefit over the 35Ks in terms of fewer seats to 12-14 hour destinations.
They rejected a handful of the 787 leases and are undoubtedly negotiating hard to lower the price on the remaining 787s and will make a decision about refurbishing the fleet based on their success with renegotiating...
VS only has a couple of routes that are longer than 12 hours which is the optimal range for the 339. The 787s provide a slight benefit over the 35Ks in terms of fewer seats to 12-14 hour destinations.
They rejected a handful of the 787 leases and are undoubtedly negotiating hard to lower the price on the remaining 787s and will make a decision about refurbishing the fleet based on their success with renegotiating leases on the remaining aircraft.
Meanwhile, the A330NEO continues to pick up orders and Airbus manages to deliver them in part because of Boeing's delays on the 787. Given how little Airbus spent to develop the A330NEO, it is turning out to be one of the most profitable widebodies in the sky not just for Airbus but for the airlines that operate it.
A330s - yuck.
Huh? Maybe the -300 but the -900 neo is a totally different beast. The Virgin A330-900 is fantastic and pretty much tied with the A350 for overall passenger experience.
I was a very regular customer once of Virgin. Now though they have much improved their business class, while greatly degrading their premium economy and economy product on their newest planes. Now I use AF and BA Premium and Icelandair business class as it is better than the thin and uncomfortable seats of their new much narrower premium economy.
True Fredrik. Premium Economy on their 747 was amazing, especially the bulkhead seats where they'd bring out a couple of footstools for you and your companion to use. And the 5 rows of PE at the front of the top deck was very cozy too.
How is it going to grow exactly with the constrains of its home base at LHR? They quit LGW only to be forced to return for the same reason!
Delta will continue to pull back from international travel and it's LHR slots will go to VS.
I fear we are looking at a repeat of leisure routes getting the older seat types with flagship routes operating the new updated offerings.
Standard Virgin smoke and mirrors fluff.
By far their biggest fleet issue right now is their 787 Upper Class seat. The fact they gather journalists for a big announcement and it's for some new jets that are years away with no 787 announcement shows you how lost this company is.
i guess you're RIGHT with your lines about VS.
Nothing has changed in many years.
Premium markets start breaking apart for them and high on demand destinations that are high priced fares offered is cut.
Capetown, Beijing, Hong Kong reduced . . .
Virgin Atlantic is indeed unprofitable and has always been "optimizing" its fleet. For a carrier with under 50 frames, it always seems to have too many types for what is a small fleet.
In the late 1990s, it was 747-100/200, 747-400, A340-300s, and then came the A340-600s, then later A330-300s, some ex-Air Berlin A330-200s, then the 787-9, then the A350-1000 and then the A330-900. And let's not forget the absurd A380 order than never came...
Virgin Atlantic is indeed unprofitable and has always been "optimizing" its fleet. For a carrier with under 50 frames, it always seems to have too many types for what is a small fleet.
In the late 1990s, it was 747-100/200, 747-400, A340-300s, and then came the A340-600s, then later A330-300s, some ex-Air Berlin A330-200s, then the 787-9, then the A350-1000 and then the A330-900. And let's not forget the absurd A380 order than never came to be.
My point is that VS always seems to have too many fleet types with limited commonality for an airline of its size. Profit has been elusive for decades. It's a pretty decent carrier overall, but even with the Delta overlay, it still feels like it could be run better.
i see it the same way!
VS Focus on 90% US Market only, but with NO real partner to connect any US Client to the center of other European countries.
Mix fleet in a way this airline operates can't be surviving with good Service on Bord only, people these days want more, a lot more!
Consistency is missing !
What do you mean no partner ? It’s a joint venture with AF KL and DL and you can book under a VS flight number via CDG or AMS. That’s the entire point of the JV, otherwise the vast majority of VS metal from the U.K. is origin destination
"For a carrier with under 50 frames, it always seems to have too many types for what is a small fleet."
100% this.