American Airlines is reviving a type of flying it hasn’t done in years: long-haul trips on single-aisle jets.
The carrier took delivery of its first Airbus A321XLR in October — a new narrowbody plane built specifically for long-distance routes.
With an extra fuel tank, the jet can fly about 5,400 miles, or up to 11 hours nonstop, while burning less fuel than previous-generation options.
American will first use the A321XLR on a domestic transcontinental route in December. But its long-haul debut comes on March 8, when the airline launches seasonal service between New York and Edinburgh, Scotland, through October 24.
Tickets go on sale November 3. Pricing isn’t yet public for the Edinburgh route, but roundtrip fares on the A321XLR’s first route, New York to Los Angeles, start at about $750 in economy and around $3,000 in business class in December.
American last flew a narrowbody across the Atlantic in 2019, relying on the Boeing 757. The plane’s eventual retirement, accelerated by the pandemic, was due to high fuel and maintenance costs.
The A321XLR is meant to fix the efficiency issue for American — and the airline has configured it for long-haul comfort.
Customers can expect a premium-heavy cabin, including lie-flat business-class seats and a dedicated premium economy section. The amenities include hot meals for all 155 passengers, with upgraded dining and amenities up front.
American Airlines
The Edinburgh route will complement American’s existing widebody service from Philadelphia, while adding to a growing list of seasonal transatlantic flights such as Prague and Budapest next summer — those still scheduled on larger aircraft.
Edinburgh is just the first stop on the A321XLR’s expected European tour.
The A321XLR is designed for long, thin routes: City pairs that don’t have enough demand for a widebody but are too far for existing narrowbodies to fly comfortably and economically — like Charlotte to Venice or Milan. That opens new possibilities on both sides of the Atlantic.
The move aligns with a broader industry shift of airlines sending narrowbodies across the Atlantic. And that’s significant for American, after it had largely ceded the market to rivals but is now leaning back in.
Related stories
Business Insider tells the innovative stories you want to know
Business Insider tells the innovative stories you want to know
American isn’t alone
Data from aviation analytics firm Cirium show that American, Delta, and United flew about 10,000 long-haul narrowbody flights in 2019 — all on 757s.
This type of flying tapered off through the mid-2010s as the 757 grew less efficient, and the pandemic nearly halted international travel in 2020.
But, with the rising popularity of Airbus’ long-haul narrowbodies, JetBlue revived the trend in 2021, flying its 4,600-mile-range A321LR to cities such as London, Paris, and Amsterdam. Like American, its planes feature a premium-heavy cabin.
That move let JetBlue enter major business markets without investing in a widebody fleet — planes with two aisles that are far more expensive to build and operate and harder to fill consistently in competitive markets.
Taylor Rains/Business Insider
In 2025, Delta, United, and JetBlue are scheduled to operate more than 14,000 long-haul narrowbody flights, per Cirium. That number is only expected to increase as American joins the mix in 2026.
United Airlines, for its part, has doubled down on the strategy — using Boeing 757s and 737 Max jets to connect the US to smaller leisure European destinations, like Ponta Delgada in the Azores, Portugal, and Tenerife, Spain.
The airline plans to soon replace many of those 757s with its own A321XLRs.
It has also signaled interest in opening more niche transatlantic markets with the aircraft. That could mean new nonstop options from the US East Coast to places like West Africa or Northern Italy — spots that previously required a connection.
In other words, more single-aisle planes are now capable of crossing oceans — and that’s reshaping how people fly long-haul.
Delta has been the outlier, scaling back 757 transatlantic flying and relying more heavily on widebodies. It remains the only major US carrier that has not ordered the A321XLR.
