A major cabin overhaul is coming to American Airlines’ Boeing 777-300ER fleet—and it’s not just a cosmetic update or a quick swap of the existing first class seats for two more rows of business class. According to a leaked internal document, the flagship widebody aircraft is set to become the most premium-configured aircraft currently operated by a US airline.
American Airlines 777-300ER Will Have 70 Business Class Seats, Expanded Premium Economy Cabin
American will retrofit all 20 of its 777-300ERs with a new “Flagship Suite” business class seat (more details on the new business class suite here), replacing the existing B/E Aerospace Super Diamond product. Thanks to aviation insider JonNYC, we now have an idea of what the Layout of Passenger Accommodations (LOPA) will look like onboard.
updated image:
Once complete, these jets will feature an impressive 70 business class seats—more than any other aircraft among US carriers. That’s up from 52 in the current configuration. For comparison, United’s Polaris-equipped 777-300ERs offer 60 business class seats and Delta’s new flagship A350-1000 will offer roughly 50 seats (Delta’s current fleet of A350-900 is being upped from 32 to 40 seats and Delta has hinted its new A350-1000s will have about 15% more Delta One seats).
In addition to business class, American will expand the premium economy cabin from 28 to 44 seats. The airline has recognized that even during economic uncertainty (at least thus far…), demand for premium cabins is strong, and American hopes to regain premium market share to destinations like London, São Paulo, Tokyo, and Hong Kong after years of no clear growth strategy.
This won’t be the most premium configuration ever…United’s old 747-400s had 36 seats in first class and 123 seats in Connoisseur (business) class, though I’d argue that even the first class seats of the early 1990s represent a huge step down from the current business class seats (of virtually any carrier).
How American Airlines Achieves So Many More Premium Seats
The reconfigured 777 will be losing eight first class seats, but will be gaining 18 business class seats and 16 premium economy seats while the economy class seat count will remain constant at 216.
But where do those extra seats come from? In addition to the elimination of eight first class seats—the end of an era for American’s only remaining international first class product—lavatories, galley space, and even seat pitch are being trimmed to accommodate the expansion.
Gone are the spacious walk-up snack bar area between business class cabins and the generous lavatories near Door 3. In the retrofit, the third set of doors will go from having four lavatories to just two, while the fourth set of doors will lose all lavatories entirely. Galley space is also being reduced, especially near the rear of the aircraft, which could have significant operational impacts for flight attendants serving 330 passengers.
The seat pitch in business class is also being cut from 43 inches to 42 inches—subtle, yes, but probably noticeable. Main Cabin Extra (AA’s extra-legroom economy class section) pitch is also being reduced by an inch, from 35 inches to 34 inches.
Still, the new Flagship Suite looks impressive. Based on the Adient Ascent platform, it will feature sliding privacy doors, fully lie-flat beds, multiple storage areas, wireless charging, and Bluetooth connectivity. American will also debut a new front-row “Flagship Suite Preferred” with added amenities including Nest Bedding mattress pads and memory foam lumbar pillows.
This configuration shift is part of American’s broader strategy to eliminate first class and go all-in on premium business class. The airline already plans to introduce these Flagship Suites on its new Airbus A321XLR and Boeing 787-9 aircraft beginning later this year. But the 777-300ER retrofit is particularly significant—it represents not only a shift in onboard product but a rethinking of the airline’s identity and an attempt (some might say last grasp) to catch up to Delta and United, both of which have surpassed American when it comes to profitability.
CONCLUSION
While some passengers may lament the loss of international first class or tighter Main Cabin Extra seating, there’s no denying that American’s updated 777-300ERs will be a premium powerhouse. American Airlines projects the first reconfigured aircraft to enter service in late 2025, with the full fleet updated over the next couple of years, but I am predicting 2026…
For now, though, the big takeaway is this: American Airlines is leaning into the premium passenger experience—a move it hopes it is not too late for as the world lurches into economic uncertainty.
AA’s 777W configuration was never economically viable with 40 fewer seats than UA had on their 777Ws. They held onto first class far longer than they could economically sell it.
They had too much wasted space on the 77Ws so getting rid of some stuff including the walk up bar and galleys was inevitable.
There are still lavs at the back of the aircraft. AA’s lav ratio on its long range aircraft is comparable to other US airlines.
@Tim, do you have any insight on the exact LOPA or number of seats the Delta A350-1000s will have?
Delta seems smart at right-sizing its premium cabins and I wonder if 50 is the number?
“Right-size” will be quite variable. It’s been wild to me that AA’s 77Ws have 60 (soon to be 70) lieflat seats while the next aircraft down has 37 (772 iirc). This’ll change with the new 787-9 config but still… 70 seats to anywhere but LHR (and only there b/c of onward connections) and possibly Tokyo and I don’t really see it working…
I tend to agree…I think employees are going to love it.
Not just employees,
As an AA SWU holder, these aircraft look extremely promising. The ability to find confirmable space at time of booking has been next to zero of late. With adding this much premium space, these routes will likely be the first ones to check in the future.
look up how BA crew responded to the overly densified a350’s… and their withdrawal from most truly long-haul routes.
Yes, BA have gone too far across their new acquisitions but inches make a HUGE difference to staff onboard!
I can’t seem to edit my comment.
I have never been anything but a customer of BA.
I USED to actively choose them.
despite wbat some people think, I have no more connections at DL than for other airlines.
DL might come up w/ an entirely new product on their 35Ks from what they have on their 359s but most airlines can put anywhere from 40-44 suites on the 35K forward of the L2 door.
If DL comes up w/ a D1 seat and configuration that requires “spilling” D1 behind the L2 door, it won’t be for a row or two.
and my beef w/ DL’s configurations is that they won’t use the space forward of the L1 door for lavs on many aircraft including the 350 so lavs are placed behind the L1 door (and R1).
Not only does that add more noise in the D1 cabin but they could put more seats in that space.
The 330 (333/332) has lavs forward of the L1 door w/ a gate which can be closed for the cockpit to access the lav and to change pilots. I’m not sure why DL doesn’t do that on more aircraft.
derek
I am happy here. I am not interested in being the target because some people can’t accept the facts I bring to the table including about the cost of bringing politics into the conversation.
Matthew wisely realizes there is a cost but one he is willing to pay – as should everyone.
Like the Ford exec, sometimes people miscalculate the cost of speaking their mind.
as I have noted many times, I prefer to discuss the business of aviation rather than anecdotes or trip reports.
@Sam: I’m trying to figure why I am getting blank comments. Were you using an emoticon?
I am probably the passenger that the airlines hate. For US to Europe flights, daytime flights in economy is fine. There aren’t many of them. Europe to US flights are fine in economy. No need for business class for me. I have flown a few business class trips in that direction, though. However, across the Pacific, business class is nice in either direction. As Matthew wrote, today’s business class exceeds yesteryear’s first class, which was only a little more recline than domestic first class.
@Tim Dunn. Why not fix up the other blog and never go back again. You contribute more than they give back.
I notice no one who has opined on the configuration has mentioned economy. Is economy still at 31″, or did AA go to slimline and put economy down to 30″ like narrowbody aircraft.
Also, I wonder if a 72-seat business class cabin will “feel’ like business class. Hard product, probably…but soft product, I could see service being lackluster with the number of passengers. Time will tell.
I think the key will be staffing or more specifically, speed. The seat itself looks great and I expect fast wi-fi and good bedding so AA will have its bases covered there.
Please let us know how wide the seats are? that makes a big difference, and whether it really feels like a bus. class setting. Thai Air has 22″ width.
How will flight attendants efficiently provide service and meals on this beast of a plane? I remember when UA added 10 to a row in the Hawaii birds and dramatically increased capacity on those planes. I’m guessing it’s more feasible to cram the UA birds with people since Hawaii flights don’t offer traditional international meal services. However, how will attendants efficiently plate and serve 70 business class seats? Sounds like a nightmare….
I imagine the crews won’t be thrilled but 304 seats on a 77W is pretty sparse compared to the non ANA competition. I’ve flown J quite a few times on these birds to GRU from MIA and JFK. More important than than the interior refit, these birds need some maintenance. Ive had more tech cancelations on AA’s 77w than any other type.
I have concerns about the galley size reductions limiting the actual range of the 77Ws from a passenger experience perspective. The ultra-long hauls to SYD, HKG, or other far flung destinations require 2 meals per passenger plus a snack, not to mention all the drinks. Business class (with their larger cabins) will require even more space for all the food and tableware.
Granted, I fully admit I’m not the most well versed in this, but is AA confining this fleet to the Atlantic through this major galley size reduction? Curious to hear other’s thoughts
I would hope that AA would have thought this through!
Yeah, just like the Oasis retrofits.
Still won’t fly ’em. Period. UAL may suck and Delta may suck even worse but if I’m going international it’s not ever going to be on one of the US3. Ever.
But I will take UA from IAD to HNL. And eat beforehand. It is, after all, a flatbed that’s direct.
Now about the transatlantic “joint venture” aka price fixing cabal that BA, AA, FinnAir…
…OH! and the already significant decline in west bound passengers since the US administration made clear your disdain for Europe (& most of the actually “free world”)
I’m a Brit, the Canadians are family to us!
How we USED to feel about the USA, seasonally inappropriate but that’s the point, you’ve crossed from being a reliable ally. It’s how it SHOULD be…
Luv a Brit
(link is to a profit making US corporation who minimise their local (EU + UK) tax payments by financial engineering… This has been found illegal and eg. Apple had so repay over 40Billion Euro’s to EI government..)
just this (& can I delete if it no workie?)
https:// youtu.be/ lCpXMy5GalI?si=00VSAtn_nnVk6NIz
https://youtu.be/lCpXMy5GalI?si=00VSAtn_nnVk6NIz
Sorry, I have 3,2m miles on United and I have absolutely zero recollection of any 744 configured with anything close to 36 first class or 123(!!!) connoisseur class seats. My serious flying started in 1993. I think it was about a dozen FC and maybe 50-60 of those old BarcaLounger seats?
Well an internet search indicates I’m completely wrong! There couldn’t have been many of those – I don’t ever recall a business class that large. Maybe they were focused more on weight constrained ULD flights?
They were termed “Pacific” and flew the east Asian routes from US hubs
CArb1 I was there when you were. Seat 17H. Last row in business on the right. No seat- just a table next to me. IAD to LHR weekly. Usually UAL 718. Sometimes 720.
Damn the food on UAL was good back then.
I’ve always been LAX or SFO based, so never saw any of those. That must have been a damn near automatic upgrade
I was always partial to Row 15 when I could get it. Trained my body to sleep in those BarcaLoungers
I fondly remember row 15…loved the upper deck. But I always struggled to sleep.
And they’ll probably just fly it to another destination in Mexico
Most premium seats. But less than premium service. It will be interesting to see how their LLC service paradigm intersects with this sort of upgrade.
No big loss as AA’s international first class product was always uncompetitive.
I haven’t looked at the numbers, but it would seem to me that the hi-J 767 on UA has the heaviest premium configuration as a percentage of total seats. I know you are saying something different in the headline which is true (70 will be the highest number).