American Airlines Airbus A320ceo seat map

American Airlines' Airbus A320-200 (ex-US Airways sub-fleet). FLEET: American Airlines Group's FY2025 SEC Form 10-K reports 48 Airbus A320 mainline aircraft (12 owned / 36 leased) at an AVERAGE of exactly 150 seats and average age 24.7 years as of 2025-12-31, with no cabin split. Wikipedia's American Airlines fleet table (neutral) is the citable source for the per-cabin split: 12 First / 18 Main Cabin Extra / 120 Main Cabin = 150 seats (48 in service). The 10-K's exactly-150 average confirms essentially the entire fleet is this single 150-seat configuration. RECONFIGURATION: Wikipedia notes the A320 is 'being reconfigured with more first class seats and new interior' — a second row in the fleet table shows a coming 16 First / 33 Main Cabin Extra / 101 Main Cabin = 150 layout, but that config shows an em-dash (zero) in service and the 10-K average is still exactly 150, so it is not yet materially flying; only the current 150-seat config is modeled here. PER-CABIN COUNTS (12 / 18 / 120) are Wikipedia's citable figures. The 12 domestic First cabin sits in the same table column as the A321's citable '20 First' (see aa-321-190) and is American's two-cabin domestic First, modeled canonicalTier first (2-2). Main Cabin Extra is American's extra-legroom economy PRODUCT, not a physically contiguous cabin (a forward Main row plus the over-wing exit rows, sold at a fee), so per AUTHORING section 6 it is modeled as a ZONE inside the single Main Cabin with seatType aa-mce (canonicalTier extra_legroom_economy). ROW GRID IS DERIVED, not a placard scan (aa.com hard-403s bots; competitor seat-map sites are prohibited). Derivation: First 2-2 (A/C/D/F) rows 1-3 = 12; a forward galley/lavatory class divider occupies the unnumbered gap (rows 4-7 skipped, matching American's numbering on the A319/A321); Main Cabin 3-3 rows 8-30 = 23 full six-abreast rows = 138 (18 and 120 both divide cleanly by six, so no partial rows). The A320 airframe has TWO Type III over-wing exit pairs (one each side, close together) — unlike the A319's single over-wing pair — modeled as two consecutive exit rows 14 and 15; exit-row placement, the wing span (rows 14-19) and the forward/aft monument positions are DERIVED from the A320 ACAP door/exit stations (Door 1 at 198 in, over-wing exits at 568/602 in, Door 4 at 1163 in from nose; over-wing exits fall ~40% down the door-to-door span, i.e. mid-cabin, forward of centre) and may differ from the physical aircraft. MCE zone = forward bulkhead row 8 (6) + the two over-wing exit rows 14+15 (12) = 18 (both exit rows are American Main Cabin Extra); standard Main fills the remainder (rows 9-13 and 16-30) = 120. Both exit rows are modeled with full recline and rated good; the common restricted-recline behaviour of the forward exit row of a double-over-wing pair is NOT asserted because no citable American source or published map states it for this sub-fleet. windowAlignment left 'unknown' on all window seats (derived grid); aircraft.windowGridType is bound to the a320ceo engineering grid, whose structuralBlanks list is empty (Airbus routes air-conditioning risers differently from the 737, so there is no windowless-seat pattern to apply) — the classifier therefore writes no full/partial/none, as required on a derived layout. American does not publish A320 pitch/width in any citable source (aa.com is bot-blocked), so all pitch/width values are flagged approximate/unsourced.