In discussing the types of aircraft used or not used on the LHR
route it is pertinent to remember the cabin configurations of the aircraft.
primarily operates "Hi J" 744s between LHR
. They are configured for up to 291 passengers (F14 / J70 / W30 / Y177).
Currently (until 29 October) one rotation (BA179/182) is operated by a 77W. It is configured for up to 297 passengers (F14 / J56 / W44 / Y183).
could alternatively operate their 772 aircraft. Their 4-class 772s are variously configured for up to 216 passengers (772A) (F17 / J48 / W24 / Y127), up to 219 passengers (772ER RR
powered) (F12 / J48 / W32 / Y127) or 224 passengers (772ER GE
powered) (F14 / J48 / W40 / Y122).
operates 772s. They are configured for up to 243 passengers (F16 / J37 / Y190).
Speculation as to whether BA
would operate the 380 between JFK
is interesting. However I think that we will have a better idea as to whether this is likely once we know how BA
will configure the cabins of what currently will be a relatively small fleet.
may configure their 380s with a relatively high proportion of Y Class seats to operate them on what are currently "Mid J" 744 routes. If they do it is unlikely that they will be scheduled to operate to JFK
may certainly choose to use their 380 fleet to provide increased capacity on relatively high frequency routes like LHR
. However if that happens I cannot see them consolidating flights. Two 744s - or at least the passengers on two relatively full 744s - are probably not all going to fit into one 380. So consolidating flights in this way is likely to reduce total route capacity and on a route where frequency appears to be important.
may choose to configure their 380s to operate on routes where a single daily 744 flight is no l.onger large enough to meet demand. Clearly substituting a 380 instead of a 772 plus either a 763 or a 787 would be preferable economically. This would be particularly true on routes where frequency offers no commercial advantage.
The current use of a 77W for the LHR
1800 hr departure to JFK
may suggest a higher demand for W and/or Y class seats at that time. Equally there might then be a lower demand from J Class passengers . However either of these possibilities could be primarily driven by the return flight. It, BA182, is the last departure of the day from JFK
scheduled at 2245.
Similarly the timing of AA
's flight departures from LHR
at 1055, 1400, 1700 and 1900 could be to meet a higher demand for Y Class seats or the demand from AA
Elites wanting to use their upgrades.
It is also worth remembering that all the BA
flights on the JFK
route, like all their North Atlantic flights are also AA
code share flights. Similarly all the flights on AA
metal also carry BA
flight codes. So, for example, BA175 is also AA6140 and IB4615 while AA101 also carries the BA1516 and IB4219 codes. Here, as an aside, it is also worth noting that BA
metal flights between LHR
and Canada are also AA
(but not IB
) code share flights. So, for example, BA85 (LHR
) is also AA6219.
It is also my belief - please correct me if I am wrong here - that AA
share all costs and all revenues on the JFK
route and other routes between the UK and USA. I deduced this from last year's BA
Investors' Day Presentation. When displaying Slide 105 here:
Willie Walsh said that the BA
experience with the Joint Services Agreement (JSA) with QF
over more than 10 years meant that AA
/BA had an operational advantage over other trans-Atlantic ATI alliances in implementing their ATI Alliance. I - correctly or incorrectly - took this to mean that the AA
/BA agreement is similar to the BA
/QF JSA. That agreement requires that all revenues and costs on all flights by BA
linking Australia and Europe are shared irrespective of whose metal operates some or all of those flights.