The 777 would be an ideal aircraft for higher frequency runs SY/PH, ML/PH where the 743/744 is not efficent, and up north to Bangkok, Jakarta, Taipei, Singapore, Hong Kong, Tokyo etc.. .. .Having too many types in a fleet costs.. .. .I haven't seen an order for a 744 for a while, most of the orders that are to be delivered are 744Fs.. .. .The break even load factor on the A330/A340 is less than the 744, and the same or less than the 777. 777/744 are faster. The same crews can fly a A330 or A340, no can do for the 777/744.. .. .Very short conversion course from A330 to A340 (days), the A330 sim is also an A340 sim by replacing the thrust quadrant, and the fire panel (5 minute job they clip in and out). Crews can fly the A330 and A340 in the same bid period, CX do this. A 777 sim would be another US$15-20 mil.. .. .The A332 has some legs, 6600nm+ depending on the load, ie it could do JFK-NRT-SYD (250 pax). For freight you can get 45t of freight under the floor on a A330.. .. .One of the driving issues that lead SA to the 340 over the 777 was ETOPS, similar geographic isolation on routes to QF. Using a 340 over the South Americian routes would allow the operation of a 4 engine aircraft to 65S for the South African routes, and 72S for the African routes like they do on the 744. Any twin would require lower latitudes and longer trip times.. .. .The A345/A346 are becomming the choice aircraft for many operators to replace the classic 747s where ETOPS is a consideration, or on routes where a 744 load cannot be justified.. .. .The A345/A346 non stop range out of SY covers a lot of the globe. SA would be able to go non stop JNB-SY with a A346 (7500 nm 380 pax) or A345 (8500 nm 310 pax).. .. .Z