Hi, dear flight-report members and readers!
In this FR I'd like to present a review of AeroMexico B787-9 on transatlantic flight from Mexico (MEX) to Amsterdam (AMS), taken on 30.11-01.12.2019.
Intro
This flight was the return leg of the round-trip ticket AMS-MEX-LIM-MEX-AMS with very attractive price of 370 EUR (I was waiting for prices from EU to Peru to lower to acceptable level and this moment eventually came in 2019; now such prices between EU and Peru are unimaginable).
Both the transatlantic legs were operated by similar B789s and flights between Mexico and Peru were operated by B738s. It was the first time I flew long-haul on Dreamliners (before I flew them only mid-haul on LATAM flights between GRU and SCL).
Widebody fleets in Latin America
As Mexico is one of the most significant countries in Latin America and AMX is one of the most prominent carriers in the region, it would be interesting to make an overview of the Latin American airlines, having widebody fleets.
LATAM (hubs: GRU, SCL, LIM)
B777-300ER: 10 units in 2-class layout (C38_Y372, 3-4-3 Y), registered in Brazil and based in GRU.
B787-9: 14 RR-powered units in 2-class layout (C30_Y283) plus 13 RR-powered units in 2-class layout (C30_Y270). 26 units are registered in Chile and based in SCL, but also make operations from GRU (for LATAM Brasil) to EU and US, 1 unit in C30_Y270 layout is registered in Brazil and based in GRU.
B787-8: 8 RR-powered units in 2-class layout (C20_Y251) plus 2 units in 2-class layout (C30_Y217). All the units are registered in Chile and based in SCL, mostly serving flights to US via LIM.
B767-300ER: 9 GE-powered units in 2-class layout (C20_Y211 or C20_Y213 or C20_Y218), registered in Chile and based in LIM (operating for LATAM Peru).
AeroMexico (hub: MEX)
B787-9: 14 GE-powered units in 2-class layout (C36_Y238). 6 units are registered in US, 8 - in Mexico.
B787-8: 8 GE-powered units in 2-class layout (C32_Y211). 6 units are registered in US, 2 - in Mexico.
Avianca (hub: BOG)
B787-8: 13 RR-powered units in 2-class layout (C20_Y271) plus 3 RR-powered units in 2-class layout (W32_Y259). All the units are registered in US.
Azul (hub: VCP)
A330-900: 5 units in 2-class layout (C34_Y264).
A330-200: 2 RR-powered units in 2-class layout (C35_Y207) plus 1 RR-powered unit in 2-class layout (C20_Y251) plus 2 RR-powered units in 2-class layout (C22_Y240). Soon 3 GE-powered units in 3-class layout (C20_W17_Y219) from AZ will join the AD fleet.
Aerolineas Argentinas (hub: EZE)
A330-200: 9 GE-powered units in 2-class layout (including six in C24_Y248 and one in C25_Y244).
Boliviana de Aviacion (hub: VVI)
A330-200: 3 RR-powered units in 2-class layout (C20_Y255).
Conviasa (hub: CCS)
A340-600: 3 units in 3-class layout (C48_W38_Y225).
A340-300: 1 unit in 3-class layout (F8_C28_Y219).
A340-200: 2 units.
Cubana de Aviacion (hub: HAV)
Ilyushin Il-96-300: 2 units in 2-class layout (C18_Y244).
As one can clearly size, Chile, Brazil and Mexico have the largest widebody fleets in Latin America, which corresponds with the size of their economies and their significance. Brazil, being the largest Latinoamerican economy and the 10th economy in the world, stands out as the base for the largest aircrafts (B77Ws) in Latin America. Avianca and Azul are also not insignificant airlines fleet-wise, whereas Aerolineas Argentinas and BoA are quite small niche carriers. Conviasa and Cubana, being the flag carriers of pariah states, are kind of dark horses, but have extremely interesting (albeit small) widebody fleets.
Worth to note that no one Latin American airline has first class, and only Conviasa has proper premium economy in A346s (though, it's unknown, how it's marketed).
Mexico Benito Juarez International Airport (MEX)
MEX is the 3rd busiest airport in Latin America (after GRU and BOG), in the past (before opening of NLU) it was the 1st busiest one. It's located quite close to the city centre and consists of 2 terminal: extremely dated and ugly T1, from where most airlines operate and more modern (but still dated by modern standards) and spacious T2 for AeroMexico and Delta. Whereas T1 has its own subway station, T2 doesn't have one and one should take a free bus shuttle to T1 to be able to go to the city.
Mexican airports (like US ones) don't have international transit zone and passengers have to clear immigration and customs even when transiting from international to international flights. Before Covid and migrational crisis it was not that big issue, but now, considering that Mexico severely restricted entry rules, I wouldn't recommend transiting through Mexico if you don't have valid US visa or First World passport (granting US visa waiver).
The Aircraft
The flight was operated by 2018-built US-registered N446AM (layout: C36_Y238). It was only possible to see 2/3 of the aircraft from the gate. I was hoping to get XA-ADL in the beautiful Quetzalcoatl livery on one of the transatlantic legs, but got standard liveries both times.
The Business Cabin
The business class consists of 36 Collins Super Diamond seats in 1-2-1 layout and distributed between 2 cabins: the larger front one (between 1L/R and 2L/R doors), having 30 seats, and the 2nd small one (after 2L/R doors), having just 6 seats.
Some views of the small second business cabin:
The Economy Cabin
The economy class consists of 238 seats in 3-3-3 layout, distributed between 2 cabins: the front one (between 2nd business cabin and 3L/R doors) and the rear one (between 3L/R and 4L/R) doors.
For the views of the front economy cabin I'll use photos made after AMS-MEX flight (on the identical B789s), so please don't mind some mess on the photos. Rows with beige headrests have increased pitch, rows with dark grey headrests are regular.
The rear economy cabin (2nd and 3rd photos in the gallery are from AMS-MEX flight).
The 3L door.
The Economy Seat
The economy seat model is well-known Collins Pinnacle with comfortable shape and good padding. The seat has adjustable headrest with leather upholstery, modern IFE with fixed-mount screen and USB port, tray table and seat pocket. The row pitch is good for long-haul flight. Waiting on the seat were pillow, blanket and a bottle of water. The flight was not very full, but my 3-seater block was fully occupied. Due to good seat and normal constitution of the neighbours I didn't feel cramped.
The seatwidth is 17.2", which is standard for 3-3-3 Dreamliner.
IFE menu and some content of the seat pocket:
Window control button. I was yet to discover that it can be useless…
The overhead panel has personal airvents, which is nice.
The Flight
We departed on time (BTW, now AMX is the most punctual airline in the world!) into the pitch darkness of the Mexican night.
The first meal service was very good: tasty and filling chicken with vegs. The cutlery was mixed: metallic spoon and fork, but plastic knife. The crew were friendly and nice.
Views of the front and rear economy cabins inflight (photos from AMS-MEX flight).
The galley.
A midflight snack (ham and cheese burger with mayonnaise).
Then it was time to have some sleep. When I woke up, sun was already high outside, but the windows were blocked by the crew in the low-transparency mode. It was the first time I encountered this disgusting "Blindliner" feature. At least it was possible to turn doors' window into semi-transparent mode and take photo of the wing view. It was overcast over the North Atlantic.
The breakfast included omelette, which was quite good.
When the sun started to set, the crew unlocked the windows, giving the opportunity to see the last rays of the sun on the wing.
When we landed in AMS, it was already dark. The whole day went in the sky.
The Economy Cabin After The Flight
A couple of views of the rear economy cabin upon disembarkment.
The front economy cabin upon disembarkment.
The Business Cabin After The Flight
Some detailed views of the second (small) business cabin upon disembarkment. I didn't visit the front business cabin.
The 2L door.
Some Thoughts After The Flight
Having flown between EU and Mexico before on Lufthansa on B747-8i and A340-600, now I can compare it with Aeromexico. In my opinion, AMX, despite having only boring Dreamliners in its widebody fleet, beats down LH on this route with way more comfortable seats (LH's Recaro CL3520s are torture devices!) and much better crews and service. Also, in MEX LH operates from horrendous T1, whereas AMX operates from much better (but also dated by modern standards) T2.
