In 2019, American Airlines placed an order for 50 Airbus A321XLR (Airbus’ latest long range, narrow body aircraft). American recently took delivery of its first A321XLR, but the plane went straight into storage, as the seats aren’t yet ready. This isn’t an easy industry, eh?
While the actual entry into service timeline remains to be seen, we’re getting more of a sense of what that could look like…
In this post:
American will have first A321XLR pilot base at JFK
JonNYC shares a memo about how American plans to open a new international Airbus A320-family based in early 2026, specifically due to plans with the A321XLR:
- “This new status is being introduced to support the strategic deployment of our A321XLR sub-fleet, with trans-Atlantic flying expected to commence in March 2026”
- “The primary mission of the LGA International bid status will be to support transatlantic operations”
- “While specific routes within the Atlantic/European theater have not yet been finalized, this base will play a key role in aligning our network with the capabilities of the A321XLR”
- “We anticipate awarding at least 40 jobs to this status with the March vacancy”
- “The base will grow steadily over time as additional aircraft are delivered and pilots obtain the necessary Atlantic European qualifications”
To be clear, there’s of course flight deck commonality between the A321XLR and other A320-family aircraft. However, it’s flying transatlantic that requires extra training, and a special base.
This deployment plan isn’t too surprising… mostly
Our expectation all along has been that American will primarily fly its A321XLRs from the East Coast. In addition to New York, we’ll also almost certainly see these planes flying from Charlotte (CLT) and Philadelphia (PHL), on transatlantic missions.
We can expect to see these planes flying longer and thinner routes, or in the winter season in markets that might not have enough demand for wide body jets. There are lots of markets that could sustain this plane, but not a Dreamliner.
However, perhaps what is a bit surprising is how soon American plans to start flying transatlantic with these planes. Keep in mind that American also intends to use these A321XLRs to fly its premium transcontinental routes out of New York, replacing the specially configured A321Ts that have otherwise been dedicated to these routes for over a decade now. American has already started reconfiguring its A321Ts, with the plan being for them to get the standard domestic configuration.
I assumed American would first try to aggressively replace A321Ts, before flying these planes long haul, but perhaps that’s not the plan anymore. Of course the planes can also do a little of both, and be cycled between transatlantic and transcontinental flying. Regardless, it sounds like these planes should start flying in around six months, if all goes as planned.
Bottom line
American Airlines expects to start flying its Airbus A321XLRs as of early 2026, with this special plane initially being based at JFK, operating both transatlantic and transcontinental flights. At least that’s the goal as of now — American has already taken delivery of its first A321XLR, but the challenge is that the interiors aren’t ready yet.
I don’t think this plan is terribly surprising, though perhaps I didn’t anticipate transatlantic flights so soon, given the need to replace aircraft on transcontinental flights.
What do you make of American’s A321XLR plans?
Happy to see the refresh in general - the AAL narrowbody fleet is shockingly dated, and the A321-neo family is the best thing going in narrowbodies (though I haven't been on an XLR yet).
Less happy to think of flying them trans-atlantic, but honestly not that different than a coast-to-coast North-American flight, or the many 5ish hour routes that are possible. The difference is just whether you expected to sleep (on a red-eye). At least...
Happy to see the refresh in general - the AAL narrowbody fleet is shockingly dated, and the A321-neo family is the best thing going in narrowbodies (though I haven't been on an XLR yet).
Less happy to think of flying them trans-atlantic, but honestly not that different than a coast-to-coast North-American flight, or the many 5ish hour routes that are possible. The difference is just whether you expected to sleep (on a red-eye). At least having new aircraft should mean fresh seating, new/functional WiFi, and a quieter ride.
The lay-flat business class seat will be effectively the same across all aircraft types.
I don’t like narrow bodies on shorter flights. I’d certainly pass on a transatlantic crossing on one.
Would love to see AA charge 450$ for the front seats, and that includes Chelsea lounge, caviar course and elevated champagne. One can dream
For those who remember: clap your hands and say you believe. What you describe is what AA will actually be doing for the bulkhead head -- for points or cash. (Perhaps without the caviar and elevated champagne.)
The only narrow body I have flown across the atlantic was Concorde. The only narrow body I would consider flying TATL is Concorde. I ain't flying none of these darn narrow bodies TATL.
No one cares dude. Many millions will. It's all in your head anyway.
Nice flex. It's a short flight ex-East Coast and I don't give a damn about the width of the aircraft. Give me a lie-flat and don't keep the lights on in the cabin. Coming back I'm going to do SQ out of FRA anyways. (Flex flex flex)
this is the most old person comment I've seen in a while
You do you, but being in first class on this flight will be leagues more comfortable than any seat on Concorde. Concorde's advantage was its speed, not its comfort.
So either your saying you'd never fly a narrowbody TATL because it's too slow (in which case, you must not have traveled across the pond for decades, ever since Concorde was grounded, since widebodies don't go any faster), or you're just flexing about your prior flights...
You do you, but being in first class on this flight will be leagues more comfortable than any seat on Concorde. Concorde's advantage was its speed, not its comfort.
So either your saying you'd never fly a narrowbody TATL because it's too slow (in which case, you must not have traveled across the pond for decades, ever since Concorde was grounded, since widebodies don't go any faster), or you're just flexing about your prior flights but have no real reason to avoid these new aircraft.
The Concorde's seats were 2x2 and akin to US domestic first class. There's an argument that a person can handle that seat for 3.5 to 4 hours. But, at sub-sonic speeds, few would tolerate that seat for 7+ hours. And, who wants a 2x2 configuration at that calibre of service?
Actually Lune, widebody aircraft go measurably faster. The XLR tops out at .82 Mach but will hardly ever be flown that fast. They’ll probably achieve max range speed at about .76-.78M. Meanwhile the 777 cruises easily at .82M with good efficiency. Determined pilots will fly it up to .85M and accept a measurable extra fuel burn, but nothing too crazy. The 787 you ask? It will go .85M without as much as a suggestion, and...
Actually Lune, widebody aircraft go measurably faster. The XLR tops out at .82 Mach but will hardly ever be flown that fast. They’ll probably achieve max range speed at about .76-.78M. Meanwhile the 777 cruises easily at .82M with good efficiency. Determined pilots will fly it up to .85M and accept a measurable extra fuel burn, but nothing too crazy. The 787 you ask? It will go .85M without as much as a suggestion, and fuel burn only really increases above .86M.
And what about cruising altitude? That XLR loaded with payload and fuel will be so heavy they’ll be luck to reach 29-32,000 feet. So your crossing will more likely be down in the storms and turbulence. Have fun with that!
But I’m sure those lie flat seats will drown all that out.
What is the “LGA International bid” mentioned to in the announcement?
"LGA international bid" for AA means "bidding among New York based-crew for staffing an international flight segment."
It has nothing to do with La Guardia airport specifically.
Why does AA need A321XLRs to fly its premium transcontinental routes out of New York. Does the distance require an XLR? Seems like a regular A321neo would have sufficient range (3995 nm?).
Only reason I can think of is that since the transcon and transatlantic A321s will share cabin layouts, using the A321s on the transcon route would give flexibility.
AA and UA are planning to use the same airplanes to fly transcon and transatlantic.
DL is using a similar configuration - actually fewer seats than AA or UA's 321NEOs - but will not use them across the Atlantic.
Tim, have we seen a full seat map for UA’s XLRs? AAs XLRs have 20J 12W 123Y/Y+. DL isn’t getting the XLR of course but their premium-heavy neos will have 16J 12W 110Y/Y+ (148). UA has said theirs will have 28J 12W but I haven’t seen an economy seat count quoted. I’d be surprised if UA fit more than about 90 seats in Y/Y+ which would give theirs ~130 seats. It doesn’t appear that DL’s premium-heavy A321s will have fewer seats than UAs.
Because they want to sell it as premium market , with premium fares . Not regular domestic first class .
AA's strategy and rationale has been floating around for years. Keep reading Ben's blog and all this stuff will be covered at one point or another.
Ben. There is no indication whatsoever of American flying these out of JFK. This INTERNAL CONFIDENTIAL American memo is simply a contractual “proffer” to pilots for training.
New York pilots on reserve or special assignment at another base or “TDY” temporary duty assignment. There’s no real information here of what stations the flying with start from.
Did we read different memos?
What routes should we expect to see these on?
Second tier cities. Those whose passenger loads don't command a wide body.
The premium economy seats look great!
In before the Delta psychopath types out 15 paragraphs….
Which you'd cry for, if you didn't get your fix of.
Otherwise you'd do what logic dictates: simply ignore something that's of no consequence, to anyone who doesn't secretly care deeply about it.
Are the a321XLRs already certified? I can’t imagine not having a weight and balance issue. Those business suites look heavy and there would be a long takeoff roll.
I remember when AA tried DFW KEF with a 757 and had to stop to refuel as there were strong headwinds.
They “look heavy?” So scientific.
Perhaps, but if they are taking up the space of *about* 4 economy seats, that’s 190lb per economy pax x4 = 760lb not including the weight of the economy seat itself.
IIRC the average business class “pod” seat weighs around 280lb, and although that data is from a project I worked on a few years back, seat manufacturers are highly motivated to keep their products as light as possible so...
They “look heavy?” So scientific.
Perhaps, but if they are taking up the space of *about* 4 economy seats, that’s 190lb per economy pax x4 = 760lb not including the weight of the economy seat itself.
IIRC the average business class “pod” seat weighs around 280lb, and although that data is from a project I worked on a few years back, seat manufacturers are highly motivated to keep their products as light as possible so I doubt it’s skyrocketed. Add a passenger + carry-on to that and you’re looking at 470lb, still just under 300lb less than economy seats in the same space.
A321s are known to be a little tail-heavy in premium configurations, and this would appear to be no exception. This is a very similar configuration to other A321XLRs so no reason to believe “weight and balance” is what has them on the ground.
The 757, awesome as it is, is significantly heavier than the A321XLR.
the 757 has a much larger wing which gives it incredible performance which isn't needed much.
that said, the 757 will be able to do some things that the A321NEO cannot do.
"the 757 will be able to do some things that the A321NEO cannot do."
But the comparison is to the A321XLR, which can offer longer range than any commercial 757, and has improved takeoff capability over other A321s.
The percentage of routes where the 757's takeoff capabilities will overcome (in terms of economics) its 14 tonnes of extra weight, higher drag during cruise, and significantly thirstier fuel burn, is basically nil.
It’s hard to believe the XLR will have improved takeoff performance. It’s going to carry a lot more fuel and will have a higher max takeoff wt. It’s basically the same engine and the same wing. In fact it’s the same wing as the A319. Airbus is tinkering with flap settings to obtain takeoff performance needed to get off the runway at the higher takeoff weights. One thing the 757 will still do a lot...
It’s hard to believe the XLR will have improved takeoff performance. It’s going to carry a lot more fuel and will have a higher max takeoff wt. It’s basically the same engine and the same wing. In fact it’s the same wing as the A319. Airbus is tinkering with flap settings to obtain takeoff performance needed to get off the runway at the higher takeoff weights. One thing the 757 will still do a lot better is get off the runway and climb to and maintain a higher altitude. On a turbulent flight across the North Atlantic that can mean a lot.
"It’s hard to believe the XLR will have improved takeoff performance."
Which is why no one said that in comparison to a 757, A319, or whatever else you're imagining. Read what's actually written.
It seemed like you were saying the 321XLR will have better takeoff performance than other 321 models and, for the reasons I mentioned, I’m saying it won’t. Is that clear enough for you?
All these things the 757 can do are great… anyone going to start a new production line? Otherwise this is all shouting into the void.
The aircraft has been certified. Other airlines have been flying them for a while.
Is it true American has unused slots at JFK?
yes, which is why DL is flying more flights than it has slots. The FAA allows airline to use unused slots and it is better for AA to let DL fly some of them than have them all potentially seized.
XLRs might or might not change the number of unused slots, some of which are during the day.
Where is this documented? I would think UA would offer more for those slots than DL.
it's not a question of "offer"
It is a smattering of unused slots throughout the day - not what UA can put together to make a schedule.
And, I don't know how long DL can use them but there is presumably the risk that if AA started to use them, DL no longer could. There might also be a grandfather clause that if they remain unused by the owner, the operator gets use of...
it's not a question of "offer"
It is a smattering of unused slots throughout the day - not what UA can put together to make a schedule.
And, I don't know how long DL can use them but there is presumably the risk that if AA started to use them, DL no longer could. There might also be a grandfather clause that if they remain unused by the owner, the operator gets use of it -sort of like squatter rights. I'm not sure which applies here, though
and you can see that DL uses about 9 slot pairs more than it has in allocated slots from FAA slot reports if you know how to use them. but they likely will only do it for the summer.
Better than Delta’s POS 76Ws!
Jessica, whichever way one tries to ‘egg the pudding’, the fact remains that Delta is miles ahead of American in the world rankings.
Even brand new Airbus aircraft are unlikely to change that fact this decade.
LOL. That doesn’t change the fact that DL flies crappy old planes from JFK.
Well lord help us, aerob13a, buzzin’ in right on cue — like Tim Dunn’s lil’ sidekick with the matching collar. Y’all show up in these threads together so much I’m startin’ to wonder if Delta’s JFK lounge has a couples rate.
Now, let me be clear sugar, I adore the A321XLR. Brand-new bird, sleek as my Sunday heels, and it’ll actually get me to Europe without that funeral-parlor vibe Delta serves up on those JFK...
Well lord help us, aerob13a, buzzin’ in right on cue — like Tim Dunn’s lil’ sidekick with the matching collar. Y’all show up in these threads together so much I’m startin’ to wonder if Delta’s JFK lounge has a couples rate.
Now, let me be clear sugar, I adore the A321XLR. Brand-new bird, sleek as my Sunday heels, and it’ll actually get me to Europe without that funeral-parlor vibe Delta serves up on those JFK 767s. Honey, those widebodies got more miles than my cousin Earl’s El Camino.
So you and Daddy Tim keep doin’ your duet act, bless it. I’ll be over here enjoyin’ my boxed Chardonnay in a fresh new cabin while y’all argue over who gets to bottom out first on another broken Delta seat.