Refurbish or replace? American Airlines weighs the fate of its flagship international jet

When considering a big purchase, many of us often ask the age-old question: Should I repair what I have or buy a new one?

American Airlines is currently grappling with that decision — albeit one with much higher stakes than a home renovation project or a new car.

The Fort Worth, Texas-based airline is trying to decide what to do with its popular long-haul plane, the Boeing, CEO Robert Isom said at a recent industry event. 777-200ER.

An international working horse

American has 47 777-200s – more than any other wide-body aircraft in the airline’s fleet.

Jet planes fly around the world and serve passengers on The airline’s new route from New York City’s John F. Kennedy International Airport (JFK) to Tokyo’s Haneda Airport (HND). It’s also a key part of American’s transatlantic flight, as you can see on the July 2024 map below from Cirium.

Its amenities aren’t bad; it has 37 lie-flat business class cabins, along with 24 premium economy seats.

But American’s 273-seat 777 fleet is not young either. With an average age of just under 24 years old, these jets date back to the early years of Boeing’s 777 program.

Now, a little perspective: Commercial airliners can fly for decades, so America’s 777-200ERs are hardly in their twilight. But to prolong their lives in the long run, they may need a little tender loving care in the cabin.

And, just as a car owner considers how much they’re willing to spend on maintenance at the 90,000-mile mark, American is now thinking about how it wants to approach the future of its international workhorse.

“The 777-200 is what we’re talking about right now,” Isom admitted, speaking at the Skift Aviation Forum in Dallas on November 12.

The future of the long-distance fleet

One reason the 777-200’s fate is in doubt: There’s a clear path forward for all other American long-haul aircraft.

Its 20 larger 777-300ERs are all younger, with an average age of just under 11 years old, according to Cirium. These aircraft will arrive in store starting in 2025 for a complete interior makeover, including the removal of their Flagship First cabins in favor of American’s all-new Flagship Business suites.

Isom said the jets were “in really good condition.”

American’s new, heavier Boeing 787-9 Dreamliners – expected to join the fleet soon – will also have this design. Suites are equipped with privacy doors (as well as its narrow, transatlantic stem Airbus A321XLR preparing to join the fleet in 2025).

Sure, American’s current Dreamliners don’t have a new suite concept, but they’re also a lot younger than the 777-200s that have been around for most of this century.

I found the Dreamliner’s current business class product to be even more comfortable on a recent flight from Chicago’s O’Hare International Airport (ORD) to London’s Heathrow Airport (LHR).

Enter Isom’s dilemma on older long-haul 777-200s.

“Is that an airplane that we’re going to continue to invest in – redoing the interiors, upgrading them?” he posed, spoke in Dallas. “Or is that something you’re considering for a potential future replacement?”

Among other factors American needs to consider, its 777-200s come in two different business class configurations. Some offer the newer reversed herringbone Super Diamond shell, while others still fly with the much less common Concept D seat, alternating between forward- and rear-facing configurations. If an airline chooses to refurbish their aircraft’s interior, they may seek to harmonize (and modernize) their business class product across the jets.

Those factors will certainly lead to the final decision.

Go deep: Inside American’s Tulsa aircraft maintenance facility

Another young fleet

In many ways, Americans can claim that they really only face this dilemma with twin-aisle aircraft.

Although the airline has not achieved the same level of profitability as its top American competitors in recent years, American Airlines has a younger fleet than Delta Air Lines or United Airlines. Delta and United have numerous outstanding orders for long-haul jets, and the airlines continue to operate a range of long-haul aircraft older than American’s 777-200s, such as the Boeing The 767 is in the fleets of both airlines.

In addition, as mentioned, the Americans have not yet completed the purchase of new aircraft.

In addition to hundreds of single-aisle jets – including 50 new XLRs – the airline also has outstanding orders for 30 new Dreamliners in the coming years; this includes the new premium heavy-duty 787-9s (dubbed “787-9P”) due to launch in the near future.

What could happen next?

Some may wonder what could replace American’s nearly 40 777-200s – that is, if the carrier decides it’s not worth lighting up the jet.

Isom said the carrier has high hopes for its existing and upcoming Dreamliners over the next decade.

But he also admitted: “Of course, we are talking to Airbus when necessary.”

Although American’s wide-body plans are based exclusively on Boeing’s Dreamliner, it’s safe to say the airline has a connection to the French plane maker, as it has hundreds of jets narrow-body A320 family in its fleet.

Notably, Boeing is also currently producing a new generation of 777X jets. However, the 777X has encountered a series of delays and to date, no US airlines have ordered any variants of the jet.

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