• Ireland's Aer Lingus is the second airline to receive the new Airbus A321XLR.
• The plane opens new long-haul opportunities, including Dublin to Indianapolis and Nashville.
• Other airlines, including Iberia, United, Qantas, and American are also planning new routes.

The Airbus A321XLR is the European planemaker's latest narrow-body jet, and it's already changing how people fly long-haul.

On Thursday, Ireland's Aer Lingus became the second airline to receive the A321XLR, with Airbus delivering two of the carrier's six that are on order.

Spanish flag carrier Iberia became the plane's first operator in November.

The jet's extra-long-haul capabilities mean Aer Lingus can now operate flights deeper into the US. Two new routes are already scheduled: Flights between Dublin and Nashville will begin in April, and flights between Dublin and Indianapolis will launch in May.

Iberia and Aer Lingus are just the beginning for Airbus's new plane, which has tallied up more than 550 global orders.

American Airlines, Australian flag carrier Qantas, and Hungarian budget carrier Wizz Air all expect to receive the jet next year, followed by United Airlines in early 2026.

And all are expected to launch never-before-flown narrow-body routes across oceans and continents.

Airbus' new A321XLR jet is set to open new route options

The A321XLR is uniquely equipped for long-haul flying, thanks to an extra rear center fuel tank that helps the narrow-body aircraft fly up to 5,400 miles, or 11 hours, nonstop.

That's about 800 miles farther than its Airbus A321LR predecessor. That opens new routes to places previously unreachable with older narrowbodies — or that were unprofitable with a widebody.

Iberia plans to begin a new service using the A321XLR between Madrid and Washington Dulles on January 15. Wizz Air also plans to launch A321XLR routes between London and Saudi Arabia and Milan and Abu Dhabi in 2025.

In March, American Airlines' managing director of global network planning, Jason Reisinger, said the A321XLR was desirable because it would let the airline serve "routes that cannot support a 787 but where we still have a nice onboard product."

American has since said it plans to launch the A321XLRs on transcontinental routes now served by its A321T.

And the airline's senior vice president of network planning, Brian Znotins, told The Points Guy in November that it plans to also fly its A321XLR fleet to Europe and possibly South America.

Qantas plans to use the A321XLR to fly farther into Asia and the Pacific.

United Airlines previously told Business Insider that the A321XLR would replace its aging Boeing 757s and open new routes to places like Northern Italy and West Africa.

Icelandair is also using the A321XLR to replace the 757 and fly farther into North America and Europe from 2029. Boeing never built another version of the popular narrow-body, which ceased production in 2004.

The A321XLR will have varying cabin experiences

Customers can expect varying cabin experiences on board these new versatile single-aisle planes.

Iberia offers lie-flat business class on its A321XLRs, which is typical of what customers find on long-haul widebody flights.

Aer Lingus will also have lie-flat business class seats similar to what it already flies on its A321LRs, but some rows won't have direct aisle access.

American plans to install its new Flagship suites on its A321XLRs, while United is also planning a lie-flat business cabin. Qantas will have large reclining loungers in business class.

Wizz will have the least posh cabin. Its no-frills A321XLRs will have cramped seats, no in-flight entertainment, and no freebies like snacks and water.

Its CEO said the experience is something passengers will have to "suffer" through for seven hours for the cheap ticket.

• A United Airlines flight turned back to Newark, New Jersey, after 90 minutes.
• It's the latest example of a flight to nowhere — when flights return to their origin.
• Passengers eventually made it to London 12 hours later than scheduled.

United Airlines passengers faced a 12-hour delay after their transatlantic trip became a flight to nowhere.

Saturday's flight from Newark, New Jersey, to London was in the air for about 90 minutes when it U-turned just off the coast of Nova Scotia, according to data from FlightAware.

The flight-tracking website shows that after landing back in New Jersey at about 2:30 a.m. ET, the Boeing 767 didn't take off again for nearly five more hours.

Flight UA940 ultimately made it to London Heathrow at 7.29 p.m. local time on Sunday — 12 hours and 5 minutes after it was initially scheduled.

In a statement shared with Business Insider, a United Airlines spokesperson said the flight returned to Newark "to address a disruptive passenger."

The statement added that law enforcement removed the passenger before the flight continued to London that morning.

One Reddit user who said they were on the flight said the plane turned around after a business-class passenger threatened the aircraft's security.

They added that the delay at Newark was compounded by the flight crew reaching their maximum time on the clock, so new staff had to be brought in from standby.

The Port Authority of New York and New Jersey didn't immediately respond to a request for comment sent by BI outside US working hours.

Returning all the way to Newark rather than landing at a nearer airport in Canada may initially seem a strange decision, but so-called flights to nowhere aren't uncommon. Going back to an airline's hub airport usually means it's simpler to reroute passengers and solve any issues.

There have been several flights to nowhere in recent weeks.

Last month, a Delta Air Lines plane turned back over the coast of Newfoundland after the crew observed a potential engine issue.

Then, a KLM flight U-turned over the Atlantic Ocean and headed back to Amsterdam in a four-hour flight to nowhere as a precaution because of a technical malfunction.

• A Spirit executive blamed mainline carriers for some of its financial woes during a Senate hearing.
• He said some airlines "manufactured" a pilot shortage and that others want Spirit "out of business."
• Spirit recently filed for Chapter 11 bankruptcy and is revamping its business to earn more revenue.

A Spirit Airlines executive blamed competitors for some of its financial and operational woes during a congressional hearing on Wednesday, pointing to factors including pilot staffing and limited airport access.

Chief commercial officer Matthew Klein told a Senate subcommittee that Spirit hasn't been able to grow because the mainline airlines "manufactured" a pilot shortage during the pandemic and "poached" Spirit's pilots.

When flying came to a halt during the COVID-19 pandemic, carriers trimmed pilot headcounts to cut costs.

"Some of our legacy carrier competitors basically paid the most senior pilots to retire early," he said. "That, in fact, caused a pilot shortage in the industry, and then they turned around and hired a lot of our pilots."

When flying ramped back up after the pandemic, airlines found themselves without enough pilots. This prompted large pay raises across the industry to fill the gaps.

Executives from Delta Air Lines, American Airlines, United Airlines, and Frontier Airlines also appeared at the hearing to answer questions about a November report covering what the committee said are excessive charges for seats and bags.

Spirit pilots are not paid as much as mainline pilots and could have left the company for better working conditions. Spirit's published pay scale shows that its Airbus A319 and A320 first officers and captains make between $97 and $312 per hour, depending on seniority.

Pay rates seen by Business Insider for American, Delta, and United show pilots flying the same Airbus aircraft make between $116 and about $360 per hour, depending on seniority and not including bonuses.

A Spirit spokesperson said they did not have anything to add about pay differences between airlines.

Klein also said pilots left partly because other airlines publicly said they were "gunning" for Spirit and" trying to put us out of business."

United CEO Scott Kirby said in a June podcast that carriers like Spirit and Frontier are "going out of business" because of their "fundamentally flawed" business models and poor customer service.

Spirit slams mainline 'dominance'

In his opening remarks, Klein encouraged the subcommittee to focus on the issues that he said are "by far the most impactful to consumers." He said this included mainline hub and slot and pricing "dominance" and mainline loyalty and credit card programs.

Klein pointed to how the mainline dominance has impacted Spirit.

He said Spirit struggles to secure gates at major airports, suggesting this blocks Spirit's access to routes and markets. He said when Spirit does get gates, they are often at the far end of terminals.

"This makes it difficult to provide a good guest experience and makes it difficult to operate efficiently and effectively," Klein said. "It raises our costs, which then, of course, makes it harder for us to be profitable, and without being profitable, we certainly can't grow."

Klein's subcommittee comments come after Spirit filed for Chapter 11 bankruptcy in November. The airline saved cash by furloughing pilots and selling $500 million worth of aircraft.

Budget airlines have been facing tough competition from mainline carriers amid rising costs across the industry.

Along with offering more premium seats and more inclusive fare bundles, Spirit and Frontier launched programs in 2022 that incentivized employees with bonuses for selling upgraded seats and catching oversized personal items.

Klein told the subcommittee that Spirit suspended the program on September 30. Instead, it has added more employees around the gate area to ensure customers comply with bag rules.

Frontier's SVP and CCO Robert Schroeder would not commit to ending its incentive program during the hearing.

• Airlines are using more narrow-body planes across the Atlantic, opening new routes for flyers.
• New single-aisle planes offer cost efficiency, smaller capacity, and flexible cabins.
• The Boeing 757 used to be the main transatlantic workhorse but is losing market share to Airbus.

New narrow-body planes designed for long-haul flights are changing how people fly.

This evolution has been largely propelled by the Airbus A321neo family, smaller planes that can flyer further than previous single-aisle aircraft. Its longest-ranged variant, the newly launched A321XLR, can fly up to 11 hours nonstop and carry up to 240 people.

These planes are popular with airlines because they can connect profitable cities that previously required a high-capacity wide-body plane like the Boeing 767 or Airbus A330. Flexible cabins mean airlines can offer different cabin configurations, like all-economy or a mix of business and coach.

Airlines can also earn extended-range allowances that govern how passenger jets can safely fly over the open ocean.

In 2024, 39,000 flights between North America and Europe are scheduled on single-aisle planes made by Boeing and Airbus, according to data from Cirium, an aviation analytics company. That's a 14% increase from the previous year and 40% more than in 2019.

Airbus is pioneering this narrow-body shift

Such a focus on single-aisle planes that can tackle long flights has been a boon for Airbus.

JetBlue, for example, started flying between New York and Europe in 2021 with about 400 total flights on its A321neoLRs. In 2024, that figure is set to hit 7,200 in 2024.

The launch of Iberia's A321XLR has added at least another 1,400 flights for 2025, per Cirium, with more to come as the jet is delivered to more airlines.

Such growth has come at the expense of Boeing's 757. The jet has been a transatlantic workhorse since the 1980s but now only represents 23% of flights to and from Europe, down from 82% in 2019.

With no replacement available, airlines are turning to the A321XLR — paving the way for Airbus to continue dominating the growing market.

Long-haul narrowbodies are cheaper to fly

Before long-haul single-aisle operations became popular, airlines struggled to fly lower-demand city pairs with widebodies because the bigger planes weren't always full — meaning they weren't making money.

This effectively eliminated direct routes to smaller leisure markets, forcing flyers to make one or more stops to reach smaller cities.

New narrowbodies solve this problem thanks to their powerful engines, fuel efficiency, and lighter weight.

United Airlines, for example, uses single-aisle jets between unique city pairs that other carriers don't fly, such as those from Newark Liberty to Malaga, Spain, and Chicago to Shannon, Ireland.

United's SVP of global network planning and alliances, Patrick Quayle, told BI in August that a Boeing 787 or Boeing 767 widebody wouldn't economic make sense in these smaller markets. The carrier plans to expand its long-haul operations with the cost-effective A321XLR.

Meanwhile, Icelandic low-cost carrier Play learned from its predecessor, WOW Air, that using widebody planes in a budget transatlantic business model is difficult because the big jet requires constant high demand — prompting Play to use Airbus narrowbodies between the US and Europe.

Single-aisle jets offer versatile route options

One reason mainline carriers like United and Iberia are moving in the single-aisle direction is because it allows them to right-size their routes depending on demand.

Cirium data shows Iberia plans to fly two A321XLRs daily between Madrid and Boston in the summer of 2025, with each carrying up to 182 people.

This allows Iberia to capture the demand without oversizing the route with two 288-passenger A330s or losing out on potential business with just one widebody.

Flying two single-aisle planes across the Atlantic instead of one widebody, for example, could up daily frequencies from one to two and give travelers more flexible options.

Airlines like Tap Air Portugal and Ireland's Aer Lingus switch between A321neo and A330 planes throughout the year, flying the bigger jet during the summer and holiday months, per Cirium.

Single-aisle planes don't always fly long haul. Their versatility, especially the previous generation A321neos and the Boeing 757, allows airlines to efficiently deploy them on short or medium-haul routes.

Delta Air Lines has decreased its 757 transatlantic flying over the years in favor of more domestic routes, per Cirium.

Widebodies don't have the same flexibility, except on a few very high-demand cross-country treks like New York to Los Angeles.

Narrow-body planes can accommodate more flexible cabins

One of the draws of these small but powerful aircraft is their versatility because they can fit into both mainline and low-cost fleets with varying cabin layouts.

Some airlines, like JetBlue and Aer Lingus, equip their A321LRs with business and economy classes. Meanwhile, Hungarian low-cost airline Wizz Air plans to fly a no-frills, all-economy A321XLR cabin where even water costs extra, and France's La Compagnie has all-business-class A321LRs.

Some flyers may be hesitant to fly on a narrow-body long-haul, but flying on these planes across the Atlantic is not much different from riding in a one cross-country.

Boston to Madrid lasts about seven hours, while New York to Los Angeles is about six and a half hours — though most flyers will get more perks on flights to Europe, like hot meals and linens.

Plus, single-aisle flying allows for quicker boarding and deplaning, which may be welcome time-savings for some customers — especially during tight layovers.