Last edit by: JDiver
The 27JAN17 investor update included AA's Fleet Plan for 2017. Changes have been made since that.
For 2017, the plan was:
* MAINLINE DELIVERIES (+58) *
- 20 Airbus A321: +8 Q1, +7 Q2, +5 Q3,
- 20 Boeing 737-800: +5 Q1, +5 Q2, +5 Q3, +5 Q4
- 5 Boeing 737 Max: +1 Q3, +4 Q4
- 3 Boeing 787-8: +2 Q1, +1 Q2
- 10 Boeing 787-9: +2 Q1, +2 Q2, +3 Q3, +3 Q4
* MAINLINE RETIREMENTS (-56) *
- 5 Airbus A320: -1 Q1, -2 Q2, -1 Q3, -1 Q4
- 17 Boeing 757-200: -12 Q3, -5 Q4
- 9 Boeing 767-300ER: -1 Q2, -4 Q3, -4 Q4
- 25 MD-80: -5 Q1, -20 Q3
* MAINLINE FLEET COUNT AT YE2017 * (projected)
- 319 = 125
- 320 = 46 (-5)
- 321 = 219 (+20)
- 332 = 15
- 333 = 9
- 738 = 304 (+20)
- 738M = 5 (+5)
- 752 = 34 (-17)
- 763 = 22 (-9)
- 772 = 47
- 77W = 20
- 788 = 20 (+3)
- 789 = 14 (+10)
- E90 = 20
- S80 = 32 (-25)
- Total = 931 (+1)
* REGIONAL DELIVERIES (+31) *
- 19 CRJ-700: +9 Q1, +7 Q2, +3 Q3
- 12 E-175: +3 Q1, +6 Q2, +3 Q3
* REGIONAL RETIREMENTS (-55) *
- 23 CRJ-200: -20 Q1, -2 Q2, -1 Q3
- 19 Dash 8-100: -8 Q1, -3 Q2, -4 Q3, -4 Q4
- 13 ERJ-140: -13 Q1
* REGIONAL FLEET COUNT AT YE2017 *
- CR2 = 97 (-23)
- CR7 = 98 (+19)
- CR9 = 118
- DH1 = 4 (-19)
- DH3 = 11
- E75 = 136 (+12)
- ERD = 0 (-13)
- ER4 = 118
- Total = 582 (-24)
For perspective, Hector Adler's full May 2016 missive:
For 2017, the plan was:
* MAINLINE DELIVERIES (+58) *
- 20 Airbus A321: +8 Q1, +7 Q2, +5 Q3,
- 20 Boeing 737-800: +5 Q1, +5 Q2, +5 Q3, +5 Q4
- 5 Boeing 737 Max: +1 Q3, +4 Q4
- 3 Boeing 787-8: +2 Q1, +1 Q2
- 10 Boeing 787-9: +2 Q1, +2 Q2, +3 Q3, +3 Q4
* MAINLINE RETIREMENTS (-56) *
- 5 Airbus A320: -1 Q1, -2 Q2, -1 Q3, -1 Q4
- 17 Boeing 757-200: -12 Q3, -5 Q4
- 9 Boeing 767-300ER: -1 Q2, -4 Q3, -4 Q4
- 25 MD-80: -5 Q1, -20 Q3
* MAINLINE FLEET COUNT AT YE2017 * (projected)
- 319 = 125
- 320 = 46 (-5)
- 321 = 219 (+20)
- 332 = 15
- 333 = 9
- 738 = 304 (+20)
- 738M = 5 (+5)
- 752 = 34 (-17)
- 763 = 22 (-9)
- 772 = 47
- 77W = 20
- 788 = 20 (+3)
- 789 = 14 (+10)
- E90 = 20
- S80 = 32 (-25)
- Total = 931 (+1)
* REGIONAL DELIVERIES (+31) *
- 19 CRJ-700: +9 Q1, +7 Q2, +3 Q3
- 12 E-175: +3 Q1, +6 Q2, +3 Q3
* REGIONAL RETIREMENTS (-55) *
- 23 CRJ-200: -20 Q1, -2 Q2, -1 Q3
- 19 Dash 8-100: -8 Q1, -3 Q2, -4 Q3, -4 Q4
- 13 ERJ-140: -13 Q1
* REGIONAL FLEET COUNT AT YE2017 *
- CR2 = 97 (-23)
- CR7 = 98 (+19)
- CR9 = 118
- DH1 = 4 (-19)
- DH3 = 11
- E75 = 136 (+12)
- ERD = 0 (-13)
- ER4 = 118
- Total = 582 (-24)
For perspective, Hector Adler's full May 2016 missive:
Code:
Hector Adler Vice President Flight Service May 13, 2016 Dear Colleagues, We would like to tell you about some fleet changes American has planned over the next several years. We are sharing this information now in order to keep you apprised well in advance of those things that may affect your decisions down the road. Now is the right time to make changes that will help keep our flying in line with demand and put the right plane on the right route. Over the next few years, American will be phasing out Embraer E190s and Airbus A330-300s, and accelerating retirements of Boeing B767s. Here are the planned changes for each fleet type: Embraer E190 American plans to phase out our E190s by the end of 2019. Scott Kirby has said since the merger that eventually we would either need to increase this fleet or phase it out. The E190s have some expensive maintenance scheduled in the near future, so it makes sense to phase them out of the fleet in 2019. Some key points on the E190: • Today, these 20 aircraft primarily fly on the American Shuttle. The Shuttle isn’t going away. It’s a great product for our customers, and we want to keep their business. • Because we are still several years away, we haven’t decided which aircraft will fly the Shuttle. But we will maintain the mix of mainline/regional Shuttle flying per the APA contract. • The E190 is the only active fleet type in pay band Group I of the APA contract. After retiring our E190s, new hire pilots will train to fly Group II aircraft in the future. Airbus A330-300 This is an aircraft that has served US Airways well. But we only have nine of them and, again, smaller fleets can be pricey to maintain. Their Pratt & Whitney PW4168 engine is unique in our fleet, adding maintenance complexity and expense for such a small number of aircraft. With a seat count of 291, it’s duplicative of B777-200ERs, which are being retrofitted to 289 seats. • A330-300 retirements begin in 2017 and will be done by the end of 2018. • A330 pilots are qualified on both the -200 and -300. • Flight attendants will be offered training in advance of the B777-200ER being introduced in designated markets. • No changes are planned for our 15 A330-200s. Boeing B767 As you know, we have been retiring B767s. Our first B767s were delivered in 1988 and at times, this type has been a challenge for our international reliability. We have 40 today. Our previous plan had been to draw down this fleet to 25 aircraft by the end of 2017. We will now retire an additional eight aircraft in 2018, leaving us with the 17 youngest aircraft in this fleet, which have all been retrofitted with fully lie-flat seats in Business Class. Our fleet is experiencing transformational change. Fast. American is taking delivery of a new mainline aircraft every seven days and by 2017, the average age of our aircraft will be less than 10 years old. That’s the youngest of the U.S. network carriers (and some others, too). In fact, in 2015 we took delivery of more new planes than any airline in the world, and there are more on the way. We have an order book that includes new B737s, the B737 MAX, more A321s, A321neos and (on the widebody side) B787-8s and B787-9s arriving this year and A350s next year. Pilots qualified on these aircraft will have plenty of time to go through necessary training and adjust to our new fleet lineup. Flight attendants are either cross- qualified or will be able to train on new aircraft in advance. We’re making these changes at a great time for our airline and our fleet. Customer demand and profits are both strong, and with so many new planes on the way – both narrowbodies and widebodies – opportunities continue to be plentiful. Please reach out to your Chief Pilot, Flight Service Manager, Base Manager or us with any questions. Best regards, Hector Adler, etc. etc.
AA 2017-2018 Fleet Plan
#1
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AA 2017-2018 Fleet Plan
The 27JAN17 investor update included AA's Fleet Plan for 2017.
* MAINLINE DELIVERIES (+58) *
- 20 Airbus A321: +8 Q1, +7 Q2, +5 Q3,
- 20 Boeing 737-800: +5 Q1, +5 Q2, +5 Q3, +5 Q4
- 5 Boeing 737 Max: +1 Q3, +4 Q4
- 3 Boeing 787-8: +2 Q1, +1 Q2
- 10 Boeing 787-9: +2 Q1, +2 Q2, +3 Q3, +3 Q4
* MAINLINE RETIREMENTS (-56) *
- 5 Airbus A320: -1 Q1, -2 Q2, -1 Q3, -1 Q4
- 17 Boeing 757-200: -12 Q3, -5 Q4
- 9 Boeing 767-300ER: -1 Q2, -4 Q3, -4 Q4
- 25 MD-80: -5 Q1, -20 Q3
* MAINLINE FLEET COUNT AT YE2017 *
- 319 = 125
- 320 = 46 (-5)
- 321 = 219 (+20)
- 332 = 15
- 333 = 9
- 738 = 304 (+20)
- 738M = 5 (+5)
- 752 = 34 (-17)
- 763 = 22 (-9)
- 772 = 47
- 77W = 20
- 788 = 20 (+3)
- 789 = 14 (+10)
- E90 = 20
- S80 = 32 (-25)
- Total = 931 (+1)
* REGIONAL DELIVERIES (+31) *
- 19 CRJ-700: +9 Q1, +7 Q2, +3 Q3
- 12 E-175: +3 Q1, +6 Q2, +3 Q3
* REGIONAL RETIREMENTS (-55) *
- 23 CRJ-200: -20 Q1, -2 Q2, -1 Q3
- 19 Dash 8-100: -8 Q1, -3 Q2, -4 Q3, -4 Q4
- 13 ERJ-140: -13 Q1
* REGIONAL FLEET COUNT AT YE2017 *
- CR2 = 97 (-23)
- CR7 = 98 (+19)
- CR9 = 118
- DH1 = 4 (-19)
- DH3 = 11
- E75 = 136 (+12)
- ERD = 0 (-13)
- ER4 = 118
- Total = 582 (-24)
* MAINLINE DELIVERIES (+58) *
- 20 Airbus A321: +8 Q1, +7 Q2, +5 Q3,
- 20 Boeing 737-800: +5 Q1, +5 Q2, +5 Q3, +5 Q4
- 5 Boeing 737 Max: +1 Q3, +4 Q4
- 3 Boeing 787-8: +2 Q1, +1 Q2
- 10 Boeing 787-9: +2 Q1, +2 Q2, +3 Q3, +3 Q4
* MAINLINE RETIREMENTS (-56) *
- 5 Airbus A320: -1 Q1, -2 Q2, -1 Q3, -1 Q4
- 17 Boeing 757-200: -12 Q3, -5 Q4
- 9 Boeing 767-300ER: -1 Q2, -4 Q3, -4 Q4
- 25 MD-80: -5 Q1, -20 Q3
* MAINLINE FLEET COUNT AT YE2017 *
- 319 = 125
- 320 = 46 (-5)
- 321 = 219 (+20)
- 332 = 15
- 333 = 9
- 738 = 304 (+20)
- 738M = 5 (+5)
- 752 = 34 (-17)
- 763 = 22 (-9)
- 772 = 47
- 77W = 20
- 788 = 20 (+3)
- 789 = 14 (+10)
- E90 = 20
- S80 = 32 (-25)
- Total = 931 (+1)
* REGIONAL DELIVERIES (+31) *
- 19 CRJ-700: +9 Q1, +7 Q2, +3 Q3
- 12 E-175: +3 Q1, +6 Q2, +3 Q3
* REGIONAL RETIREMENTS (-55) *
- 23 CRJ-200: -20 Q1, -2 Q2, -1 Q3
- 19 Dash 8-100: -8 Q1, -3 Q2, -4 Q3, -4 Q4
- 13 ERJ-140: -13 Q1
* REGIONAL FLEET COUNT AT YE2017 *
- CR2 = 97 (-23)
- CR7 = 98 (+19)
- CR9 = 118
- DH1 = 4 (-19)
- DH3 = 11
- E75 = 136 (+12)
- ERD = 0 (-13)
- ER4 = 118
- Total = 582 (-24)
#2
Join Date: May 2008
Location: NYC
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Posts: 3,841
A couple of quick thoughts:
- That is a massive amount of 321s and 738s. Wow.
- The ERDs were supposed to retire several years back and yet they still hang around like zombies. I'm wondering if they really retire this time.
- The MD80s (a few of them at least) keep going into 2018. Did not expect that.
- That is a massive amount of 321s and 738s. Wow.
- The ERDs were supposed to retire several years back and yet they still hang around like zombies. I'm wondering if they really retire this time.
- The MD80s (a few of them at least) keep going into 2018. Did not expect that.
#4
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It does put an interesting question on the table about what they'll do with the PHX-Hawaii and Northeast U.S.-Europe flights that currently use the 752s. Cutting the fleet in half without equally capable aircraft arriving is going to make things "interesting".
#5
Join Date: Oct 2016
Posts: 25
Ive heard pilots say for years that if they needed the power compensate for a short runway or powering over a mountain, the 757s would be their plane of choice. That said, I too welcome the 321s, as I prefer the Airbus' over Boeings
#6
Join Date: Dec 2011
Posts: 197
I have award tickets booked in March, JFK-LAX-HNL in J on 321Ts. Originally these were JFK-LAX-LIH, also on 321Ts, but then AA dropped the LAX-LIH flights from the schedule, and rebooked us in F on JFK-PHX-LIH... on 738s. No joke. I called and had the destination airport changed to HNL, then purchased HNL-LIH roundtrip tickets on Hawaiian, because 12+ hours in a 738 is not my idea of a good way to start (or end) a vacation
#7
Join Date: Oct 2010
Location: San Diego, Ca
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I believe a large portion of the A321's are beater LUS, without seat power or MCE, now being deployed on LAA routes - particularly in and out of DFW.
Any indication was to if/when they will be upgraded? Parker gave some early lip service to MCE, his actions have fallen well short.
Any indication was to if/when they will be upgraded? Parker gave some early lip service to MCE, his actions have fallen well short.
#8
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I have award tickets booked in March, JFK-LAX-HNL in J on 321Ts. Originally these were JFK-LAX-LIH, also on 321Ts, but then AA dropped the LAX-LIH flights from the schedule, and rebooked us in F on JFK-PHX-LIH... on 738s. No joke. I called and had the destination airport changed to HNL, then purchased HNL-LIH roundtrip tickets on Hawaiian, because 12+ hours in a 738 is not my idea of a good way to start (or end) a vacation
#9
Join Date: Jul 2011
Posts: 1,905
I have award tickets booked in March, JFK-LAX-HNL in J on 321Ts. Originally these were JFK-LAX-LIH, also on 321Ts, but then AA dropped the LAX-LIH flights from the schedule, and rebooked us in F on JFK-PHX-LIH... on 738s. No joke. I called and had the destination airport changed to HNL, then purchased HNL-LIH roundtrip tickets on Hawaiian, because 12+ hours in a 738 is not my idea of a good way to start (or end) a vacation
#10
Moderator: American AAdvantage, Travel Safety/Security & Texas, FlyerTalk Evangelist
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Has anyone figured out the net difference in overall seats?
With these net differences:
* Mainline +2
* Regional -24
I'm guessing there is a bit of a loss (provided those +2 mainline aren't something huge, but AA doesn't have any A380's coming
)
I know we've seen reductions or even pulling out of some smaller markets due to the loss of regional aircraft.
With these net differences:
* Mainline +2
* Regional -24
I'm guessing there is a bit of a loss (provided those +2 mainline aren't something huge, but AA doesn't have any A380's coming

I know we've seen reductions or even pulling out of some smaller markets due to the loss of regional aircraft.
#11
This year we take delivery of 40 current-generation Boeing 737 and Airbus A321 aircraft. They will arrive with seatback monitors and power at every seat
I agree with you that those planes are awful and I try to go out of my way not to fly them, but now that they are mixing the fleets it's a lot harder.
#13
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The 321T is a completely different animal. The 321S is just another crappy domestic plane. Also, I hate aircraft that have to board through the L1 door. Much nicer having the F cabin aisle clear during boarding, also gives the FAs less of an excuse to not offer a PDB.
#14
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#15
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Of the 321s being delivered, are they all in 321S/321H configuration? Any towards 321T?
And as an aside, how many 321T dedicated aircraft are there in the fleet?
And as an aside, how many 321T dedicated aircraft are there in the fleet?
Last edited by weirdlyndon; Feb 8, 17 at 8:55 am Reason: sp