Well here’s something you don’t see that often, as flagged by JonNYC. This month, American Airlines is intentionally operating 20 roundtrip flights across the Atlantic without any passengers or cargo. What’s the logic for this? Well, there’s an interesting explanation, as you’d expect…
In this post:
American’s empty Philadelphia to Edinburgh flights
American operates a daily seasonal flight between Philadelphia (PHL) and Edinburgh (EDI), using a Boeing 787, which is currently scheduled for several more weeks. Separate from that, between September 4 and September 24, 2025, American is operating daily flights in the market using a standard domestic configured Airbus A321neo. The flight has no passengers or cargo, and operates daily with the following schedule:
AA9805 Philadelphia to Edinburgh departing 8:40PM arriving 8:30AM (+1 day)
AA9806 Edinburgh to Philadelphia departing 9:30AM arriving 12:00PM
The flight is even expected to be operated by the same exact aircraft every day — a brand new A321neo with the registration code N471AN. Why would American operate 20 empty roundtrip transatlantic flights? Well, it’s about training check airman.

You see, American will soon start flying Airbus A321XLRs, which are a longer range version of the A321neo. In theory, there’s not much difference between the Airbus A320-family aircraft variants, and if it were used mostly for domestic operations, not much extra training would be needed.
However, these planes will largely be used for transatlantic flights, and that requires extra training compared to non-transatlantic operations. So American is operating these flights so that check airmen (basically American pilots who train and certify other pilots) can get their qualifications, and in turn, can certify a bunch of other pilots to fly this plane.
Often you’d train check airmen on regularly scheduled flights, but since American has no transatlantic operations with the Airbus A320-family of aircraft, the training has to start somewhere. Presumably Philadelphia to Edinburgh was chosen because it’s basically the shortest full transatlantic flight to a decent sized airport that doesn’t have major traffic issues.
This is all being done in anticipation of American opening an international A321XLR pilot base in New York (JFK) in the coming months.
Running an airline is complicated, eh?
The airline industry is incredibly complex under the best of circumstances, but it’s pretty wild do think what a big expense this is (not to mention the amount of fuel being “wasted”). A brand new Airbus A321neo will be operating 40 transatlantic flights, covering a total distance of around 134,000 miles.
On the low end, the fuel, depreciation, etc., has to come in at well over a million bucks. And that doesn’t account for how pilots get paid during training, etc.
That brings me to another question… I understand the need for specialized training, but does anyone know what actually happens on these transatlantic flights that couldn’t be done in a simulator or classroom? Obviously these are all pilots who already know how to fly the plane, so it’s just transatlantic operations that they’re being certified on. So is it about interacting with air traffic control, understanding the North Atlantic Tracks, etc.?
I guess on-the-job training is always better than theoretical training, but it’s still kind of wild that 20 roundtrip transatlantic flights are being operated empty so that experienced pilots on this aircraft can get a certain certification.
Also, purely from an aviation geek standpoint, does anyone actually understand the logistics of these flights? How many pilots are actually on each of these flights? Does a check airman have to fly one roundtrip (and spend a night in Edinburgh), do they cycle pilots, or what? And how does the check airman who is certifying other check airmen get their certification, because obviously that certification cycle has to start somewhere?

Bottom line
This month, American Airlines is operating 20 roundtrip transatlantic flights between Philadelphia and Edinburgh, without any passengers or cargo. This is being done with an Airbus A321neo, in anticipation of the A321XLR entering service. In order to get pilots trained for transatlantic operations, the airline needs check airmen on Airbus jets, and their training has to start somewhere as well.
So if you see this A321neo flying between the two airports over the coming weeks, now you know why…
What do you make of these American transatlantic training flights?
This sounds like ETOPs training and qualifications. The FAA rides along and they go through all kinds of different scenarios involving the flightcrew, dispatchers and maintenance. Both the 321 and the flightcrews have to be certified for ETOPs across the NATL even though they have it between the West Coast and Hawaii.
You are all missing the point: 20 flights in which no passengr complains about service, food, reliability, and confort is a big win for American.
Great!!! 385 Kg of carbon dioxide (travel.google/flights), per seat, each way. Took one of the lowest emission amounts for those particular destinations. [385 (Kg) X 2.2 (pounds per Kg) X 40 (20 round trips) X 200 (seats) = 6,776,000] pounds of climate warming gas sown at the perfect altitude to trap more heat.
How much is different across the middle of the Atlantic?
If it is about the two ends, how about doing twenty flights out of PHL to two hours away and back in, and then the same at the EDI end?
Wonder why can't these flights carry cargo?
Perhaps they have some self-loading non-paying cargo: non-rev passengers?
Non-revs are still passengers - and therefore require FAs.
I know cargo was flown in empty planes during COVID , strikes and A380 certification flights
Thanks for bursting the bubble that this could have been a dream flight for non-revs !
Based on this, it seems AA have concluded that doing this training on delivery flights alone would not get the 320 LGA-International base up and running fast enough. Hopefully that means AA expects a few more XLRs by year-end and has around 5-6 by the time they start ops in March.
AA may not have the "sexy" international network, but they do have a significantly larger international portfolio vs Delta. Mongolia is a cool place to think about going, but Americans actually go to the Bahamas and Tortola ;)
International destinations:
UA: 147
AA: 130
DL: 100
darn it. wrong article :)
Might there be a convenient JFK/EDI route in the future? Instead of inconvenient Philadelphia? This is the kind of route Delta wins on.
Delta, JetBlue fly to JFK already and United flies to EWR, I don't think there is demand for a fourth competitor on this route
I do think more people would be interested O/D in a 4th New York flight rather than Philly. From what I can tell, no one really cares about Philadelphia on this side of the pond. Are there any big corporations making it a useful business destination?
Philly is the 2nd largest city on the US east coast and nearby Wilmington, Delaware (25 minute drive from PHL International) is the official city of incorporation for 50% of US companies due to the state being something of a domestic tax haven and having a well regarded court system in regards to corporate law.
I do think more people would be interested O/D in a 4th New York flight rather than Philly. From what I can tell, no one really cares about Philadelphia on this side of the pond. Are there any big corporations making it a useful business destination?
I’m PHL-based, so part of me wants to puff out my chest and brag on the city being an important business destination. It’s partially true, but the real reason PHL-EDI works is that AA feeds all its EDI traffic into PHL, which it can’t do at slots-restricted JFK. It’s not about O/D.
I find this rather odd. A few years ago i was flying AF LIM-CDG on their A350 and on the flight they told us that pilots from ITA Airways were in the deck to gain experience. That was shortly before ITA got their first A350.
Couldn't AA do something similar with JV partner Iberia or fellow Oneworld member Aer Lingus on the A321XLR instead of flying so many empty flights?
Maybe it's a difference in regulatory regimes.
Or AA training pilot contract terms…??
No wonder gas prices are so high.
Its the same with Qantas A321XLR, currently shutteling between brisbane, sydney, Melbourne and Perth empty as crew training. It has Q6000 flight number normally used for repositioning flights and crew training.
it is primarily for familiarization with ATC and NAT procedures. It is standard procedure for someone to get a qualification to have to operate flights in the region they are getting qualified in. They usually operate live flights, but that isn't currently possible with the Airbus, so flying an empty airplane is the solution
Is Shannon not a bit shorter?
It is but AA has no flights to Shannon so they would likely need to setup handling contracts just for these 20 flights. The marginal fuel savings likely aren't worth it.
Hours in the air can't be done in a simulator or they could do that in Dallas, however, just remember this the next time you have the option to pay for the carbon offset with your tickets.