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MileHFL400 wrote:Presumably some of these A350 and B787-10 are for B777-236ER replacement?
MileHFL400 wrote:Presumably some of these A350 and B787-10 are for B777-236ER replacement?
LupineChemist wrote:MileHFL400 wrote:Presumably some of these A350 and B787-10 are for B777-236ER replacement?
They just need a cabin refresh, not a whole new aircraft.
MileHFL400 wrote:LupineChemist wrote:MileHFL400 wrote:Presumably some of these A350 and B787-10 are for B777-236ER replacement?
They just need a cabin refresh, not a whole new aircraft.
I'm sure the oldest ones are coming on to 20 years old?
Andy33 wrote:MileHFL400 wrote:LupineChemist wrote:
They just need a cabin refresh, not a whole new aircraft.
I'm sure the oldest ones are coming on to 20 years old?
Oldest 777-236ERs entered service in 1997, yes. So when they say (as they have) they intend a 30 year life for them, that means a 2027 replacement date.
scotron11 wrote:According to Flightglobal, IAG has successfully shuffled their delivery schedule on their A350 and 787-10s. They are committed to take 43 A350, including 18 A350-1000 for BA 2018-2022, and 12 787-10 for the period 2017-2021.
https://www.flightglobal.com/news/artic ... le-434560/
Have tried to find any listing for BA on the A350 production list but the only listing is for IB. Does anyone know when they will actually receive their 1st one?
I know BA only operate First on their 789s...wonder if they will put F on their A350s.
Article also quotes WW reiterating his interest in 2nd hand aircraft, but also his reasoning on choosing new build A330s.
MileHFL400 wrote:I see, isn't 30 years going to push these birds very close to cycle limits?
Wpr8e wrote:
I wonder if BA have assumed UAs A350-1000 slots?
Andy33 wrote:MileHFL400 wrote:Without knowing what the upper limit is for a 772-ER, these planes tend to do no more than two takeoffs and two landings a day.
Andy33 wrote:The A350-1000s are to replace an equal number of 744s, that's been made clear several times in investor presentations.
Andy33 wrote:The 744s that are to be replaced by these 18 A350s are indeed the ones that operate to PHX, DEN, and LAS, along with CPT, KWI, MEX and ACC.
They also visit JFK, BOS, YVR and MIA regularly though they only provide some of the rotations on these routes.
Current configuration of this subfleet is 14F 52J 36W 235Y.
BA frequently shuffle the fleet around so it's entirely possible, even likely, that A350s will enter service on routes that go nowhere near these airports and displace other planes to allow the 744s to leave the fleet.
Andy33 wrote:The 744s that are to be replaced by these 18 A350s are indeed the ones that operate to PHX, DEN, and LAS, along with CPT, KWI, MEX and ACC.
They also visit JFK, BOS, YVR and MIA regularly though they only provide some of the rotations on these routes.
Current configuration of this subfleet is 14F 52J 36W 235Y.
BA frequently shuffle the fleet around so it's entirely possible, even likely, that A350s will enter service on routes that go nowhere near these airports and displace other planes to allow the 744s to leave the fleet.
oldannyboy wrote:Andy33 wrote:The 744s that are to be replaced by these 18 A350s are indeed the ones that operate to PHX, DEN, and LAS, along with CPT, KWI, MEX and ACC.
They also visit JFK, BOS, YVR and MIA regularly though they only provide some of the rotations on these routes.
Current configuration of this subfleet is 14F 52J 36W 235Y.
BA frequently shuffle the fleet around so it's entirely possible, even likely, that A350s will enter service on routes that go nowhere near these airports and displace other planes to allow the 744s to leave the fleet.
Andy, I am wondering what kind of configuration BA would go for the 350 if they are to substitute for 744, given that they currently seat an extra 36 pax in Y vis a vis the 77W...?
Andy33 wrote:oldannyboy wrote:Andy33 wrote:The 744s that are to be replaced by these 18 A350s are indeed the ones that operate to PHX, DEN, and LAS, along with CPT, KWI, MEX and ACC.
They also visit JFK, BOS, YVR and MIA regularly though they only provide some of the rotations on these routes.
Current configuration of this subfleet is 14F 52J 36W 235Y.
BA frequently shuffle the fleet around so it's entirely possible, even likely, that A350s will enter service on routes that go nowhere near these airports and displace other planes to allow the 744s to leave the fleet.
Andy, I am wondering what kind of configuration BA would go for the 350 if they are to substitute for 744, given that they currently seat an extra 36 pax in Y vis a vis the 77W...?
If anyone knows, they're not saying...
It is fair to say that BA definitely doesn't regard matching economy capacity as vital. Just look at their other 18 744s - the ones that got a refurb in 2015/2016 and were reconfigured to 14F 86J 30W 145Y and will last well past 2022.
Now if they couldn't fit 52 or more J seats in the A350-1000s, then they'd be worried.
TedToToe wrote:Andy33 wrote:The A350-1000s are to replace an equal number of 744s, that's been made clear several times in investor presentations.
The configuration is going to be interesting; how close will it be to the similarly sized 77W? I think that we can assume that the F cabin will be smaller than the 14 seats on the 744 and 77W: perhaps with 10 or 12 seats. Then, what we do know is that BA's new J seat will feature on the aircraft and, in my opinion, that is why we are likely to see them deployed where BA has a higher degree of competition. So, for example, the A350 could be deployed on HND, HKG or even SIN-SYD, whilst the 77W's are used to displace 744's from the likes of PHX, DEN or LAS.
subramak1 wrote:I doubt denver will get 77W in the short term in winter anyways. In the northern winter schedule LHR DEN is operated by mid J configured 747 due to the high demand in business class for travellers proceeding to the ski resorts.
TedToToe wrote:subramak1 wrote:I doubt denver will get 77W in the short term in winter anyways. In the northern winter schedule LHR DEN is operated by mid J configured 747 due to the high demand in business class for travellers proceeding to the ski resorts.
Actually, it is the 77W that is slightly more premium heavy, with 14F and 56J versus 14F and 52J on the mid-J 744's.
subramak1 wrote:TedToToe wrote:subramak1 wrote:I doubt denver will get 77W in the short term in winter anyways. In the northern winter schedule LHR DEN is operated by mid J configured 747 due to the high demand in business class for travellers proceeding to the ski resorts.
Actually, it is the 77W that is slightly more premium heavy, with 14F and 56J versus 14F and 52J on the mid-J 744's.
I think the mid J 744s are 70 J class as compared to 77W. I believe the low J version has 52 business class seats.
Subu
MileHFL400 wrote:I see, isn't 30 years going to push these birds very close to cycle limits?
pegasus1 wrote:All the 70J-configured 744s have now been converted to 'High J' with 86 J seats - 18 aircraft in all. There are no aircraft still flying with a 70J cabin.
A further 5 aircraft from the 'Low J' pool are also due for conversion over the coming months. They will be the only aircraft from the 52J pool to have been converted, with no plans for further conversions at present.
KarelXWB wrote:BA's first A350 production slot is MSN 332. This looks like a 2019 delivery to me.
LupineChemist wrote:KarelXWB wrote:BA's first A350 production slot is MSN 332. This looks like a 2019 delivery to me.
Is that just BA or all of IAG?
Who is going to get the 350 first? IB, EI, or BA?
tonystan wrote:A350s are due summer 2018 to BA.
kaitak wrote:The reason? EI says it is sticking with 330s, which is a fine aircraft no doubt, but with its hub at Dublin growing, it doesn't seem to make sense to stay with an aircraft of the same capacity they've had for the last 20 years. My guess: the case made by IB for these aircraft was better than that made by EI and so, IB got them instead. I'm sure that we'll see 350s in EI colours at some stage in the future.
Polot wrote:kaitak wrote:The reason? EI says it is sticking with 330s, which is a fine aircraft no doubt, but with its hub at Dublin growing, it doesn't seem to make sense to stay with an aircraft of the same capacity they've had for the last 20 years. My guess: the case made by IB for these aircraft was better than that made by EI and so, IB got them instead. I'm sure that we'll see 350s in EI colours at some stage in the future.
The A350 is a bigger aircraft but it is also a lot more capable, with that capability being of questionable need for EI while just presenting itself as excess weight on many of EI's routes. Expanding TATL narrowbody operations at EI (going from 4 757s to at least 7 A321LRs) will naturally fragment EI's traffic (e.g. some of those people on EI's BDL flight no doubt use to drive down and take one of EI's JFK flights) freeing up more seats on the A333s for the local markets where they are used.
Dutchy wrote:Polot wrote:kaitak wrote:The reason? EI says it is sticking with 330s, which is a fine aircraft no doubt, but with its hub at Dublin growing, it doesn't seem to make sense to stay with an aircraft of the same capacity they've had for the last 20 years. My guess: the case made by IB for these aircraft was better than that made by EI and so, IB got them instead. I'm sure that we'll see 350s in EI colours at some stage in the future.
The A350 is a bigger aircraft but it is also a lot more capable, with that capability being of questionable need for EI while just presenting itself as excess weight on many of EI's routes. Expanding TATL narrowbody operations at EI (going from 4 757s to at least 7 A321LRs) will naturally fragment EI's traffic (e.g. some of those people on EI's BDL flight no doubt use to drive down and take one of EI's JFK flights) freeing up more seats on the A333s for the local markets where they are used.
And yet, EI has no Airbus A330-900/800 on order.
Armodeen wrote:Dutchy wrote:Polot wrote:The A350 is a bigger aircraft but it is also a lot more capable, with that capability being of questionable need for EI while just presenting itself as excess weight on many of EI's routes. Expanding TATL narrowbody operations at EI (going from 4 757s to at least 7 A321LRs) will naturally fragment EI's traffic (e.g. some of those people on EI's BDL flight no doubt use to drive down and take one of EI's JFK flights) freeing up more seats on the A333s for the local markets where they are used.
And yet, EI has no Airbus A330-900/800 on order.
I sort of expect some more A330 ceos for EI..either end of the line top ups or A333s from IB as the A350s arrive in numbers there.
kaitak wrote:tonystan wrote:A350s are due summer 2018 to BA.
According to the attached production list, BA's first is No.342 and since they're only just at the 100 mark, I think 2018 is not possible. Iberia should receive its first (219) and possibly, VS (284).
KarelXWB wrote:IB will be first, starting from MSN 219.