Icelandair is replacing its Boeing 757s with Airbus A321LR and A321XLR aircraft. The transition is already under way: the airline says its first A321LR arrived in December 2024, and four A321LRs operated in its international route network during 2025. Its published retirement and delivery dates describe several fleet milestones—not a claim that every 757 will be gone by 2026 or that the whole replacement is complete in 2027.
Which aircraft are replacing Icelandair’s Boeing 757s?
Icelandair has selected the Airbus A321LR and A321XLR as the replacement family for its Boeing 757 fleet, according to the airline’s fleet information. That is a shift from the earlier planning described in Icelandair’s 2021 annual report, which said it would consider another larger aircraft type alongside the Boeing 737 MAX as the 757s approached retirement.
The airline says its first A321LR, named Esja, arrived in December 2024, with additional aircraft joining in winter 2024–25. Icelandair reported that four A321LRs were operating in its international route network in 2025. These figures show that the transition has begun, but the company has not published a route-by-route account of which 757 services will move to which A321 variant.
When will the Boeing 757s leave the fleet?
Icelandair’s 2025 annual report says five Boeing 757 and Boeing 767 aircraft combined are planned for retirement between the summer seasons of 2025 and 2026. It does not say that all 757s will retire by 2026. The report separately forecasts fleet renewal to be complete in 2027, while stating that all Boeing 767 widebody operations in the route network will end by 2026.
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The 2027 fleet-renewal forecast and the later A321XLR schedule are different milestones. Icelandair expects A321XLR deliveries to begin in 2029, so the 2027 forecast should not be read as a date by which every planned XLR has arrived or the 757 fleet has necessarily been fully replaced.
What is Icelandair’s A321 delivery plan?
The schedules and order details below are figures reported by Icelandair in its 2025 annual report; planned deliveries are not confirmed arrivals.
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| Aircraft | Company-reported plan | What the schedule establishes |
|---|---|---|
| Airbus A321LR | Four operated in the international route network in 2025; five additional aircraft scheduled for delivery in 2026, including two in spring. | The LR is already part of the network, with more deliveries scheduled. The report does not map those aircraft to specific 757 routes. |
| Airbus A321XLR | Agreement finalized in July 2023 for 13 aircraft, with purchase rights for up to 12 more; deliveries expected to begin in 2029. | The agreement covers 13 aircraft. Purchase rights for additional aircraft are not the same as a statement that those aircraft have been ordered or will be delivered. |
The annual report describes the XLR as offering extended range and flexibility, but the cited company material does not give a numeric XLR range. Icelandair’s fleet page states that the A321LR can fly routes up to 4,000 nautical miles (7,400 km or 4,600 miles).
Why is Icelandair changing from the 757?
Icelandair presents the A321LR as a more fuel-efficient replacement. In its 2025 annual report, the company said the aircraft is up to 30% more fuel efficient than the Boeing 757. That is Icelandair’s stated comparison, not an independently verified, route-level measurement; the cited claim does not account for differences in aircraft configuration, mission or load.
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The airline also said that around 80% of flights in its international route network were operated with new-generation aircraft in 2025. Its annual report called the A321LR “an excellent replacement for the Boeing 757, which has been the backbone of our fleet for decades.” Both statements are the company’s own descriptions of its fleet and strategy, rather than independent assessments.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.What passengers can—and cannot—tell from the announcement
The published plan identifies the replacement aircraft family and broad timing, but it does not establish the exact aircraft assignment for an individual route or departure. Nor does the cited material quantify what passengers will experience in terms of schedules, fares, cabin configuration or service. Those details should not be inferred from the fleet transition alone.
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