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Launch of the A321 Neo LR is still


a few years away (deliveries expected in 2019) and it is as yet unclear which airlines will acquire it or the routes it will serve. But from IAG’s submission to the Irish government regarding Aer Lingus, it was revealed that if the airport group were allowed to acquire Aer Lingus it would consider launching transatlantic flights from Shannon using the A321 Neo LR. Meanwhile, aviation journalist


Andreas Spaeth recently tweeted the news that TAP Portugal chief executive Fernando Pinto was considering buying the aircraft to fly to smaller cities in Brazil. TAP was unable to confirm this as Business Traveller went to press. It is true that versions of the B737 and A321 already ply the Atlantic, but these are limited in number and are either all-business class offerings or make an en route stopover to refuel. Canadian


Above left: B737 Max on the assembly line Above right: Business class on board SAS’s B737


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Once they enter service, the new aircraft are set to change the way we cross the Atlantic


budget carrier Westjet operates nonstop high-density flights from Halifax to Dublin and Glasgow. This can be achieved because they are just that bit closer to one another than the main transatlantic city pairs. Still, it is possible to use a B737 aircraft nonstop across the Atlantic. Everyone was surprised by the recent announcements from Scandinavia’s SAS that it would start a Copenhagen-New York Newark service this winter (alongside its existing route) with a two-class B737 leased from upmarket Swiss charter carrier Privatair. The airline will also


operate a B737 between Copenhagen and Boston next summer. This particular aircraft can accomplish its mission as it is fitted with only 20 business class and 66 economy seats, so passenger and baggage weight is reduced. SAS has switched the jet from the Stavanger-Houston route (where it offered an all-business class configuration) and is taking advantage of Copenhagen-New York now that the US airlines have retreated. Once they enter service, the A321


Neo LR and B737 Max are set to change the way we cross the Atlantic. Not only are they cheaper to operate than the B757, but they will also provide passengers with more choice. Fares, especially in premium class, should be competitive, although much will depend on the price of oil in the years ahead, and on seating configurations. Still, remember that these are essentially short-haul aircraft. Do not expect the same standards of comfort and space normally found on a wide-body.■


NOVEMBER 2015 31


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