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American Airlines and 
United Airlines both operate the Boeing 777-300ER as their flagship aircraft. Around the world, the 777-300ER is extremely popular as a large, long-range flagship, but both airlines were late adopters of the plane (while Delta Air Lines has abstained from the 777-300ER entirely).
American Airlines received its fleet of 20 examples from 2012 to 2016. United Airlines took its 22 examples from 2016 to 2020. Although they serve similar roles within the carriers’ fleets, they’re used for different purposes, which is reflected in their LOPAs (layout of passenger amenities).
Even more so than in other regions, US carriers have preferred smaller widebodies to maximize flexibility and make full use of the multiple hubs within their networks. These two airlines are also among the largest Boeing 777-200ER operators, a type that was otherwise handily outsold by the larger, later 777-300ER around the rest of the world. It’s therefore quite interesting to see what happens when these airlines get their hands on the 777-300ER and how they use them.
American Airlines & The 777-300ER
American Airlines first ordered the 777-300ER in January 2011 as part of a fleet modernization effort, and it would increase its order size to 20 examples. The first of these began arriving in late 2012 and entered service in 2013, not only serving as American’s new flagship aircraft, but also debuting the airline’s new livery, branding elements, and cabins. The 777-300ER was a curious aircraft for the Fort Worth-based carrier, as it hadn’t operated such a large aircraft ever since it stopped operating the Boeing 747-100 in 1985.
These planes were originally configured with eight Flagship First suites, 52 Flagship Business seats, 30 Main Cabin Extra seats (configured nine-abreast with significantly more legroom than you see today), and 220 economy seats, for a total of 310 seats. These planes were later retrofitted with 28 premium economy seats, 28 Main Cabin Extra seats in a ten-abreast layout, and 188 economy seats, for a total of 304 seats.
Including Main Cabin Extra, this works out to 116 premium seats, or 88 premium seats if you take out Main Cabin Extra. By percentage, meanwhile, about 38% of the seats on American’s 777-300ERs are premium seats, or roughly 29% if you take Main Cabin Extra out of the equation.
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The carrier is now retrofitting all 20 of these planes again with a new layout and updated cabins. Flagship First is gone, as it no longer fits within American’s commercial strategy, while the planes will now feature 70 Flagship Business suites. In addition, there are now 44 premium economy seats, 30 Main Cabin Extra seats, and 186 economy seats, for a total of 330 seats. By seat count, these aircraft will feature either 114 or 144 premium seats, depending on whether you count Main Cabin Extra, while the type’s capacity is either 35% or 44% premium seats.
United Airlines And The 777-300ER
Whereas American has traditionally been very resistant to operating large widebodies, United Airlines has long been a major Boeing 747 operator, even flying a total of 44 747-400s across the 28 years that it operated the variant. After the Great Recession, United ordered the Airbus A350-900 to replace the 747s, and it later switched its orders to the A350-1000 after its merger with Continental Airlines.
However, the carrier’s 747s were fuel-thirsty, increasingly unreliable, and due for an expensive fuel tank modification, the deadline for which was before the A350s would have arrived. This gave Boeing an inroad to sell United the 777-300ER, which was roughly the same size as the A350-1000, priced much more reasonably, and available sooner. United initially ordered ten examples in 2015, and it continued to increase its 777-300ER orders until reaching 22 units, while the A350s were converted back to the A350-900 variant and deferred repeatedly.
United’s 777-300ERs originally came with 60 Polaris seats, 102 Economy Plus seats, and 204 economy seats, for a total of 366 seats. They were later reconfigured with 24 Premium Plus seats, while Economy Plus capacity was cut to 62 seats, and overall capacity went down to 350 seats. In total, there are either 84 premium seats or 146 premium seats, depending on whether you count Economy Plus, and the aircraft’s capacity is either 24% or 42% premium seats by percentage.
LOPA & Strategy Differences With The 777s
The first major difference is that United offers significantly more extra-legroom economy seats than American. Its 777-300ERs feature more than double the number of extra-legroom seats as American’s, and discussing which one is more premium relies heavily on whether you include this product or not. As a whole, United also tends to offer more extra-legroom seats than American across its fleet.
American’s current 777-300ER layout has almost the same number of premium seats as United’s if you take out extra-legroom economy seats, while its new layout has dramatically more premium seats. This is striking considering that United generally offers the largest premium cabins in the US, and its 777-300ERs feature the second-largest premium cabins within the airline’s fleet. What makes this notable, however, is that American generally offers smaller premium cabins, and its 777-300ERs are the outlier.
American Airlines Widebodies | Flagship First | Flagship Business | Premium Economy | Main Cabin Extra | Economy | Total Seats |
|---|---|---|---|---|---|---|
Boeing 777-200ER | N/A | 37 seats | 24 seats | 66 seats | 146 seats | 273 seats |
Boeing 777-300ER | 8 seats | 52 seats | 28 seats | 28 seats | 188 seats | 304 seats |
N/A | 70 suites | 44 seats | 30 seats | 186 seats | 330 seats | |
Boeing 787-8 Dreamliner | N/A | 20 seats | 28 seats | 48 seats | 138 seats | 234 seats |
Boeing 787-9 Dreamliner | N/A | 30 seats | 21 seats | 36 seats | 198 seats | 285 seats |
N/A | 51 suites | 32 seats | 18 seats | 143 seats | 244 seats |
The second main difference has to do with the physical LOPAs. With the current and new layouts, American extends the business class cabin up to the third set of exits, while premium economy and economy are located aft of these exits. United Airlines installs both its Polaris business class and its Premium Plus cabins forward of the third set of exits. On the 777-300ER, American is committing significantly more floor space to premium seating than United Airlines. This is crucial to understanding how the two airlines use the two.
The Destinations That The 777-300ERs Are Flown To
American Airlines has a core set of destinations that it sends the 777-300ER to: they fly to London, São Paulo, Buenos Aires, Tokyo, and Sydney. While they serve additional destinations as well (including Athens during the 2026 summer season), these are the main cities where they’re deployed. In addition, American operates the 777-300ERs from multiple hubs, including New York, Dallas/Fort Worth, Los Angeles, Miami, and Charlotte. This is unusual for a relatively small fleet of 20 aircraft.
United Airlines initially operated the 777-300ER out of its hubs in Newark and San Francisco, but in recent years, the fleet has been concentrated mostly out of San Francisco. In addition, the fleet has been deployed to a wider range of destinations over the past ten years than American’s 777-300ERs. This, combined with the LOPA differences, shows that the 777-300ER is a volume aircraft for United. It serves as a long-range people mover, with its capacity of 350 seats being its main attribute.
American Airlines, on the other hand, is focused very specifically on premium capacity with the 777-300ER. They primarily operate to the hubs of partner airlines like British Airways, Japan Airlines, and Qantas, where American has huge feed at the destination. Cities like London, Tokyo, and Sydney also have strong local business demand, requiring American to offer as much premium capacity as possible, while São Paulo and Buenos Aires are traditionally strong markets for American.
Additional Differences In Deployment
American’s route from Los Angeles to Sydney takes the 777-300ER close to its limits, but apart from that, the carrier doesn’t push the capabilities of the aircraft. It mainly deploys the aircraft on flights between seven and 12 hours long to its largest international destinations, and it’s the floor space that is most valuable to American, as this enables it to install a huge number of premium seats. This is an aircraft configured to fly to London, even if the type is capable of flying much farther.
United, on the other hand, installs a massive number of premium seats, but also configures the plane with significantly more seats overall. It flies the 777-300ER almost exclusively across the Pacific, where the plane’s range is valuable, and it also deploys the aircraft to destinations with heavier cargo demand. Notably, United doesn’t fly the 777-300ER to London because, for the Chicago-based carrier, it’s a plane designed for destinations like Manila, Shanghai, and Hong Kong.
Delta Air Lines has ordered 20 A350-1000s, which is roughly equivalent to the 777-300ER in size and much more capable. Delta’s LOPA for the plane will feature 108 premium seats, with more Premium Select seats (152 if you include Comfort), and the carrier’s LOPA for the plane is closer to how American configures the 777-300ER. However, it’s believed that Delta will use the A350-1000 more similarly to how United flies the 777-300ER, deploying it on ultra-long-haul flights where it has strong demand for added payload.
