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Airbus A321neo
Airbus A321neo
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The Airbus A321neo is a single-aisle airliner created by Airbus. The A321neo (neo being an acronym for "new engine option") is developed from the Airbus A321 and Airbus A320neo family. It is the longest stretched fuselage of Airbus's A320 series, and the newest version of the A321, with the original A321ceo entering service in 1994 with Lufthansa.[2] It typically seats 180 to 220 passengers in a two-class configuration, with up to 244 passengers in a high-density arrangement.[3]

Key Information

The A321neo was announced by Airbus in December 2010, as an improvement and replacement to the A321ceo.[4] Fitted with new engines and sharklets as standard, the A321neo has the longest fuselage of any Airbus narrow-body airliner of commercial use. Fitted with CFM International LEAP-1A or Pratt & Whitney PW1100G-JM engines, Airbus advertises a 20% increase in fuel efficiency per passenger, with 500 nautical miles (930 km; 580 mi) more range, or 2 tonnes (4,400 lb) more of payload. Boeing introduced a new generation of their competing narrowbody family 737 MAX nine days before the introduction of the A321neo.[5]

The A321neo began production in 2016, with final assembly taking place in Hamburg, Germany.[6] It entered service with Virgin America on 31 May 2017, taking its first commercial flight.[7] As of June 2025, a total of 7,064 A321 neo aircraft had been ordered by 88 disclosed customers, of which 1,752 aircraft had been delivered.[1]

Development

[edit]

The A321neo's development was announced by Airbus in 2010, 16 years after the introduction of the original A321ceo.[8] The A321neo is the second generation of Airbus's A321 family. The time from development to first flight was six years, relatively short due to its nature as an improvement, as opposed to a clean-sheet designed aircraft.

Airbus A321neo prototype

The maiden flight of the Airbus A321neo took place in Hamburg, with the aircraft registering in German identification. The prototype was equipped with CFM International LEAP 1A engines, the aircraft, registered D-AVXB, was flown by test pilots Martin Scheuermann and Bernardo Saez Benito Hernandez. The flight lasted 29 minutes, and performed various tests during that time. AerCap was the first customer to order the aircraft on 27 April 2011,[9] with IndiGo being the first commercial airline customer to order the aircraft, on 22 June 2011, ordering 304 A321neo. The first A321neo entered commercial service with Virgin America in May 2017, who merged with Alaska Airlines in 2018; the latter also acquired all of Virgin's aircraft.

Like the A321ceo, the final production of the aircraft takes place in Hamburg, Germany. With Airbus being a multinational company, parts of the aircraft came from different countries throughout Europe and United States. One of the most notable is the A321neo's engine, with options for either CFM International's LEAP 1A, which is a joint venture between GE Aerospace and Safran Aircraft Engines, or Pratt & Whitney PurePower PW1100G-JM. The A321neo has the same overall length as the A321ceo, with an increased fuel efficiency and performance rating. The A321neo has a range of 3,995 nautical miles (7,399 km), with an MTOW (maximum take-off weight) of 97 tonnes (214,000 lb), and its engine has 109 to 156 kN (24,500 to 35,000 lb) of thrust.

It received its type certification with Pratt & Whitney engines on 15 December 2016, and simultaneous certification from the European Union Aviation Safety Agency (EASA) and Federal Aviation Administration (FAA) for the CFM LEAP-powered variant on 1 March 2017. The first A321neo, leased by GECAS, was delivered in Hamburg to Virgin America, configured with 184 seats and LEAP engines, and entered service on 31 May 2017.

Delivery delays

[edit]
Hawaiian Airlines' A321neos were delivered late.

As Pratt & Whitney encountered early reliability issues with the PW1100G, retrofitting fixes affected the deliveries. Cebu Pacific was due to add its first three A321neos to its 40 A320ceos by the end of 2017 but agreed to postpone them; it was to receive seven A321ceos in 2018, starting in March, to upgauge A320 routes from slot-constrained Manila Airport and redeploy some of its international A330s to shorter-haul routes. Air New Zealand has at least seven A321neos in its 13 A320-family orders, increasing seating capacity by 27% over A320ceos currently used on short-haul international routes, mainly to Australia; the neos were delayed until July 2018 for the A320neos and September 2018 for the A321neos with a new, higher density and some A320ceo leases to be extended for the interim.[10]

Hawaiian's first two A321neos were to have been delivered in 2017 before its upcoming winter peak season but were postponed to early 2018, a "frustrating" and "irritating" delay, with another nine in 2018, mostly in the first half. They are intended to open up thinner routes to the U.S. mainland not viable with its widebodies, such as Portland to Maui, or better matched and allowing two routes to be expanded to daily service instead of seasonal, bypassing its Honolulu hub for half of the A321neo fleet.[10]

Well suited for 2,100–2,300 nmi (3,900–4,300 km; 2,400–2,600 mi) routes to the US west coast, Hawaiian's 189-seat A321neos are more efficient than the competing narrow-body aircraft and even have slightly lower per-seat costs than its 294-seat A330-200s.[11]

Design

[edit]
Blended Wingtips on a Turkish Airlines A321neo

The A321neo is a narrow-body (single aisle) aircraft with a retractable tricycle landing gear, powered by two wing pylon-mounted turbofan engines. It is a low-wing cantilever monoplane with a conventional tail unit having a single vertical stabiliser and rudder. Changes from the A321ceo includes a new engine and extended fuselage fuel tanks. Improvements from the A320neo included increased wing loading and structural strengthening, most notably of all a stretched fuselage.

Airbus Cabin Flex (ACF)

[edit]
Airbus Cabin Flex configurations[citation needed][excessive detail?]
MPSC Min. CC L/R1 L/R2 O1 O2 L/R3 L/R4
STD 200 4 C I — — I C
200 4 C C — — C C
220 5 C C — — C C
230 5 C* C — — C C*
ACF 149 3 C — III 0 0 C
149 3 C — 0 III 0 C
169 4 C* — III 0 0 C*
169 4 C* — 0 III 0 C*
180 4 C — III III 0 C
200 4 C* — III III 0 C*
200 4 C — III 0 C C
200 4 C — 0 III C C
204 5 C — III 0 C C
204 5 C — 0 III C C
224 5 C* — III 0 C C*
224 5 C* — 0 III C C*
235 5 C — III III C C
244 5 C* — III III C C*

By permanently replacing the second door pair in front of the wing (R2/L2) with a new second pair of overwing exits, the capacity of the A321neo is increased from 220 seats to 240 seats and fuel efficiency per seat is increased by 6%, exceeding 20% together with the new engines and the sharklets.[12] The modifications should weigh 100 kg (220 lb) more.[13] Initial A321neos have the A321ceo exit door configuration with four exit door pairs until the Airbus Cabin-Flex (ACF) layout can be selected.[14]

The third door pair (R3/L3), aft of the wings, is moved aft four frames back and could be plugged for 200 seats or less, and one overwing exit can be plugged for 165 seats or less.[15] In October 2017, the first A321neo ACF was in final assembly in Hamburg.[16] It was rolled out on 5 January 2018, and will be ground tested before first flight in the following weeks. It was to be delivered in mid-2018 and the optional layout will become the A321neo default from 2020.[17] It made its first flight on 31 January 2018.[18]

The ACF exit limit is 250 passengers, but the aircraft is available for up to 240 passengers; it could be offered for 244 or potentially beyond by integrating flight attendant seats in the lavatories outside wall to allow additional passenger seats.[19] The EASA allows 244 passengers with "overperforming" Type C exits at both ends, two Type III overwing exits, a Type C mid-cabin exit and a separate approval for individual customised cabin layouts. The FAA would limit it to 200 as the mid-cabin exit would be derated to a Type III exit: 65 each for Type C doors at the ends plus 70 for all the Type III exits; Airbus seeks an exemption to increase it to 105 for 235 passengers for the aircraft.[20] Four different door-arrangement configurations are noted below.

  • This La Compagnie A321neo has both 2 of the 4 overwing exits and doors R3/L3 plugged (seating: 76, maximum: 169).
    This La Compagnie A321neo has both 2 of the 4 overwing exits and doors R3/L3 plugged (seating: 76, maximum: 169).
  • This Starlux Airlines A321neo has doors R3/L3 plugged and replaced with windows (seating: 188, maximum: 200).[15] (The interior panel is windowless.[21])
    This Starlux Airlines A321neo has doors R3/L3 plugged and replaced with windows (seating: 188, maximum: 200).[15] (The interior panel is windowless.[21])
  • This British Airways A321neo has doors R3/L3 enabled, but 2 of the 4 overwing exits plugged (seating: 220, maximum: 224).
    This British Airways A321neo has doors R3/L3 enabled, but 2 of the 4 overwing exits plugged (seating: 220, maximum: 224).
  • This JetBlue A321neo has all 10 available exits in Cabin Flex enabled (seating: 200, maximum: 244).[15] EasyJet and Wizz Air also carry the same door-arrangement configuration for their A321neo fleets.
    This JetBlue A321neo has all 10 available exits in Cabin Flex enabled (seating: 200, maximum: 244).[15] EasyJet and Wizz Air also carry the same door-arrangement configuration for their A321neo fleets.

Variants

[edit]

The variants of A321neo family aircraft are mainly defined by its cabin layout and fuel configuration.

Airbus offers customers four different fuel configuration options with the standard A321neo: customers can select an optional auxiliary centre tank (ACT) in the front cargo hold and up to two ACTs in the aft cargo hold. The A321neo-ACF with three ACTs is exclusively branded as A321LR (Long Range).

Airbus offers customers two different fuel configuration options with the A321XLR: customers can select an optional ACT in the front cargo hold, in addition to the rear centre tank (RCT).

A321neo family variants[22]
Marketing name Cabin Fuel config Fuel capacity Cargo
Front Aft
A321neo STD — — 18,440 kg (40,650 lb) 10 x LD3-45
1ACT 20,890 kg (46,050 lb) 9 x LD3-45
2ACT 23,340 kg (51,460 lb) 8 x LD3-45
A321neo ACF ACF — — 18,510 kg (40,810 lb) 10 x LD3-45
— 1ACT 20,960 kg (46,210 lb) 9 x LD3-45
— 2ACT 23,410 kg (51,610 lb) 8 x LD3-45
A321LR 1ACT 2ACT 25,860 kg (57,010 lb) 7 x LD3-45
A321XLR — 1RCT 28,753 kg (63,390 lb) 8 x LD3-45
1ACT 1RCT 31,202 kg (68,789 lb) 7 x LD3-45

A321neo

[edit]
Virgin America received the first A321neo and put it into service in May 2017.

The A321neo has the same length as the original A321ceo but includes structural strengthening in the landing gear and wing, increased wing loading and other minor modifications in order to increase Maximum Takeoff Weight (MTOW). Its first customer was ILFC.[23]

The Airbus A321neo prototype, D-AVXB, first flew on 9 February 2016.[24] It suffered a tailstrike three days later and was flown to Toulouse for repairs, delaying the certification programme for several weeks.[25]

Economy class cabin on an American Airlines Airbus A321neo featuring full-LED ambient lighting

The A321neo received its type certification with Pratt & Whitney engines on 15 December 2016,[26] and simultaneous EASA and FAA certification for the CFM LEAP-powered variant on 1 March 2017.[27] The first A321neo, leased by GECAS, was delivered in Hamburg to Virgin America, configured with 184 seats and LEAP engines, and entered service in May 2017.[28]

The neo empty weight is 1.8 t (4,000 lb) greater than the ceo, due to its new engines and associated airframe modifications: engine pylons, wing structure and bleed and oil systems were adapted. At the same maximum weight, it reaches FL310 30 nmi (56 km) and 4 minutes earlier than the ceo.[29]

At FL330 (10,000 m or 33,000 ft), ISA −2 °C (28 °F) and 67 t (148,000 lb), it burns 2,200 kilograms per hour (4,850 lb/h) at Mach 0.76 (812 km/h; 504 mph) long-range cruise or 2,440 kg/h (5,400 lb/h) at Mach 0.80 (854 km/h; 531 mph) high-speed cruise.[citation needed] To offer similar takeoff performance, pitch response to stick input is a rate-command to hit the 3° per second rotation rate to capture the right pitch attitude and there is an "electronic tail bumper" preventing a tailstrike if the stick is less than three-quarters of the way aft; additional thrust, slower rotation and lift-off speeds require more rudder authority and its maximum deflection went from 25° to 30°.[30]

By January 2018, the A321neo had received 1,920 orders, exceeding orders for the A321ceo. By this time, the A321neo accounted for 32% of all A320neo family orders, whereas the original A321 represented just 22% of A320ceo family orders. By July 2022, the A321neo represented over 53% of all A320neo family orders.[31]

In 2018, the A321neo list price was US$129.5 million.[32]

A321LR

[edit]
The A321LR was introduced by Arkia on 13 November 2018.

In October 2014, Airbus started marketing a 164-seat, 97 t (214,000 lb) MTOW variant with three auxiliary fuel tanks called the A321neoLR (Long Range) with 100 nmi (190 km; 120 mi) more operational range than a Boeing 757-200 configured with 169 seats, 27% lower trip costs and 24% lower per seat costs; it was scheduled for introduction in the second half of 2018, two years after the A321neo.[33]

Airbus launched the A321LR on 13 January 2015 with Air Lease Corporation as the launch customer, hoping to sell 1,000 examples of the variant.[34] The initial layout of 164 seats (20 in business, 30 in premium economy and 114 in economy) was replaced by a two-class 206-seat configuration (16 in business and 190 in economy). Range is 4,000 nmi (7,400 km; 4,600 mi), 500 nmi (930 km; 580 mi) greater than the regular 93.5t MTOW A321neo,[13] making it the first version of the A320 family to have true transatlantic capability, thus replacing the Boeing 757 in the middle of the market.[35] The A321LR has the Cabin Flex layout and was to be first delivered in Q4 2018.[36]

The A321LR prototype.

Certification was aimed for the second quarter of 2018, with a programme including tests with one, two, three, or no additional centre tanks and a transatlantic flight on 13 February.[37] Test flights included a LEAP-powered, long range 4,100 nmi (7,600 km; 4,700 mi) flight by great circle distance, flown in near 11 hours and the equivalent of 162 passengers over 4,700 nmi (8,700 km; 5,400 mi) including headwinds, with 5 crew and 11 technicians.[38] Airbus announced its joint FAA/EASA certification on 2 October 2018, including ETOPS up to 180 minutes, allowing any transatlantic route.[39]

As original launch operator Primera Air ceased operations, the first was delivered to Israeli carrier Arkia, while 120 orders have been secured from about 12 operators: Norwegian, TAP Air Portugal, Air Transat, Aer Lingus, Air Astana, Air Arabia and Azores Airlines will receive theirs from 2019, and Jetstar and Peach in 2020.[40]

On 13 November 2018, Arkia received the first A321LR, featuring 220 seats in a single-class and to be deployed to London, Paris, Barcelona for up to 5-hour sectors, or to Zanzibar and the Seychelles, saying it is the first narrow-body more efficient than the 757-300 it operates.[41]

In April 2019, JetBlue announced its intention to use the A321LR on routes to London from Boston and New York-JFK; the airline has converted 13 of its orders for the A321neo to the A321LR to serve these routes. The airline started its service from JFK to London Heathrow on 11 August 2021, and to Gatwick on 29 September.

On 13 April 2019, the UAE branch of Air Arabia received its first of the six A321LRs (WV072) with 97 t (214,000 lb) MTOW, these aircraft are expected to be used on long-haul routes departing from Sharjah to Nairobi, Bangkok, Phuket, Milan Bergamo and Kuala Lumpur, the longest being SHJ-KUL with over 7 hours of air time when returning to the UAE.[42]

On 24 October 2022, Sichuan Airlines received its first A321LR, a total of six have been ordered, they are mainly designated to operate the nonstop Chengdu Tianfu — Malé and Chengdu Tianfu — Tokyo Narita route, which can take over 6 hours on some segments during the winter season, it is the first Chinese airline to receive this type.[43]

A321XLR

[edit]
An A321XLR prototype taxiing at Airbus Hamburg-Finkenwerder in 2022

In January 2018, Airbus stated that it was studying an A321LR variant with a further increased MTOW, requiring strengthened landing gear. With a lower-density cabin, it was expected to fly almost 5,000 nmi (9,300 km; 5,800 mi)[19] The proposed A321XLR (Xtra Long Range) with a range extended to 4,500 nmi (8,300 km; 5,200 mi) was to be launched in 2019 to enter service in 2021 or 2022. Integrated in the fuselage to save weight, the centre fuel tank was to be enlarged. As of July 2018, about 200–300 nmi (370–560 km; 230–350 mi) of the targeted range increase had already been secured; additional work was needed to achieve the remaining 200 nmi (370 km; 230 mi).[44]

In October 2018, the A321XLR was proposed to Air Transat and AerCap: Air Transat could reach Southern European destinations such as Split, Croatia from Montreal and Toronto.[45] In November, Airbus indicated that the A321XLR would have a MTOW of over 100 t (220,000 lb) and 700 nmi (1,300 km; 810 mi), more range than the A321LR with the same wing and engines, increased fuel capacity and strengthened landing gear.[46] In January 2019, Air Canada expressed interest in using narrow-body aircraft for transatlantic routes and said it was considering options including the A321XLR and the Boeing 737 MAX.[47]

Potential stretch

[edit]

Competing with the Boeing NMA concept airliner could require stretching the A321neo by one or two rows: its take-off weight could be increased to 100 t (220,000 lb) by tweaking its wing and strengthening its landing gear, requiring more engine thrust; or it could receive a lighter and larger new wing, more costly to develop but with the same thrust.[48] A stretch would probably involve fore and aft plugs to keep its centre of gravity, but tailstrike clearance could constrain field speed and performance, while further cabin crew would be needed over 250 seats.[49]

Commercial launch

[edit]
Iberia was the launch customer of the A321XLR.

The A321XLR was officially launched at the Paris Air Show on 17 June 2019, with deliveries at that time expected from 2023.[50] Its design offers 4,700 nmi (8,700 km; 5,400 mi) of range and features a new permanent rear centre tank (RCT) for more fuel, strengthened landing gear for a 101 t (223,000 lb) MTOW, and an optimised wing trailing-edge flap to preserve take-off performance.[51] The RCT will hold 12,900 L (3,400 US gal) of fuel, the equivalent of four 3,121 L (824 US gal) current Additional Centre Tanks (ACTs), yet has a weight equivalent to a single ACT and takes up the cargo hold space of two; a forward ACT can also be fitted if necessary.[52] As the sharklets lowered take-off and landing speeds, the switch from a double-slotted to single-slotted inboard flap will reduce complexity, weight and drag. The FMS can set intermediate flap positions. The revised design could be applied to other A321neo variants.[53]

Orders from several lessors and airlines were announced at the show, starting with Middle East Airlines, which ordered four A321XLRs, making it the launch airline customer.[54] Air Lease Corporation ordered 27 A321XLRs alongside 23 other A321neos and 50 A220-300s.[55] IAG quoted a $142 million list price as it committed to 28 aircraft, including 8 for Iberia, 6 for Aer Lingus, plus 14 options.[56] Qantas Group placed an order for 36 XLRs, to be operated on routes between Australia and Asia, and is also set to be one of the launch customers.[57] American Airlines converted 30 A321neo orders to XLRs and ordered an additional 20 XLRs.[58] Indigo Partners also placed an order for 50 XLRs for its airline divisions and Frontier Airlines ordered 18, bringing the total number of commitments announced at the show to 243.[59]

Some are cautious about the potential market: Lufthansa sees the variant as a "niche aircraft" less comfortable than widebodies,[60] and a large lessor is hesitant as it expects a 400–500 aircraft market.[61] Airbus argues that the minimal changes mean it can be used as a regular A321neo[62] and ALC forecast potential for 50 operators in the next five years.[citation needed] The market could prefer shorter turnaround times to more range.[63]

On 29 October 2019, IndiGo placed a firm order for 300 A320neo family aircraft, including 69 A321XLR.[64] On 3 December 2019, United Airlines announced an order to purchase 50 new Airbus A321XLR aircraft, with deliveries beginning in 2024, to replace their Boeing 757–200 fleet.[65] Valued at $7.1 billion before discounts ($142M each), United plans to use these aircraft for additional destinations in Europe from its East Coast hubs in Washington, DC and Newark.[66] In April 2020, 450 orders for the XLR had been received from 24 customers.[67] In March 2023, 465 orders for the A321XLR were received.[68] In July 2023, Icelandair ordered 13 XLR.[69]

Iberia announced on 19 May 2024 that the company will be "the first airline in the world to add the new Airbus A321XLR to its fleet".[70]

In July 2024, the Airbus A321XLR powered by CFMI LEAP engines received EASA certification and conducted a demonstration flight at the Farnborough Airshow.[71] The Pratt & Whitney PW1100G-powered variant subsequently received type certification from both the FAA and EASA in February 2025.[72]

On 21 August 2025, New Zealand announced its intention to purchase two A321XLRs to replace its ageing RNZAF Boeing 757-2K2 fleet.[73]

Manufacturing

[edit]
Airbus A321neos awaiting completion at the Hamburg Finkenwerder final assembly line.

The XLR needs 10–15% more work than an ACF, itself requiring 30% more work than a standard A321neo. Engines used for now generate 150 kN (33,000 lb) of thrust and could be sufficient, and no more than the 160 kN (35,000 lb) already certified are needed for the XLR. The XLR is a low-risk, high-commonality variant but more substantial upgrades could include a composite wing or a stretch.[63]

By April 2020, Airbus had cut the first metal for the centre wingbox, while Safran had begun undercarriage forging production. Premium Aerotec will manufacture the specific aft centre fuel tank primary structure, Spirit AeroSystems will build the inboard single-slotted flap, FACC AG will produce a modified belly fairing, while Collins Aerospace and Parker Aerospace are developing the fuel systems.[67] By August 2020, Premium Aerotec had started producing the rear centre tank for the first A321XLR in Augsburg, to be transferred to Airbus's Hamburg plant in early 2021.[74]

By April 2021, a standard A321LR fuselage section had been withdrawn from the Hamburg production line for use as a "pre-industrial system accelerator" to test the integration of XLR-specific systems; at Saint-Nazaire, a nose section was serving as an integration test bed for a new instrument panel assembly, before being used to analyse structural reinforcements needed for the XLR.[75] By then, Airbus had completed the first centre wing box 16 months after the first metal cuts, with 200 modifications from the standard design, delivered from Nantes to Hamburg for structural assembly.[citation needed] The fuselage sections, wings, landing gear and tailplanes of the first test aircraft were delivered to the Hamburg Final Assembly Line in November, and its structure was completed by early December, among three planned development aircraft, and before entry into service in 2023.[76]

The first A321XLR prototype was rolled out in May 2022, equipped with CFM LEAP engines.[77] The first flight took place on 15 June 2022 from Hamburg.[78] However, entry into service was pushed back to 2024 from the initial 2023 date to address fuel tank issues raised by regulators.[79] A revised design with special conditions was approved by the United States Federal Aviation Administration in December 2022.[80]

Entry into service

[edit]

The A321XLR received its type certificate from EASA on 19 July 2024 and from the FAA on 2 October 2024.[81][82][83] The first A321XLR was delivered to Iberia on 30 October 2024[84] and conducted its first revenue flight on 6 November 2024.[85] The first long-haul flight with passengers was on 14 November 2024, from Madrid to Boston. [86][87]

A321MPA

[edit]

In November 2024, Airbus announced a maritime patrol variant, based on the A321XLR. The variant's initial customer is the French Navy to replace its Bréguet 1150 Atlantic II maritime patrol aircraft,[88] where it competed with a Dassault proposal based on the Falcon 10X business jet,[89] and will subsequently be proposed for export, competing with the Boeing P-8 Poseidon. The A321MPA would notably feature observation windows beneath the cockpit and a weapons bay in a "ventral gondola" behind the wing.[90]

Operators

[edit]
Main article: List of Airbus A320 family operators

There are 1,752 A321neo aircraft in service with 88 operators as of June 2025. The five largest operators are Wizz Air (156), IndiGo (143), American Airlines (84), China Southern Airlines (84), and Delta Air Lines (76).[1]

2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 A321neo
Orders 119 81 341 183 346 287 532 360 965 208 616 530 1562 658 235 7,064
Deliveries – – – – – – 20 102 168 178 199 264 317 361 143 1,752

Specifications

[edit]
Variant A321neo[91] A321LR A321XLR
Cockpit crew Two
2-class seats 206 (16J @ 91 cm (36 in) + 190Y @ 76 cm (30 in))[92]
1-class max. 244 @ 71 cm (28 in)[93][94]
Cargo capacity 51.70 m3 (1,826 cu ft) / 10×LD3-45s[a]
Length 44.51 m (146 ft)
Wingspan 35.80 m (117 ft 5 in) [b]
Wing 122.4 m2 (1,318 sq ft) area, 25° sweep[95]
Height 11.76 m (38.6 ft)
Fuselage 3.95 by 4.14 m (13.0 by 13.6 ft) width × height, 3.70 m (12.1 ft) wide cabin
Max. takeoff weight 93.5 t (206,100 lb) 97 t (213,800 lb) 97–101 t (213,800–222,700 lb) [c]
Max. payload 25.5 t (56,200 lb): 3-2-1 
Op. empty weight 50.1 t (110,500 lb)
Fuel capacity 23,490 L (6,210 US gal)[a][97] 32,853 L (8,679 US gal)[d] 36,390 L (9,613 US gal)[c] 39,511 L (10,437 US gal)[e]
Engines (×2) CFM LEAP-1A, 200 cm (78 in) fan
Pratt & Whitney PW1100G-JM, 210 cm (81 in) fan
Max. Thrust (×2)[98] 143.05–147.28 kN (32,160–33,110 lb)
Speed Cruise: Mach 0.78 (450 kn; 833 km/h; 518 mph)[99]
Max.: Mach 0.82 (473 kn; 876 km/h; 544 mph)[98]
Ceiling 39,100–39,800 ft (11,900–12,100 m)[98]
Typical range 3,500 nmi (6,480 km; 4,030 mi)[100] 4,000 nmi (7,410 km; 4,600 mi)[f] 4,700 nmi (8,700 km; 5,410 mi)

Engines

[edit]

Suffix "N" (e.g., A321-271N) indicates the original A321 airframes with a standard (STD) cabin door layout, "NX" (e.g., A321-272NX) indicates airframes with Cabin Flex (ACF) configuration (including all A321LR), while "NY" (e.g., A321-271NY) indicates A321XLR models. There is theoretically no indication for so-called A321LR airframes and all of them are designated as an "NX" or ACF-build.

Of the model numbers, number "5" (e.g., A321-251N) designates aircraft powered by CFM International LEAP-1A, while number "7" (e.g., A321-271N) designates aircraft powered by Pratt & Whitney PW1100G. Last digit being "1" (e.g., A321-251NX) indicates the "baseline", "standard-thrust" engine options, last digit being "2" (e.g., A321-252NX) indicates the "derated" engine options, which is engines are configured operating at a slightly lower thrust than the standard options, and last digit being "3" (e.g., A321-253NX) indicates the "uprated" engine options, which the engines are configured to operate at a higher thrust than the baseline counterparts.

Aircraft model Certification date Engines[98] Take-Off Thrust Max. Continuous
A321-271N 15 December 2016 PW PW1133G-JM 147.28 kN (33,110 lb) 145.81 kN (32,780 lb)
A321-251N 1 March 2017 CFM LEAP-1A32 143.05 kN (32,160 lb) 140.96 kN (31,690 lb)
A321-253N 3 March 2017 CFM LEAP-1A33 143.05 kN (32,160 lb) 140.96 kN (31,690 lb)
A321-272N 23 May 2017 PW PW1130G-JM 147.28 kN (33,110 lb) 145.81 kN (32,780 lb)
A321-252N 18 December 2017 CFM LEAP-1A30 143.05 kN (32,160 lb) 140.96 kN (31,690 lb)
A321-251NX 22 March 2018 CFM LEAP-1A32 143.05 kN (32,160 lb) 140.96 kN (31,690 lb)
A321-252NX 22 March 2018 CFM LEAP-1A30 143.05 kN (32,160 lb) 140.96 kN (31,690 lb)
A321-253NX 22 March 2018 CFM LEAP-1A33 143.05 kN (32,160 lb) 140.96 kN (31,690 lb)
A321-271NX 22 March 2018 PW PW1133G-JM 147.28 kN (33,110 lb) 145.81 kN (32,780 lb)
A321-272NX 22 March 2018 PW PW1130G-JM 147.28 kN (33,110 lb) 145.81 kN (32,780 lb)
A321-253NY 18 July 2024 CFM LEAP-1A33X 143.05 kN (32,160 lb) 110.54 kN (24,850 lb)
A321-271NY 7 February 2025 PW PW1133GR-JM 147.28 kN (33,110 lb) 103.42 kN (23,250 lb)

Notes

[edit]
  1. ^ a b no Additional Centre Tank
  2. ^ with sharklets
  3. ^ a b First XLR EASA type certification was for the 97t MTOW variant, without ACT[96]
  4. ^ A321LR with 3 Additional Centre Tanks
  5. ^ With RCT + optional forward ACT[52]
  6. ^ with 206 passengers

See also

[edit]

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Airbus A321neo

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from Grokipedia
The Airbus A321neo is a narrow-body, twin-engine developed by as the largest member of the A320neo (New Engine Option) family, featuring advanced engines from either or , along with Sharklet wingtip devices for improved aerodynamics and up to 20% better and reduced CO₂ emissions per seat compared to previous-generation A320 aircraft. It accommodates 180 to 220 passengers in a typical two-class configuration (or up to 244 in high-density single-class layouts), offers a range of up to 4,000 nautical miles (7,400 km), and includes the Airspace cabin design with larger windows, customizable LED lighting, and enhanced connectivity for superior passenger experience. The A321neo program was launched in December 2010 as part of the broader A320neo family initiative to meet demand for more efficient single-aisle , with its occurring on February 9, 2016, from , . The first delivery took place in April 2017 to (now part of ), entering commercial service on May 31, 2017, on routes from to . As of November 2025, over 7,200 A321neo had been ordered by more than 100 customers worldwide, including the recent announcement of 150 by , making it one of the best-selling single-aisle models in aviation history, with deliveries supporting operations for major airlines including , , and . Key variants extend the aircraft's versatility: the A321LR (Long Range), introduced in 2018, maintains the 4,000 NM range with optional additional center tanks for transatlantic and regional long-haul missions; while the A321XLR (extra Long Range), certified in July 2024, achieves up to 4,700 NM (8,700 km) with a of 101 tonnes and entered service in November 2024 with Iberia, enabling efficient point-to-point routes like New York to . These models feature dimensions of 44.51 m in length, 35.80 m , and 11.76 m , with a maximum of around 23 tonnes and capacity for 10 LD3 containers, positioning the A321neo family as a bridge between short-haul efficiency and long-haul capability in the global fleet.

Development

Background and launch

The A321neo emerged as part of the broader A320neo family development, driven by the need to enhance in the single-aisle market during a period of elevated oil prices in the late and early . The original A320 family, launched in 1984 and entering service in 1988, had established as a leader in , with the stretched A321 introduced in to accommodate higher passenger capacities on medium-haul routes. Rising costs, which averaged over $80 per barrel in , pressured airlines to seek improvements in operating economics, prompting to pursue re-engining and aerodynamic upgrades rather than a clean-sheet design. On 1 December 2010, Airbus officially announced the A320neo family, including the A321neo, at its headquarters in , . The program was positioned as an evolution of the existing A320 lineup, offering airlines a retrofit-like upgrade path with minimal changes to infrastructure and training requirements. Initial commitments came from major carriers, with playing a pivotal role as an early supporter and eventual launch operator; the airline formalized orders for A320neo and A321neo aircraft in 2011, contributing to the program's momentum. The primary design goals for the A321neo centered on achieving a 15-20% reduction in fuel burn per seat compared to the A321ceo, realized through advanced engine technologies and the addition of sharklet wingtip devices to lower drag and emissions. This efficiency target addressed market demands for lower operating costs and environmental compliance, while maintaining the A321's capacity for up to 244 passengers in high-density configurations. The announcement also highlighted the A321neo's role in extending range capabilities for transatlantic and regional routes. The A320neo family's launch acted as a significant market , directly influencing 's decision to develop the 737 MAX as a direct competitor, with announcing the program in August 2011 to counter the neo's efficiency advantages. Order backlog for the A320neo family surged rapidly in the ensuing years, exceeding 3,700 firm orders by the end of 2014 ahead of the A320neo's certification in late 2015. and other early adopters, including low-cost carriers like and , drove this growth through substantial commitments, solidifying the program's commercial viability. Subsequent evolutions, such as the A321LR and A321XLR, built on the base model's success to target longer-range operations.

Certification and production challenges

The certification process for the Airbus A321neo involved rigorous testing and joint approval by the European Aviation Safety Agency (EASA) and the U.S. (FAA) to ensure compliance with airworthiness standards for the new engines and airframe modifications. The variant equipped with PW1100G-JM engines achieved joint EASA and FAA type certification on December 15, 2016, following extensive that validated its , , and capabilities. This certification marked a key milestone, enabling entry into service for PW-powered aircraft despite ongoing engine maturation efforts. The CFM International LEAP-1A-powered version received its joint certification on March 1, 2017, after accumulating over 1,000 hours across multiple prototypes, confirming the integration of the new propulsion system with the extended and enhanced . Development of the A321neo faced technical hurdles in engine integration and enhancements, with the first flight of the LEAP-1A-equipped prototype occurring on February 9, 2016, from , , lasting five hours and demonstrating stable handling with the new sharklet wingtip devices. The PW1100G-JM variant followed shortly after, completing its on March 9, 2016, which highlighted early challenges in reliability, including vibration and durability issues during high-thrust operations. Sharklets, standard on the A321neo, were integrated to reduce induced drag by up to 3.5%, contributing to a 4% gain, while advanced composite technology (ACT) for optional additional center tanks was tested to support extended-range configurations without compromising structural integrity. These enhancements required adjustments to balance weight, lift, and requirements under EASA and FAA scrutiny. Production challenges emerged primarily from supply chain disruptions with the PW1100G-JM engines, which suffered from defects in powdered metal components leading to premature wear and reliability concerns, such as high-pressure disk cracking detected in early serial engines. These issues, stemming from impurities in materials used between late 2015 and 2021, constrained engine availability and prompted to prioritize CFM LEAP-1A production, ramping up output at facilities in the U.S. and to fulfill orders and mitigate . In response, shifted more A321neo assemblies to LEAP-1A engines, increasing their share in deliveries to over 60% by 2017, while implemented corrective actions like enhanced inspections and redesigned parts. Delivery timelines were impacted by these engine maturation delays, with initial A321neo handovers postponed from late 2015 targets to early 2017 as testing extended to address propulsion integration and software refinements. Launch customers, including , experienced specific setbacks; the airline, which had committed to the A321neo as part of its neo family order, received its first unit in May 2019 after certification hurdles and supply constraints pushed back the schedule. These postponements affected fleet planning for operators, leading to temporary reliance on older A321 variants and increased leasing costs. To address rising demand amid these bottlenecks, Airbus expanded manufacturing capacity with a new final assembly line at its U.S. facility in , which officially opened on September 14, 2015, and began A320 family production—including A321neo fuselages—in July of that year. The $600 million investment created over 1,000 jobs and enabled localized assembly for North American customers, helping to alleviate global production pressures by diversifying from the primary lines in and . By 2016, the Mobile line contributed to the first U.S.-built deliveries, supporting the program's scale-up despite ongoing engine-related challenges.

Orders and deliveries

The A321neo has garnered significant market interest within the A320neo family, with more than 7,100 firm orders placed by nearly 100 customers as of September 2025, comprising approximately 35% of the family's total orders exceeding 20,000 aircraft. In October 2025, Airbus recorded 112 additional gross orders for the A320neo family, including 100 for the A321neo from Vietjet, contributing to ongoing demand from low-cost carriers and full-service airlines seeking efficient single-aisle options for short- and medium-haul operations. On November 18, 2025, signed a for up to 150 A321neo aircraft, marking the airline's first order. Major customers include with over 300 A321neo orders, with 219 firm orders across A321neo variants, and with 155 A321neo commitments, highlighting the model's appeal to both established networks and budget operators. Deliveries of the A321neo commenced with the first aircraft handed over to on April 21, 2017, marking the entry into service of this enhanced variant. By October 2025, cumulative deliveries reached approximately 1,850 units, with annual rates accelerating to peaks of over 400 for the A320neo family in 2023–2025, driven by the A321neo's share of around 50% of single-aisle handovers in recent months—such as 37 in October 2025 and 40 in September 2025. has ramped up production to support this growth, targeting 75 aircraft per month across the neo family by late 2026, though early delays from issues briefly impacted schedules. The order backlog for the A320neo family, including the A321neo, remained robust at over 7,600 as of October 2025, reflecting sustained demand amid a persistent production ramp-up. Post-COVID recovery has fueled order resurgence since 2022, with airlines prioritizing the A321neo's and range versatility for route optimization in a rebounding market. This backlog ensures long-term visibility for , with deliveries projected to exceed 1,200 A321neo units by year-end 2025.

Design

Airframe modifications

The Airbus A321neo features a stretched that is 6.94 meters longer than the A320, achieved through the insertion of fuselage plugs forward and aft of the wing, enabling a higher capacity of up to 244 in high-density configurations supported by four pairs of passenger doors for efficient evacuation. This extension maintains the overall fuselage width of 3.95 meters while increasing the cabin length to 34.44 meters, optimizing the for medium-haul operations. Wing enhancements on the A321neo include standard sharklet wingtip devices, which extend the to 35.8 from 34.1 without them, reducing induced drag by approximately 3.5% and providing an additional range of 200 nautical miles. These composite sharklets, integral to the neo design, contribute to overall aerodynamic efficiency when integrated with the new engines. The tail and are reinforced to accommodate a (MTOW) of up to 97 tonnes. Noise reduction measures in the airframe include chevrons on the engine nacelles and specialized fairings over the landing gear to minimize airframe-generated noise, enabling the A321neo to achieve compliance with ICAO Chapter 14 standards and a 50% reduction in noise footprint compared to the A321ceo. The airframe incorporates advanced composites comprising approximately 25% of the structure, enhancing corrosion resistance, reducing weight, and improving fuel efficiency through lighter, durable materials in key components like the wings and empennage.

Propulsion and efficiency improvements

The Airbus A321neo is equipped with one of two advanced engine options: the LEAP-1A high-bypass or the PW1100G-JM , both designed to enhance performance over the preceding A321ceo models. The LEAP-1A delivers ratings ranging from 109 to 156 kN, while the PW1100G-JM provides 107 to 147 kN, depending on the specific variant and configuration. These engines achieve approximately 15% better compared to the CFM56 and powerplants of the A321ceo, primarily through higher bypass ratios—the LEAP-1A at 11:1 and the PW1100G-JM at 12:1—which improve by directing a greater proportion of around the core. , such as matrix composites in the turbine hot sections of the LEAP-1A, further contribute to reduced specific fuel consumption by enabling higher operating temperatures and lighter weight. When combined with aerodynamic enhancements, these improvements yield an overall 20% reduction in burn and CO₂ emissions per seat relative to the A321ceo. Standard wingtip sharklets reduce induced drag by about 4%, lowering consumption and enabling a 200 increase in range potential. The is optimized through these efficiencies, supporting greater payload flexibility without proportional increases in overall mass. modifications, including support for higher maximum take-off weights, complement these gains to extend operational capabilities. Environmentally, the new engines significantly lower emissions and noise: nitrogen oxide (NOx) output is reduced by 50% versus prior standards, thanks to advanced combustor technologies like the LEAP-1A's Twin Annular Pre-Swirl (TAPS) II system. The noise footprint is diminished by 50% compared to the A321ceo, meeting stringent Chapter 14 certification requirements and minimizing community impact during operations. In a typical two-class configuration with 206 passengers, the base A321neo achieves a range of up to 3,200 nautical miles, balancing efficiency with versatility for medium-haul routes.

Cabin configurations

The Airbus A321neo accommodates between 180 and 244 passengers in a single-class high-density configuration, while a typical two-class layout seats 180 to 220 passengers, often including 16 premium seats in a 206-passenger arrangement. The optional Airbus Cabin Flex (ACF) feature enhances reconfiguration flexibility by modifying the fuselage structure, including a revised rear section and door layout that removes the forward overwing door while adding center overwing emergency exits, enabling an exit limit increase to up to 244 passengers without requiring recertification changes. This allows operators to adjust bulkheads and monuments for varied layouts, supporting capacities from standard to maximum density while maintaining compliance. Entry and exit are improved through flexible door options, such as the addition of overwing Type III exits in ACF configurations, which facilitate faster flow compared to the original A321's setup limited to 220 s. The widest single-aisle cabin at 3.70 meters also aids efficient boarding. The by interior incorporates larger overhead bins capable of holding up to 194 standard carry-on bags, customizable LED mood lighting for enhanced ambiance, and slimmer sidewall panels that provide additional shoulder space and a quieter environment through improved acoustic insulation. An optional enhanced humidification system boosts cabin humidity to up to 20%, improving comfort on longer flights. Customization options cater to diverse airline models, with low-cost carriers like configuring 239 seats in an all-economy high-density layout for short-haul efficiency, while full-service operators such as opt for premium setups with 191 to 194 seats, including lie-flat suites for transcontinental routes.

Variants

Standard A321neo

The Standard A321neo represents the baseline configuration of the A321neo family, designed for efficient medium-haul operations. It features an overall length of 44.51 m and a of 35.8 m, incorporating sharklet wingtip devices to enhance aerodynamic efficiency. The 's maximum take-off weight stands at 93.5 tonnes, enabling a typical range of 3,200 nautical miles while carrying a full load. Optimized for routes lasting up to 4 hours, the Standard A321neo accommodates 180 to 220 passengers in a two-class layout, positioning it as a versatile option for high-density intra-Asia networks and shorter transatlantic segments such as those across the North Atlantic's northern routes. Its standard fuel capacity of 23,490 liters supports these missions without the need for supplementary center tanks, distinguishing it from extended-range models. The variant is certified for ETOPS 180, allowing twin-engine operations up to 180 minutes from the nearest . In the market, the Standard A321neo constitutes the majority of A321neo family orders, comprising around 60% of the backlog as airlines prioritize its balance of capacity and efficiency for core network routes. Relative to the preceding A321ceo, the Standard A321neo delivers approximately 20% lower operating costs per seat through improved and reduced maintenance needs, with overall reliability enhanced after addressing early engine teething issues on the PW1100G and CFM LEAP-1A powerplants. This foundation enables further adaptations, such as the A321LR and A321XLR for extended-range applications.

A321LR

The A321LR, a long-range variant of the base A321neo narrowbody airliner, was first marketed by in October 2014 and received joint type certification from the (EASA) and the (FAA) in October 2018. This certification enabled entry into service later that year, with the aircraft designed for ultra-medium-haul operations carrying up to 206 passengers over a maximum range of 4,000 nautical miles (7,408 km). The variant incorporates an optional additional center tank (ACT) configuration to extend fuel capacity beyond the standard A321neo, supporting efficient transatlantic and intra-continental routes while maintaining the core and engine options of its foundation model. Key modifications to the A321LR include an increased maximum takeoff weight (MTOW) of 97 tonnes (214,000 lb), which necessitates reinforced landing gear and structural enhancements to handle extended flight durations of up to 10 hours. Operators can install up to three removable ACTs in the forward cargo hold, in addition to the standard wing tanks and main center tank, for a total of five fuel tanks. These adaptations prioritize flexibility, as the ACTs can be added or removed overnight to suit varying mission requirements without permanent alterations to the fuselage. In terms of performance, the A321LR achieves a maximum fuel capacity of 32,943 liters (8,702 US gallons) when fully equipped with the three ACTs, enabling nonstop operations on routes such as New York to (approximately 4,000 nautical miles). This extended range supports up to 10-hour sectors with reduced payloads, offering airlines lower trip costs per seat compared to previous-generation competitors on similar missions. By November 2025, the A321LR had accumulated over 200 firm orders, with early adopters including and as leading operators for transatlantic services. received the first delivery of the type on July 29, 2019, marking the variant's commercial debut and enabling the airline to expand point-to-point connectivity from secondary European hubs to North American destinations. followed suit, integrating the aircraft into its fleet for efficient medium-haul and early long-haul routes. The A321LR's operational advantages lie in its ability to serve point-to-point routes with lower overall trip costs, thanks to the new-engine option (neo) efficiency gains of around 20% in fuel burn per seat versus earlier A321 models. This positions it as a viable alternative to widebody jets like the 787-8 on select missions under 4,000 nautical miles, where high-frequency, lower-capacity demand favors single-aisle economics over larger aircraft utilization.

A321XLR

The Airbus A321XLR, an ultra-long-range variant of the A321neo family, was officially launched on June 17, 2019, at the , with placing the initial order for 27 aircraft. This development built briefly on the A321LR's fuel system innovations by introducing further enhancements for extended operations. The aircraft achieved its on June 15, 2022, from , , marking the start of an extensive campaign involving over 1,000 flight hours across multiple test aircraft. Certification milestones followed with the (EASA) granting type approval on July 19, 2024, for the CFM International LEAP-1A-powered version, while the (FAA) issued its on October 2, 2024, enabling production and commercial entry. A key design feature of the A321XLR is its permanent rear center tank (PRCT), which adds 12,900 liters of capacity behind the main , increasing the total volume to approximately 39,750 liters and enabling a maximum range of 4,700 nautical miles. This configuration supports up to 15-hour flights while maintaining the aircraft's single-aisle efficiency, with a (MTOW) of 101 tonnes—the highest in its class for narrowbody jets. The PRCT integrates seamlessly with the existing A321neo , requiring structural reinforcements but no major alterations, and it enhances operational flexibility for point-to-point routes previously uneconomical for larger widebodies. Manufacturing for the A321XLR incorporates dedicated assembly processes at Airbus facilities in , , and , alongside , , to meet rising demand. The Toulouse line, repurposed from former A380 production, began A321XLR assembly in early 2025, while Mobile's expanded final assembly line (FAL), inaugurated in October 2025, includes specialized stations for the PRCT installation to streamline production rates toward 75 aircraft per month across the A320 family. Entry into service occurred with launch customer Iberia, which received the first aircraft on October 30, 2024, and commenced commercial operations on the Madrid-Boston route on November 14, 2024, following regulatory delays from the initially planned third quarter of 2024. By November 2025, the A321XLR had secured over 500 firm orders, reflecting strong market interest in its capabilities for underserved long-haul routes. Notable commitments include ' order for 50 aircraft announced in December 2019, aimed at expanding transatlantic services, and ' initial 36-aircraft order, later expanded, to support domestic and regional international growth starting in 2025. The variant targets routes like those connecting to and . In January 2026, IndiGo received delivery of its first A321XLR aircraft, registered as VT-NLA, which flew from Hamburg via Abu Dhabi and touched down at Delhi Airport, marking the first such delivery to an Indian carrier. The aircraft features a permanent rear center tank for extended range, enabling IndiGo to enter medium- to long-haul markets with planned routes including Mumbai-Athens starting January 23, 2026, and Delhi-Athens starting January 24, 2026. Discussions around a potential A322 stretch variant, which could add 4-7 rows of seating for increased capacity up to 240 passengers, have surfaced periodically, but as of 2025, Airbus has confirmed no firm development program, prioritizing optimization of the existing A321XLR to address immediate market needs.

A321MPA

The A321MPA () is a militarized of the A321neo family, specifically leveraging the A321XLR platform to deliver extended and range for maritime and roles. Unveiled by in November 2024 at the Euronaval exhibition in , it addresses the need for a cost-effective, adaptable platform in (ASW), , and , , and (ISR) missions. Development of the A321MPA originated from an architecture and initiated by the French Direction Générale de l'Armement (DGA) at the end of 2022, focusing on narrowbody options for . This was followed by a 24-month risk-reduction contract awarded to and partner Thales in February 2025, aimed at validating integration of sensors, weapons, and mission systems while minimizing airframe modifications from the civilian baseline. The program emphasizes an open-architecture mission system for rapid upgrades, with full-scale development targeted for late 2026 and initial operational capability projected between 2030 and 2040 to succeed the Dassault Atlantique 2 fleet of 18 aircraft. As of November 2025, no prototypes have rolled out, and certification remains pending. The variant incorporates a reinforced structure with a large ventral bay for internal carriage of munitions, enabling low-observable operations at altitudes from to high cruising levels. Key features include conformal surface-mounted arrays for 360-degree coverage, a (MAD) tail boom for detection, electronic support measures (ESM) for threat identification, and dispensers. It supports a weapons loadout such as anti-submarine torpedoes (e.g., MU90), anti-ship missiles (e.g., or ), and potentially air-to-surface munitions, with capacity for up to 11 hours of on intercontinental missions. The bay measures approximately 7 meters in length, optimized for the A321's stretched design over shorter A320-based concepts. Propulsion mirrors the A321neo with choice of CFM LEAP-1A or PW1100G-JM engines for 15-20% efficiency gains over prior generations, augmented by a permanent rear center for ranges exceeding 4,700 nautical miles in ferry configuration. Military-specific enhancements include hardened for secure datalinks, cyber-resilient communications, and integrated defensive aids such as missile approach warners and countermeasures dispensers. Thales provides the core mission system, drawing from the Atlantique 2 upgrade experience, while the features large-area displays for operator workflows. No dedicated capability is standard, though probe-and-drogue compatibility could be added modularly. The selected the A321MPA in early 2025 as the preferred solution for its Programme Aéronautique de Lutte Anti-Marin (PATMAR) requirement, potentially for 6-12 units, following evaluation against competitors like the P-8A . Initial expressions of interest have come from other allies, including potential evaluations by and the for supplemental maritime assets, though no firm orders beyond exist as of 2025. positions the A321MPA as a lower-cost alternative to widebody MPAs, leveraging the mature A320neo for faster ramp-up and reduced lifecycle costs.

Operational history

Entry into service

The Airbus A321neo entered commercial service on May 31, 2017, when launch customer operated its inaugural revenue flight from (SFO) to (DCA) in . This followed the aircraft's delivery to the airline on April 20, 2017, marking the type's debut in the U.S. market with CFM International LEAP-1A engines and a configuration for 184 passengers. Early adoption extended to other regions in 2017, with receiving its first A321neo in November and placing it into service on inter-island and U.S. mainland routes from . In , introduced the A321neo in May 2019 as its first operator on the continent, deploying the on short- and medium-haul routes from bases in . followed in , taking delivery of its initial A321neo in January 2019 and integrating it into high-density domestic and regional services in the . By 2020, the type had seen rapid expansion, with adoption by more than 40 airlines globally, reflecting its appeal for efficient single-aisle operations. A significant milestone came in October 2019, when delivered the 1,000th member of the A320neo family—an A321neo—to , underscoring the variant's growing dominance within the lineup. Following the , airlines accelerated the A321neo's integration into global networks during recovery efforts from onward, leveraging its versatility for both high-frequency short-haul and extended-range missions. Operators reported strong early performance, with the A321neo achieving a dispatch reliability of 99.7% in initial operations, enabling consistent schedule adherence. Real-world gains were validated at approximately 15% compared to previous-generation A321 models, driven by new-generation engines and aerodynamic enhancements. Regulatory progress supported overwater operations, as the (EASA) and the (FAA) granted ETOPS-180 certification on October 2, 2018, allowing up to 180 minutes of single-engine diversion time for transatlantic and other extended routes. This approval facilitated quick deployment on oceanic paths by early adopters like .

Fleet status and operators

As of January 2026, the Airbus A321neo is in service with over 100 operators worldwide, comprising an active fleet of approximately 1,900 . The type's popularity stems from its and versatility, enabling a range of short- to medium-haul operations. Deliveries continue at a robust pace, with Airbus reporting 35 A321neo units handed over in October 2025 alone as part of its single-aisle output. In January 2026, IndiGo received delivery of its first Airbus A321XLR, registered as VT-NLA, which departed from Hamburg, stopped in Abu Dhabi, and landed in Delhi on January 7. This marks the first A321XLR delivery to an Indian carrier. The aircraft features a permanent rear center tank for extended range of up to 4,700 nautical miles, enabling IndiGo's entry into medium- to long-haul markets with planned routes including Mumbai to Athens starting January 23 and Delhi to Athens starting January 24. Leading operators include with around 150 aircraft, the Group with approximately 150 units, and with approximately 85 aircraft, reflecting strong adoption by both full-service and low-cost carriers. maintains the largest A321neo fleet in at 83 aircraft, while operates about 90 in Asia. Low-cost carriers account for roughly 60% of the global fleet, exemplified by , , , and , which leverage the type for high-density, efficient routes. Regionally, holds about 40% of the fleet, driven by major U.S. carriers; represents 30%, with and others dominating; and accounts for 25%, led by and China Southern. Typical in-service configurations seat 180-200 passengers in a 4-abreast layout, though premium variants like JetBlue's A321neo with Mint suites provide up to 16 lie-flat beds in a 1-1 configuration for transcontinental flights. The fleet is projected to double by 2030, supported by over 7,000 firm orders and negligible retirements due to the aircraft's 20% per-seat efficiency gains over previous generations. Notable expansions include incorporating 13 A321neo by year-end 2025 to bolster its short-haul network.

Incidents and safety record

As of November 2025, the Airbus A321neo has maintained an exemplary safety record since entering service in , with no fatal accidents or hull-loss events recorded worldwide. According to data from the Network, the type has experienced zero hull-loss accidents, resulting in no fatalities among the over 3,000 A321neo delivered and millions of flights operated. This performance aligns with broader industry trends for narrowbody jets, where the all-accident rate stands at approximately 1.13 per million flights globally in recent years, though specific incident rates for the A321neo remain below the average for new-generation due to its advanced design features. Notable operational incidents have been rare and non-fatal, often involving engine-related anomalies rather than systemic aircraft issues. For instance, in March 2020, a A321 (powered by a PW1100G engine) suffered an uncontained engine failure shortly after takeoff from , prompting an emergency airworthiness directive from the FAA for inspections of similar engines on A320neo family aircraft, including the A321neo; the flight landed safely with no injuries. In May 2022, a A321neo experienced a and tail strike during approach to Airport, Georgia, resulting in a but no injuries to the 226 occupants; the aircraft was repaired following investigation. Engine reliability has been a focal point, particularly with the PW1100G-JM variant, which faced early durability challenges from 2017 to 2019 due to manufacturing defects in powdered metal components, leading to cracking risks and widespread inspections; these were largely resolved through redesigns and FAA-mandated overhauls by 2023. In contrast, equipped with LEAP-1A engines have reported fewer reliability issues, contributing to their preference among operators and supporting overall fleet dispatch rates above 99%. Safety enhancements integral to the A321neo, such as the standard Enhanced (EGPWS) with terrain awareness capabilities, have further mitigated risks during approach and landing phases. Post-incident regulatory responses include FAA airworthiness directives for repetitive skin inspections to detect potential cracking, issued in response to findings from fleet-wide reviews rather than specific accidents. Comparatively, the A321neo demonstrates improved safety over its predecessor, the A321ceo, with approximately 20% fewer reportable events per flight hour attributed to modern and propulsion systems that enhance fault detection and operational reliability. These advancements, including controls and integration, have helped maintain the type's incident rate well below industry benchmarks for legacy narrowbodies.

Specifications

General characteristics

The Airbus A321neo is the longest variant in the A320neo family, featuring a stretched that accommodates higher loads while maintaining the core design principles of the A320 family. Its dimensions include an overall length of 44.51 meters, a of 35.80 meters equipped with sharklets for improved , a height of 11.76 meters, and a maximum cabin width of 3.70 meters, providing a spacious single-aisle interior. In terms of capacity, the baseline A321neo typically seats 180 to 220 passengers in a two-class configuration, with a maximum of 244 in high-density single-class layout; it offers 36.2 cubic meters of underfloor cargo volume and a standard fuel capacity of 23,490 liters (configurable up to 32,940 liters with auxiliary tanks in extended-range variants). Weight specifications for the standard variant include an (OEW) of 48.5 tonnes, a (MTOW) of 93.5 tonnes (configurable up to 97 tonnes), and a (MLW, also referred to as MMLW) of 79.0 tonnes. The requires a flight of two pilots, with a typical complement of five cabin members to support operations. These characteristics are consistent across the A321neo family, serving as the baseline for variants with extended range or specialized roles, though weights and capacities vary by configuration.
CharacteristicSpecification
Length44.51 m
(with sharklets)35.80 m
11.76 m
Cabin width3.70 m
Passenger capacity180–244
volume36.2 m³
capacity23,490 L (standard)
OEW48.5 t
MTOW93.5 t (up to 97 t)
MLW (MMLW)79.0 t
Crew2 pilots + 5 cabin crew (typical)

Performance

The Airbus A321neo demonstrates enhanced compared to its predecessor, enabling efficient operations on medium-haul routes under standard conditions. Its incorporates advanced engines and aerodynamic improvements, resulting in optimized speed, range, and consumption profiles suitable for typical configurations. Key performance metrics for the standard A321neo, based on (ISA) conditions and a typical two-class layout with 206 passengers, include a maximum range of 4,000 nautical miles (7,400 km) with auxiliary fuel tanks. This capability supports nonstop flights across transcontinental sectors while maintaining economic viability. The achieves a cruise speed of Mach 0.78 (approximately 450 knots or 833 km/h at altitude), with a maximum operating speed of Mach 0.82 (approximately 473 knots or 876 km/h). These speeds facilitate efficient high-altitude operations, balancing fuel use and schedule adherence. The service ceiling stands at 39,800 feet (12,131 m), allowing avoidance of adverse and . The initial is 2,500 feet per minute, enabling rapid ascent to cruise levels post-takeoff. Fuel efficiency is a hallmark of the A321neo, with approximately 2.2 liters per 100 kilometers per in a 206-seat configuration, reflecting a 20% improvement over the A321ceo due to new-generation s and wingtip devices. This metric underscores its environmental and operational advantages on routes up to its maximum range. Takeoff performance is optimized for a range of airports, with a balanced field length of approximately 2,200 meters at (MTOW of 97,000 kg) under sea-level, standard-day conditions (ISA, no wind). This ensures safe operations from shorter runways while accounting for failure scenarios in balanced field calculations.
MetricValueConditions
Range4,000 nm (7,400 km)206 passengers, ISA, with aux tanks
Cruise SpeedMach 0.78 (450 knots)Typical cruise altitude
Maximum SpeedMach 0.82 (473 knots)-
Service Ceiling39,800 ft (12,131 m)-
Rate of Climb (initial)2,500 ft/minSea level, MTOW
Fuel Efficiency~2.2 L/100 km per passengerTypical mission, 206 seats
Balanced Field Length2,200 mSea level, ISA, MTOW

Avionics and engines

The Airbus A321neo is equipped with two engine options from the new engine option (NEO) program, designed to enhance fuel efficiency and reduce environmental impact. These include the LEAP-1A high-bypass turbofan engine and the PW1100G-JM engine. The LEAP-1A features a 78-inch (200 cm) fan diameter and provides in the range of 32,160–33,110 lbf (143–147 kN), while the PW1100G-JM has an 81-inch (210 cm) fan diameter with similar thrust output. Both engines contribute to a 20% reduction in fuel burn and CO₂ emissions per seat compared to the preceding A321ceo models, enabling a maximum range of up to 4,000 nautical miles (7,400 km) in extended configurations with Sharklet wingtip devices and auxiliary fuel tanks (standard fuel capacity 23,490 liters). Engine selection allows airlines flexibility based on operational needs, with the PW1100G-JM emphasizing geared for improved bypass ratios and , and the LEAP-1A focusing on for durability and efficiency. for both variants was achieved by the (EASA), with the PW1100G-JM version entering service in 2016 and the LEAP-1A following in 2017. The suite of the A321neo builds on the A320 family's architecture, maintaining commonality across the neo variants for a single that simplifies pilot training and operations. Central to the system is the (IMA) platform, developed in partnership with Thales, which consolidates functions like , navigation, and communication into a scalable, fault-tolerant design. The (FMS) supports phase-of-flight guidance, with options from Thales or , including connected capabilities for real-time data exchange via links to optimize routes and reduce fuel use. Cockpit controls feature controllers and dual head-up displays (HUD) in optional configurations, enhancing during critical phases. The system integrates with ' Skywise platform for and operational , processing engine and flight data to improve reliability and efficiency. Navigation capabilities include advanced GPS-based (RNP) approaches, supporting precise landings in low-visibility conditions. Overall, the avionics emphasize reduced pilot workload through , with electronic flight instrument systems (EFIS) providing intuitive displays for monitoring engine performance and systems status.

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