Qantas

Qantas has been flying since 1920, which makes it one of the oldest airlines still operating anywhere. It started as Queensland and Northern Territory Aerial Services -- hence the name -- running mail routes in outback Queensland with biplanes. A century later, it connects Australia to over 80 destinations on six continents from its Sydney hub.

The fleet is in the middle of a serious overhaul right now. The new A220-300s are replacing the old Boeing 717s on domestic routes (the last 717 flew in October 2024), and Project Sunrise A350-1000s are on order for ultra-long-haul flights starting in 2027. On the ground, Qantas lounges remain some of the best in the business, and the Frequent Flyer program is still the default loyalty currency for most Australian travellers. With 17 different seat map configurations across the fleet, the experience you get depends heavily on which aircraft ends up on your route.

The 787-9 Dreamliner is the workhorse for international -- you'll find it on Perth-London (17 hours non-stop), Brisbane-Hong Kong, and the major Asian routes. Business class uses the Thompson Aero Vantage XL seat in a staggered 1-2-1 layout, so every seat gets direct aisle access. One thing worth knowing: Qantas 787s still don't have WiFi, which is surprising for a modern long-haul aircraft.

The A380 fleet (10 aircraft, averaging 15 years old) handles the flagship routes to London, LA, and Singapore. These won't retire until 2032, so they'll be around for a while. Domestically, the 75 Boeing 737-800s are the real workhorses, though their 30-inch seat pitch and 17.2-inch width make them notoriously cramped on longer sectors like Sydney-Perth. A cabin refresh program running from 2026 to 2028 will update 42 of these with new seats and charging ports. The A321XLR is the big news -- 48 on order, with the first already flying domestic routes like Sydney-Melbourne and Sydney-Perth. Sixteen of these will get lie-flat business class seats from 2028, opening up routes like Perth-India that weren't possible on narrowbodies before.

First Class on the A380 is a 1-1-1 layout with 14 suites on the lower deck. Unlike Emirates or Singapore Airlines, the Qantas suites don't have sliding doors -- privacy comes from shell-like partitions and automatic privacy shields that rise once you hit cruising altitude. The bedding is by Sheridan, with an air foam mattress, proper sheets, and a duvet. It's a different design philosophy: less "hotel room in the sky," more "cocoon."

Business Class on the 787-9 is where most premium travellers end up. The cabin splits into two sections -- 30 seats up front, 12 in a smaller rear cabin separated by galleys and lavatories. If you want quiet and privacy, the rear cabin is the move. Premium Economy on widebody aircraft gets 39-42 inches of pitch on the A380 and 40 inches on the 787-9 -- a clear step up from economy, especially for overnight flights where the extra recline matters. Economy across the domestic fleet varies wildly: the new A220-300 is comfortable with bigger windows and lower cabin pressure, but the 737-800s at 30 inches are tight by any standard.

On the 787-9, the rear business cabin (12 seats) is quieter and more private than the main forward cabin. Rows 2-4 in the forward section are the sweet spot if you want to be near the front without sitting right at the galley. Window seats on the 787 are worth picking specifically because the electrochromic dimming windows are one of the best features of the aircraft -- no more flimsy plastic shades.

The A220-300 has 20 "Economy Plus" seats with 34 inches of pitch, concentrated on the left-side 2-seat rows in rows 4-9. These are worth the upgrade fee on anything over an hour. Rows 12-13 are exit rows with 36-38 inches -- book these early because they go fast. On the 737-800, the honest advice is to avoid the back third of the cabin (rows 25+). Engine noise is louder, the galley creates traffic, and deplaning takes forever. Exit rows 12-13 on the A320 are the hidden gems -- 36 inches of pitch, and they're often overlooked.