In early 2022, Delta Air Lines took delivery of its first Airbus A321neo. The airline has 155 of these planes on order, which will be delivered through 2027. The airline has been taking delivery of these jets quickly, and Delta’s A321neo fleet is now approaching 50 aircraft.
This is a great addition to Delta’s fleet — the A321neo has fantastic range and economics, and Delta offers a good passenger experience onboard, including a new first class seat.
The exciting thing is that Delta is expected to introduce an even more premium configuration of the A321neo later this year. Rumors of this first emerged nearly two years ago, but as entry into service approaches, we’re learning more details.
In this post:
Delta plans 148-seat Airbus A321neo with flat beds
In March 2022, Airline Weekly broke the story about a fleet guide that Delta shared with pilots, outlining the carrier’s unique A321neo plans. Specifically, it’s expected that 21 A321neos will get a special configuration, featuring just 148 seats (compared to the standard 194 seats). This includes:
- 16 Delta One seats (business class), which will be fully flat and in a 1-1 configuration, with each seat having a privacy door
- 12 Delta Premium Select seats (premium economy), which will be in a 2-2 configuration, somewhat similar to what you’d usually find in domestic first class
- 54 Comfort+ seats (extra legroom economy), which will be in a 3-3 configuration
- 66 Main Cabin seats (economy), which will be in a 3-3 configuration
Based on the seat map, it looks to me like Delta will have reverse herringbone seats in business class on these planes, which we should soon see on narrow body planes on a more widespread basis, as airlines start to take delivery of the A321XLR.
Up until recently, we had no clue about the timeline for these jets potentially being introduced. The always knowledgable @xJonNYC shares that Delta’s plan is to introduce this product in Q3 2024 (somewhere between July and September 2024), so we’re potentially just months away from seeing these planes in service. That’s exciting!
What will Delta do with premium Airbus A321neos?
Delta plans to specifically use these Airbus A321neos for premium transcontinental routes, like New York to Los Angeles, New York to San Francisco, etc.
Historically Delta has typically used a combination of Boeing 767s and Boeing 757s for these premium routes, though we knew that eventually there needs to be a replacement, especially if Delta wants to compete with a leading product:
- The 757s don’t have a very competitive product, as business class is in a 2-2 configuration, and the planes aren’t great in economy
- The 767s are getting old, and if you’re focusing on a premium market, there’s something to be said for a lower capacity aircraft (so that more frequencies can be operated with more premium seats)
While back in the day most airlines operated wide body aircraft on premium transcontinental routes, that’s no longer the case. JetBlue has its fleet of Mint-configured A321s, American flies specially configured A321s (which will soon be replaced by A321XLRs), and United plans to eventually fly 737 MAX 10s with flat beds (if that plane ever gets certified).
I think the configuration Delta is planning is roughly what we would have expected. It’s interesting how premium economy is increasingly being offered by US airlines on premium domestic routes. It’s basically like domestic first class, and for a daytime flight it’s very comfortable, in my opinion.
One thing I’m curious about is what Delta plans to do with the 757s and 767s that are taken off these routes. Look, these vintage aircraft should be retired, as far as I’m concerned, but we’re talking about Delta here. The airline would add the Wright Flyer to its fleet if it had the capacity…
Bottom line
Delta Air Lines is expected to configure 21 Airbus A321neos in a premium configuration. These planes will feature 148 seats, including business class, premium economy, and lots of extra legroom economy seats. Currently the plan is for these planes to be introduced as of Q3 2024, so we could be just months from these aircraft entering service.
Delta ultimately needs a plan for refreshing its premium domestic fleet, and this seems like a sensible way to do so.
What do you make of Delta’s premium A321neo configuration plans?
The other interesting angle with Delta adding PS is that it (presumably) represents another devaluation to RUCs. Today on flights within the lower 48, Delta sells PS seats as C+, so RUCs can be used to upgrade directly to D1. Have to assume that will no longer be the case if they sell PS on these routes.
I think that this is a good move, although I believe that Delta should expand the number of A321neo aircraft fitted with the more premium product. There are a lot of routes (current and future) that would benefit from the product. For example, Delta is reintroducing DTW to ANC in early June using a 194 pax A321neo. I know this because I am flying this route a day after the re-inaugural flight. The flight distance...
I think that this is a good move, although I believe that Delta should expand the number of A321neo aircraft fitted with the more premium product. There are a lot of routes (current and future) that would benefit from the product. For example, Delta is reintroducing DTW to ANC in early June using a 194 pax A321neo. I know this because I am flying this route a day after the re-inaugural flight. The flight distance is a few miles short of 3k miles with a flight time hovering around 6 hours give or take (outbound DTW shows 6:45 flight time). This is a route that almost as long as a east coast hub to Europe flight. Not to say they will not do it, but something else they should consider.
So DL and UA are copying AA. . .after 10 plus years. The new AA XLRs will be a step up from both of their layouts and cabins.
So Delta will compete with Jetblue's rather than AA' s XLRs, AA will offer 20 business suites rather than 16, I sense United will take the 16 seats cabin approach as well which will give AA an edge they could take an adventage of. Delta's service might be superior but their cabins are very tacky when compared to AA's new up and coming product, nothing about Delta's aesthetics scream premium. The ocre blue and red...
So Delta will compete with Jetblue's rather than AA' s XLRs, AA will offer 20 business suites rather than 16, I sense United will take the 16 seats cabin approach as well which will give AA an edge they could take an adventage of. Delta's service might be superior but their cabins are very tacky when compared to AA's new up and coming product, nothing about Delta's aesthetics scream premium. The ocre blue and red combo is horrid and screams Southwest, I can't believe Virgin Atlantic has a better scheme than Delta. It's a shame Delta's aircraft are so good looking on the outside but not on the inside. I think these new A321s will do just fine on the domestic market, it will be great if Delta deploys this new configuration in other markets, their 757s and 767s are starting to show age.
Here ya go..... this is needed:
https://www.dictionary.com/browse/subjective
Would be great for you who only flies First or Business class.Have you actually ever turned right on boarding an aircraft.
Only the pilots turn left on a A321. Everyone else turns right, mate.
Got a good chuckle from me thank you.
Jullan, Ben flies Y or main cabin extra more than you'd think. It's just not worthy of a post.
That's not true at all. The A321 is fully capable of L2 boarding.
Lufthansa, for example, has been doing that (and/or dual-bridge boarding) for decades:
1990s: https://img593.imageshack.us/img593/7301/fwji.jpg
2020s: https://i.imgur.com/zJNBSpY.jpeg
Which technically means even if you fly the premium cabin, you turn right as well.
Unless boarding is solely done through L2, which I'm not sure anyone does ?
L2 is often deactivated for NEO. Airbus Cabin Flex (ACF) allows it if aircraft has low enough seat count. Especially efficient for premium heavy planes.
Also L2 placement in A321 is too close to the engine (esp with larger NEO engines) for many airlines...
Which technically means even if you fly the premium cabin, you turn right as well.
Unless boarding is solely done through L2, which I'm not sure anyone does ?
L2 is often deactivated for NEO. Airbus Cabin Flex (ACF) allows it if aircraft has low enough seat count. Especially efficient for premium heavy planes.
Also L2 placement in A321 is too close to the engine (esp with larger NEO engines) for many airlines to feel comfortable having a jet bridge rolling around it.
As larger single aisles become the bread and butter of low cost airlines, one has to wonder if a new A321 variant could be created with a slightly forward relocated L2 to allow faster boarding for low cost airlines than boarding through L1. This could come as a package with a new wing and a lengthened fuselage option (the long rumored A322) to justify development costs.
There's literally an (older) post, immediately above yours, that addresses the questions you asked, WITH pictures.... ;)
Not to mention the longer range A321NEO variants automatically have cabin flex.
Bitter much? Suggest you find a different blog - I think it would be most welcome if you did.
Someone seems a little jelly.
You do realize some planes board people in the middle of first/business class. One of Delta's A350s (35H) is one of those examples. And even AA’s 777 board in the middle of first/business class (I use those terms interchangeably cause I think first and business class are too similar).
Wonder if Delta will use this to bring back D1 to the SEA market. Right now the only choice for premium transcon is to fly Jetblue to BOS/JFK.
With BOS becoming a focus city for Delta, seems like there is a good opportunity, especially if Delta wants to continue to compete w/ AS in SEA.
In terms of DL's fleet plans: Once the premium A321neos can replace the 75S currently flying routes like BOS-LAX and JFK-SFO, the 75S will be reconfigured with a regular domestic F cabin and will be mainly based out of ATL.
DL has a fleet of 2-cabin high-J 76Ls that never got refurbished (no Premium Select and old seat covers in J) that will be mainly dedicated to flying domestic transcon routes until the later part...
In terms of DL's fleet plans: Once the premium A321neos can replace the 75S currently flying routes like BOS-LAX and JFK-SFO, the 75S will be reconfigured with a regular domestic F cabin and will be mainly based out of ATL.
DL has a fleet of 2-cabin high-J 76Ls that never got refurbished (no Premium Select and old seat covers in J) that will be mainly dedicated to flying domestic transcon routes until the later part of this decade. 3-cabin planes (76Ks, 767-400s and A330neos) do the occasional run on JFK-LAX, but the majority of the schedule is and will continue to be flown by the 76Ls. It's less than ideal because these planes are looking really worn on the inside, but that's the plan for now.
The airline would add the Wright Flyer to its fleet if it had the capacity… ROFLMAO, this made my day! How about bringing back Delta’s legacy DC-10s and Lockheed L-1011s of yore, then?
So they're essentially copying AA's A321Ts right as AA plans to retire them. Any insights into why Delta thinks they will make it work when AA is winding it down?
NO. Delta is copying AA's new XLRs that will be replacing the 321Ts.
But AA's new XLRs business cabin will have 20 seats, 4 more than Delta's new config, according to a press release and other aviation blogs AA's XLRs will be oustanding compared to anything flying on the US right now, I expect Delta comes up with something as snazzy and modern as AA's XLRs and 789s renderings because their color schemes and designs are very messy and the overall feel of their cabins leave a lot to be desired, even in the A350.
AA isn't getting rid of the A321T because a low-density premium narrowbody doesn't work on transcons, it's getting rid of them because an F cabin is hard to sell, even with LAX-based entertainers / celebrities generating demand through their work contracts. UA sells a lie-flat direct aisle access J, a PE equivalent to domestic first, and Y+ / Y on their transcon routes, they have a lot more seats than AA (at least on SFO-NYC)...
AA isn't getting rid of the A321T because a low-density premium narrowbody doesn't work on transcons, it's getting rid of them because an F cabin is hard to sell, even with LAX-based entertainers / celebrities generating demand through their work contracts. UA sells a lie-flat direct aisle access J, a PE equivalent to domestic first, and Y+ / Y on their transcon routes, they have a lot more seats than AA (at least on SFO-NYC) and they make it work just fine. Also, DL has stronger market share in both the New York and LA markets than AA, so that would also help in making this work.
My favorite transcon plane for economy is the Delta's 763. The 2-3-2 layout and it being a relatively small widebody is perfect for the SFO-JFK route. I will miss this.
It is intriguing news to say the least. Whether or not it makes sense, I would love to see this aircraft on transcon routes. I currently do AA FF transcon a few times a year and such a move on Delta's part just might be enticing enough.
Seems like they're installing the reverse-herringbone seats based on the diagram. I highly appreciate that as one who really dislikes the herringbone seats - for the wide-body jets, I'd rather sit on a 2-2-2 business seats if that and herringbone seat are the only options. Even the recent narrow-body herringbone seats with doors feel really cramped.
For that reason, I personally rank A21Ns with Collins Diamond seats (e.g. Gulf Air. Korean Air, Starlux, etc.)...
Seems like they're installing the reverse-herringbone seats based on the diagram. I highly appreciate that as one who really dislikes the herringbone seats - for the wide-body jets, I'd rather sit on a 2-2-2 business seats if that and herringbone seat are the only options. Even the recent narrow-body herringbone seats with doors feel really cramped.
For that reason, I personally rank A21Ns with Collins Diamond seats (e.g. Gulf Air. Korean Air, Starlux, etc.) higher thank those with herringbone seats. Yes, no direct aisle access for every passengers is a major downside these days, but the space is as valuable as the accessibility (or privacy).
"Even the recent narrow-body herringbone seats with doors feel really cramped."
I should've said "look" instead of "feel"...
Again, I gotta agree with Anthony. Looks more like a good replacement for the transcon 757s.
If Delta wanted to remove some 767s from JFK to LAX route then my guess would be that they added more A330s there.
Ben - I doubt these planes would go on JFK to LAX. The 767-300 they run on those routes have a minimum of 26 Delta One seats. They also occasionally fly A330 Neo, 767,400, etc. These offer just 16 Delta One seats. Hard for me to imagine they reduce Delta One capacity so dramatically on JFK to LAX. Delta One is often sold out on those 767-300. On JFK to LAX, Delta needs widebodies.
In...
Ben - I doubt these planes would go on JFK to LAX. The 767-300 they run on those routes have a minimum of 26 Delta One seats. They also occasionally fly A330 Neo, 767,400, etc. These offer just 16 Delta One seats. Hard for me to imagine they reduce Delta One capacity so dramatically on JFK to LAX. Delta One is often sold out on those 767-300. On JFK to LAX, Delta needs widebodies.
In contrast, this is a perfect replacement of the 757 on JFK to SFO. Those planes have 16 Delta One seats in a 2X2 format. This plane would be an upgrade there.
Smaller planes with a higher percentage of premium seats but with more frequency.
Delta already runs up to 10 JFK to LAX daily each way for 5-6 hour flights... Are they gonna run 15/16 each way (basically every 45 minutes like a shuttle flight)?
@ Anthony -- Fair points, though here's my take. First of all, I think Delta is happy to reduce economy capacity. Economy fares on JFK-LAX start at $125 one-way, so I think the reduction in economy capacity is a positive, as the airline sees it.
So here's what I find interesting. Delta currently flies JFK-LAX primarily with 767-300s, and these planes have Premium Select, but they're sold as Comfort+, right? And that has been going...
@ Anthony -- Fair points, though here's my take. First of all, I think Delta is happy to reduce economy capacity. Economy fares on JFK-LAX start at $125 one-way, so I think the reduction in economy capacity is a positive, as the airline sees it.
So here's what I find interesting. Delta currently flies JFK-LAX primarily with 767-300s, and these planes have Premium Select, but they're sold as Comfort+, right? And that has been going on for some time? Do you have a sense of why the airline is doing, rather than trying to sell Premium Select?
Personally, I think Delta's play here will be to eventually sell Premium Select in the same price range as what entry level Delta One fares used to be, while the airline will skim the market with Delta One pricing, while offering very few upgrades. To me that seems like the logical play for Delta.
Anyway, we'll see how this evolves. Truthfully the A321neos would offer a more competitive premium cabin product than what the 767s currently offer.
1) You could be right on the economy capacity. JFK to LAX economy prices have always been a bargain. I actually ran into this issue recently - due to pricing I couldn't do a Delta One flight, and was presented with the option to book economy with a chance for an upgrade - the flight would however only earn about $500 MQD (no more MQM). So ended up booking JetBlue Mint.
2) Delta was going...
1) You could be right on the economy capacity. JFK to LAX economy prices have always been a bargain. I actually ran into this issue recently - due to pricing I couldn't do a Delta One flight, and was presented with the option to book economy with a chance for an upgrade - the flight would however only earn about $500 MQD (no more MQM). So ended up booking JetBlue Mint.
2) Delta was going to introduce domestic premium economy on some of its Hawaii flights I think in late 2022. For some reason, that didn't happen, and there is no indication it is happening soon (despite more planes having premium economy cabins). I think it was a combination of not getting the tech done in time, questions about what kind of service you offer in premium economy (Delta barely provides any meals in economy now on longer domestic flights, etc). Once Delta figures out what they want to do with service on long haul regular domestic economy, it may be easier to segment premium economy in a way they can price for it.
3) The 767-300 have their fault, but for what are largely daytime, 5-6 hour flights, I think a lot of Delta flyers view the cabin as "fine." I would definitely see a 2X2 premium economy configuration as a downgrade from the current 1X2X1 767 Delta One configuration, especially if stuff like catering is worse. Maybe Delta does a mix of narrow and widebody on the route...
I agree with this. While the 767-3 isn't state of the art, it is more than fine for a transcon flight. I don't know how Delta can increase frequencies between two large airports (LAX and JFK) to make up for the loss of D1 seats flying the A321neo instead. D1 sells out most flights and economy has empty seats - I get reducing the economy seat quantity on the route but not at the expense of also decreasing D1 availability.
You just have to look at how UA approaches the pricing on LAX-EWR and SFO-EWR to get a sense of how the fares for the various cabins will evolve as the products are very close: lie-flat J with direct aisle access, PE roughly equivalent to domestic first, and economy+ / economy similar to every other aircraft (though UA's widebodies on the transcon routes are a regular configuration and not an extra-premium one). The concept is...
You just have to look at how UA approaches the pricing on LAX-EWR and SFO-EWR to get a sense of how the fares for the various cabins will evolve as the products are very close: lie-flat J with direct aisle access, PE roughly equivalent to domestic first, and economy+ / economy similar to every other aircraft (though UA's widebodies on the transcon routes are a regular configuration and not an extra-premium one). The concept is otherwise similar to the A321T from AA or the high-J 767s from UA, have enough F / J / PE and frequency to serve the extra-high premium demand on the handful of routes that can support a large number of daily premium seats while pulling back the proportion of Y seats so that you don't oversaturate that market
FYI, the vast majority of the JFK-LAX runs are done by 2 cabin planes, which is probably why they don't try to sell Premium Select as PS on the 1-2 flights a day that are run by 3 cabin planes.