Here's a very crude layout of the -900NEO with belly galley and lavs:
EDIT: The scale of this diagram is inches, with the MD center at y=0 and MD door 2 at x=0. The MD compartment that contains "1800" is the tailcone baggage compartment that frees up belly space for galley/lavs/bar/rest.
This scheme has space for ~120 galley unstacked carts: ~40 on deck and ~80 in the belly. Belly Layout
The forward, 8.5ft-wide section of the belly contains 2 rows of 3ab carts oriented horizontally. That leaves a ~2.3ft aisle, allowing carts to pass each other.
The forward section is ~32ft long, meaning 11-12 rows at 6ab, plus a furthest-forward row of 8ab (70+ carts). 4 positions would be taken by 2 double-wide lifts, each of which could service UD and MD. But carts can be stowed in lifts for the first meal.
This main belly galley could have double-stacked portions, wherein the lifts could stop above the first rack and deliver empty carts for convenient stowage and/or board full carts stowed on the "upper shelf." Creating upper shelf space for, say, 30 carts would allow the lifts to stow empty carts and lift full carts in one trip without disrupting the flow of operations on the belly galley's main floor. After, say, 30 empty carts had been stowed on the upper shelf, sufficient room in the belly floor stowage slots would be open to smoothly move subsequent empty carts into positions vacated by on-deck carts. Even with 30 upper shelf stowage positions, over half of the belly remains free for ovens, coffee makers, and other meal-prep space.
Behind the forward section is an aisle and 2-abreast lavatories for J pax seated on MD. I put 8 in all, each 5.5' x 4ft, leaving a ~3ft aisle. That's a lot of space for lavatories but being conservative for now. So we've spent 16ft of the ~42ft of full-width aft belly (assuming 15ft rear stretch).
The remaining ~26ft of aft belly would contain:
Passenger Decks Layout
- the catering door - ~9ft wide and fronted by an 8-cart galley out the rear of which catering cart exchange would occur. During flight, this area would be for cart stowage and would otherwise function as part of the bar.
- Bar for premium pax - potentially very large, but tradeable for other amenities.
- Crew rest area
- whatever else fits
The cabin consists or ~400 basic Y seats, ~240 PY/Y+ seats, and ~130 flat-bed J suites, ~50 of which have been specified as 4ab, ~62in pitch "Super J" or "Executive Suites."
Basic Y is at the front and divided between MD and UD so that each uses one door to board/deplane in about the time of CS300. The second doors on UD and MD have been moved as far aft as possible to cram high-density seating in front of them and premium seating behind them.
PY/Y+ is on the UD behind basic Y. With ~220-240 seats, it would be the critical boarding path flow. At only ~110-120 pax/aisle, its pax exchange time should be lower than A320's. Fewer seats can be specified of course.
J and Super J have the entire MD behind M2 (~40% of cabin area). These ~130 seats deplane through M2 are not the critical path for turnaround time.
Total pax seating is ~770 in this scheme.
For short turnaround time on quick hops like JFK-BOS, SFO-LAX, HKG-TPE etc., this plane would not require catering, as it could store several legs of provisions in the belly. TRT should be better than an A320 provided 4 jet bridges.
For longer missions, TRT would be reduced by removing the conflict between passengers and catering via an efficient and faster cart exchange via the belly catering door. Per the A388's ACAP, for example, catering the MD is the critical path for TRT.
As you can see from my bad drawing, there are 4 on-deck galleys. Each of these contains space for only a single meal service.
The largest two galleys sit directly above the belly galley and exchange carts with it directly via lifts between meals.
The two forward galleys each contain only ~7-8 carts, enough for ~1/3 of a LH flight's cart requirement for ~200 basic Y pax.
Replenishment of these two galleys would occur during meals: two "trains" of 3-4 carts would proceed to the rear lifts, blocking aisles only momentarily. Our 2 double-wide lifts lower the carts to belly in two movements (~2 minutes for MD, ~3 minutes for UD). Overall there should be little disruption to passengers.
My bad drawing doesn't specify the location of lavs except for the forward Y lavs and belly lavs - but I did estimate their impact in my pax counts. We'd need another ~6 lavs on the UD for PY/Y+, and 2 lavs on the MD for handicapped J pax who can't walk down to the belly.
This is just one possible iteration of the plane, of course. I intentionally imagined this layout to be versatile: It has extremely attractive J+ suites, ~130 overall flat bed suites, ~220-240 PY/Y+ seats, and ~400 Y- seats. It's dense enough to be "misused" on short megaroutes and premium enough to attract high-yield pax on longhaul.
For TPAC flights, basic Y would be ~$200 cheaper to operate than on today's A380.
PY would cost slightly less than Y on today's A380, Y+ even less.
With Zodiac Optima flatbed seats (new UA Polaris) as the "normal" J seats, your operating cost is about the same as PY.
The "Super J" suites cost about as much as a normal reverse-herringbone seat to operate.
So the marketing strategy with this layout would be to (1) attract high-yielding pax by offering a class step-up in comfort at equal price and/or (2) profitably compete on price everywhere else.