Like other airlines, LATAM is considering placing the Airbus A321XLR on routes from South America to Europe. Focusing on Brazil, one of the markets in which this new model will be built, the studies seem to aim to replicate the model implemented by TAP Portugal.
The idea of flights to Europe with the A321XLR recalls the airline’s project to create a new hub in northeastern Brazil. For this purpose, three cities in that region were considered: Fortaleza, Natal and Recife. However, various restructurings of the company leave the project shelved.
“Today, flying in from northeastern Europe is a challenge for us, because either side of the Atlantic is a great center for Latin America and the Caribbean.says Alina Mavra, Director of Sales and Marketing at LATAM with daily or ne.
For the CEO, it is too expensive to operate a wide-body aircraft for the model the airline owns. However, the efficiency expected by the A321XLR appears to be the answer, which is why studies are being conducted.
“We need a very narrow chassis, like the A321XLR we’ll have in a few years”Add.
A321XLR in Latin America
LATAM will fly the A321XLR from 2025. An option for this aircraft appears for the company in 2021 when it places an order for 28 new A320neo aircraft. The details of this leave open the possibility of integrating all bed models. However, at Farnborough 2022 (FIA22) there is an additional order for 17 additional Airbus A321neo aircraft that includes the A321XLR.
As of yet, LATAM does not detail how many A321XLR modules it will use. It is estimated that there can be more than 10 units, which will allow the development of a series of new methods and complementary processes. In addition to opening up new city pairs, the mission of this new aircraft will be to replace the Boeing 767-300ER in those sections with little or no freight traffic.
The A321XLR is the latest evolution of the A320 family. It has a maximum take-off weight of 101 tons and a range of 4,700 nautical miles (8,700 km). It will be the most economical narrow-body aircraft with 30% lower fuel consumption than older aircraft of similar capacity.
To achieve range, the aircraft has an additional central fuselage tank with a capacity of 12,900 liters located in front of and behind the wing. Tank consolidation can affect warehouse capacity and tonnage, which is an important factor for LATAM since its business model is combined passenger and freight (passenger and cargo) transportation.
Possible routes for the A321XLR
With a range of up to 4700 nm. (8,700 km), the A321XLR will be able to cover long-distance routes of up to nine hours. In Latin America, its activity will be in sections intended exclusively for commuters, so it will be complementary to the main roads.
Brazil and Peru emerge as major markets. To a lesser extent, it can also be assigned to some roads in Chile, but it seems that the possibility of using it in the country is much lower.
In the particular case of Brazil, Aero-Naves mentions a range of routes that can be covered. Among those that stand out are the Caribbean (Punta Cana) or running point-to-point routes from other cities like Brasilia or Fortaleza to North American destinations that have not been able to thrive due to various factors. It could also help resume unfinished projects such as roads from northeastern Brazil to Europe.
In an interview with the Brazilian newspaper, Mafra mentioned the possibility of traveling to Europe from Fortaleza. “I hope to do Fortaleza-Lisbon, at least…”
TAP factor
TAP Portugal is the main operator between Portugal and Brazil. Despite the fact that LATAM and Azul are competitors, no company is able to contest the leadership of the Portuguese company whose main market is the South American giant.
TAP operates about 77 weekly flights on 13 routes between Portugal and Brazil. From Lisbon it connects to Sao Paulo (GRU), Rio de Janeiro (GIG), Belem, Belo Horizonte, Brasilia, Fortaleza, Natal, Maceió, Porto Alegre, Recife and Salvador. It also flies non-stop from Porto to São Paulo (GRU) and Rio de Janeiro (GIG).
By combining the capacity of the A330-900 with the A321LR, I was able to operate efficiently on both sides of the Atlantic. The advantage of having a hub in Lisbon is favorable because it can feed the roads, an aspect not found in Latin America.
For LATAM, one possibility could be to use some A321XLRs to operate certain days from Northeast Brazil to North America and other days to Europe (Portugal or Spain). However, everything seems to indicate that if this possibility exists it is a specific process.
Cover photo – Airbus
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