For the past few summers, London Heathrow Airport (LHR) had more long-haul flights operated by American Airlines than any of the carrier’s US hubs. This was driven by the carrier’s oneworld membership and, most importantly, its transatlantic joint venture with British Airways (BA). The pair operate on a metal-neutral basis.

This analysis classifies ‘long-haul’ as any nonstop flight covering at least 2,650 nautical miles, which is a smidgen more than 3,100 statute miles andabout 5,000 kilometers. United Airlines uses 3,000 statute miles as its cutoff point. The third quarter (July-September) is used for the summer, which is when most carriers make the most money or lose the least.

American’s Top Long-Haul Airport Has Changed Regularly

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Using Cirium Diio data to examine American’s long-haul activity over the past 20 years shows that the top airport has varied dramatically. Chicago O’Hare International Airport (ORD) was first in Q3 2006, while LHR was number one between 2007 and 2010. That coincided with the Global Financial Crisis.

Despite the transatlantic joint-venture (JV) agreement between American and BA being implemented in 2010, John F. Kennedy International Airport (JFK) led the pack in 2011, LHR was back in 2012, and even Miami International Airport (MIA) was first from 2013 to 2015. That was when MIA was a much bigger long-haul airport for American than it is today. It had far more long-haul services to South America than it does nowadays.

Between 2016 and 2021, Dallas/Fort Worth International Airport (DFW) topped the table, followed by LHR from 2022 until 2025. Things have now changed again, with DFW reclaiming the throne. DFW is, of course, American’s busiest hub for all flights, regardless of distance.

DFW Is Back In Pole Position

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Analyzing American’s network shows that the carrier plans 2,073 long-haul departures from DFW in Q3 2026 (double for both ways). It has an average of 23 daily outbound services in this period, with the routes shown on the interactive map. There are as few as 18 daily departures in late September, when demand begins to decline ahead of the autumn, and as many as 25 through early August.

Compared to Q3 2025, American’s offering from its Texas hub has increased by 6%. In contrast, American’s activity at LHR has fallen by 13% in the same period, hence DFW overtaking the UK’s busiest airport as its leading long-haul facility. More on LHR’s changes in the next section.

DFW’s year-over-year expansion is influenced by the airport’s first-ever service to Athens, which took place on May 21, 2026 (daily through early September; Boeing 777-200ER and 777-300ER). After a 19-year absence, flights to Zurich resumed on the same day (daily through early August only; 777-200ER).

While DFW-Buenos Aires has been served for years, flights have usually only operated in the northern winter. However, unlike in Q3 2025, some services will exist in that quarter this year (up to four weekly 787-8 in July and August). Elsewhere, flights to Honolulu, 3,288 nautical miles (6,089 km) away, have increased from daily in Q3 last year to a double daily operation through early September 2026 (787-8 and 787-9).

American’s LHR Flights Have Fallen By 13%

The figure above highlights how the carrier’s departures from LHR and DFW have varied in each third quarter since 2022. American has 1,932 outbound flights from LHR planned in 2026, down 13% year-over-year and nearly a fifth lower than the record high set in 2023.

The airline will have 21 daily departures from the UK’s busiest airport during the period examined this year. It’ll fly to Boston Logan International Airport (BOS; daily 777-200ER), Charlotte (three daily 777-200ER/777-300ER), DFW (four daily 777-200ER/777-300ER/787-9), JFK (three daily), Los Angeles (two daily 777-300ER/787-9), MIA (daily 777-300ER), ORD (three daily 787-9), Philadelphia (two daily 787-9), Phoenix (daily 777-200ER), and Raleigh–Durham (daily 777-200ER).

Unlike the same three months a year ago, American has reduced DFW flights from five daily to four, JFK service from four daily to three, and MIA from two departures to one. In all three cases, it is because of what’s happening with BA.

The UK flag carrier resumed service to DFW in October 2025, having not operated there during the summer. American had increased its offering to compensate for BA’s exit, and therefore simply reduced it. BA ended its London Gatwick Airport (LGW) to JFK route and thus increased its LHR service to a high of nine daily, while it serves MIA two times a day instead of one last summer. This illustrates the power of two airlines working closely together.