UA restarts their RTW flight with NYC-LHR-DEL-HKG-LAX-NYC using 744s in April. (I am skeptical about this date though)
DL also restarts ATL-FRA-DEL using 763s in June.
FedEx, UPS, Evergreen, Polar and pretty much every major cargo carrier comes through BOM. I got some nice pictures of the new Polar 744F at BOM last week.
There are ways of taking pictures at BOM without getting shot, but they are not easy. Fortunately my dad has a private office with an airside window!
Ref AA trying to start service to India, it is a complicated issue. The limiting element of the 1995 bilateral is not the number of FREQUENCIES, but rather the number of GATEWAYS.
Speaking from the Indian perspective, AI is allowed as many daily flights as they want between India and a maximum of 5 US gateways. These can be on AI aircraft or third-country codeshares or even a codeshare with a US carrier. Presently, AI has designated JFK, ORD, LAX, IAD and SFO as the 5 gateways. JFK is served on AI metal daily, ORD is served 3/week on AI metal, LAX is served daily on SQ metal and SFO and IAD are dormant (the original designated pre-1995 gateway was IAD and AI ran a codeshare with UA through there for a few years). AI had intention to start service BOM-SEL-SFO with 744 aircraft, but the Asian financial crisis put paid to that idea in the mid-90s.
Now, unfortunately for AI, there were pretty much only 4 *major* hubs in India worth serving (namely BOM, DEL, CCU and MAA). Hence the similar limits set on the US side were a moot point. Hence, the Indian side sets a limit on 4 US carriers allowed to serve India on their own metal. These are presently designated as DL (daily to BOM), NW (daily to BOM/DEL), UA (dormant) and FF (dormant). Additionally, a maximum of 4 US carriers NOT serving India in 1997 may codeshare to India. Essentially that means that with the demise of FF, there are 7 US carriers who may put their codes on India service (3 on their own metal and 4 on third-country codeshares), UNTIL the FF routes are re-assigned to another carrier when it will be back to 4+4.
To date, CO and AA have applied for (and received) the right to codeshare to India, although I don't believe either of them are doing so at present. The catch is that if either one of them begins a codeshare operation and later adds their own metal, they are not grandfathered in by the pre-1997 clause that NW uses for the KL codeshare, and they count towards BOTH the codeshare and own-metal limits (unless they drop the codeshare). Since both of them (probably) want the old FF routes re-assigned to them, they are holding out to get that award and then only instituting a codeshare (because if they already have rights to own-metal flights, the codeshare does not count towards the limit).
"The A340-300 may boast a long range, but the A340 is underpowered" -- Robert Milton, CEO - Air Canada