Those 36 seats, or a chunk of them, would be replaced with lie flats, de-densifying it. Total density would be lower than their domestic config. I’m guessing the 20 “220LRs” with the ACT would have different overall layouts, with lower density, than the rest of their 220 fleet. Regarding the galleys, I think it may have also been you, but either way, naysayers on here said the same about B6’s 321LR galley space issues and lack of cargo space. And somehow B6 manages to have probably the best trans-Atlantic food for both the front and the back of the plane of any US airline
mint:
https://thepointsguy.com/reviews/jetblue-mint-a321lr-london
coach:
https://thepointsguy.com/news/onboar...don-inaugural/
In other words, lack of galley space is not an issue on an A321. The 220 galleys are pretty tight, but, like with the bus, I don’t think they are impossible to work with either. And I doubt they’d be going for quite the same level of service as a legacy or B6 anyway.
Regarding LD3s, that’s a non-issue. Doubt breeze would have the weight capacity or desire to carry cargo anyway with as low as their trip costs would be.
All that said, I’m not so sure the 220 would be a great trans-Atlantic plane. Performance/weights would likely be tight. They’d probably be better off with XLRs. But I am guessing (actually I’m certain) Neeleman has a better bead on the future potential for the 220 than I do.