Commercial aviation used to have a hard limit that nobody could get around. A plane could fly only so far on a tank of fuel before it had to descend, refuel, and continue. For most of the twentieth century, the longest routes in the world stopped at least once, sometimes twice. New York to Asia meant a fuel stop in Anchorage. London to Sydney meant the Kangaroo Route, an odyssey of hops through half a dozen cities.
That era is over. Today a handful of airlines operate nonstop flights that would have been impossible to imagine thirty years ago. A plane takes off in Singapore in the evening and lands in New York the following afternoon, eighteen hours later, having never touched ground in between. A flight from Perth leaves Australia and arrives in London seventeen hours later without refueling. The technology exists, the economics work, and the routes are stable enough that you can book them months in advance for a specific date.
These are the longest scheduled commercial flights operating in the world right now, how they work, and why they exist.
Singapore to New York: the current record holder
Singapore Airlines operates two nonstop routes between Singapore and the New York metropolitan area. Flight SQ23 and its return SQ24 connect Changi Airport with John F. Kennedy International. Flight SQ21 and SQ22 connect Changi with Newark Liberty International. Both are scheduled at around eighteen hours and forty minutes eastbound and around seventeen hours and fifty minutes westbound, depending on wind conditions. The Newark route was the first modern ultra-long-haul flight of this kind when it launched in 2004, was suspended during the financial crisis and the retirement of the Airbus A340-500, and resumed in 2018 when a longer-range variant of the A350 made it economically viable again.
The aircraft is an Airbus A350-900ULR, which stands for Ultra Long Range. Singapore Airlines is the launch customer and the only current operator. The A350-900ULR is essentially a standard A350-900 with modified fuel systems that allow it to carry about twenty-four thousand gallons more fuel than the base aircraft. It sacrifices some of its cargo capacity and passenger count to do this. Singapore Airlines configures it with no economy class at all on these routes, just business and premium economy. The math only works if the average passenger yield is high.
Everything about the flight is engineered around duration. Crew rotations are set up so that four pilots share the workload and rotate through a crew rest cabin behind the cockpit. Cabin crew operate in two shifts. Passengers are served a main meal at the start of the flight and a second meal about four hours before landing, with snacks available throughout. The air system runs at a higher humidity than standard long-haul flights because dehydration is a real issue over nineteen hours. Lighting is tuned to help passengers adjust to the destination time zone as the flight progresses.
The distance is almost exactly fifteen thousand three hundred kilometers, or around nine thousand five hundred statute miles. It is the longest regularly scheduled commercial passenger flight in the world. No other route in service today is consistently longer.
Perth to London: the first western route
Qantas flight QF9 connects Perth in Western Australia with London Heathrow. The flight launched in March 2018 on a Boeing 787-9 Dreamliner and broke a psychological barrier that had stood for decades: Australia to Europe with no stop anywhere in Asia. For Australians, this is historically unprecedented. The Kangaroo Route had always involved stops, first in multiple cities, later in Singapore or Dubai. The direct flight to London was not possible until the Dreamliner entered service because no earlier aircraft had the combination of range and fuel efficiency to carry a full revenue load that distance.
QF9 is about fourteen thousand five hundred kilometers and takes around seventeen hours. It runs daily in both directions, and unlike the Singapore to New York route it carries a full economy cabin. The 787-9 is more forgiving than the A350-900ULR on range-versus-payload trades because its design operating envelope comfortably covers the Perth to London distance. Passengers sometimes complain about the seat pitch in economy, because the sheer duration of the flight amplifies every discomfort, but the route sells out regularly.
Auckland to Doha: the southern hemisphere outlier
Qatar Airways operates one of the longest flights in the world between Doha's Hamad International Airport and Auckland, New Zealand. The route, designated QR920 and QR921, covers about fourteen thousand five hundred kilometers and takes somewhere between seventeen and eighteen hours depending on direction and winds. It launched in 2017 and has operated continuously since, surviving the pandemic with reduced but never suspended service.
The aircraft is a Boeing 777-200LR, where LR also stands for Long Range. The 777-200LR is something of a specialist machine. Boeing built only around sixty of them, and most of the ones still flying are operated by exactly the kind of airline that needs this route. Qatar uses it for the Auckland route because the combination of distance and payload works better on the LR than on the 787 or even the A350 in some load scenarios. The aircraft is noticeably heavier than a standard 777, and its interior is configured for the specific demands of a flight this long.
Bengaluru to San Francisco: the newest long-haul contender
Air India launched a nonstop flight between Bengaluru, the tech hub of southern India, and San Francisco in January 2022. The route uses the Boeing 777-200LR and runs around thirteen thousand eight hundred kilometers, making it one of the longest flights from India to North America. Air India branded the route as a direct connection between India's Silicon Valley and the original one, pitched at tech workers and executives who travel frequently between the two cities.
This is a representative example of how ultra-long-haul routes get chosen. The city pair does not have to be the largest in either country. It has to have a concentration of high-yield passengers who will pay a premium to avoid a connection. Bengaluru-San Francisco is a relatively small route by total passenger volume, but the premium demand is high, and the aircraft economics work out.
Dallas to Sydney: the longest A380 route
Qantas QF7 and QF8 operate between Dallas and Sydney using the Airbus A380. The flight is scheduled at around seventeen hours and is one of the longest A380 routes in the world. Dallas-Fort Worth International Airport sits roughly halfway between the east and west coasts of the United States, which lets Qantas connect a wide range of North American cities through its American Airlines partnership. The route has been in service since 2011 and has outlasted most of the competitive transpacific services from other airlines.
What makes this route notable is the aircraft. The A380 is no longer in production, and Qantas is one of a shrinking group of operators still flying the superjumbo. When Emirates and a few other airlines retired their A380 fleets during the pandemic, observers expected the type to disappear within a few years. Instead, the aircraft has quietly become specialized. A handful of operators run it on specific ultra-long-haul routes where its size and range combine to produce unusually good unit economics. The Dallas-Sydney route is a good example of the pattern.
Los Angeles to Singapore: the revived transpacific
United Airlines flight UA37 operates between Los Angeles and Singapore nonstop using the Boeing 787-9. The route covers about fourteen thousand one hundred kilometers and runs around seventeen hours. It was first launched in 2019, suspended during the pandemic, and resumed in 2022. United now operates it as part of a broader transpacific strategy that includes direct flights from San Francisco and Newark to various Asian cities.
This route is interesting because it demonstrates how competitive the Asia to North America market has become. Singapore Airlines has the longest East Coast flight. United has added a West Coast flight. Asian carriers like ANA and Japan Airlines run nonstops from Tokyo to every major American city. Chinese carriers operate from multiple Chinese cities to half a dozen American gateways. The market is saturated to a degree that did not exist fifteen years ago.
Why these flights exist now
The shift from connecting flights to nonstop ultra-long-haul flights is mostly a story about aircraft technology.
Jet engines have become more efficient. The Rolls-Royce Trent XWB, the engine used on the A350, burns about twenty-five percent less fuel per passenger kilometer than the engines that powered widebodies in the 1990s. Composite materials have reduced aircraft weight. Wing design has improved. Every percentage point of fuel efficiency translates directly into range, and modern widebodies have enough range to connect any two major cities in the world nonstop.
Fuel efficiency changes the economics of a route. A connecting flight requires a second takeoff and landing, which burns a disproportionate amount of fuel. It also requires double the ground-handling operations, double the crew hours, and a longer total journey for the passenger. If the nonstop aircraft exists, and if the ticket premium that passengers will pay for the nonstop is higher than the additional fuel cost, the nonstop wins.
The aircraft that enable these routes are specialized. The A350-900ULR, the 777-200LR, and the long-range variants of the 787 Dreamliner are all designed around the specific requirements of flights over seventeen hours. They carry extra fuel, have modified payload-range trade-offs, and in some cases have different cabin configurations that reduce total passenger capacity in exchange for weight savings. They are not the right aircraft for a four-hour domestic hop. They exist because the ultra-long-haul market exists, and they are priced accordingly.
What is coming next
The next frontier in ultra-long-haul aviation is already known and already in planning. Qantas has announced Project Sunrise, a program to launch nonstop flights from Sydney and Melbourne to London and New York. The Sydney to London route is approximately seventeen thousand kilometers and would be about twenty hours in the air. It would be the longest scheduled commercial flight in history by a significant margin.
The aircraft is the Airbus A350-1000ULR, a longer-range version of the standard A350-1000. Qantas ordered the first twelve in 2022 with deliveries beginning in 2026. The first commercial services are expected to launch once aircraft, crew, and regulatory approvals are in place. Whether the launch is in 2026 or early 2027 depends on delivery schedules that can shift. The route itself will work. The question is when.
Sydney to New York is about sixteen thousand kilometers and would be slightly shorter than Sydney to London, at around nineteen hours. The economics of these routes are the same as Singapore to New York a decade ago: high-yield premium passengers, carefully selected aircraft, optimized crew rest, and a willingness to operate on thin margins during the early years of the service.
Reading the long flights
If you fly long-haul regularly, you can tell which kind of route you are on within a few minutes of boarding. The A350-900ULR has a specific galley layout and a crew rest area that is visible from the aisle on some configurations. The 777-200LR is quieter than its shorter-range siblings because of sound-dampening modifications. The 787-9 is usually the aircraft you board for a seventeen-hour flight that does not have a reputation for discomfort.
The cabin configuration tells you the route economics. A three-class cabin with lots of business and premium economy suggests a flight designed for high-yield passengers. A full economy section with tight seat pitch suggests a carrier that has optimized for passenger count on a route where the premium cabin alone is not enough to fill the aircraft.
The longest flights are engineering achievements disguised as flight numbers. Singapore Airlines SQ21 is a regular commercial service that you can book online, and it is also the product of decades of iterative improvements in aircraft design, operations research, and fuel chemistry. The passengers boarding in Newark and landing in Singapore the next day usually have no idea how much has been built underneath them to make that possible.
