# Airbus A321neo

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. It typically seats 180 to 220 passengers in a two-class configuration, with up to 244 passengers in a high-density arrangement.
The A321neo was announced by Airbus in December 2010, as an improvement and replacement to the A321ceo. 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.
The A321neo began production in 2016, with final assembly taking place in Hamburg, Germany. It entered service with Virgin America on 31 May 2017, taking its first commercial flight. As of January 2025, a total of 6,829 A321neo aircraft had been ordered by 88 disclosed customers, of which 1,620 aircraft had been delivered.

## Development

The A321neo's development was announced by Airbus in 2010, 16 years after the introduction of the original A321ceo. The A321neo is the second generation of Airbus's A321 family, with the first generation being the previously mentioned A321ceo. The timeline from development to first flight took 6 years, relatively short due to its nature as an improvement, as opposed to a clean-sheet designed aircraft.
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, 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 tons (97 000 kg/213 848 lb), and its engine has 24,500–35,000 lbf (109–156 kN) 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

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 will be delayed until July 2018 for the A320neos and September 2018 for the A321neos with a new, higher density and some A320ceo leases will be extended for the interim.
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.
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.

## Design

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)

| | MPSC | Min. CC | L/R1 | L/R2 | O1 | O2 | L/R3 | L/R4 |
| STD | 200 | 4 | C | I | — | — | I | C |
| STD | 200 | 4 | C | C | — | — | C | C |
| STD | 220 | 5 | C | C | — | — | C | C |
| STD | 230 | 5 | C* | C | — | — | C | C* |
| ACF | 149 | 3 | C | — | III | 0 | 0 | C |
| ACF | 149 | 3 | C | — | 0 | III | 0 | C |
| ACF | 169 | 4 | C* | — | III | 0 | 0 | C* |
| ACF | 169 | 4 | C* | — | 0 | III | 0 | C* |
| ACF | 180 | 4 | C | — | III | III | 0 | C |
| ACF | 200 | 4 | C | — | III | 0 | C | C |
| ACF | 200 | 4 | C | — | 0 | III | C | C |
| ACF | 200 | 4 | C* | — | III | III | 0 | C* |
| ACF | 204 | 5 | C | — | III | 0 | C | C |
| ACF | 204 | 5 | C | — | 0 | III | C | C |
| ACF | 224 | 5 | C* | — | III | 0 | C | C* |
| ACF | 224 | 5 | C* | — | 0 | III | C | C* |
| ACF | 235 | 5 | C | — | III | III | C | C |
| ACF | 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. The modifications should weigh 100 kg more. Initial A321neos have the A321ceo exit door configuration with four exit door pairs until the Airbus Cabin-Flex (ACF) layout can be selected.
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. In October 2017, the first A321neo ACF was in final assembly in Hamburg. 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. It made its first flight on 31 January 2018.
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. 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. 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 Starlux Airlines A321neo has doors R3/L3 plugged and replaced with windows (seating: 188, maximum: 200). (The interior panel is windowless.)
* 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). EasyJet and Wizz Air also carry the same door-arrangement configuration for their A321neo fleets.

## Variants

The variants of A321neo family aircraft are mainly defined by its cabin layout and fuel configuration.
Airbus offers customers with 4 different fuel configuration options with the standard A321neo: customers can select up to 1 auxiliary fuel tank (ACT) in the front cargo hold and up to 2 ACTs in the after cargo hold. The A321neo-ACF with 3 ACTs is exclusively branded as A321LR (Long Range).
Airbus offers customers with 2 different fuel configuration options with the A321XLR: customers can select up to 1 ACT in the front cargo hold.
A321neo family variants :
| Marketing name | Cabin | Fuel config | Fuel config | Fuel capacity | Cargo |
| Marketing name | Cabin | Front | After | Fuel capacity | Cargo |
| A321neo | STD | — | — | 18,440 kg (40,650 lb) | 10*LD3-45 |
| A321neo | STD | — | 1ACT | 20,890 kg (46,050 lb) | 9*LD3-45 |
| A321neo | STD | — | 2ACT | 23,340 kg (51,460 lb) | 8*LD3-45 |
| A321neo ACF | ACF | — | — | 18,510 kg (40,810 lb) | 10*LD3-45 |
| A321neo ACF | ACF | — | 1ACT | 20,960 kg (46,210 lb) | 9*LD3-45 |
| A321neo ACF | ACF | — | 2ACT | 23,410 kg (51,610 lb) | 8*LD3-45 |
| A321LR | ACF | 1ACT | 2ACT | 25,860 kg (57,010 lb) | 7*LD3-45 |
| A321XLR | ACF | — | 1RCT | 28,753 kg (63,390 lb) | 8*LD3-45 |
| A321XLR | ACF | 1ACT | 1RCT | 31,202 kg (68,789 lb) | 7*LD3-45 |

### A321neo

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 higher Maximum Takeoff Weight (MTOW).
Its first customer was ILFC. The Airbus A321neo prototype, D-AVXB, first flew on 9 February 2016. It suffered a tailstrike three days later and was flown to Toulouse for repairs, delaying the certification programme for several weeks.
The A321neo received its type certification with Pratt & Whitney engines on 15 December 2016, and simultaneous EASA and FAA certification 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 in May 2017.
The neo empty weight is 1.8t 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-nm before and 4 min earlier than the ceo.
At FL330 (10 000 m), 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 / 515 miles per hour (829 km/h) long-range cruise or 2,440 kg/h (5,400 lb/h) at Mach 0.80 / 542 miles per hour (872 km/h) high-speed cruise. To offer similar takeoff performance, pitch response to stick input is a rate-command to hit the 3°/sec 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°.
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. A stretch would probably involve fore and aft plugs to keep its centre of gravity, but tailstrike clearance could constrain field speed and performance, and a larger aircraft could require more powerful engines, while further cabin crew would be needed over 250 seats.
In 2018, the A321neo list price was US$129.5 million.
Competing with the Boeing NMA concept airliner would 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.

#### A321LR

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.
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. 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, 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. The A321LR has the Cabin Flex layout and was to be first delivered in Q4 2018.
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. 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 h and the equivalent of 162 passengers over 4,700 nmi (8,700 km; 5,400 mi) including headwinds, with five crew and 11 technicians. Airbus announced its joint FAA/EASA certification on 2 October 2018, including ETOPS up to 180 min, allowing any transatlantic route. 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. 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 5h sectors, or to Zanzibar and the Seychelles, saying it is the first narrow-body more efficient than the 757-300 it operates.
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 April 13, 2019, the UAE branch of Air Arabia received its first of the six A321LRs (WV072) with 97t of 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.
On October 24, 2022, Sichuan Airlines received its first A321LR, a total of 6 has 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.

### A321XLR

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) 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).
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. 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. 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.

#### Commercial launch

The A321XLR was officially launched at the Paris Air Show on 17 June 2019, with deliveries at that time expected from 2023. 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. 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. 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.
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. Air Lease Corporation ordered twenty-seven A321XLRs alongside twenty-three other A321neos and fifty A220-300s. IAG quoted a $142 million list price as it committed to 28 aircraft, including eight for Iberia, six for Aer Lingus, plus 14 options. 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. American Airlines converted 30 A321neo orders to XLRs and ordered an additional 20 XLRs. 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.
Some are cautious about the potential market: Lufthansa sees the variant as a "niche aircraft" less comfortable than widebodies, and a large lessor is hesitant as it expects a 400–500 aircraft market. Airbus argues that the minimal changes mean it can be used as a regular A321neo and ALC forecast potential for 50 operators in the next five years. The market could prefer shorter turnaround times to more range.
On 29 October 2019, IndiGo placed a firm order for 300 A320neo Family aircraft, including 69 A321XLR. 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. 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 and Newark, New Jersey. In April 2020, 450 orders for the XLR had been received from 24 customers. In March 2023, 465 orders for the A321XLR were received. In July 2023, Icelandair ordered 13 XLR.
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".
In July 2024, the Airbus A321XLR powered by CFMI LEAP engines received EASA certification and conducted a demonstration flight at the Farnborough Airshow. The Pratt & Whitney PW1100G-powered variant subsequently received type certification from both the FAA and EASA in February 2025.

#### Manufacturing

The XLR needs 10–15% more work than an ACF, itself requiring 30% more work than a standard A321neo. Engines used for now generate 33,000 lbf (150 kN) of thrust and could be sufficient, and no more than the 35,000 lbf (160 kN) 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.
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. 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.
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. 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. 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.
The first A321XLR prototype was rolled out in May 2022, equipped with CFM LEAP engines.
The first flight took place on 15 June 2022 from Hamburg. However, entry into service was pushed back to 2024 from the initial 2023 date to address fuel tank issues raised by regulators. A revised design with special conditions was approved by the United States Federal Aviation Administration in December 2022.

#### Entry into service

The A321XLR received its type certificate from EASA on 19 July 2024 and from FAA on 2 October 2024. The first A321XLR was delivered to Iberia on 30 October 2024 and conducted its first revenue flight on 6 November 2024. The first long-haul flight with passengers was on 14 November 2024, from Madrid to Boston.

### A321MPA

In November 2024, Airbus announced a maritime patrol variant, based on the A321XLR. The variant is initially being proposed to the French Navy to replace its Dassault Atlantique 2 maritime patrol aircraft, competing with a Dassault proposal based on the Falcon 10X business jet, and would 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.

## Operators

There are 1,620 A321neo aircraft in service with 88 operators as of January 2025. The five largest operators are Wizz Air (140), IndiGo (131), American Airlines (83), China Southern Airlines (70), and Delta Air Lines (69).
| | 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 | – | 6,829 |
| Deliveries | – | – | – | – | – | – | 20 | 102 | 168 | 178 | 199 | 264 | 317 | 361 | 11 | 1,620 |

## Specifications

| Variant | A321neo | A321LR | A321XLR |
| Cockpit crew | Two | Two | Two |
| 2-class seats | 206 (16J @ 36 in + 190Y @ 30 in) | 206 (16J @ 36 in + 190Y @ 30 in) | 206 (16J @ 36 in + 190Y @ 30 in) |
| 1-class max. | 244 @ 28 in | 244 @ 28 in | 244 @ 28 in |
| Cargo capacity | 51.70 m$^3$ (1,826 cu ft) / 10×LD3-45s | 51.70 m$^3$ (1,826 cu ft) / 10×LD3-45s | 51.70 m$^3$ (1,826 cu ft) / 10×LD3-45s |
| Length | 44.51 m (146 ft) | 44.51 m (146 ft) | 44.51 m (146 ft) |
| Wingspan | 35.80 m (117 ft 5 in) | 35.80 m (117 ft 5 in) | 35.80 m (117 ft 5 in) |
| Wing | 122.4 m$^2$ (1,318 sq ft) area, 25° sweep | 122.4 m$^2$ (1,318 sq ft) area, 25° sweep | 122.4 m$^2$ (1,318 sq ft) area, 25° sweep |
| Height | 11.76 m (38.6 ft) | 11.76 m (38.6 ft) | 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 | 3.95 by 4.14 m (13.0 by 13.6 ft) width × height, 3.70 m (12.1 ft) wide cabin | 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) |
| Max. payload | 25.5 t (56,200 lb)$^{:3-2-1}$ | 25.5 t (56,200 lb)$^{:3-2-1}$ | 25.5 t (56,200 lb)$^{:3-2-1}$ |
| Op. empty weight | 50.1 t (110,500 lb) | 50.1 t (110,500 lb) | 50.1 t (110,500 lb) |
| Fuel capacity | 23,490 L (6,210 US gal) | 32,853 L (8,679 US gal) | 36,390 L (9,613 US gal) 39,511 L (10,437 US gal) |
| Engines (×2) | CFM LEAP-1A, 78 in (1.98 m) fan Pratt & Whitney PW1100G-JM, 81 in (2.06 m) fan | CFM LEAP-1A, 78 in (1.98 m) fan Pratt & Whitney PW1100G-JM, 81 in (2.06 m) fan | CFM LEAP-1A, 78 in (1.98 m) fan Pratt & Whitney PW1100G-JM, 81 in (2.06 m) fan |
| Max. Thrust (×2) | 143.05–147.28 kN (32,160–33,110 lb$_f$) | 143.05–147.28 kN (32,160–33,110 lb$_f$) | 143.05–147.28 kN (32,160–33,110 lb$_f$) |
| Speed | Cruise: Mach 0.78 (450 kn; 833 km/h; 518 mph) Max.: Mach 0.82 (473 kn; 876 km/h; 544 mph) | Cruise: Mach 0.78 (450 kn; 833 km/h; 518 mph) Max.: Mach 0.82 (473 kn; 876 km/h; 544 mph) | Cruise: Mach 0.78 (450 kn; 833 km/h; 518 mph) Max.: Mach 0.82 (473 kn; 876 km/h; 544 mph) |
| Ceiling | 39,100–39,800 ft (11,900–12,100 m) | 39,100–39,800 ft (11,900–12,100 m) | 39,100–39,800 ft (11,900–12,100 m) |
| Typical range | 3,500 nmi (6,480 km; 4,030 mi) | 4,000 nmi (7,410 km; 4,600 mi) | 4,700 nmi (8,700 km; 5,410 mi) |

### Engines

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