This week, American Airlines has taken delivery of its very first Airbus A321XLR, making it the first US carrier to start flying this aircraft. With the first of theses now in the United States, American has also shared some “real” pictures of what we can expect onboard, so let’s take a look at everything we know about the aircraft.
In this post:
American is taking delivery of 50 Airbus A321XLRs
In 2019, American placed an order for 50 Airbus A321XLR aircraft. For those not familiar with the A321XLR, this is the world’s longest range narrow body jet in production. This aircraft is based on the A320 family, but features even more incremental range improvements over the A321neo and A321LR (which already have more range than the A321ceo).
Many airline executives view the A321XLR as an exciting plane that can open up long and thin routes that couldn’t necessarily be served by wide body jets (and others don’t view the plane that way). The A321XLR is both a blessing and a curse for passengers, and I’ve reviewed the Aer Lingus A321XLR and Iberia A321XLR (the two airlines were the launch customer for the aircraft).
Initially, American was supposed to start taking delivery of A321XLRs in 2023. Heck, the airline was already supposed to have most of these jets — the initial plan called for eight A321XLRs in 2023, 20 in 2024, and 20 in 2025. However, due to delays with aircraft certification, that’s not how it played out.
Now American has finally taken delivery of its first of these aircraft. The plane has the registration code N303NY, and it flew from Hamburg (XFW) to Dallas (DFW) on October 22, 2025, in a flight time of 11hr9min.
American’s first A321XLR is expected to start commercial flights as of mid-December 2025, initially flying between New York (JFK) and Los Angeles (LAX). Eventually all premium transcontinental flights are expected to be operated by A321XLRs, replacing the special A321T subfleet. Those planes are starting to be reconfigured into a standard domestic layout, and American is temporarily flying 777s on some of those flights.
Then as of March 2026, we can expect the airline to launch transatlantic flights with the plane (though those flights aren’t yet on sale). American has already started pilot training for long haul A321XLR operations.
What to expect onboard American’s Airbus A321XLRs
American’s Airbus A321XLRs are in a three-cabin layout, with business class, premium economy, and economy. The planes feature a total of 155 seats, which includes 20 business class seats, 12 premium economy seats, and 123 economy seats (you can find the seat map here).
The intent is for this to be a narrow body aircraft with wide body comfort. Here’s how Heather Garboden, American’s Chief Customer Officer, describes the new plane:
“Designed for long journeys with comfort and style at the forefront, American is thrilled to be the first U.S. airline to operate the A321XLR. Whether customers are traveling from coast to coast or across the ocean, American’s newest aircraft demonstrates our commitment to providing a premium travel experience.”
Let’s take a look at what passengers can expect in each cabin. Before we do, let me mention that you’ll find the Thales Avant inflight entertainment system throughout the aircraft, as well as Viasat Wi-Fi.
American’s A321XLR business class
American’s A321XLRs have 20 business class seats, spread across 10 rows, in a 1-1 configuration. The plane has herringbone seats (meaning they face the aisle), and specifically, the airline has chosen the Collins Aerospace Aurora platform.
Seats convert into fully flat beds, and each seat has a door. Furthermore, seats have 17″ 4K entertainment monitors with bluetooth pairing, plus AC, USB-C, and wireless charging. Business class has a dedicated lavatory, located at the front of the cabin.
As you can tell, this is a different business class product than you’ll find on American’s wide body aircraft, and that’s because the requirements for seats on these aircraft are different. Expect this to be similar to JetBlue’s Airbus A321LR Mint cabin (of course with different finishes).
American’s A321XLR premium economy
American’s A321XLRs have 12 premium economy seats, spread across three rows, in a 2-2 configuration. The plane has the Recaro R5 product, which is similar to Delta’s Airbus A321neo first class seats.
Seats feature 37″ of pitch, 21″ of width, 8″ of recline, and 13.3″ 4K entertainment monitors with bluetooth pairing, plus AC, USB-C, and wireless charging. Premium economy doesn’t have a dedicated lavatory or galley.
American’s A321XLR economy
American’s A321XLRs have 123 economy seats, spread across 21 rows, in a 3-3 configuration. The plane has the Collins Aerospace Meridian product.
Seats feature 31″ of pitch, 18″ of width, 5″ of recline, and 11.6″ 4K entertainment monitors with bluetooth pairing, plus AC and USB-C charging. Economy has three lavatories at the very back, which are also shared with premium economy.
I think one big point of frustration is that aside from the extra space at the first row of the cabin, American has no Main Cabin Extra (extra legroom economy) on this aircraft. That’s obviously not great for elite members, and/or for those who value a little extra space, but don’t want to spring for premium economy or business class.
Obviously airlines want to maximize aircraft real estate as much as possible, and American wasn’t willing to eliminate a row of economy seats to add an extra legroom section. Given the marginal economics of these planes on long haul flights, I’m not surprised. 
The Airbus A321XLR is a key addition to American’s fleet
American has obviously been lagging Delta and United when it comes to financial performance, and also when it comes to its international network. Part of American’s issue is that at the start of the pandemic, the airline retired all Airbus A330s, Boeing 757s, and Boeing 767s. This meant that American massively reduced the size of its long haul fleet.
Go figure that the demand that came back the strongest was long haul leisure demand, and American has been limited in terms of the number of those flights it can operate.
So it’s awesome to see American finally take delivery of some new aircraft that can be used for long haul expansion. What makes this plane special as well is that it’s a low capacity aircraft, so that means the economics for this plane could make sense in some markets where American otherwise can’t profitably fly with Boeing 787s (otherwise its smallest plane).
Now, it’ll probably be some time before we see much exciting expansion with this plane, given that American is first using A321XLRs to replace A321Ts on transcontinental flights. But still, these planes are expected to be delivered fairly quickly, so within a couple of years, there should be some exciting implications.
Bottom line
American Airlines has taken delivery of its first Airbus A321XLR, and the plane is expected to enter service as of December 2025. The A321XLR will initially operate transcon routes, before eventually also operating long haul services. American is the first US carrier to take delivery of the A321XLR, so that’s pretty awesome.
For the most part, these are pretty swanky planes, with flat beds and direct aisle access in business class, and great tech, including high speed Wi-Fi. However, in comparison to some other long haul aircraft, there’s no denying that there are a few wide body comforts that people may miss.
What do you make of American’s new Airbus A321XLRs?
Wow Business cabin looks great. I don't think Delta can beat on this.
will they replace the a321T out of SNA with this? with the heavy premium config, I would imagine it would still be okay from a takeoff perspective at this airport.
for sure but it would take a while right? they would have to replace all of the a321Ts on the SFO and LAX route
321T is getting old, broken seats, etc. The highlight really is the Flagship Suite (lie-flat with door in 1-1 configuration, akin to jetBlue's newer Mint a321neo). For those who pay for premium (Want First, Buy First), this is a major upgrade. For those whose employers pay, you really should not blame American; blame your company for being so cheap that they do pay for your precious lie-flat, or just pay for the upgrade yourself.
1990, I would be interested to read your opinion about which is the best F or J, U.S. domestic seat. I might need to travel about soon.
Lucky, is there a modem 2-1 business layout with this kind of plane?
I understand that business travelers want direct aisle access, but when traveling with my partner this settup makes no sense
As a couple, you can be front-to-back or side-to-side (aisle between you). It's maximum privacy, but you're still nearby. Perhaps, you prefer the older Mint on jetBlue's a321, which has the 2-2; 1-1; 2-2 configuration (still lie-flat, but also those 'throne' seats).
It makes no sense if you can't be separated by a few feet for a few hours, you won't make any relationship work.
I understand people like this can consider a strap on rubber doll and never be separated again.
AA has a huge problem across their fleet of a shortage of MCE seats. Even as they admit they need to try to generate a revenue premium, they still can't help their bean counter ways. Since first class upgrades are rare these days, one of the best ways to encourage loyalty is to do things that encourage customers to pay more to fly with you. Free MCE upgrades for frequent flyers helps. But if you can't reliable find a seat then people will go to Delta or United.
The lack of MCE except for exit rows will go down as one of the stupidest PaxEx decisions in recent history.
The incremental revenue from up to 6 extra BE fares isn’t going to move the needle on route profitability with this. The entire reason this plane is economically viable for these kinds of routes is the premium fares from the lie-flat commands for premium leisure destinations from the east coast and transcon high-fare J.
...The lack of MCE except for exit rows will go down as one of the stupidest PaxEx decisions in recent history.
The incremental revenue from up to 6 extra BE fares isn’t going to move the needle on route profitability with this. The entire reason this plane is economically viable for these kinds of routes is the premium fares from the lie-flat commands for premium leisure destinations from the east coast and transcon high-fare J.
Take out a row of the cheap seats and win us EXPs back with real MCE.
You just can't satisfy the internet CEO with any options.
They used to call AA “More Room Throughout Coach” as one of the stupidest PaxEx decisions in recent history too.
Really bad they aren’t putting in a mid cabin lavatory. With the single aisle this is going to be a nightmare since the meal service will be at least an hour and then carts blocking the aisle at other times as well.
Wouldn't they better make it 149PAX with a few rows of MCE at the cost of a row of economy seats, and save one FA?
The minimum requirement is 1 FA per 50PAX, then 150PAX or less may be better..
@ S_LEE -- There's simply no way they'd ever be able to staff the plane with so few flight attendants while providing any sort of service. I also believe one extra flight attendant above minimums is required just to be able to use the business class doors, so I imagine these planes will be staffed with five flight attendants.
Or Ben was trying to imply.
Union mandates that more than enough flight attendant are required to barricade and seal off the galley mid flight.
If this replaces the 321T, ok fine, but I wouldn’t want to fly this longer than BOS-LAX. Also it just pains me that AA can’t spend a dime on better lighting. If you’ve seen DL and UA’s neos, they have the nice lighting over the aisle and they actually use the various ambient lighting (both in pictures and in flight). AA seems fixated on two lighting modes: bright white at 100% and pitch black. Maybe...
If this replaces the 321T, ok fine, but I wouldn’t want to fly this longer than BOS-LAX. Also it just pains me that AA can’t spend a dime on better lighting. If you’ve seen DL and UA’s neos, they have the nice lighting over the aisle and they actually use the various ambient lighting (both in pictures and in flight). AA seems fixated on two lighting modes: bright white at 100% and pitch black. Maybe people wouldn’t want to open their window shades if the FAs kept it at a blueish hue between service (sometimes they’ll do this on the 321T in J but in my experience not in F and not in Y)
@ brandote -- Since this is the new Airspace cabin, I imagine it does have all the fancy lighting options. But you're right, American crews don't do a great job with actually using the various settings to create a nicer environment.
Yes. They learned that the hospital-grade harsh white light is unpleasant and remedied that with the new AC and Flagship designs. Clearly the photographer here is DFW-based (I am a born-and-raised Dallasite, so no shade intended), as the HQ team AA has doesn’t seem to understand what a premium product should look like in 2025 nor what the premium market wants (but they are slowly learning).
Why not pick an inviting lighting scene that...
Yes. They learned that the hospital-grade harsh white light is unpleasant and remedied that with the new AC and Flagship designs. Clearly the photographer here is DFW-based (I am a born-and-raised Dallasite, so no shade intended), as the HQ team AA has doesn’t seem to understand what a premium product should look like in 2025 nor what the premium market wants (but they are slowly learning).
Why not pick an inviting lighting scene that accentuates the reading lamps and makes the cabin feel more cozy and somewhere you’d want to spend time?
Smart, forward looking premium airlines like AA and UA realize this is a nice SUPPLEMENTAL plane (to existing widebodies) to open up new thin TATL routes and offer a proper Biz and PE experience.
Too bad other Dumb Loser airlines don’t have the same wisdom. They would rather cut off their nose to spite their face.
Let's see what AA and UA post in financial results operating a 155 seat aircraft in longhaul international service. Both are trailing their leading competitor by $1 billion for the larger one and much more for the Texas based one.
If the XLR was as good as many believe it is, there would be a lot more global carriers with it on order esp. to/from continental Europe. You don't need an XLR from Ireland and...
Let's see what AA and UA post in financial results operating a 155 seat aircraft in longhaul international service. Both are trailing their leading competitor by $1 billion for the larger one and much more for the Texas based one.
If the XLR was as good as many believe it is, there would be a lot more global carriers with it on order esp. to/from continental Europe. You don't need an XLR from Ireland and MAXs easily touch Iceland to most of the US.
and AA and UA are configuring their 321NEO family with some of the least number of seats on a TATL narrowbody. You honestly have to ask what they know (or don't know) that no one else has figured out.
Here’s what they know: more than you, a DL slurping keyboard hack
All US airlines going more premium heavy. This is not a high density people mover. Use your brain.
Tim, you're really believe comparing XLR based on financial result is actually sufficient based on public information available.
Why not compare airline coffee taste using financial results.
@Tim, Obviously, American and United can never catch up to the world's only PERFECT Airline.
Tim, I would be interested to read your opinion about which is the best F or J, U.S. domestic seat. I might need to travel about soon.
As a NYC flyer, if this is what they want to fly to LAX/LHR, the lack of MCE seating has me reconsidering my loyalty. And the 12 MCE seats they do have are both exit rows so you can't sit in them with a family. Terrible.
Meanwhile United's XLR will have 150 instead of 155 seats. Same 20 business, 12 PE. But 36 economy plus seats versus AA's "exit row only" 12. AA could have...
As a NYC flyer, if this is what they want to fly to LAX/LHR, the lack of MCE seating has me reconsidering my loyalty. And the 12 MCE seats they do have are both exit rows so you can't sit in them with a family. Terrible.
Meanwhile United's XLR will have 150 instead of 155 seats. Same 20 business, 12 PE. But 36 economy plus seats versus AA's "exit row only" 12. AA could have installed MCE but deliberately chose not to. As for B6, they are doing JFK-LAX better than anyone else in the air, and the XLR does not change that at all (better food in similar business seating, better economy experience with at least 32" of legroom for all and plenty of extra legroom seats).
AA's continued missteps impact loyalty (because MCE seating is essentially the only real perk anymore unless you are in an international OWE lounge) and revenue (because the lack of MCE seating impacts engagement with the loyalty program - which is what makes the airline money! - and you can always sell extra legroom economy seats that are not complimentary). Can follow B6 and limit free MCE seats at lower loyalty tiers, but if you are not going to offer the product, you are shooting yourself in the foot.
Literally going from a 321T where even the economy section felt private and exclusive with 36 MCE / 36 regular, to this? Sure the 321Ts were not maintained and a new, functioning aircraft is uh, better, but those T's were configured for a premium experience. This is like an SAS 321LR - packing 'em in like sardines.
If AA wants to be "premium" then they have to, you know, actually be premium. This is just Frontier/Spirit thinking. People notice.
LAXLHR on this bird... You joking right? Perhaps you meant to say NYCLHR or BOSLHR.
He means JFK-LAX, and JFK-LHR, and as a NYC EXP completely agree with his take.
Yes I was implying JFK-LAX and JFK-LHR, not LAX-LHR.
If I really wanted a oneworld domestic first recliner seat from NYC-LAX, I can go fly Alaska from EWR (if I can stomach going to EWR). I don't care about AA PE on an XLR from JFK-LAX. If I am not buying up, what I would like is MCE seating. Could even be 33" like on Oasis planes (even the 737-800s have 24 MCE seats, and...
Yes I was implying JFK-LAX and JFK-LHR, not LAX-LHR.
If I really wanted a oneworld domestic first recliner seat from NYC-LAX, I can go fly Alaska from EWR (if I can stomach going to EWR). I don't care about AA PE on an XLR from JFK-LAX. If I am not buying up, what I would like is MCE seating. Could even be 33" like on Oasis planes (even the 737-800s have 24 MCE seats, and that's not enough either). It's about providing, at a minimum, the perception of value to the loyalty program status members, even though 33" is all of one inch more than B6 standard 32" economy.
Perception matters! (Go ask Citi about perception after they tried to verify income from a bunch of people who used a random link for the Strata Elite and ended up with a death-knell WSJ page one article). With the XLR, unless I'm paying up, I feel like I'm getting absolutely nothing of value if I'm flying with the family other than a green "preferred" seat closer to the front. And the 787-9P isn't much better, only 18 MCE seats, 6 of which are exit row.
This is a really stupid decision by AA on its newest planes. It's not like AA has even reached any kind of operational reliability "table stakes" plateau yet. And the loyalty program / credit cards are the profitability centers of airlines, not 5 extra BE seats. So with upgrades to business/domestic first as scarce as can be (because those seats are being sold at any price), MCE is the main perk these days. If you're taking even the pittance of MCE that they already offered away, and you can otherwise replicate status benefits by holding a low cost credit card, what's the incentive?? DL/UA get that. AA still thinks it's going to be premium by being a better Spirit/Frontier. Not great.
I was previously intrigued and pleasantly surprised by previous renderings of the business class seats but seeing a picture; the colors are not particularly attractive and just look like Southwest Airlines for business class seats installed.
@ Maxell Azaria -- Yeah, for the A321XLR, the renderings actually looked nicer than the real thing. Though with the 787-9, I thought the cabins looked nicer in real life than in pictures, so... who knows.
Absolutely crazy there is no MCE section. As an NYC-based EXP who has increasingly shifted more to Delta (Diamond this year with them, likely will land only at Plat Pro with AA this year), this is another example of AA's decisions that make it difficult to stay loyal to them (in addition to constant rolling delays, poor NYC network, the terrible hub that is CLT which they always want to connect me through, etc.)
You mean JFK-CLT-FRA or something similar? Why, that's not crazy.
While I would not take a JFK-CLT-FRA routing, that is not the issue and I can understand that AA doesn't have a direct JFK-FRA flight given the LH hub there (see even DL cutting JFK-BRU, JFK-GVA)
The issue is when I had to go to DEN a couple of months ago and had to go LGA-CLT-DEN because there is no nonstop NYC-DEN on AA. Of course, we had the famous rolling delays in CLT (every...
While I would not take a JFK-CLT-FRA routing, that is not the issue and I can understand that AA doesn't have a direct JFK-FRA flight given the LH hub there (see even DL cutting JFK-BRU, JFK-GVA)
The issue is when I had to go to DEN a couple of months ago and had to go LGA-CLT-DEN because there is no nonstop NYC-DEN on AA. Of course, we had the famous rolling delays in CLT (every 15 minutes another 15 minute delay) and so I got to DEN 5 hours later vs. if I'd taken the Delta nonstop. For my flight home, I canceled the AA return leg and indeed took that DL nonstop instead.
When you have such a weak network in NYC, AND a weaker operation, AND now start cutting things like MCE, it just doesn't make sense to stay loyal unless you're in DFW or other fortress hubs.
Yeah, this is really really bad. Though I suppose they will still charge a lot for the bulkhead and emergency exit row seats, so that is basically like 2 rows of MCE?
Disagree, Lee. NY and Frankfurt are two important business hubs. I don’t care if FRA is a Star Alliance fortress hub, it’s a terrible experience to have to connect in CLT to get there. AA doesn’t want to compete for premium travel spend, they just want to lazily siphon everyone through DFW and CLT.
I am the exact same situation as Eric. NYC based decade+ EXP who has been shifting more over to Delta (will make DL platinum this year and probably keep EXP). Not originally by choice, but AA just keeps cutting and cutting in NY, and Delta is a becoming a good airline. I don’t buy the Delta propaganda, it’s a marginally better airline in several ways, but far from perfect, and AA also isn’t the terrible...
I am the exact same situation as Eric. NYC based decade+ EXP who has been shifting more over to Delta (will make DL platinum this year and probably keep EXP). Not originally by choice, but AA just keeps cutting and cutting in NY, and Delta is a becoming a good airline. I don’t buy the Delta propaganda, it’s a marginally better airline in several ways, but far from perfect, and AA also isn’t the terrible experience many make it out to be. They’re all the typical US airline experience, with several product strengths and weaknesses. When you travel frequent midcon / transcon and TATL, the lack of AA destinations and frequencies is just becoming death by a thousand cuts.
And Lee, he probably means for domestic much more than international. From LGA many business destinations in the states are going to be a stop in DFW or CLT which for me just means I will take the nonstop on DL. For TATL, most have become a flight on BA (pleasant enough in J) but connecting through LHR which gets more annoying than a nonstop every year.
For business destinations, no MCE is insane. It’s already bad enough on the 737 post OASIS. Pretty much filled with business travelers who’s companies won’t pay J domestic/transcon, and for TATL even when they do but pricing is exorbitant last-minute. My company will approve J if it’s $3k, but not $10k+ last minute fares.
They’re going to use these to replace my beloved A321Ts with 36! MCE seats, and there’s no way I would ever book one of these in coach now under a corporate travel policy. Insane. You’d think they’d learn the lesson after their failed F cabins that creating a high-end product that is inaccessible to most frequent business travelers with no clear incentive is not going to subsidize the rest of the flight, but we’ll see. I’m not going to just bank on the upgrade game for every flight, and for my ~JFK-SFO will just consistently book DL instead unless I’m rarely paying miles or my own cash for J.
Mark my words, they will reverse this and reconfigure to have MCE. Within 5 years. They will have to, to survive in transcon or competitive non-leisure TATL.