Wizz Air once had big plans for the Airbus A321XLR. It had ordered 47 frames, but reduced that to no more than 15 last year; the rest were converted to standard A321neos. It has since been confirmed that it’ll have a maximum of 11 XLRs. The closing of its Abu Dhabi unit was a factor, as were changes to its broader network as it seeks out what works. It has concluded that it doesn’t need many XLRs.
According to ch-aviation, the Wizz Air Group has six XLRs. Three are with its UK unit (only two are operational), while three are with its Maltese unit, although these aircraft remain parked in Bydgoszcz, Poland. In late January, it was suggested that its remaining five aircraft on order—rounding out the 11—could be sold. If that’s true, it’ll only have six examples. If it’s not true, it’ll have 11 aircraft by the end of the summer.
They’re Only Used On 2 Longer-Range Routes
Credit: GCMap
On a longer-range basis, Wizz Air UK only uses its all-economy, 239-seat XLRs on two routes: London Gatwick to Jeddah and Medinah. Unsurprisingly, they are the Group’s longest and second-longest routes. The maximum block times are just short of seven hours. Saudi Arabia will remain the absolute cornerstone of the variant’s use, unless and until performance reduces.
Speaking at Wizz Air’s 2025 financial year earnings presentation, CEO Jozsef Varadi stated that both routes to Saudi Arabia are “significantly exceeding expectations.” But perhaps that’s not surprising. Given that it anticipates three Gatwick-based active XLRs, it has already been revealed that Jeddah will now have two daily flights from the UK’s second-busiest airport. Of course, Saudi Air Connectivity Program funding must be considered.
According to Flightradar24, other routes, particularly Gatwick to Prague, operate in-between the longer services. This helps to increase utilization, which reduces ownership costs on an available seat mile basis.
Route
Frequency
Schedule From Gatwick; September
Schedule To Gatwick; September
Gatwick-Jeddah
Currently daily, but twice-daily from September 1*
8:05 am-4:35 pm; 4:35 pm-1:05 am+1
2:00 am-6:40 am; 5:30 pm-10:10 pm
Gatwick-Medinah
Daily
5:00 pm-12:50 am+1
1:50 am-6:35 am
* Now bookable
What Wizz Air’s CEO Says About The XLR
Credit: Tom Boon | Simple Flying
Jozsef Varadi is the ultra-low-cost carrier’s co-founder and CEO. “I think there is a bit of a misconception about the XLR. You think that the XLR has to be long-haul, but it doesn’t have to be.”
That comment was quite expected. After all, Wizz Air and other airlines, such as Aer Lingus and Iberia, deploy their XLRs on short European sectors between long fights. Aer Lingus, TAP Air Portugal, and others do this with their LRs, too.
“The A321ceo is an inferior aircraft compared to the XLR in terms of unit economics. So, if you operate the XLR as a normal A321neo operation [helped by its high-density, 239-seat layout] and take it on a short to medium-haul flight, it delivers better economics than the A321ceo. However, it is inferior to the A321neo because of the weight penalty [due to the rear center fuel tank], but this [difference] is marginal.”
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Doesn’t Have To Make “Stupid” Decisions About The XLR
Credit: Simple Flying
Varadi was clear. “We don’t have to force ourselves into [operating] long routes or unproductive, almost long-haul flights. We simply operate the XLR as an A321neo, and you will get a lot of economic benefits from that.” This is why it has no intention of having scheduled flights to the US. Its recent application was, as expected, entirely driven by possible opportunities due to the World Cup.
“We don’t have to make stupid decisions just because we have an aircraft like the XLR [i.e., it can be flexible in how it is used.] Of course, if we find the appropriate commercial and financial opportunities to deploy the XLR as an XLR, we will do it. We don’t have to fly XLRs as XLRs.”
Depending on whether it decides to have the remaining five frames, out of the planned 11 aircraft, they’ll begin arriving soon. Then there are the three machines that are stored in Poland. While it remains unclear how many XLRs Wizz Air will eventually have, decisions will take place about whether they’ll fly.
As Varadi said, “We will not take risks with our financial performance. Either we are convinced this will be a profitable route from day one, or we are not doing it.” The comment about profitability is good, but given the airline’s route churn, it’s unrealistic. An exception could be if there’s strong financial support—as with the Saudi Air Connectivity Program.
