Aug 1, 2013, 5:57 pm
Last edit by: Exec_Plat
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FWAAA post 382: In the 10-K filed on February 20, 2013, AA confirmed that it now has ordered a total of 20 77W; two delivered in 2012, eight more in 2013, six more in 2014 and two each in 2015 and 2016 for a total of 20:
http://phx.corporate-ir.net/phoenix....5fUEFHRSZleHA9
16 total 77Ws by the end of next year plus at least four more after that.
Scheduling information: AA 777-300ER / 77W Schedule, Routes (consolidated)
777 family range (Boeing)
Both of AA's 777s are -ER (Extended Range) models, the common 777-223ER and new 777-323ER. Not much range difference, but significant capacity difference. No 200-LRs (Long Range, AKA "Worldliner",) in the future at this time.
777-300ER:
N717AN 7LA
N718AN 7LB
N719AN 7LC
N720AN 7LD
N721AN 7LE
N722AN 7LF
N723AN 7LG
N724AN 7LH
N725AN 7LJ
N726AN 7LK
N727AN 7LL
Updated from planespotters.net:
N728AN 7LM
N729AN 7LN
N730AN 7LP
N731AN 7LR
N732AN 7LS
N733AR 7LT
Based on this data there are 17 77Ws in service Oct 2015.
FWAAA post 382: In the 10-K filed on February 20, 2013, AA confirmed that it now has ordered a total of 20 77W; two delivered in 2012, eight more in 2013, six more in 2014 and two each in 2015 and 2016 for a total of 20:
http://phx.corporate-ir.net/phoenix....5fUEFHRSZleHA9
16 total 77Ws by the end of next year plus at least four more after that.
Scheduling information: AA 777-300ER / 77W Schedule, Routes (consolidated)
777 family range (Boeing)
Both of AA's 777s are -ER (Extended Range) models, the common 777-223ER and new 777-323ER. Not much range difference, but significant capacity difference. No 200-LRs (Long Range, AKA "Worldliner",) in the future at this time.
777-300ER:
N717AN 7LA
N718AN 7LB
N719AN 7LC
N720AN 7LD
N721AN 7LE
N722AN 7LF
N723AN 7LG
N724AN 7LH
N725AN 7LJ
N726AN 7LK
N727AN 7LL
Updated from planespotters.net:
N728AN 7LM
N729AN 7LN
N730AN 7LP
N731AN 7LR
N732AN 7LS
N733AR 7LT
Based on this data there are 17 77Ws in service Oct 2015.
AA Boeing 777-300ER / 77W orders, 20 orders + deliveries confirmed as of 2013
Jan 14, 2011, 12:21 am
#46
Join Date: Mar 2007
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If AA were to offer only one ICN flight, would it be better to offer DFW (up to once daily by KE) or ORD (served up to twice daily by KE and OZ)? I feel like JFK and LAX are likely saturated and there would be little use in serving MIA, even though they don't have ICN service at all.
Jan 14, 2011, 3:23 am
#47
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This will never happen, given AA's reluctance to compete in the SFO market, and its focus on its core cities.
This could happen.
LAX-SYD? No way. AA is too afraid of competition to compete with DL in SYD. Especially since Qantas already flies this route, it doesn't really make sense to compete with them.
This could happen.
LAX-SYD? No way. AA is too afraid of competition to compete with DL in SYD. Especially since Qantas already flies this route, it doesn't really make sense to compete with them.
Jan 14, 2011, 3:58 am
#48
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Furthermore, Qantas and American Airlines today applied for anti-trust immunity with the Australian government. If approved by Australia and the U.S. DOT, they will be one airline between the U.S. and Australia/New Zealand, and if AA were to start service to Australia, AA would be profit-sharing, not competing, with Qantas.
Jan 14, 2011, 4:47 am
#49
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Sorry I seem to have gotten to "class" late today 
I read the thread, but where did the MIA-JNB idea come from? Not disagreeing -- just wouldn't have occurred to me.
Though if that were to happen I would no longer have an excuse for stopping in London on the way to SA
I read the thread, but where did the MIA-JNB idea come from? Not disagreeing -- just wouldn't have occurred to me.Though if that were to happen I would no longer have an excuse for stopping in London on the way to SA
Jan 14, 2011, 6:11 am
#50
Join Date: Jun 2001
Location: New York, NY
Posts: 3,698
The entire 773ER can barely enough flying nonstop out of MIA-JNB. Because the 777 was on the weight restrictions. Because the 77W is very extremely strong high headwinds gusted. This is on the payload restrictions. The 777-300ER is more comparable aircraft and more fuel efficient and more capabilities.
Jan 14, 2011, 6:14 am
#51
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Jan 14, 2011, 6:19 am
#52
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Jan 14, 2011, 6:34 am
#53
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As someone that really wants to make it to Capetown but can't stand the idea of flying to LHR and then connecting onto BA (which of course would be in Y) I would be thrilled to see a MIA/JNB route. IMHO the biggest worry now for route expansions is the escalation of oil prices.
Jan 14, 2011, 6:36 am
#54
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Too afraid of competition with Delta? Seriously? When AA has a partnership with Qantas and is far stronger in Los Angeles?
Furthermore, Qantas and American Airlines today applied for anti-trust immunity with the Australian government. If approved by Australia and the U.S. DOT, they will be one airline between the U.S. and Australia/New Zealand, and if AA were to start service to Australia, AA would be profit-sharing, not competing, with Qantas.
Furthermore, Qantas and American Airlines today applied for anti-trust immunity with the Australian government. If approved by Australia and the U.S. DOT, they will be one airline between the U.S. and Australia/New Zealand, and if AA were to start service to Australia, AA would be profit-sharing, not competing, with Qantas.
I would really like to see more options per day between the US and Australia and choice of metal would help.
Jan 14, 2011, 6:40 am
#55
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It would fill a big whole in US travelers trying to go to Africa and the IO. Especially if you can avoid London and the insane taxes. Plus. Its a way to use DONE or AONE or LONE without going back into Europe saving a continent and costs if you so choose.
Jan 14, 2011, 6:43 am
#56
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As someone that really wants to make it to Capetown but can't stand the idea of flying to LHR and then connecting onto BA (which of course would be in Y) I would be thrilled to see a MIA/JNB route. IMHO the biggest worry now for route expansions is the escalation of oil prices.
Jan 14, 2011, 6:46 am
#57
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Posts: 5,423
However, when I plotted this on the GC Map, it appears to be almost a polar routing.
http://www.gcmap.com/mapui?P=dfw-dxb&MS=wls&DU=mi&E=60
Jacobin777 is correct, ETOPS is probably not necessary for this route. However, I would suspect that political reasons may limit the number/location of diversion airports in the vicinity of DXB. I would also expect, on-ground logistics would limit the number of diversion airports over Greenland/Iceland/NE Canada as well (in case diversion was necessary).
Also, I'm not sure what the winds are like on this route, but it appears that the 77W could make it eastbound. There would most likely need to be a westbound fuel stop (or westbound payload restrictions).
Jan 14, 2011, 6:51 am
#58
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There are four carriers flying LAX-SYD already: Qantas, United, Delta, and V Australia. How many carriers do you need? How many do you expect on very-long-haul routes?
Jan 14, 2011, 7:02 am
#59
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Of the routes proposed in this thread i'd most like to see MIA-JNB/CPT. But will take what ever I can get here.
Jan 14, 2011, 7:10 am
#60
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A bigger challenge would be if AA were to agree with Boeing to convert any outstanding 772ER orders into 773ERs. This would likely violate AA's contract with Rolls and, in my experience, Rolls is pretty aggressive in these situations (rightly so, IMO). Nothing that cannot be worked-out, but it would be an additonal hurdle.