Well this is interesting. We know that United Airlines will soon start taking delivery of Airbus A321XLRs, which will have the carrier’s most luxurious narrow body interiors to date. Those planes will specifically be operating long haul, international flights, primarily across the Atlantic.
What’s coming as more of a surprise is that United is also seemingly shortly taking delivery of a new subfleet of Airbus A321neos, which will specifically be used for premium transcontinental flights, as flagged by JonNYC.
In this post:
United plans fleet of 161-seat premium Airbus A321neos
United is acquiring a massive number of Airbus A321neos, as the airline eventually expects to have over 175 of these planes in its fleet. Up until now, these planes have all had a pretty standard domestic configuration, with 200 seats, including 20 first class seats and 180 economy class seats.
However, one of United’s upcoming Airbus A321neo deliveries seems to be the start of something new (and just to be perfectly clear, this isn’t an A321XLR). The plane with the registration code N94750 is expected to be the first “Coastliner” A321neo, which is United’s plan to introduce a new subfleet of premium domestic aircraft.
Here’s what we can reportedly expect:
- The airline is rumored to be planning on flying 40 of these aircraft, which is quite a big fleet, with the code “A321LF”
- The planes are expected to feature 161 seats, including 20 business class seats (1-1 configuration), 12 premium economy seats (2-2 configuration), and 129 economy class seats (3-3 configuration)
- As a point of comparison, United’s A321XLRs will feature 150 seats, including 20 business class seats, 12 premium economy seats, and 118 economy class seats
- I would expect that the United A321XLRs and A321neos will have virtually identical business class and premium economy cabins, and that the difference will be in economy (below is the A321XLR seat map)
- It’s logical that economy will be a bit denser on the A321neos, presumably with a bit less legroom, and smaller galleys, since there’s no need for hot meals in economy on those flights
Let me emphasize that United hasn’t actually officially announced anything yet, so I imagine some sort of a reveal is imminent. The airline has recently been hinting that it has some passenger experience announcements coming in the near future, so it’s anyone’s guess if this might be one of those.
This is a smart, sensible direction for United to take
It’s interesting that we’re only now learning about these plans, and not even officially. Going back almost a decade, United executives made it clear that they planned to configure some latest generation narrow body aircraft with flat beds.
At the time, the plan was for Boeing 737 MAX 10s to get these premium configurations, and to be used for transcontinental routes. However, with the plane still not certified, it seems likely that United has now just decided to do this on the A321neo, since the airline is tired of waiting.
Presumably these premium A321neos won’t just replace United’s aging Boeing 757-200s in some premium markets, but will also replace wide body aircraft that currently operate flights across the country (freeing them up for United to get even more of an edge with its long haul network).
A fleet of 40 planes is massive, and should easily cover around 60 roundtrip coast-to-coast flights per day, conservatively. So of course these planes will fly from Newark (EWR) to Los Angeles (LAX) and San Francisco (SFO). Don’t be surprised to also eventually see these out of Boston (BOS), and also out of New York (JFK), given the deal between JetBlue and United (if that fully materializes). I do wonder if United has something further up its sleeve, because it seems there’s some additional capacity.
Here’s the other thing I find interesting — I think it’s smart that United is actually creating a dedicated subfleet of premium transcontinental aircraft, as that’s quite a contrast to what’s happening at American. American is acquiring 50 Airbus A321XLRs, and plans to use those both for premium transcontinental and for long haul international flights.
To me that seems like a strategic blunder. Using the carrier’s order of 50 A321XLRs for both domestic and international flights greatly limits American’s ability to grow, both in international markets (which is so overdue, given the premature aircraft retirements we saw at the airline at the start of the pandemic), and in premium transcontinental markets.
It’s another area where American is falling behind before it even starts with a strategy, and will lose more market share to United.
For what it’s worth, Delta is also planning a subfleet of Airbus A321neos with flat beds, which will also be used for premium transcontinental flights. Delta is only expected to operate a fleet of 21 of these planes, so that’s about half the size of United’s fleet of premium aircraft. On top of that, Delta’s situation has been a bit of a mess, as the airline seemingly can’t get cabins certified, and some planes have now been parked for around a year.
The situation at Delta is so bad that the airline plans to start flying these planes with 44 first class seats in other markets, since it’s not sure about the timeline with which seats can be certified.
Bottom line
While there hasn’t yet been an official announcement, United seems to be planning a special subfleet of “Coastliner” Airbus A321neos, which will operate in premium transcontinental markets. The planes are expected to feature 161 seats, and much like the A321XLRs, will have 20 flat beds in business class, and 12 premium economy seats.
We’ve known that United wanted to introduce flat beds on some new generation narrow body aircraft. While the initial plan was for this to happen on the Boeing 737 MAX 10, the certification issues have caused United to go with Airbus planes instead.
What do you make of United’s “Coastliner” A321neo plans?
I hope they don't get rid of the transcon heavies altogether. As a loyal UA million miler, I always take the 787 from EWR to LAX. I understand the unit cost implications of transcon single aisle for UA but I avoid it whenever possible, even taking a longer layover if required. If faced with the choice of single aisle UA or cheating with Delta, I would choose Delta from JFK in this instance. These A321...
I hope they don't get rid of the transcon heavies altogether. As a loyal UA million miler, I always take the 787 from EWR to LAX. I understand the unit cost implications of transcon single aisle for UA but I avoid it whenever possible, even taking a longer layover if required. If faced with the choice of single aisle UA or cheating with Delta, I would choose Delta from JFK in this instance. These A321 long routes are good for airlines, but not that great for experience.
Glad to see United move on from the 737-10. The A321neo is a better experience for passengers.
How would you know? Neither you, nor any paying passenger, has ever been in a 737-10.
Not that it'd matter, as this is purely subjective, and not objective in any way.
I could hardly believe my eyes when the author offered some justification for providing less legroom in coach. There’s never any justification for providing less legroom in coach. It’s already extremely inhibiting and uncomfortable. Maybe you should try sitting there yourself.
United is doing what AA used to do with their A321T which they got rid of you. A premium single aisle. Those Ts had first class. Business class, premium economy and economy. Best planes I ever flew on.
Bet AA is regretting refurbishing those for basic service
“It is not the critic who counts: not the man who points out how the strong man stumbles or where the doer of deeds could have done better. ***The credit belongs to the man who is actually in the arena, whose face is marred by dust and sweat and blood, who strives valiantly, who errs and comes up short again and again, because there is no effort without error or shortcoming***, but who knows the...
“It is not the critic who counts: not the man who points out how the strong man stumbles or where the doer of deeds could have done better. ***The credit belongs to the man who is actually in the arena, whose face is marred by dust and sweat and blood, who strives valiantly, who errs and comes up short again and again, because there is no effort without error or shortcoming***, but who knows the great enthusiasms, the great devotions, who spends himself in a worthy cause; who, at the best, knows, in the end, the triumph of high achievement, and who, at the worst, if he fails, at least he fails while daring greatly, so that his place shall never be with those cold and timid souls who knew neither victory nor defeat.” — Theodore Roosevelt
I admit I don't follow all of these fleet articles, but my impression is that AA, Delta (and LH) all have fleets that are a mess, while UA is firing at all cylinders with new/renovated planes with premium heavy cabins.
In addition to BOS/JFK, I wonder if WAS might merit these? The other options that come to mind would be Hawaii, South Florida, or possibly ORD-SFO/LAX.
ORD-SFO/LAX probably doesn't warrant a lie-flat bed. But ORD-HNL probably does.
I'm of the view that if there was a market for premium transcon for routes other than NYC-California, the market would have delivered it by now. Yes, I know there is the occasional lie-flat flight out of BOS, WAS, and MIA, but not consistent on the same basis as NYC-LAX/SFO.
That being said, with tech co execs fleeing to Florida to save on taxes,...
ORD-SFO/LAX probably doesn't warrant a lie-flat bed. But ORD-HNL probably does.
I'm of the view that if there was a market for premium transcon for routes other than NYC-California, the market would have delivered it by now. Yes, I know there is the occasional lie-flat flight out of BOS, WAS, and MIA, but not consistent on the same basis as NYC-LAX/SFO.
That being said, with tech co execs fleeing to Florida to save on taxes, and the importance of being in Washington to kiss the ring, perhaps there is increasing demand for premium SFO-MIA/WAS.
I wonder if UA will use this plane on EWR-SNA to compete with AA's lie-flat on that route.
Coastliner means we won’t see them in IAH! Also… did Kirby forget JFK is a cargo WINNER TAKES ALL! UA stopped making $$MoneY$$ in JFK when it replaced the WB with the 757s - what’s the difference? If UA doesn’t take cargo via JFK, it will leave the market once again as a 3rd place loser.
One can only dream of SMF, SEA, LAS, SLC, and PHX flatbed red-eye’s to EWR…
"Coastliner" sounds like an Amtrak service to me.
yep.... must have been developed by the same team that puts trees with green leaves on a billboard in the Chicago winter.
Heh, Tim, didn't Richard A. go to Amtrak after DL? Why we shittin' on choochoos...
United is hitting on all cylinders.
@ Ben, “Delta’s situation has been a bit of a mess, as the airline seemingly can’t get cabins certified, and some planes have now been parked for around a year. The situation at Delta is so bad that the airline plans to start flying these planes with 44 first class seats in other markets, since it’s not sure about the timeline with which seats can be certified.”
Yikes!
let us know how many Pratt powered 777s aren't even flying because UA can't get parts.
How do you fly a plane so long that the manufacturer doesn't even want to provide support any longer?
Frightful.
Pratt has issues as DL knows all too well (GTF), but the DL 321NEO FC seats? UFB. And only 80 wide bodies with the D1 suites in nine years and those 763s. Yikes! But DL is great marketing, I have to admit.
the difference which you clearly are incapable of seeing is that the GTF is supported while the 4000, well, not so much
and the GTF doesn't send parts flying in mid-air.
and remind us again how many UA aircraft are in service with ANY Suite products with doors.
I'll help you
yes, that many.
DL has ~80 339s and 359s in service with Delta One suites that have doors and, in addition to the...
the difference which you clearly are incapable of seeing is that the GTF is supported while the 4000, well, not so much
and the GTF doesn't send parts flying in mid-air.
and remind us again how many UA aircraft are in service with ANY Suite products with doors.
I'll help you
yes, that many.
DL has ~80 339s and 359s in service with Delta One suites that have doors and, in addition to the aircraft on order, the 330 CEO fleet will start mods this year.
UA will NEVER catch up to the quality of DL's onboard product.
Put down the crack pipe
And now DL is now copying AA & UA’s next gen int’l business class seat/bed suites. Who knows how many different seats they’ll have or how long it will take at the snail’s pace they do interiors? What a mess!
Delta's 767s are older than United's 777s. Hope this helps.
How do you fly a plane so long that the manufacturer doesn't even want to provide support any longer?
717?
757?
767?
Boeing supports all of the models you list.
Pratt is not supporting the Pratt 4000 engine
It is UA that has 777s grounded because of a lack of parts and, unlike the GTF, there are no plans for Pratt to ramp up production to support the 4000
and, no, rebel, DL had Delta One Suites long before UA even thought of it because UA's former mgmt was more interested in cramming in more seats...
Boeing supports all of the models you list.
Pratt is not supporting the Pratt 4000 engine
It is UA that has 777s grounded because of a lack of parts and, unlike the GTF, there are no plans for Pratt to ramp up production to support the 4000
and, no, rebel, DL had Delta One Suites long before UA even thought of it because UA's former mgmt was more interested in cramming in more seats so they underdesigned Polaris for most aircraft to make it work on the 767.
And UA has 243 narrowbodies - 31% of its narrowbody fleet which do not have Next interiors. that is hardly leadership
Just flew in a United flat bed yesterday from LAX TO IAD on a 787. The first cabin was completely full. I wasn’t a fan of the configuration; seats did not feel very private, especially if you end up in a seat positioned directly on the aisle. My husband and I sat in the middle and I was at least as far from him as from the passenger across the aisle from me. We booked...
Just flew in a United flat bed yesterday from LAX TO IAD on a 787. The first cabin was completely full. I wasn’t a fan of the configuration; seats did not feel very private, especially if you end up in a seat positioned directly on the aisle. My husband and I sat in the middle and I was at least as far from him as from the passenger across the aisle from me. We booked late so not much choice. Still, so much better than the more traditional first class domestic sears.
Kate, if UA’s 787 Polaris isn’t good enough for you, I’m not sure what’ll do it for you on UA. It’s literally the best they got, currently. Sounds like you’d prefer a door, so with US carriers, DeltaOne on a359, jetBlue newer Mint, AA Flagship Suite on XLR (once the doors are approved), none of which are on that route (LAX-IAD). You got the best thing available.
I suspect part of this is because UA knows that AA is flying 321XLRs on transcon routes now.
Added in that UA wants to get rid of the 757s - which were supposed to be replaced by UA's XLRs and they also need to start getting rid of the Pratt 777s and this is as much about taking the A321NEOs which UA can get and accelerating its fleet retirements while side-stepping the continued delays...
I suspect part of this is because UA knows that AA is flying 321XLRs on transcon routes now.
Added in that UA wants to get rid of the 757s - which were supposed to be replaced by UA's XLRs and they also need to start getting rid of the Pratt 777s and this is as much about taking the A321NEOs which UA can get and accelerating its fleet retirements while side-stepping the continued delays with the MAX 10. UA has committed to not committing to MAX 10s until the plane is certified so they are probably 18 months plus away from getting their first MAX 10, far too long to wait for AA. DL will be flying refurbed A330CEOs on transcons before UA would have received transcon MAX 10s.
I suspect UA realizes no one wants a 4+ hour flight, especially redeyes and transcons, if in the premium cabin, to be a mere recliner. Lie-flat on narrow-body should be the new normal. Delta should rethink its neos strategy. Even for 4+ hour flights to Caribbean, lie-flat is better. FLL/MCO-SEA… 6 hours… in recliner? C’mon.
I can assure you that UA will offer a very small of its domestic flights on aircraft w/ lie flat seats.
You never seem to understand reality but companies that want to be around tomorrow, even United, have to do what they THINK will make money.
Dream Scenario - United debut's a new direct flight from IAD to PVR on the Coastliner. Any chance? The mid-Atlantic is a dead zone with the only direct flights to Puerto Vallarta from the East Coast via JFK, EWR and ATL.
Is there a market for the DMV to Pacific Coast, Mexico? Seems like a lot of the folks working for this administration are not necessarily vacationing there… I get NYC area, but…
"...AA is acquiring 50 Airbus A321XLRs, and plans to use those both for premium XC and for long haul international flights...To me that seems like a strategic blunder. Using ... 50 A321XLRs for both domestic and intl flights greatly limits American’s ability to grow..."
Can someone explain the thinking here vs. UA using them for similar purposes?
Separately, 1 bathroom up front for 34 premium passengers seems a little crowded.
The restroom situation on the A321's is a sore point depending on the configuration. A friend who flies for AA says the F/As hate this aircraft.
Delta’s A321neo Type 3NF looks much better than what AA is offering on the A321xlr. For one, the business class seats face the window. Also, there is a mid-Economy Cabin lavatory that can be used by business and Premium Economy too if needed. Having only one lavatory up front and the remaining 3 in the back doesn’t look very customer friendly, or premium. I almost always fly first class on domestic flights and I try...
Delta’s A321neo Type 3NF looks much better than what AA is offering on the A321xlr. For one, the business class seats face the window. Also, there is a mid-Economy Cabin lavatory that can be used by business and Premium Economy too if needed. Having only one lavatory up front and the remaining 3 in the back doesn’t look very customer friendly, or premium. I almost always fly first class on domestic flights and I try to avoid the CRJ-700 as the lavatory(s) are in the rear of the aircraft. It isn’t that I’m afraid to take a walk, but if there is turbulence and you have to go, that can be a long walk.
They appear to have forgotten a restroom
IAD to SFO/IAD as a few comments have mentioned. Maybe also a seasonal MCO-SFO? United has been flying a 777 on this route 6x weekly for Jan & part of Feb. F seats are usually full well ahead of upgrade windows.
Oof. It's that 772 with 2-4-2 rear-facing lie-flat. While lie-flat is better than recliner and better than economy, it's still.. THAT.. aircraft. Makes DL's 763 look 'nice.'
would LOVE to get these out of SNA, especially on their newark redeye
Agree, and also their SAN redeye to EWR.
How does American using the same plane in both transcontinental and intercontinental markets limit its ability to grow? Surely the plane can be moved as required between the two?
Nice! It'll be like having the PS planes again. I still get nostalgic for my old row 9 seat. Now if they can just fly half of these from JFK things would be grand. (Also wouldn't mind that warm cookie making a reappearance)
Was thinking the same! p.s. is back
Exciting! Perhaps these will replace some old 777s on routes like Denver to Kona, etc.
Mhm. Those ancient 772s with rear-facing 2-4-2 'coffin' seats up-front need to go. Not to mention, the 3-4-3 in-back is brutal.
JEEPERS!
Is there anything JonNYC isn't scooping first?! I am convinced he has a crystal ball; between his obvious insider connections plus ability to read airline and civil aviation tea leaves and perform the analysis, the guy is truly unparalleled!
Thank you, JonNYC and Ben! AGAIN!
I notice you post this kind of comment on almost all these articles. It's a bit odd to suck up so much to Jon and Ben on something like this, like it's a bit hyperbolic.
It's interesting info, I think most normal people would leave it at that, instead of being so over the top with their praise of their character.
@yoloswag40, what's with you? Leave TravelinWilly be; I totally agree with him vis à vis JonNYC. You can post your comments, he can post his, and I can post mine.
"You can post your comments". Isn't that what I'm doing?
I'm just sharing my perspective, it's really weird to do on every article.
odd indeed.
and this isn't breaking news because it has been rumored elsewhere.
Putting a tail number to it is new.
Yoloswag420, I see what’s really going on here… you just want a little praise for yourself, too. Well, friend, lemme tell ya, I see your stuff, on all the sites, and I enjoy reading your stuff, even if I don’t always agree. Keep it up!
Fantastic news - UA clearly shaping up to be the leader in the premium TCON market - case closed.
Lil Timmy D just got pantsed...rough day!
you can define premium however you want but whoever manages to get the most revenue for what they offer is usually how premium is defined.
Knock is something that looks expensive but is priced at a discount.
my day is going just fine, thank you.
'pantsed'? LOL.
I don’t think that’s how passengers would define premium.
By Tim’s logic, Ford or GM more premium than Porsche or Ferrari. Cause more total profits. #maths
And Toyota is the pinnacle of luxury.
#maths
These are basically the erstwhile A321LR with only 1 ACT instead of 3 ACT. After the successful launch of XLR, Airbus made the LR part of standard A321Neo lineup, kind of similar to what they did with A350ULR to standard A350 a few years ago.
They can also use these planes from East coast to many Latin American airports.
I love this. Each airline should be adopting a similar lie-flat for transcon (and even simply, 4+ hour, redeye flights). Why its taken so long is another story. B6 Mint really lead the way. Sure DL, UA had their 757 with 2-2, but 1-1 suites are the future. Yes, AA has its a321T and now XLR. Good, too.
Looks nice! Hopefully some of these end up on IAD to the west coast. The DC market is woefully underserved by lie-flats on transcons (also, hello AA from DCA?).
Kyle, doesn't DL operate that 752 with lie-flat up-front for DCA-LAX?
DL does operate premium transcon on LAX-DCA. I think Kyle's point is that it's mildly surprising AA doesn't match them given that DCA is a major hub for it and AA already has the premium traffic flow to do both LAX-JFK and sometimes LAX-MIA as well.
They do, but that’s only one daily flight. United usually runs one flight daily with lie-flats on IAD-SFO and IAD-LAX (sometimes SAN too on the domestic 777s), but the vast majority of west coast transcons from DC are recliner seats.
IAD makes sense as its the larger airport with room for wide-bodies and no distance limitations (needing exceptions) like DCA.
I think they might open more premium transcontinental routes. BOS to SFO seems like a easy one, especially given Mint service on that route.
I know SEA to EWR has gotten 757s seasonally. DCA/IAD also feel like a possibility given Delta has LAX to DCA as D1 service.
I agree that IAD-LAX or IAD-SFO (or both) is a good bet for this sub-fleet, in addition to BOS-LAX and/or SFO, and 100% they will put these on JFK-LAX and JFK-SFO if that ultimately happens. In peak summer, UA will probably also consider EWR-ANC (or KEF on the XLR) since Delta has in the past or still does operate flatbeds from JFK on those two routes. For SEA, UA might wait to see if either JetBlue or Delta brings those back from JFK and/or BOS.
"I agree that IAD-LAX or IAD-SFO (or both) is a good bet for this sub-fleet..."
From your mouth to dog's ears. IAD has never gotten the lovin' that NYC or BOS have gotten. Maybe there's no market in DC for premium transcons except for me, but I look for int'l configurations on UA whenever possible for nonstops from IAD to LAX and SFO. The DL 757 flights ex-DCA with Delta One® are always filled to the gills when I've been on them.
I actually think 2x on SFO-DCA is more likely than the IAD flights.
SEA seriously needs some transcon lie-flat. Yes, DL used to fly the 752 with 2-2 lie-flat, but, these days, it’s rare; mostly recliner instead, which is hella lame for 5+ hour redeyes.
Hey Boeing, I bet you regret cancelling the B757 program.
I regret them canceling it. 757 with new engines would've been brilliant, and would've avoided the Max catastrophes. *sigh*
Exactly that! Such a missed opportunity *sigh*
Best narrow body aircraft ever to take to the skies.
"Hey Boeing, I bet you regret cancelling the B757 program."
No, they don't.
Why? Easy: BECAUSE NO AIRLINE WANTED THAT.
None. No matter how many time amateur aviation geeks post this. It will never retroactively change the fact that Boeing left the line open, for 5 years with only 7 units ordered between them. And NO ONE was asking them for a re-wing, re-engine, or re-design.
The 757 had run its course,...
"Hey Boeing, I bet you regret cancelling the B757 program."
No, they don't.
Why? Easy: BECAUSE NO AIRLINE WANTED THAT.
None. No matter how many time amateur aviation geeks post this. It will never retroactively change the fact that Boeing left the line open, for 5 years with only 7 units ordered between them. And NO ONE was asking them for a re-wing, re-engine, or re-design.
The 757 had run its course, and no customer was requesting more of them. Why do people struggle so greatly with this simple concept?
this has been rumored for quite some time.
UA is using interiors from the XLRs to have a dedicated fleet of transcon aircraft - the role the MAX 10s were supposed to play.
Presumably a transcon MAX 10 won't happen.
and I am not sure that it is a good move to have two fleets of premium configured A321NEOs - one for transcons and one for Europe. Part of the strength of the...
this has been rumored for quite some time.
UA is using interiors from the XLRs to have a dedicated fleet of transcon aircraft - the role the MAX 10s were supposed to play.
Presumably a transcon MAX 10 won't happen.
and I am not sure that it is a good move to have two fleets of premium configured A321NEOs - one for transcons and one for Europe. Part of the strength of the XLR is that it can fairly readily come off TATL routes and fly domestic routes; there will always be greater demand for TATL aircraft in the summer than for most of the rest of the year. The 321XLR has limited use elsewhere in the world - perhaps a few S. America flights but those then become seasonal.
321NEOs are cheaper and more readily available which I suspect is part of the calculation but I wouldn't be so quick to throw AA under the bus for choosing to have a single 321NEO premium fleet
Yeah, we shall see whether it's better to have a separate transcon fleet from the XLR- probably good arguments both ways.
This also feels like a minor bummer for WN, which no doubt would have at least considered a transcon MAX 10 in the next several years for a fistful of high-revenue routes as part of its transformation once there was proof of concept.
a321neos (and XLR) are clearly better situated for this than anything at Boeing.
Or, take the 737max (any of them, not just 10), and add lie-flat, like SQ, and others have done.
I cannot believe that they also did not put a mid cabin lav on these. going to be a nitemare.