American Airlines soon plans to roll out a new passenger experience on long haul flights, as the airline introduces its new Flagship Suite business class, and front-row Flagship Suite Preferred. While this product will be offered on newly delivered Boeing 787-9s (which should start to be delivered in the coming weeks), we’re also going to see existing Boeing 777-300ERs reconfigured.
There’s now an interesting update, as the timeline for the first 777 to be reconfigured has been moved forward. It was initially supposed to happen after the peak summer travel season, but the first jet will now go into the shop in May 2025, as reported by @xJonNYC. Let’s cover all the details.
In this post:
American will retrofit Boeing 777s as of May 2025
American has a fleet of 20 Boeing 777-300ERs, and these are the only existing wide body planes that American has firm plans to reconfigure with new interiors. This is partly because they’re used for the carrier’s most premium routes, and also because they feature first class, which is a cabin that American is eliminating.
American had first planned to start reconfiguring 777-300ERs as of September 2024, but that project was delayed. The updated plan was to start reconfiguring 777s after the 2025 peak summer season. Now the latest update is that the first 777 will be reconfigured in the coming weeks, as of May 2025.
prototype for Project Olympus, retrofit of AA 77W, to commence in May.
— JonNYC (@xjonnyc.bsky.social) April 28, 2025 at 3:55 PM
Even once that project starts, you can expect it to be quite slow at first, given the need for the aircraft to be certified with new interiors. So I’d expect it to be after the peak summer travel season when the first 777-300ER with new interiors is flying. Still, it’s kind of surprising to see American take a 777 out of service ahead of the summer period, since you’d think American would want as many planes as possible flying then.
Once the project starts, American’s Boeing 777-300ER retrofit project will be known as “Olympus” (similar to how the airline referred to its 737-800 retrofit project as “Oasis”).
American’s updated Boeing 777-300ER configuration
When American reconfigures its Boeing 777-300ERs, how will the seat count change? @xJonNYC has a seat map of what the reconfigured aircraft will look like, which tell us a lot.
updated image:
— JonNYC (@xjonnyc.bsky.social) April 14, 2025 at 7:24 PM
[image or embed]
For context, currently American’s 777-300ERs feature 304 seats, comprised of:
- Eight first class seats
- 52 business class seats
- 28 premium economy seats
- 216 economy seats
Once reconfigured, American’s 777-300ERs will feature 330 seats, comprised of:
- 70 business class seats
- 44 premium economy seats
- 216 economy seats
As you can see, the jet will be losing eight first class seats, but will be gaining 18 business class seats and 16 premium economy seats, all while economy capacity stays the same.
On the surface, it’s almost puzzling how the plane could be reconfigured so efficiently. Trading eight first class seats for 18 business class seats and 16 premium economy seats is a heck of a “deal.” Essentially what’s going on is that we’re seeing a slight improvement in efficiency just about everywhere. You can find the current 777-300ER seat map here, and the new 777-300ER seat map here, if you want to compare the two.
Just to highlight some of the main efficiency gains, starting from the front and moving back:
- The forward lavatories will both be right by the flight deck, rather than one being a bit further back; this won’t be great for when the pilots need to use the lavatory, and the galley is blocked off
- The second set of doors will continue to have two lavatories, but the walk-up bar is being eliminated, and there will just be a galley there
- The third set of doors will go from having four lavatories to two, and it’s not clear if those two lavatories will be dedicated to business class or premium economy
- The fourth set of doors are going from having two lavatories to zero lavatories
- The fifth set of doors are going from having two lavatories to three lavatories, but the size of the galley is being reduced considerably
- Business class is going from 43″ of pitch to 42″ of pitch, while Main Cabin Extra is going from 35″ of pitch to 34″ of pitch
Crews will probably hate working these planes, given the huge reduction in galley space. Meanwhile many passengers will be delighted by there being 70 business class seats — that’s fantastic for upgrades, as that’s way more business class capacity than we’ve seen on any plane up until now.
Just to compare this to the only other US airline flying this jet, United’s 777-300ERs feature 350 seats, including 60 business class seats, 24 premium economy seats, and 266 economy seats. So United has 50 more economy seats, but 10 fewer business class seats and 20 fewer premium economy seats.
When will American eliminate international first class?
American has plans to eliminate its international first class product, instead introducing an improved business class, plus a new front row premium business class experience. The timeline for that change is expected to coincide with the 777 retrofit project being materially underway.
The initial plan was to eliminate first class as of late 2024, though with the retrofits being delayed, I suspect that means that first class will also live on for most of 2025.
Presumably there will be some period where American stops selling first class, but continues to offer the hard product on some planes, and will just seat some business class passengers here. After all, the 20 777-300ERs can’t all be reconfigured overnight. Regardless, we’re still a ways off from when that will happen.
For now, American continues to sell first class well into 2026, but I imagine it’s also easy for American to simply downgrade people once a final decision is made.
Bottom line
American has plans to reconfigure its Boeing 777-300ER fleet, eliminating first class, and introducing a new business class. The first aircraft is now supposed to be reconfigured as of May 2025, though it’ll almost certainly be the third quarter before the plane is in service. Then I’d expect that it will be two years until all 777-300ERs are reconfigured.
More immediately, it’s expected that American will start taking delivery of new Boeing 787-9s in the coming weeks, where we’ll see the debut of American’s new business class, and a premium heavy configuration.
What do you make of American’s plans to retrofit Boeing 777-300ERs?
I just booked a flight in business on the 77W from JFK to BCN in July. As you mentioned in your article, they are aren't selling Flagship first but rather they're marketing those seats as Flagship Business. It doesn't appear that they're anticipating the new seat configuration, however, because the number of seats per cabin in the seat map is still the old configuration.
Was lucky enough to snag a seat in 2A and will...
I just booked a flight in business on the 77W from JFK to BCN in July. As you mentioned in your article, they are aren't selling Flagship first but rather they're marketing those seats as Flagship Business. It doesn't appear that they're anticipating the new seat configuration, however, because the number of seats per cabin in the seat map is still the old configuration.
Was lucky enough to snag a seat in 2A and will enjoy the extra space in what would be Flagship First on this Business class flight!
Wow! Going from 12 to 9 lavs is rough! This is not good news for those of us who sit on the throne and defecate in-flight...
@Lucky, could you please write an article about lav ratios on the major carriers in the sky?
You forgot to mention that it will be staffed with 11 flight attendants only. Five in J and 6 in coach / premium coach.
That feels like a huge stretch. I feel like you would need AT LEAST 6 in J (2 in the galley, four in the aisle), and then AT LEAST 7 in W/Y (1 in the galley, six in the aisle). That doesn't sound like a very enjoyable crew or passenger experience.
Given this update, when do we think they will pull International Flagship First? I have to imagine that once the reconfigured aircraft starts flying at the end of the Summer, it will be a headache from a route management perspective to continue selling Flagship First and risk a last minute aircraft swap.
Tiny galley means bad service and endlessly long meals.
Sounds about right for AA. All smoke and mirrors with no clue on how to deliver a good experience. I bet a lot of these seats won't generate much revenue.
I'm always amazed when I look at aircraft layouts because you get the true disparity in classes of service. Roughly half of the aircraft accommodates 70 customers and the other half accommodates 260 customers. I get it, that's how airline economics work, But it's kind of a shame.
Have you ever looked at the space use in a city vs. a suburb? A wealthy suburb vs. a very wealthy one? Sad, but it's no different
What Mary said. Luxury = more space
Good point.
FYI, transcon routes are still showing FF on T-Birds into March 2026. If unchanged, that would mean if any XLRs are delivered before then, they'll likely be used to back fill the fleet being pulled for retrofit.
Perhaps they are beginning to read feedback from the surveys they have recently sent out. I just received one and am in the process of completing it. First time I have ever received one since my first flight with AA since many decades now.
Not an AA fan but theirA321 first class was the best domestic premium experience. Bummed they chose to eliminate it. The new business cabins look nice and modern but it won't be nearly as special or exclusive (ground services, in particular).
….and speaking of soft product…we just flew BA J LHR ORD last week on the 76J 77W and the cabin crew and service were spectacular. The pacing of the meal service was relaxed…..no carts or trays….drinks/nuts followed by app/salad, then the entrée and then dessert. The wines were nothing special but drinkable and the food was tasty. I kept thinking to myself how does AA get it so wrong, but of course, we all know...
….and speaking of soft product…we just flew BA J LHR ORD last week on the 76J 77W and the cabin crew and service were spectacular. The pacing of the meal service was relaxed…..no carts or trays….drinks/nuts followed by app/salad, then the entrée and then dessert. The wines were nothing special but drinkable and the food was tasty. I kept thinking to myself how does AA get it so wrong, but of course, we all know the answer. As much as I love the cabin ratio and premium beverages in BA F, I was perfectly happy in J on this flight.
We booked JFK BCN in August and I quickly noticed the 77W seat map with the F cabin available as J so I happily selected 1D and 1G. I figured why not! I’ve always been a fan of AA’s F seat on the 777s ever since they introduced the 16 seat cabin on the 772s back in the early 2000’s. I remember they had a 2-2-2 F cabin for the Asia 772s and the 1-2-1 cabin for Europe. Ahhhhh…the memories. Hope to enjoy it one last time even if the soft product is miserable!
This flight is on a 777-200ER which is why there is no F.
Ope, nvm. There’s a few days in August with the 77W! Enjoy!!
Ha, we actually booked BCN in July….Aug is a different trip and BA F! Looks like the 77W is on the route all summer until the schedule change at the beginning of Aug! Maybe we will get the reconfigured 77W now that it’s in the shop in May. Either way, it’s not Y and a good use for an expiring EVIP!
AA is just doing what others already have done. Airlines have some very complex revenue algorithms driving elimination of FC cabins in favor of more profitable BC and economy plus seating.
And the XLRs . . . ?
The new 789P interior is *beautiful*-- hopefully the new finishes/colors etc carry over.
No retrofits for the 777-200?
@JonNYC
After all the delays I would manage my expectations . The complimentary upgrade moochers aka system wide upgrades , mileage rewards , and non revs are in for a real treat. Eye roll. The FAs new excuse when you ask for something mid flight will be “we’re not really doing that yet . This is a new aircraft. “
My AA flight from JFK to BCN in June was changed to the 777-300 from the 200. Since we were in the 2nd row in Biz, they put us in the 2nd row of the First Cabin. Looking forward to finally being able to check these out before they get retrofitted.
What else will get fancied up besides the cabin? Coz right now, AA's soft product leaves much to be desired. I hope there is a total overhaul of the business product.
Might as well just have BA do their catering since I assume most these planes are going LHR anyways
@Justin Dev
Who will pay for it ? Everyone wants systemwide complimentary upgrades and mileage awards. Americans aren’t willing to pony up the cash and demand the world in return.
The plane layout looks like more than half of the plane is business class. I’m confused about weight and balance.
@D3SWI33:
If AA build it, they will come.
How are other airlines getting customers to pay for their business class?
Wow. You're better off in regular Y on JAL than in MCE on AA when flying TPAC. 33" or 34" pitch, wider seats (9 abreast 777 and 8 abreast 787), and better lav ratio, plus the superior service & F&B.
As if just 34” of pitch for MCE wasn’t bad enough, it looks like none of the center section is MCE. While I love a window seat, the center section on these dense 10 across 777s has its perks. Feels more open, and if in an aisle seat, only have one pax who needs to get past you for the lav
Unfortunately AA is not the leader with this optimization of space on widebodies- check out BA's A350-1000 layout (which I've personally flown in PE and it was overall terrible in the back) and AF's newest 77W layout.
I think the problem w/ AA is that its JV partners outshine it so heavily, making them less desirable to book in F, so they can't really get the fare premium and demand needed to make it work.
JAL F, QF F are solidly above AA F, and even BA F is probably higher demand from the UK point of sale.
I agree, but if there was a robust market for international F in the US, then I would think at least one of the US airlines would offer and invest in it. Given the staffing / labor requirements, space differences vs J, and many legacy businesses that once only allowed F now allowing J, UA did recently end international F (DL did so very long ago).
AA could offer a great product that they currently...
I agree, but if there was a robust market for international F in the US, then I would think at least one of the US airlines would offer and invest in it. Given the staffing / labor requirements, space differences vs J, and many legacy businesses that once only allowed F now allowing J, UA did recently end international F (DL did so very long ago).
AA could offer a great product that they currently do not, but I think it's almost certain they'd still have to move in this direction. IMO it's a product that doesn't have a meaningful market - given their long complaints that they don't have enough J seats, this is long overdue.
@Jeremy - La Premiere, one of the most opulent products in the sky, second to only The Residence, is very much targeting the TATL market and that's where majority of its revenue comes from. The demand certainly isn't the problem here. I think what US airlines struggle with when competing in F is the service culture. These are airlines where passengers regularly get told off for using the crew call button. It's very hard for...
@Jeremy - La Premiere, one of the most opulent products in the sky, second to only The Residence, is very much targeting the TATL market and that's where majority of its revenue comes from. The demand certainly isn't the problem here. I think what US airlines struggle with when competing in F is the service culture. These are airlines where passengers regularly get told off for using the crew call button. It's very hard for company that operates with that kind of crew training and mindset to suddenly offer a product acceptable for people who pay 10 000+ for their tickets. Of course there are individuals among their crews who could deliver a good service but systematically it's virtually impossible for AA to offer anything remotely comparable to La Premiere for example.
Which is why I fly Air France over Delta. As much as I like DL.
@Samo - Air France flies La Premiere on 5 US TATL routes w/ 4 F seats this month on:
- MIA: 1 of 2 routes flown daily
- IAD: 1 of 2 routes flown daily
- SFO: on the 1 daily
- LAX: 2 of 3 routes flown daily
- JFK: varies but usually anywhere from 60%-100% the 5-7 flown daily
AA offers 8 Flagship First seats in the 777-300 ER...
@Samo - Air France flies La Premiere on 5 US TATL routes w/ 4 F seats this month on:
- MIA: 1 of 2 routes flown daily
- IAD: 1 of 2 routes flown daily
- SFO: on the 1 daily
- LAX: 2 of 3 routes flown daily
- JFK: varies but usually anywhere from 60%-100% the 5-7 flown daily
AA offers 8 Flagship First seats in the 777-300 ER - regardless of how you cut it, is there demand for that much TATL First capacity? Almost certainly not - the cabin is way too big.
Add to that the poor service standards on AA and the inability of any US carrier to compete against the top carriers due to their labor agreement stipulations and costs, it's not an area where AA can compete. It's not just an AA problem (although their service is subpar) - UA and DL won't be able to play in this game either. The US3 know it which is why they're pulling out.
It's not fully balanced to compare. Foreign carriers largely only have one hub to focus on, maybe two sometimes.
That allows them to focus on creating dedicated first class ground experiences like the ones you see with La Premiere at CDG.
US carriers have about six to eight hubs depending on how you slice it, which means offering first class requires that much more investment to suppory a full first class experience.
That elimination of F illustrates the US industrial issue that the current administration tries to solve with tariffs. It's not that the other countries steal the business it's that the US suck at it, drop it and others pick it up.
Looking forward to see tariffs/taxes applied to international F for foreign carriers so that the good American companies can have their business back.
MCE going from 35" to 34" of pitch. How long will it be before we see 28" of pitch in economy, and MCE is sold at 32"?
The lavatory changes sound rough. @Lucky, could you do an article comparing the Big 3 and other major carriers on lavatory ratios, both in J and Y?
I’m obviously not going to pick a carrier based on the best lavatory:pax ratio, but I do want to avoid the carriers with the worst ratio
Yeah, I notice more retired folks flying in J/F, using their own money, and not having a scrum for the toilets is a part of that.
And older people (it happens to all of us) generally need toilets more often.
Airlines really not thinking this through.
In the weeks after a turbulence incident one needs to allow for significant lengths of time when the toilets are not accessible - I was on AA TATL shortly after the Singapore airlines incident last year, and the seat-belt signs were hardly ever off.
Remember when almost everyone's "main cabin" was pitched at 34"? Now that's apparently something "extra". Seems to me that American is attempting to emulate the atmosphere of a mediaeval slave-ship, and not only in economy class. It's hardly the conducive to their new goal of being a "premium" carrier, but I doubt anyone is really surprised.
AA race to the bottom
One cannot imagine that AA can improve their international standing by eliminating the F seats.
It absolutely will improve their international profitability - if AA is unable to command a revenue premium in F but does acceptably in J (which the data shows is true), then AA will be much better served adding many J and PE seats for which there is ample demand while removing a cabin currently dominated by non-revs giving little $ premium.
It's fun to mock AA for their all-over-the-place strategy the last decade plus, but...
It absolutely will improve their international profitability - if AA is unable to command a revenue premium in F but does acceptably in J (which the data shows is true), then AA will be much better served adding many J and PE seats for which there is ample demand while removing a cabin currently dominated by non-revs giving little $ premium.
It's fun to mock AA for their all-over-the-place strategy the last decade plus, but the reality is they should have done this a long time ago. DL and UA long abandoned international first class, and even airlines like Air France primarily offer fewer first class (4) seats and on very select routes which routinely go empty. There is no reason for AA to have 8 first class seats on a 777-300ER.
@AeroB13a, what makes you say that? It's not as if they are trading First seats for Business on a 1:1 basis. If anything, this should help.
Red, AA are currently languishing in the bottom third of the world airline rankings. Some so called, low cost carriers, are ranked above them too.
One is aware that the AA, F product was not in the same league as any top rated carrier, therefore, killing it off will hardly elevate the customer perception of AA.
Why do you hate on AA so much? Much of BA's financial success is dependent on AA.
yolo, assuming that you are addressing your question to me ….
Please be advised that I do not “Hate on AA” whatsoever.
One is simply stating a fact that AA is not in the same league as the world recognised leading airlines.
Whatever nonsense you think you know about BA, you might like to either put up or shut up, yes?
World Rankings: BA = 13. AA = 78.
Those are factual published statistics, not my assumptions and in no way meant to be hateful, Ok?
Wow, that business cabin is enormous. Is there another carrier with more herringbone business seats in a multi-cabin airplane (Bus/PE/Econ)?
BA's 77W has 76 J seats
BA have 76 Club Suites in their 777-300ER (plus another 8 herringbone First seats on top).
In addition to BA, ANA has 4 configurations for its 77W, but 2 configurations have 8 F seats with 68 and 64 J seats respectively as well as 24 PE seats.
JAL flies the non-extended range version (773) in a 78J +422 Y configuration.
JAL doesn't fly the non extended range 777-300 anymore, and anyways that was a much more dense recliner style seat. i think it only had one fewer seat per row. They now have an A350 configuration with 96 class j seats but theyre effectively a premium economy light.
Lines for the lav and coach passengers not happy when sent back to coach to do their business.
Sent back if the crew can be bothered doing-so.
If they run load factors over 50%, they're not going to be able to send people back without incurring legal liability. Imagine explaining to the jury what 85 people per toilet on a 9-hour flight means for someone with gastric/bladder IRROPS. Now put a family vacation where they all ate the same farewell dinner before boarding the plane.
Are there any rules about this ratio on 'planes?
ISTR that in Europe for a building with catering the required ratio is 1 to 40?
UK workplace rules are roughly 1 to 20.