IndiGo, which is India’s largest airline, is currently undergoing quite the transformation. The airline has historically operated single class aircraft primarily domestically, but is now evolving its business model.
For one, we’ve seen the airline introduce IndiGo Stretch, a premium product on select flights (think of it like “business class light”). Furthermore, we’re seeing the airline expand into long haul markets, as the company even has 60 Airbus A350-900s on order (and is already flying some long haul routes with leased Boeing 787s). But when it comes to long haul expansion, there’s another development coming soon, which I’d like to cover.
In this post:
Basics of IndiGo’s order for 69 Airbus A321XLRs
In 2023, IndiGo placed an order for 500 Airbus A320neo family aircraft, which is one of the biggest aircraft orders we’ve seen in history. Included in this order was 69 A321XLRs, which is the largest and longest range version of the A320neo family. So this plane allows IndiGo to operate long and thin routes, where the economics might not otherwise work.
IndiGo is expected to take delivery of its first A321XLR in the coming weeks, and then the plane is expected to enter service as of early 2026. So, what should passengers expect onboard? The planes will feature a total of 195 seats, including 12 IndiGo Stretch seats (with 44″ of pitch) and 183 economy seats (with 31″ of pitch).
Interestingly, IndiGo isn’t introducing a flat bed business class product on this plane, despite the fact that it will operate some long missions. However, the cabin is significantly more comfortable than on IndiGo’s other narrow body aircraft.
For example, IndiGo’s A321neos with Stretch seats that are used for domestic and regional international flights boast a total of 220 seats. That includes 12 Stretch seats with 38″ of pitch, and 212 economy seats with 28.5″ of pitch. In other words, compared to the A321neos, the A321XLRs will have an extra 6″ of pitch in Stretch, and an extra 2.5″ of pitch in economy.
The A321XLR only recently entered commercial service, with Iberia and Aer Lingus being the two launch customers. Generally, this plane is proving popular with full service airlines that also have a fair bit of premium demand, since you need premium revenue to make the economics of this plane work, at least for flights with long stage lengths.
So it’s going to be interesting to see how this plane performs for IndiGo. I’m sure IndiGo will have no problems filling these planes, but will the yields be decent?
I find it interesting that IndiGo isn’t introducing a “real” business class on these flights. It makes me wonder if IndiGo will also only offer Stretch on its upcoming A350s, or if those will finally have a proper business class product. For that matter, the lack of seat back entertainment leaves something to be desired.
IndiGo will first fly Airbus A321XLRs to Athens
IndiGo has now put its first long haul Airbus A321XLR flights on sale. As of January 23, 2026, the airline will fly these planes 3x weekly to Athens (ATH) from both Delhi (DEL) and Mumbai (BOM). The flights will operate with the following schedule:
6E1901 Delhi to Athens departing 9:10AM arriving 2:25PM
6E1902 Athens to Delhi departing 4:00PM arriving 3:10AM (+1 day)
6E1903 Mumbai to Athens departing 9:50AM arriving 2:15PM
6E1904 Athens to Mumbai departing 3:25PM arriving 2:00AM (+1 day)
These flights are in the range of 3,100-3,200 miles, and are blocked at around seven to eight hours in each direction.
Why is Athens IndiGo’s first long haul A321XLR destination? On the surface it seems like an unusual destination, especially with it launching in January, since Greece tends to be a summer seasonal destination.
Well, Greek Star Alliance carrier Aegean is also soon taking delivery of A321XLRs (ones that were initially supposed to fly for JetBlue), and plans to start flying those exact routes as of the spring of 2026.
That’s not a coincidence, as the two airlines are launching a partnership. It’s kind of funny that they’ll be flying the same types of planes in the same markets. The intent is that the airlines will offer connectivity for each other on both ends.
In general I see merit to the concept of connecting Greece with India on a year-round basis. That’s because Aegean has a huge amount of connectivity in Athens, so this will offer the most convenient access to India for those traveling from all over eastern and southern Europe. India is obviously an important year-round business destination.
But here’s what I struggle with — the difference in product between Aegean and IndiGo is massive, especially among more lucrative travelers. Most people who aren’t on a tight budget wouldn’t want to subject themselves to an eight hour flight on an IndiGo A321XLR if they could instead fly an Aegean A321XLR.
Even with a partnership, they’ll still be competitors in the market, since it’s not like they’ll have a joint venture with revenue sharing. So while I do think there’s merit to the two airlines partnering, I can’t imagine their performance will be similar.
Bottom line
IndiGo will soon take delivery of its first of 69 Airbus A321XLRs, which marks an exciting chapter in the carrier’s long haul expansion. The planes will boast similar interiors to the A321neos with Stretch seating, except there will be additional pitch in both cabins.
IndiGo plans to have Athens as its first A321XLR international destination. That seems quite random on the surface, but clearly the logic is that this is due to a partnership with Aegean, as the carrier is launching the same route.
Even with a partnership, I have to imagine that Aegean will have significantly higher yields than IndiGo, give the vastly different products offered.
What do you make of IndiGo’s Airbus A321XLR plans?
India has huge potential for outbound tourism if the cost drops some more. European countries remain an aspiration for many thanks to celebrity destination weddings and Indian movies shot there.
By the way, the flight from Delhi will be longer until Pakistan allows Indian carriers in its airspace.
This is intended to complement and possibly replace Istanbul as their hub for European traffic. The Indian government originally gave them until August to terminate their partnership with Turkish Airlines for their ultra-high density 777s due to Turkey's political support for Pakistan, but have now granted them a reprieve until early next year (coincidentally just weeks after the Athens flights launch).
Indigo are such a dominant player that anything they touch will turn to...
This is intended to complement and possibly replace Istanbul as their hub for European traffic. The Indian government originally gave them until August to terminate their partnership with Turkish Airlines for their ultra-high density 777s due to Turkey's political support for Pakistan, but have now granted them a reprieve until early next year (coincidentally just weeks after the Athens flights launch).
Indigo are such a dominant player that anything they touch will turn to gold. This will be no exception. They know what they are doing.
India has a vast population that's growing wealthier every day. These aircraft will not be under-utilused.
According to Travel and Tour World, there were 87,000+ indirect passengers between India and Athens in 2024, 32% up compared to 2023. So it seems like a fast-growing market, with a decent amount of traffic to tap into even before nonstop flights.
Still though not budget conscious travelers from places like BLR, HYD, MAA would rather connect in DXB, DOH, AUH, to Athens rather than DEL/BOM with Indigo
Why would a budget conscious person prefer to connect in a foreign country rather than their own, if there are services to the destination they wish to travel to and such services are provided at comparable prices?
Air India and Indigo are wasting an opportunity. It is time they stop letting the M3 carriers use India as a catchment market.
@splane21 - no they dont. Just look at the performance of Indigo's wetleased 777 operation via Istanbul and you will see very clearly that the budget traveler's choices pretty much start and end with Indigo nowadays. The ME3 are all maxed out on their bilateral seat allocations to India, so they can either use those seats to fight in the low yield space for volume, or leave that to Indigo and compete for the more profitable high yield traffic.
Aegean and Indigo are cooperating on this route if I’m not mistaken with a codeshare partnership. Indigo has lots of connectivity beyond Mumbai and Delhi don’t forget, and there will be plenty of business/expat traffic outside of the summer season I’m sure. In general Asian routes tend to hold on through the winter in Athens (Singapore, Beijing and Shanghai) whilst US routes are on pause from November-March. I am cabin crew at Aegean and an...
Aegean and Indigo are cooperating on this route if I’m not mistaken with a codeshare partnership. Indigo has lots of connectivity beyond Mumbai and Delhi don’t forget, and there will be plenty of business/expat traffic outside of the summer season I’m sure. In general Asian routes tend to hold on through the winter in Athens (Singapore, Beijing and Shanghai) whilst US routes are on pause from November-March. I am cabin crew at Aegean and an interesting thing to note is that Aegean are likely to be hiring and training Delhi-based crew to operate these flights (with Athens-based pursers).
A3 and 6E have launched a codeshare partnership, so they will actually complement each other, rather than compete against each other. A3 will likely target the premium end of the market on the ATH–DEL/BOM route, and 6E the price-sensitive budget traveller, as it already does with the leased Norse 787-9s on the LHR, MAN, AMS and CPH routes.
That said, I hope that 6E installs at least a streaming IFE system on the A321XLR if...
A3 and 6E have launched a codeshare partnership, so they will actually complement each other, rather than compete against each other. A3 will likely target the premium end of the market on the ATH–DEL/BOM route, and 6E the price-sensitive budget traveller, as it already does with the leased Norse 787-9s on the LHR, MAN, AMS and CPH routes.
That said, I hope that 6E installs at least a streaming IFE system on the A321XLR if not a full-fledged seatback IFE, because a 7-hour-plus flight will become insufferable without it. For A3, the A321XLR will be its first aircraft type with seatback IFE, though it already has a great and well-designed streaming IFE system on its A320/1s.
@ Proximanova -- Wasn't aware of the planned partnership, thanks. Updated the post to reflect that.