Eric, > On Oct 28, 2025, at 8:22 AM, ERIC Smith via Mifnet <[email protected]> > wrote: > > Karl, > > "They considered flying the A321neo to Hawaii and did one proving run but > again decided that with adequate fuel reserves it was too close to the edge. > > The A321neo aircraft that United is purchasing have PW1100G engines but next > year they will start taking leased examples with LEAP-1A engines > and—critically—an ACT (auxiliary center tank, or maybe it’s cargo). This > sub-fleet will likely go to Hawaii." > > AA has quite a mix of Airbus 320 series a/c from America West(ancient, loud, > temperamental), USAirways(almost as old, loud, temperamental), AA with > sharklets and AA NEOs. I think it was after the merger that AA started using > its 321s with sharklets from PHX and LAX to Hawaii. From what I remember > about the various issues with those routes, the biggest problem was the > takeoff performance out of one of the shorter runways for the return leg. It > wasn't fuel though.
LIH is the worst case at 6500 with OGG close behind at 6998 feet, only slightly shorter than BUR’s 6886 feet, but they’d have tailwinds so should be less restrictive than flights TO Hawaii. Yes, AA has quite the cats-and-dogs A320-family. United’s concerns about fuel burn (not runway length) came directly from people at United. > My guess is that the proving runs United performed with its 321s were done > with older versions of the 321 that did not have sharklets. Those will have > worse performance than the newer ones so they'll fly lower and use more fuel > enroute. United doesn’t have older 321s. Their A320 fleet is older and they have already retired the first one (http://www.gcmap.com/featured/20230514 <http://www.gcmap.com/featured/20230514>). All were built for United and have IAE V2500 engines. I don’t know how those compare to the CFM 56 on these sorts of routes. United currently has 50 A321s, the first of which was delivered two years and a few weeks ago, all with sharklets and PW1100G engines. No extra fuel tanks. Like I mentioned, the leased examples set to arrive starting next year will have one ACT (with LEAP-1A engines). (United also has old A319s, only slightly newer than the bulk of the A320 fleet. Most were bought new though 25 or so came from Chinese carriers within the past few years. The A319s all have IAE V2500 engines.) > I thought that all the 321s Airbus produced had aft center tanks of one > configuration or another and the NEO and XLR just had more of it. No. The XLR has an RCT (Rear Centre Tank) which does not occupy cargo space; one Additional Centre Tank (ACT) is optional. Non-XLR versions of the A321neo have 0-3 ACTs; with 2-3 fitted it’s called an A321LR, at least informally. > When AA took delivery of its first 321 NEOs I noticed that the Max Weight was > very close to the pre-NEO 321s, even though it carried more passengers. What > a surprise. Did AA order the full MTOW or sAAve money with a lower-weight option? United tends to pick the highest available MTOW, though there have been exceptions. > If Airbus ever puts a longer wing on the 321 NEO it would have some serious > ETOPS chops. The XLR is already quite good. I’ve not heard anything about a wing-extension for the 321neo and don’t know if the wing has that sort of growth capability. I doubt Airbus would consider a new wing at this late date in the program. -- Karl
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