How many business class seats should an airline put on the aircraft it plans to use on routes where there aren't many business travelers?
As they work to achieve the ideal balance of cabins and classes to maximize their profitability and passenger numbers, revenue managers and onboard product executives for airlines must deal with this issue.
Depending on the flights it anticipates operating, an airline may occasionally set up the same model of plane in two or more different ways.
Virgin Atlantic is a good example.
In 2019, the airline made a splash with the introduction of its Airbus A350-1000 aircraft.
With greater personal storage and privacy than Virgin's earlier "coffin class" seats, the aircraft's brand-new Upper Class Suites were a significant advance.
The first seven A350-1000s Virgin received are equipped with 44-seat Upper Class cabins and are being used on business-oriented routes, such as those from London Heathrow (LHR) to New York-JFK and Los Angeles (LAX).
Additionally, this particular model of the aircraft contains 235 economy seats and 56 premium economy seats, as well as a common area named "The Loft" where Upper Class customers can congregate and work or unwind away from their Suites in a booth or along a banquette.
Since then, however, Virgin has equipped some of its most recent A350s, scheduled for delivery in late 2021, with a higher-density "leisure configuration," meaning more seats on board.
With 325 economy seats, 56 premium economy seats, and only 16 upper class suites, these aircraft fly routes from the UK to popular vacation spots including Florida and the Caribbean.
Additionally, these aircraft contain "The Booth," a smaller, modified communal area only for Upper Class passengers.
Booking
Up to October 30, 2022, Virgin Atlantic will run twice daily flights from Manchester to Orlando. After that, the frequency will drop to once daily.
Flight VS73, which departs later each day, is typically flown by an A350 in the leisure configuration, though on occasion an A330 with older Virgin seats is used instead.
The nine-hour trip leaves at 11:10 in the morning and arrives in Orlando at 3:10 in the afternoon on the same day.
Flight VS74, which makes the return trip, takes off at 7:40 p.m. and lands in Manchester at 8:45 a.m. the following morning.
Virgin's two A350s with leisure configurations only currently fly to Orlando from Manchester and London Heathrow.
Award availability was essentially nonexistent, as one might anticipate on a trip with only 16 Upper Class Suites on a busy summer route.
I went ahead and made the reservation because the cheapest cash flights I could find with a return leg to Manchester in economy were over $2,800.
Finding award tickets should potentially become simpler as a result of Virgin Atlantic's new introduction of minimum guaranteed quantities of award seats in all classes.
Upper Class Suites ought to be bookable for only 47,500 Virgin Points plus astronomical $713.82 in fees, taxes, and surcharges per person, each way, on ordinary dates, or for 57,500 Points on peak dates, plus the same fees, taxes, and surcharges.
Recently discovered a clever way to avoid paying those extra by purchasing Virgin tickets through Flying Blue.
However, the award availability I discovered on the Virgin Atlantic website did not appear on Air France or KLM's award search engines. As a result, if you want to use Flying Blue's miles to book an award through the airline and avoid paying higher fuel surcharges, you might need to give them a call.
In addition to earning 100 Tier Points toward Flying Club elite status, I received 8,452 Virgin Points on my paid ticket, which are currently valued at $126.
I was able to choose my seat at no additional cost with my purchased ticket.
In the third row, I choose a window seat.
Ground experience
I was hoping for a smoother experience at the recently refurbished Terminal 2, which Virgin Atlantic uses, at Manchester Airport after a recent encounter with the crowded and outdated Terminal 1.
My initial thoughts were not positive.
The Virgin counters in every class greeted me with a long wait for check-in.
It took me at least 30 minutes to get to the front of the Upper Class priority line due to the fact that three wide-body planes were leaving within hours of one another and that the baggage belts frequently experienced delays of 10 minutes or longer.
Frankly, that seemed like too much time for business class, even during a hectic summer of travel.
The frazzled check-in personnel stated that the absence of baggage handlers at the airport was causing the belts to abruptly stop working for brief periods of time, and that it was difficult to check customers in if there was nowhere to put their luggage.
I would suggest using online check-in and avoiding checked luggage.
With my boarding pass in hand, I was able to quickly and easily locate the fast-track security entry.
The security guards grinned at me, and I was constantly reminded to take hair straighteners and dryers out of my hand luggage because they typically result in a secondary inspection.
Where renovation funds had been invested was clear at Terminal 2's main air side section.
It's a really beautiful place, and even though it was only playing commercials, the enormous, multi-story LED screen reminded me of a display in an upscale retail mall.
Unfortunately, there were no options for Peleton workouts or pre-flight haircuts at Manchester because Virgin Atlantic does not run its own Clubhouse Lounge.
Instead, Upper Class passengers have access to the privately owned 1903 Lounge, as well as business class travelers on other airlines like Singapore Airlines and Qatar Airways.
Visitors must pass via the Escape lounge, which on this particular Sunday morning was incredibly packed with vacationers sipping on free beer.
The 1903 Lounge takes its name from the year the Wright Brothers operated the powered heavier-than-air aircraft for the first time in history at Kitty Hawk, North Carolina.
Even the most casual aviation enthusiast should find plenty to enjoy in this beautiful room with floor to ceiling windows overlooking the tarmac and runway.
There was a large assortment of alcohol, including flavoured gins and various Northern English beers, as well as complimentary Jacques Bardelot Champagne and Borgo Alato Prosecco.
On a Sunday morning, a substantial full English breakfast from the hot buffet felt fitting, finished with brown sauce, a distinctively English condiment, and a potent cup of coffee.
I arrived to gate 210, which is situated on a pier that appeared to still be under construction, around 75 minutes before departure.
After the chic and roomy main air-side terminal area, this weird environment that feels crowded and transient was a shock.
The gate area was crowded with (mostly British) families departing for vacations in Orlando's amusement parks, many of whom were sporting Mickey Mouse ears.
I think I was the only solo traveler on the trip, and I didn't see a single businessman scrambling to wrap up a conference call or hurriedly send an email before boarding.
This crew was much more laid-back and upbeat, and they were not in a rush to assure an effective, on-time departure.
This was good as the jet from Orlando was arriving late and wasn't expected to take off right away.
The cabin crew and passengers were still waiting at the gate when the 10:20 a.m. scheduled boarding time arrived.
The first passengers boarded the plane thirty minutes after the crew, which did not board until the scheduled departure time of 11:10 a.m.
The pilot finally reported that boarding was complete an hour after the scheduled departure time because we had waited for a few stragglers, adding to the delay.
The pilot had to calculate a brand-new flight path to Orlando because he had missed his takeoff window and was running late, which made the wait longer.
90 minutes after our scheduled departure time, we finally departed the gate to applause from the audience.
Seat and cabin
The 16 seats in the Upper Class cabin are arranged in four rows, 1-2-1.
The business class cabin on this wide-body aircraft may be among the tiniest I've ever seen, and it felt cosy and special.
The enormous premium economy section with 56 seats just behind Upper Class did not feel cosy.
That cabin had a big, impersonal feel to it.
If I had the option, I would probably choose to sit in economy and just save the money.
The Booth greeted passengers as they boarded the plane directly close to the boarding door.
My seat, 3A, was the best for a solitary traveler because it was along the left side of the cabin and faced the window.
The middle pair of seats, which face somewhat away from one another but yet permit easy discussion across the seat divider, may be preferred by couples traveling together.
Virgin Atlantic opted for a drab brown tone for the leather covering of these chairs rather than sticking with its trademark fire-engine red color scheme.
The seat feels contemporary and light thanks to its sharp edges and pearlescent surfaces, but it also lacks some of the high-end materials found on Virgin's other aircraft.
The privacy doors in these apartments are supposed to provide solitude, but I was shocked to see that they hardly budged from the side wing of their casing and were nowhere near closing.
Here is a picture of the suite with the privacy shield fully extended for reference.
Because of this, I would classify these as suites mainly for marketing purposes, and I believe it is a bit cheeky to try to pass them off as enclosed spaces.
The seat had not been well cleaned, maybe as a result of the inbound aircraft's delayed arrival, and plastic ties from prior amenity packs were all over the shelf adjacent to the window.
All things considered, the seat was comfy despite its nondescript appearance and represents a significant improvement over the airline's previous coffin-like Upper Class seats.
The tray table was my favorite feature because it folded down from the back of the seat in front rather than sliding out from a secret compartment.
It could be positioned in a number of different ways, but I preferred it when the top part pulled out from the bottom to make two tables out of one and let me use my 13-inch laptop while my table was prepared for a dinner.
I can't recall ever flying in a business class seat that offered this useful feature.
This was a conventionally reclining business class seat that went totally flat (with the leg rest rising up to meet a foot well that allowed ample space to sleep properly), in contrast to my recent experiences with Finnair's ground-breaking new non-reclining business class seat.
I could fully recline it for sound sleep or to watch movies or just reading in the chair.
Taking a nap for an hour or two on this daylight travel was no problem.
There wasn't much room for storage around the seat.
Between my shoulder and the window, there was a clear plastic shelf that felt purely decorative.
It was only really handy for a drink or a place to put your phone because it was too small for an amenity kit or tablet.
Additionally, except from a little literature pocket, there were no bins below the glass to keep heavier objects.
Amenities
A big, fluffy square cushion was waiting for me on my seat, and I soon found a thick duvet and sleeping pad coiled up in the overhead compartment.
Even though such bedding isn't necessary for a daytime trip, I liked the luxurious touch.
Additionally, there were a pair of noise-canceling headphones with the Virgin Atlantic logo that were passable in sound but fell short of the best Bose models.
The amenity kit was referred to as a "goodie bag"; on British airlines, these kits are sometimes known as "washbags" (this merely alludes to the fact that they contain items you would use to wash or use in a washroom/bathroom).
Sleeping socks, a Kraft paper pen and eye mask bearing the Virgin name, earplugs, a BambuuBrush bamboo toothbrush and toothpaste, and a few miniature REN products were all included.
When compared to conventional amenity kits, these eco-friendly solutions allow the airline to save nearly 1,000 tonnes of plastic annually.
I have discovered that reusing the empty amenity kit pouches is a clever packing tip because they are perfect for storing items like cords, extra money, and adapters.
I still use the little Away-branded amenity kits that United Polaris passengers are being given, and I also still use my older black cloth Virgin Atlantic amenity kit from a few years ago.
I appreciate that Virgin made their new kits from FSC-certified recyclable Kraft paper that was sourced responsibly, but I don't like how they look. They are so wrinkled it looks if a galley cart trod on them.
There must be a design that is both eco-friendly and fashionable, so I decided to leave this kit on the aircraft when we landed.
The 177 films on the 18.5-inch in-flight entertainment screen, including "The Batman," "Ghostbusters: Afterlife," and "Uncharted," as well as 136 different TV shows, were more than enough to keep even the most impatient fan of Disney or Universal Studios occupied.
Although it doesn't tilt up or down, the screen swings out from the front seatback.
Additionally, the perspex covering produced a glare that made it difficult to see from some angles.
I did take pleasure in experimenting with the many flight map options, including the rear and nose cameras.
The cost of Wi-Fi ranged from $3.61 (2.99 British pounds) for a messaging-only option to ($36.25 (20.99 British pounds) for the deluxe whole flight option during the course of the flight.
Once connected, my download and upload speeds were both a respectable 13 Mbps, however only the upload was barely 0.67 Mbps.
For the 16-seat Upper Class cabin, Virgin Atlantic only installed one bathroom, which was placed at the front right of the cabin.
Although at first I thought this wouldn't be enough, there were no lines for the 12 travelers in Upper Class, and it was kept spotless the whole journey.
The window in the bathroom with a view was fantastic!
Beverages and food
I had the option of Champagne, orange juice, or water when I boarded the aircraft.
I went for a glass of Ayala Champagne, which has served as Virgin's house brand for a while.
It was nice, but not something I would look for in my neighbourhood wine shop or purchase for a present.
An English sparkling wine from Hambledon was also offered.
The full bar wouldn't open until after takeoff, which disappointed me because I was eager to try something new.
Later in the trip, I did able to have a glass of the English sparkling wine, and while it was good with apple notes, I prefer real Champagne when flying in a premium seat.
The pretzel thins that came with my pre-departure glass were good, but they belonged in a $3.62 (3 British pounds) supermarket midday meal package rather than a four-figure international business class ticket.
A rosé Champagne choice, like the ones that Qatar Airways and British Airways provide in business class, would be wonderful to see on the menu.
All Upper Class passengers received printed menus, which made it simple to look at selections while in flight.
It was a joy to have alternatives for all three dishes during the post-takeoff lunch service.
I ordered the breaded chicken breast with garlic truffle butter as my main course, the grilled asparagus and artichoke as my starter, and the passionfruit and chocolate dome as my dessert.
The beginning was excellent and made for a pleasant, light Sunday meal.
I smiled when I received the renowned salt and pepper shakers in the form of an aeroplane from Virgin.
I questioned the staff, and they replied with a wink that they wouldn't tell anyone if they unintentionally dropped into my carry-on luggage.
The main course, on the other hand, looked dull and unappealing.
It appeared more like yesterday's lunch leftovers than a freshly made dish because everything on the plate was either white, yellow, or light brown.
It tasted alright, but it wasn't something I would prepare for guests who were coming to visit because I couldn't be bothered to go to the grocery store.
After the entrée, I felt a little deflated, and the dessert didn't make me feel any better.
Despite the fact that the raspberry crumb was a sophisticated garnish, my dome also went flat.
It was good and had a great crumbly cheesecake-type biscuit base, but my dome resembled a slightly deflated basketball, so perhaps a dome is not a practical food shape at 30,000 feet.
There were four "extra bites" offered at any time during the flight in place of the customary fixed light meal served 90 minutes before landing:
• Cream tea
• Pull-apart brioche with barbecued pork.
• Warm crab cakes.
• Super food salad.
I opted to try Virgin's because the staff urged me to get more than one at a time and I love both making and eating pulled pork.
I wasn't prepared for such a large serving; it could have easily served as a meal by itself.
It was wonderful and definitely satisfied, I'm happy to report.
A normally hefty dish was nicely lightened up with the accompaniments of pickles and red cabbage slaw.
I accompanied this with an earl grey tea drink that was provided in a large Robert Welch mug, another enduring Virgin Atlantic symbol.
Despite the fact that I would have preferred a more delicate cup and saucer, the second lunch was fantastic.
The Booth
The crew informed me that I could reserve The Booth for a 45-minute block of time on a first-come, first-served basis when I enthusiastically inquired about using it during the boarding procedure.
The crew didn't expect me to have any trouble accessing the cabin because it was already small, but I booked a slot approximately four hours into the journey to be safe.
The social space on this trip seemed to be of particular interest to me because, when my booking time arrived and the delightful Jaqui came to pick me up to take me there, she had already set up all of the activities for my usage.
She gave me a list of available activities, including the choice to have food provided there as well as wine, cognac, and cocktail tastings.
Although it was convenient to have the identical drink, cognac, and wine choices from the menu there in front of me, I would not have anticipated the crew to set up such a fancy display for every guest.
Although I don't particularly appreciate cognac, I do enjoy the occasional expensive cocktail when I'm on vacation.
A pre-bottled margarita or a mai tai from Tom Savano were the two choices.
The crew members greeted me with a cheeky "Why wouldn't you?!" after I asked if I could try both (clearly for research purposes only) and walked into the galley to pour them into glasses with ice and garnish.
I would gladly buy any of the two cocktails if I saw them for sale somewhere on the ground because they were both great.
Cans of sparkling rose wine from The Uncommon, an English company headquartered in the southeast, were served at the wine tasting.
Although I would definitely not suggest them if you enjoy trying new wines, why not? These ultimately fell flat.
The individual care made it enjoyable to unwind for about 30 minutes in the communal space.
I felt a little lonely hanging out there by myself though, and it seemed like it was made for couples to spend some time away from their seats, so I went back to my seat just before my permitted time had passed.
For the most of the flight, The Booth was not used.
It is substantially smaller than the Loft to reflect how little of the Upper Class cabin it can accommodate.
The dark brown leather, which gives it a cavernous feel, does not help make it as aesthetically pleasing or welcoming.
If given the option, I believe I would choose the Loft, despite having to compete with more other visitors for its use.
Having said that, I can't help but think that visiting the Booth with a spouse, friend, or coworker would be a lot of fun.
Only two passengers can fit in the area, however they can use the numerous power outlets to work or use the two enormous displays on the Booth wall to view the inflight map; sadly, one of the screens wasn't working on my flight.
Service
With such a small cabin, I was fortunate to have a dedicated cabin staff member the entire journey and to be looked after by the outstanding flight customer service manager, Jaqui (crew in these senior positions can be identified by their brown, rather than red uniforms).
Jaqui has been employed by Virgin for around 30 years and was the perfect blend of sincere and professional.
She was also a very gracious hostess, sneaking me another drink with a wink and frequently providing me with additional food and snacks until I was full.
She sat with me in the Booth for approximately 20 minutes to talk about the idea of the space, the airline, Orlando, the aviation industry, and her many travel memories as I was one of the only solo passengers on the flight.
Despite her many flights to Orlando, she never tired of the city's warm weather and easygoing atmosphere.
Why do I ramble on so much about Jaqui?
Because she was what I would call a true asset to her airline and made flying enjoyable for me, I hope she keeps flying over the Atlantic for many years to come.
I absolutely hope to meet her again on a Virgin Atlantic flight.
In conclusion
For a leisure route like this, it was nice to be on a brand-new aeroplane with luxurious international business class seats.
I didn't feel like a cog in a production line when flying in the Upper Class cabin, which had 16 seats. It was cosy, exclusive, and a very pleasant way to travel.
The seats are much superior than Virgin's older 787 and A330 seats, but they aren't really "suites" because the doors don't close all the way.
The seats themselves do the most of the essentials well, but the brown color scheme was a little boring and more personal storage would be nice.
The dish wasn't extremely refined, but it still tasted good.
The Booth, however, was a clever use of space that may have otherwise been wasted.
I particularly valued the consideration Virgin gave to the facilities and entertainment options available to guests.
The corporate partnerships didn't come off as obtrusive or gaudy; rather, passing the time in The Booth for a half-hour was enjoyable.
I've never had subpar treatment on a Virgin airline, and this trip was no exception. This made for the ideal beginning to a leisurely journey to a holiday spot.
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