Industry officials are reassessing a seating policy shift that could move certain flights away from traditional business class toward extended economy seating. The aim behind this rethink is practical cabin space optimization to better match passenger demand, travel patterns, and the kinds of journeys most travelers undertake. According to statements from the Airport Public Council, led by Viktor Gorbachev of the Civil Aviation Union, the approach is being explored as a response to evolving market realities while preserving safety and comfort standards. The council notes that changes would mainly affect routes where business class receipts do not justify the extra space and service costs, focusing on overall profitability rather than a blanket replacement. The discussion is framed as a potential adjustment rather than a mandate, reflecting ongoing evaluation by industry bodies (attribution: Airport Public Council).
Earlier media coverage raised questions about whether Rossiya Airlines might convert some aircraft to an economy-first configuration. Gorbachev indicated that the deliberations were conducted in St. Petersburg and that the assessment period was brief, lasting a little over an hour. The outcome of such talks could influence flights to or from St. Petersburg, where ticket differences between cabin classes can be substantial, with business class often commanding prices roughly 2.5 times higher than economy for similar routes. The dialogue underscores a broader industry trend toward flexible cabin layouts that adapt to demand on a service window instead of sticking to a single, fixed configuration (attribution: Civil Aviation Union).
Experts note a clear appetite for more spacious seating on flights typically running four to five hours or longer. The possibility exists that some aircraft could drop a dedicated business class block when load factors stay near capacity, allowing airlines to maximize revenue by adding more seats in economy without compromising essential comfort. The central idea is that if a cabin underperforms on a given leg, operators could reallocate space to better serve the majority of passengers while maintaining safety standards and operational flexibility (attribution: Industry Analysts).
Gorbachev explains that converting a plane from business class to economy could take as little as half a day. He stressed that the decision about seat placement rests with the airline, not with the aircraft manufacturer, which typically designs cabins for 150 to 200 passengers. The emphasis is on an inexpensive, reversible modification that could be implemented quickly if demand shifts or if market conditions warrant a reconfiguration. This view aligns with a broader focus on agility in fleet management and cost control across commercial aviation, where quick pivots help protect profitability without compromising safety (attribution: Aviation Expert).
Recent industry discussions also touch on the practicalities of cabin service and beverage offerings during periods of cabin reconfiguration. The conversation includes considerations about how service standards, including coffee and other beverages, are managed when cabins transition between configurations. Some attendees argue that certain amenities may be scaled back temporarily to reflect the altered seating plan, while others emphasize that core safety and passenger comfort remain the guiding priorities. The consensus is that airlines will make customer-focused adjustments to preserve a positive travel experience even as seating arrangements evolve in response to market signals (attribution: Industry Panels).