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. Qantas ended Boeing 717 operations permanently on 30 December 2024. The A220-300 is taking over domestic routes, while 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. Cabins vary by aircraft and configuration, so check the map assigned to your flight before choosing a seat.

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: every Qantas 787 now has Wi-Fi, and new-build 787-9s from FY28 get a business suite with a sliding door.

The A380 fleet handles the flagship routes to London, LA, and Singapore, and Qantas now plans to start phasing it out from 2028 as A350s and new 787s arrive. Domestically, the Boeing 737-800 fleet does the heavy lifting, though its 30-inch seat pitch and 17.2-inch width make it notoriously cramped on longer sectors like Sydney-Perth. A cabin upgrade of more than 40 737-800s, with new seats, charging and bigger lockers, is due to start flying from 2028. The A321XLR is the big news -- in service since 2025, with seven flying at June 2026, and a further batch fitted with lie-flat business suites due from 2028, opening up routes 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 the A380 and 787-9 gives 38 inches of pitch -- 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 extra pitch over the 30-inch standard row; the seat map for your flight marks where they are. These are worth the upgrade fee on anything over an hour. The exit rows carry more again -- book them early because they go fast, and the map marks which rows they are. 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.