The #A321XLR promises an increase in range by 30%, giving it the unique capability to fly up to 4,700nm.
So how does the Ted Rogers achieve this feat.
A 🧵 on the #A321XLR
The A321XLR is a highly modified A321. To add extra fuel, Airbus designed the Rear Centre Tank (RCT) with a capacity of 12,900 Litres. That’s the equivalent of ~4 ACT’s. But since this is now an integral part, it weighs and occupies the space of 1 in the Aft Cargo compartment
But this ginormous range would still require more fuel to reach the advertised range. This is done by the Forward ACT of 3121 Litres. While this is an option, more than 50% of the airlines have chosen it.
All these fuel tanks give the #A321XLR a whooping 40,000 Litres of capacity. This additional fuel capacity increases the airliner’s MTOW to 101 tons & this has necessitated the use of strengthened landing gear as well as a special optimised single-slotted wing trailing-edge flap.
With an estimated OEW ~50t, full fuel 31t; leaves ~20t of usable payload. Airbus says up to 220 pax (ULC layout - NO IFE/lie-flat bed) at 90kgs/pax. While realistically most airlines use 100kg/pax. To get the advertised range, a certain compromise on payload will have to be made.
The A321XLR has the same fwd cargo hold as the A321NEO.
While it has a slightly bigger aft cargo than A321NEO with 2 ACTs installed, it enables upto 4t more cargo than A321LR
This gives it the Fuel volume of 4 ACTs with a Cargo impact of 2 ACTs while having the weight of 1 ACT
The range at max payload is more likely 3650nm while at max fuel 4700nm. In an ultra low cost configuration, it should be able to fly from Delhi to London with a full payload during summer months.
Concerns :
The integrated tank poses problems ACTs don’t. As the RCT goes right upto the inner surfaces of the fuselage & cabin floor, Regulators are concerned about structural integrity in a crash/belly ldg. Fire resistant insulation is needed between the tank & cabin floor
EASA also warned that pax situated above the RCT would experience a ‘cold feet’ effect. This is caused by fuel in the tank reaching low temperatures when the plane hits high altitude
For instance the A340 RCT required a retrofit of a kevlar lining before it got FAA certification
Credits :
EpsilonAviation : bit.ly/3QnpyEg
Stephen Bridgewater : bit.ly/3qeQZpk
Airbus : bit.ly/3RDwCOV