![]() So, with the soft product much of a miss, I contemplated the hard product, reflecting on just how impressive it was that an older aircraft like an A321 built more than a quarter-century ago is able to offer a cabin comparable to those rolling off the line today. The HAM-FRA weird Maultasche thing was not a winner. These differences are very, very minor and very niche. Yet onboard, if I were not an aviation journalist immersed in the specific cabin differences that these pre-Airspace A320neos bring - mainly an additional bit of window shrouding and a differently shaped and patterned sidewall - I would have been very hard-pressed to notice any difference when settling myself into my space. Lufthansa is the airline with the most of these almost invisible classics still serving passengers. Most current engine A321ceos were the heavier, longer-range and much more capable A321-200, and indeed less than a hundred A321-100s were ever produced, with some already in converted freighter service. Six thousand, two hundred and twenty one Airbus A320 family aircraft earlier, but from the same production site in Hamburg, D-AIRW was one of a rare breed, an A321-100. My second flight was aboard an aircraft old enough that it could not only vote and drink legally in the US, but could rent a car without young driver surcharges. ![]() On my first leg, I flew on D-AINC, which took to the sky in mid-2016 and was Lufthansa’s third A320neo - and at MSN 6920, just the twentieth re-engined neo to roll off the line. On a recent Lufthansa connection from Hamburg to Lyon via Frankfurt, I had the opportunity to fly on one of the oldest operating Airbus narrowbodies and one of the newest.
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