Future fleet order....... Assuming IAG buy BMI
Feb 5, 2012, 1:31 pm
#61
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Still confused why BA wouldn't go 748, it's the most loved plane after the pointy one, handled by vast majority of airports and has a nice capacity.
Feb 8, 2012, 10:43 am
#62
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The thing is that the A380 has worked for airlines like EK, SQ and QF who aren't challenged very much by other airlines on their A380 and other routes, but it hasn't worked as well for European air carriers like LH and AF, who frequently withdraw, relaunch and change routes operated by A380s almost on a quarterly basis. Sometimes it works out as just too much capacity. Would it be the same for BA?
Feb 8, 2012, 10:47 am
#63
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The thing is that the A380 has worked for airlines like EK, SQ and QF who aren't challenged very much by other airlines on their A380 and other routes, but it hasn't worked as well for European air carriers like LH and AF, who frequently withdraw, relaunch and change routes operated by A380s almost on a quarterly basis. Sometimes it works out as just too much capacity. Would it be the same for BA?
also BA main restriction is landing slots at LHR so maybe it will work for them?
Feb 8, 2012, 11:19 am
#64
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Feb 8, 2012, 12:44 pm
#65
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I guess that there are about 10 routes BA could get an A380 working on along the lines of:
SFO, LAX, GRU, HKG, JNB, PVG, BOM, DXB, LAS, CPT.
Some of these may not be able to take the A380 (such as CPT) and some of these it will be growth over the next few years (PVG has gone 5x/wk 777-200 to 6x/week 777-300 in 2 years) but we shall see. I suspect that the BMI merger lessens the needs for the big birds as there are now more slots that BA has so it can go for frequency on routes and open new ones up with direct services.
FD.
SFO, LAX, GRU, HKG, JNB, PVG, BOM, DXB, LAS, CPT.
Some of these may not be able to take the A380 (such as CPT) and some of these it will be growth over the next few years (PVG has gone 5x/wk 777-200 to 6x/week 777-300 in 2 years) but we shall see. I suspect that the BMI merger lessens the needs for the big birds as there are now more slots that BA has so it can go for frequency on routes and open new ones up with direct services.
FD.
Feb 8, 2012, 1:03 pm
#66
Join Date: Nov 2009
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I would say YVR could take an A380 from a load factor point of view, the airport would need to be upgraded though. The only time I remember being in a cabin that wasn't full was F this summer, and that was only the return with 8 out of 14, the outbound was full in F.
Feb 8, 2012, 1:21 pm
#67
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I guess that there are about 10 routes BA could get an A380 working on along the lines of:
SFO, LAX, GRU, HKG, JNB, PVG, BOM, DXB, LAS, CPT.
Some of these may not be able to take the A380 (such as CPT) and some of these it will be growth over the next few years (PVG has gone 5x/wk 777-200 to 6x/week 777-300 in 2 years) but we shall see. I suspect that the BMI merger lessens the needs for the big birds as there are now more slots that BA has so it can go for frequency on routes and open new ones up with direct services.
FD.
SFO, LAX, GRU, HKG, JNB, PVG, BOM, DXB, LAS, CPT.
Some of these may not be able to take the A380 (such as CPT) and some of these it will be growth over the next few years (PVG has gone 5x/wk 777-200 to 6x/week 777-300 in 2 years) but we shall see. I suspect that the BMI merger lessens the needs for the big birds as there are now more slots that BA has so it can go for frequency on routes and open new ones up with direct services.
FD.
Feb 8, 2012, 1:30 pm
#68
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Feb 8, 2012, 2:40 pm
#69
Join Date: Jan 2012
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I guess that there are about 10 routes BA could get an A380 working on along the lines of:
SFO, LAX, GRU, HKG, JNB, PVG, BOM, DXB, LAS, CPT.
Some of these may not be able to take the A380 (such as CPT) and some of these it will be growth over the next few years (PVG has gone 5x/wk 777-200 to 6x/week 777-300 in 2 years) but we shall see. I suspect that the BMI merger lessens the needs for the big birds as there are now more slots that BA has so it can go for frequency on routes and open new ones up with direct services.
FD.
SFO, LAX, GRU, HKG, JNB, PVG, BOM, DXB, LAS, CPT.
Some of these may not be able to take the A380 (such as CPT) and some of these it will be growth over the next few years (PVG has gone 5x/wk 777-200 to 6x/week 777-300 in 2 years) but we shall see. I suspect that the BMI merger lessens the needs for the big birds as there are now more slots that BA has so it can go for frequency on routes and open new ones up with direct services.
FD.
I would also include SYD, SIN, and if growth continues, BLR. I wouldn't include DEL for the same reason as BOM.
Feb 11, 2012, 4:02 am
#70
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The 767s can't stick around for long as sometime in the next few years (can't remember exactly but it's less than 5) there's a navigation equipment change required for the North Atlantic which the 767 won't be able to comply with. That would force it to cross the pond at 28000ft or below, making it uneconomical for the US routes. It could carry on flogging south and east but it's pretty limiting.
They could keep the A330s, but there's only two of them and with that 'crew 3 aircraft' policy I can see them possibly being transferred to IB.
Feb 11, 2012, 4:15 am
#71
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If (they probably will) they acquire the BMI routes to Amman, Beirut, Damascus, Tehran, Freetown and any other mid/long haul routes operated by narrowbodies (BD have only 2 A330s) then they could use the 767s on those routes.
They could keep the A330s, but there's only two of them and with that 'crew 3 aircraft' policy I can see them possibly being transferred to IB.
They could keep the A330s, but there's only two of them and with that 'crew 3 aircraft' policy I can see them possibly being transferred to IB.
Yep i personally think that they will keep the all 767s (rather than the current 14 planned) the A330s will be binned or booted to IB
cs
Feb 11, 2012, 4:25 am
#72
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Don't think they will be "binned". Second-hand A330's are very highly sought after at the moment so BA will have no problem disposing of them at a good price if IB don't want them. Having said that, don't think IB's are RR powered so there would be a commonality issue.
Feb 11, 2012, 4:30 am
#73
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The vast majority of BD's fleet is leased so any unwanted aircraft can be returned to lessors as and when operational requirements/lease terms allow.
IB already has A330s on order, so I think its requirements will be already covered.
IB already has A330s on order, so I think its requirements will be already covered.
Feb 11, 2012, 4:32 am
#74
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The two options for them as i see it is to go to IB or leave IAG, i cant see the A330s staying with BA post BMI take over
cs
Feb 17, 2012, 8:07 am
#75
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If you think about the oldest aircraft in BA's fleet, the oldest 12 or some few more 747s are due to be replaced by 12 A380s in the coming years, 787s are due to replace some 767s and are also for expansion. If BA reduce frequencies on routes operated by both them and BMI across Europe, then some of the 25 A319/20/21 can be used to replace LGW's 19 737s, but there are some ageing 772s as well, and to increase capacity slightly BA could order more 777-300ERs, or they could order A350s. Which one's more likely?