Sep 14, 2014, 8:13 am
Last edit by: gingeola
BA FLEET: NEW AIRCRAFT ARRIVALS AND RETIREMENTS WIKI
BA are in the mid-stages of a large fleet renewal programme. The new aircraft enabled BA to retire the 767 and 737 Classic fleets with retirement of the 747 fleet and selected 777/A319 aircraft currently in progress.
This Wiki has been divided into:
BA are in the mid-stages of a large fleet renewal programme. The new aircraft enabled BA to retire the 767 and 737 Classic fleets with retirement of the 747 fleet and selected 777/A319 aircraft currently in progress.
This Wiki has been divided into:
- Projected Fleet
- New Arrivals
- Retrofits
- Retirements
- Historical Fleet
(Click on the aircraft type, where there is a link, to go to the relevant details in this wikipost.)
Projected Fleet
This renewal programme, which is being complemented with a cabin refresh for some of the older aircraft, is expected to see the following fleet numbers at year end 2022.
Heathrow Fleet and Gatwick Fleet
Shorthaul
• A319: 9 (38 currently in fleet)
• A320ceo: 67 (67 currently in fleet)
• A320neo: 22 (12 currently in fleet)
• A321ceo: 14 (14 currently in fleet)
• A321neo: 13 (9 currently in fleet)
Midhaul
• A321: 4 (4 currently in fleet)
Longhaul
• A350-1000: 18 (6 currently in fleet)
• A380: 12 (12 currently in fleet)
• B747-400: 12 (30 currently in fleet)
• B777-200ER: 43 (43 currently in fleet)
• B777-300ER: 16 (12 currently in fleet)
• B777-9: 8 (0 currently in fleet)
• B787-8: 12 (12 currently in fleet)
• B787-9: 18 (18 currently in fleet)
• B787-10: 9 (2 currently in fleet)
London City Fleet
Shorthaul
• E170 / E190: 28 (24 currently in fleet)
Longhaul
• A318: 1 (1 currently in fleet)
New Arrivals
Airbus A320ceo: Ten A320ceos were delivered between June 2013 and October 2014, based at LHR. Ten second hand A320ceos were delivered to LGW between December 2014 and August 2016. Details are archived here.
Airbus A320neo: 35 A320neo family aircraft (25 A320s and 10 A321s) were ordered to replace 21 of the older A319 and A320ceos and add extra capacity. Deliveries started in 2018. In May 2019 three A320neos were converted to A321neo bringing the split to 22 A320s and 13 A321s.
G-TTNA - Delivered on 10 Apr 2018
G-TTNB - Delivered on 25 Apr 2018
G-TTNC - Delivered on 07 Jun 2018
G-TTND - Delivered on 26 Jul 2018
G-TTNE - Delivered on 21 Sep 2018
G-TTNF - Delivered on 27 Oct 2018
G-TTNG - Delivered on 29 Nov 2018
G-TTNH - Delivered on 17 Jan 2019
G-TTNI - Delivered on 20 Feb 2019
G-TTNJ - Delivered on 28 Feb 2019
G-TTNK - Delivered on 27 Feb 2020
G-TTNL - Delivered on 09 Mar 2020
G-TTNM - Due in May 2020?
G-TTNN - Due in Jul 2020
G-TTNO - Due in Sep 2020
G-TTNP - Due in 2020
G-TTNR -
G-TTNS -
G-TTNT -
G-TTNU -
G-TTNV -
G-TTNW -
Airbus A321neo:
G-NEOR - Delivered on 23 Nov 2018
G-NEOS - Delivered on 29 Jan 2019
G-NEOT - Delivered on 01 Mar 2019
G-NEOP - Delivered on 27 Mar 2019
G-NEOU - Delivered on 10 May 2019
G-NEOV - Delivered on 30 Aug 2019
G-NEOW - Delivered on 25 Oct 2019
G-NEOX - Delivered on 23 Dec 2019
G-NEOZ - Delivered on 17 Mar 2020
G-NEOY - Due in May 2020?
G-TNEA -
G-TNEB -
G-TNEC -
Airbus A350: BA ordered 18 A350-1000s for delivery between 2019 and 2021. They will all be based at LHR are being delivered as 3-class in a 56J/56W/219Y configuration. Deliveries started in July 2019.
G-XWBA - Delivered on 27 Jul 2019
G-XWBB - Delivered on 19 Sep 2019
G-XWBC - Delivered on 26 Nov 2019
G-XWBD - Delivered on 23 Dec 2019
G-XWBE - Delivered on 12 Feb 2020
G-XWBF - Delivered on 20 May 2020
G-XWBG - Due in Jun 2020
G-XWBH - Due in Jul 2020
G-XWBI - Due in Oct 2020
G-XWBJ - Due in Jan 2021
G-XWBK - Due in Feb 2021
G-XWBL -
G-XWBM -
G-XWBN -
G-XWBO -
G-XWBP -
G-XWBR -
G-XWBS -
Airbus A380: Twelve A380s were delivered between July 2013 and June 2016 and are based at LHR. Details are archived here.
Boeing 777-300ER: Six 777-300ERs were delivered between September 2013 and August 2014 and are based at LHR. Details are archived here. A further three were ordered in November 2018, and a fourth in December 2018. These final four are due to be delivered from Q3 2020.
G-STBM - Due in Jul 2020?
G-STBN - Due in Aug 2020?
G-STBO - Due in 2020
G-STBP - Due in 2020
Boeing 777-9: In February 2019 BA announced an order for 18 Boeing 777-9 aircraft plus 24 options which will be powered by General Electric GE9X engines. Each aircraft will be fitted with 325 seats in a 4-class, 8F/65J/46W/206Y configuration. The 777-9s on order will be used to replace 14 Boeing 747-400 and four Boeing 777-200ER between 2022 and 2025.
Boeing 787-8: Twelve 787-8s were delivered between June 2013 and November 2018 and are based at LHR. Details are archived here.
Boeing 787-9: Eighteen 787-9s were delivered between September 2015 and June 2018 and are based at LHR. Details are archived here.
Boeing 787-10: BA has 12 787-10s on order to be delivered between 2020 and 2023: Each aircraft will be fitted with 256 seats in a 4 class 8F/48J/35W/165Y configuration.
G-ZBLA - Due 24th May 2020
G-ZBLB - Due in Jun 2020
G-ZBLC - Due in Aug 2020
G-ZBLD - Due in 2020
G-ZBLE - Due in 2020
G-ZBLF - Due in 2020
G-ZBLG - Due in 2021
G-ZBLH - Due in 2021
G-ZBLI - Due in 2022
G-ZBLJ - Due in 2023
G-ZBLK - Due in 2023
G-ZBLL - Due in 2023
Embraer 190: Three more new Embraer 190s were delivered in May 2014 and September 2014. Details are archived here. Seven second hand aircraft have since been sourced. Two more are due in 2020.
G-LCYV - Delivered on 19 Dec 2015
G-LCYW - Delivered on 25 May 2016
G-LCYX - Delivered on 10 Jul 2016
G-LCYY - Delivered on 22 Dec 2017
G-LCYZ - Delivered on 17 May 2018
G-LCAA - Delivered on 23 May 2019
G-LCAB - Delivered on 21 July 2019
G-LCAC - Due into service June 2020 (currently at WAW)
G-LCAD - Due in June / July 2020? (currently at CAN)
G-LCAE
G-LCAF
G-LCAG
G-LCAH
Retrofits
A320ceo:
The A320ceos currently based at LHR are being reconfigured from CY168 to CY180. These feature Pinnacle seats throughout and still have tables in CE, (unlike the A320neos).
There are currently 55 completed.
Completed (CY180):
G-EUUA/D/E/F/G/H/I/J/K/L/M/N/O/P/R/S/T/U/V/W/X/Y/Z
G-EUYA/B/C/D/E/F/G/H/I/J/K/L/M/N/O/P/R/S/T/U/V/W/X/Y
G-MEDK
G-MIDO/S/T/X/Y
G-TTOB/E
The following aircraft are currently undergoing cabin refit at Madrid:
G-EUUB/C
A321ceo (Completed):
All 14 shorthaul frames have now been reconfigured from a CY205 to a CY218. These feature Pinnacle seats throughout and still have tables in CE (unlike the A321neos). The four midhaul frames remain unchanged in a 23J/131Y layout.
Boeing 777-200ER:
For full details on the complete refit plan of the 777s, see the following detailed thread: https://www.flyertalk.com/forum/brit...8-onwards.html
LGW Cabin retrofit of 777-200ERs with 10-across economy seating and upgraded Panasonic IFE. These do notfeature the new Club World seat. This commenced in January 2018.
There are currently 14 completed.
Completed (32J/52W/252Y): G-VIIO/P/R/T/U/X
Completed (32J/48W/252Y): G-YMMB/C/D/E/F
Completed (14F/48J/40W/136Y): G-VIIV/W/Y
The following aircraft are currently undergoing cabin refit at
Cardiff:
None
LHR Cabin retrofit of 777-200ERs with 10-across economy seating and upgraded Panasonic IFE. These feature the new Club World seat. This commenced in August 2019.
There are currently 6 completed.
Completed (8F/49J/40W/138Y): G-VIIB/K/L/M/N, G-RAES
The following aircraft are currently undergoing cabin refit at Cardiff
G-VIIF - Arrived at CWL on 14 April
G-VIIA - Arrived at CWL on 25 April
Boeing 777-300ER:
Cabin retrofit to commence in October 2020 in an 8F/76J/40W/130Y configuration with the new Club World seat.
Retirement
With all the new arrivals there are also some much loved/hated (*delete as applicable) older aircraft heading for scrapping. Until 2015 most of these ended up in Victorville (VCV) in California for storage and ultimately part out for scrap. Since then most ex-BA planes have been sent to St Athan (DGX) in Wales for scrapping. Recent 747 retirements have been to Kemble (GBA) in England for scrapping.
Airbus A319:
G-DBCI - Retired to MAD on 07 Mar 2018
G-EUPV - Retired to DGX on 01 Nov 2018
G-EUOH - Retired to DGX on 05 Sep 2019
G-EUPX - Retired to DGX on 07 Sep 2019
G-EUOI - Retired to DGX on 04 Nov 2019
G-EUPE - Retired to DGX on 11 Mar 2020
G-EUOC - Retired to DGX on 11 Mar 2020
G-EUOD - Retired to DGX on 11 Mar 2020
G-EUOB - Retired to DGX on 16 Mar 2020
The next to be retired (subject to change) are:
G-EUPA - Due to be withdrawn in Sep 2020
G-EUPC - Due to be withdrawn in Nov 2020
G-EUPB - Due to be withdrawn in Oct 2021
G-EUPF - Due to be withdrawn in Nov 2021
G-EUPH - Due to be withdrawn in Nov 2021
G-EUPJ - Due to be withdrawn in Nov 2021
G-EUPK - Due to be withdrawn in Aug 2022
G-EUOE - Due to be withdrawn in Oct 2022
G-EUOF - Due to be withdrawn in Oct 2022
Airbus A320:
G-TTOB - Due to be withdrawn in Feb 2022
Boeing 747-400: As of 27 April 2020, 29 747-400s have been retired from the original fleet of 57, leaving 30 aircraft in service. Of those remaining, 17 are "super high-J" aircraft (14F / 86J / 30W / 145Y). (Cabin refresh dates here). The remaining 11 aircraft are "mid-J" aircraft. (14F / 52J / 36W / 235Y). (Cabin refresh dates here). All remaining aircraft have been refurbished.
The current plan is for all aircraft to be retired by February 2024. According to the Capital Markets Day presentation in November 2019, BA plan to have the following amount of 747s in the fleet at year end:
- 2020: 25 aircraft
- 2021: 20 aircraft
- 2022: 12 aircraft
- 2023: 3 aircraft
Since then the following have been retired:
G-BNLN - Retired to DGX on 24 Jun 2019
G-CIVG - Retired to DGX on 25 Nov 2019
G-CIVM - Retired to DGX on 16 Mar 2020
G-CIVL - Retired to GBA 14 Apr 2020
G-CIVJ - Retired to GBA 15 Apr 2020
G-CIVN - Retired to GBA on 16 Apr 2020
For a further analysis of the fleet and retirement plans: see Globaliser's tracker.
The last known planned dates of the next retirements were as follows (but should all be regarded as subject to change). All the retirements will be of the "mid-J" configuration unless stated otherwise.
G-CIVI - Due to be retired in Apr 2020 [super high-J]
G-CIVD - Due to be retired in May 2020
G-CIVH - Due to be retired in Jun 2020 [super high-J]
G-CIVK - Due to be retired in Jan 2021
G-CIVF - Due to be retired in Jun 2021 [super high-J]
G-CIVB - Due to be retired in 2022
G-CIVC - Due to be retired in Nov 2022
G-CIVE - Due to be retired in Nov 2022
G-BYGC - Due to be retired in 2023 [super high-J]
G-BNLY - Due to be retired in 2023
Boeing 777-200:
G-ZZZC - Retired to DGX on 13 Jan 2020
G-ZZZA - Due to be retired in Sep 2020 [potential early retirement - stored at LHR 19 Mar 2020]
G-ZZZB - Due to be retired in Oct 2020 [potential early retirement - stored at LHR 20 Mar 2020]
Embraer 170:
G-LCYE - Retired to WAW on 07 May 2020
Historical Fleet
Boeing 737: The last remaining 737 was retired in Oct 2015. Details are archived here.
Boeing 767: The last remaining 767 was retired in Nov 2018. Details are archived here.
BA Fleet : New aircraft arrivals and retirements master tracker
Jul 12, 2018, 2:16 am
#2206
FlyerTalk Evangelist
Join Date: Aug 2002
Location: London
Programs: Mucci. Nothing else matters.
Posts: 38,644
With oil prices back in the $70/bbl range, do you think BA will look to speed up the retirement of the 747 fleet?
I read that basically they are totally paid off so anything earned on these planes are pure profit. But I wonder if the fuel efficiency argument is now more pressing.
I read that basically they are totally paid off so anything earned on these planes are pure profit. But I wonder if the fuel efficiency argument is now more pressing.
BA is currently really short of long-haul aircraft. The 747s are there, they're paid for, there's been some relatively recent capital investment into them, and they work.
Jul 12, 2018, 2:54 am
#2207
Join Date: Apr 2010
Posts: 399
I can't see BA willingly disposing of any 744s before the end of this summer timetable. There's the 787 engine crisis which means every serviceable long haul plane needs to be available to cover for engineless 787s.
Then, it is easy to say that 744s should be replaced - but almost all the replacements are already on order with defined delivery slots. How are these to be changed at short notice? No doubt if oil went quite a bit higher and IAG's oil price hedges ran out some flights might become uneconomic if operated by 744s but without a source of instant BA-configured aircraft either they stand the loss or cancel the flights.
Then, it is easy to say that 744s should be replaced - but almost all the replacements are already on order with defined delivery slots. How are these to be changed at short notice? No doubt if oil went quite a bit higher and IAG's oil price hedges ran out some flights might become uneconomic if operated by 744s but without a source of instant BA-configured aircraft either they stand the loss or cancel the flights.
Jul 12, 2018, 3:13 am
#2208
Join Date: May 2014
Posts: 7,237
With oil prices back in the $70/bbl range, do you think BA will look to speed up the retirement of the 747 fleet?
I read that basically they are totally paid off so anything earned on these planes are pure profit. But I wonder if the fuel efficiency argument is now more pressing.
I read that basically they are totally paid off so anything earned on these planes are pure profit. But I wonder if the fuel efficiency argument is now more pressing.
This is all my opinion and not my employer's.
Jul 12, 2018, 3:55 am
#2209
Join Date: Sep 2013
Location: A hop, skip and jump away from MAN.
Programs: BAEC Gold, ex-VS Gold, ex-UA Gold, Premier Inn Platinum-Iridium
Posts: 1,114
29 year old NWA's final flight is expected to be Sunday, followed by a one-way trip to St Athan on Wednesday.
Jul 12, 2018, 5:04 am
#2210
Join Date: Dec 2009
Location: Glasgow
Programs: BA Executive Club
Posts: 448
Jul 12, 2018, 5:09 am
#2211
Suspended
Join Date: Jun 2008
Posts: 2,246
Don't forget the depreciation costs for the asset. From an accounting point of view, a fully-depreciated 744 still has an ace up its sleeve versus a more modern, less fuel-guzzling 789 that still has X number of years of permanence on BA's books (sure, if oil goes absurdely pricey it might all change). Plus, accelerating the dismissal of the 74s works only if you've got something to replace them with.....
This is all my opinion and not my employer's.
Jul 12, 2018, 5:12 am
#2212
FlyerTalk Evangelist
Join Date: Aug 2002
Location: London
Programs: Mucci. Nothing else matters.
Posts: 38,644
Yes, but on some routes the B744, even though fully depreciated, may be contributing to revenue missed opportunities at off peak periods because premium passenger experiences simply aren’t good enough to compete. Having the right assets to maximise revenue opportunities at the appropriate costs is a long term convergence to aim for, IAG may also be able to do this with having neutral fitted out long haul aircraft that can locate between DUB, LHR and MAD according to seasonal demand to maximise revenue opportunities across the group.
Jul 12, 2018, 6:54 am
#2214
FlyerTalk Evangelist
Join Date: Aug 2002
Location: London
Programs: Mucci. Nothing else matters.
Posts: 38,644
Jul 12, 2018, 8:21 am
#2215
Join Date: May 2014
Posts: 7,237
Yes, but on some routes the B744, even though fully depreciated, may be contributing to revenue missed opportunities at off peak periods because premium passenger experiences simply aren’t good enough to compete. Having the right assets to maximise revenue opportunities at the appropriate costs is a long term convergence to aim for, IAG may also be able to do this with having neutral fitted out long haul aircraft that can locate between DUB, LHR and MAD according to seasonal demand to maximise revenue opportunities across the group.
As for moving planes between hubs, the 350s and 330s of EI and IB already are/will be interchangeable, for they'll have similar galley layouts and same Economy/Economy plus seating. I also believe that these seats are the ones on the densified 777s (even though the Y seats on the 350s are slightly larger). However, you've got to bear in mind that moving an aircraft from OpCo to OpCo isn't exactly instantaneous (unless it's done as ACMI) and, more importantly, IB/EI/BA all have their peaks at the same time! We all flog the planes during the summer, and we all use the extra downtime for maintenance in the winter. Additionally, demand is quite varied from airport to airport. BA is really premium heavy, as we know, while IB and EI aren't: having a "one-sized" fleet mightn't fit any of the 3 companies.
Jul 12, 2018, 8:29 am
#2216
Join Date: Jun 2015
Location: LHR, LGW
Programs: BAEC
Posts: 3,444
Just read about the rebranding of the bombardier aircraft C100s to Airbus A220-300 family. Will BA be going for these?
Jul 12, 2018, 8:30 am
#2217
Join Date: May 2014
Posts: 7,237
The 77W is a great plane, quite possibly the greatest of recent times for the airlines. If I was to list great planes for the commercial aviation, I'd list it together with the DC3, the 707 and the 747. Goes anywhere, carries anything, low operating costs. The problem with that is that finding good used ones is almost as hard as finding anyone in Fulham that doesn't own a pair of red trousers.
At present, the used market for 77Ws is next to zilch. Ignore the 773, for they don't have the range or the payload, and the few that are going to appear soon (from Japan, or perhaps Emirates) are so laden with cycles that they're not worth considering. The Kenya Airways ones were potentially the best bets, but they've been scooped up by TK (I believe) even before you could say "Hey!". LATAM was rumoured to be considering removing them, but with Brazil getting through the crisis, and the 787 woes, I believe those are off. QR seems strangely reluctant to consider getting rid of them, even though they have a lot of extra planes. Emirates is said to have many 77Ws out to pasture in DWC, but are those -Ws? And if they are, I bet they are early models with, again, a lot of cycles. Plus, planes age quickly in those climates.
At present, the used market for 77Ws is next to zilch. Ignore the 773, for they don't have the range or the payload, and the few that are going to appear soon (from Japan, or perhaps Emirates) are so laden with cycles that they're not worth considering. The Kenya Airways ones were potentially the best bets, but they've been scooped up by TK (I believe) even before you could say "Hey!". LATAM was rumoured to be considering removing them, but with Brazil getting through the crisis, and the 787 woes, I believe those are off. QR seems strangely reluctant to consider getting rid of them, even though they have a lot of extra planes. Emirates is said to have many 77Ws out to pasture in DWC, but are those -Ws? And if they are, I bet they are early models with, again, a lot of cycles. Plus, planes age quickly in those climates.
Jul 12, 2018, 9:19 am
#2218
Join Date: Oct 2017
Programs: Honors Diamond
Posts: 1,640
I would have thought any orders for the mainline fleets would be for more NEOs.
Jul 12, 2018, 9:55 am
#2220
Join Date: Apr 2014
Posts: 220
The A220-100 might make sense for City Flyer, Swiss already operate it to LCY. LCY is also expanding which might lead to opportunities for more destinations and a larger fleet. However the Embraer fleet is relatively new and standard currently so I’m not sure a move away from Embraer seems particularly likely at the moment.
I would have thought any orders for the mainline fleets would be for more NEOs.