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BA Fleet : New aircraft arrivals and retirements master tracker

BA Fleet : New aircraft arrivals and retirements master tracker

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Old Dec 10, 19, 11:01 pm   -   Wikipost
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BA FLEET: NEW AIRCRAFT ARRIVALS AND RETIREMENTS WIKI

BA are in the mid-stages of a large fleet renewal programme. The new aircraft have enabled BA to retire the 767 and old 737 fleets, although the 737 MAX looks likely to appear in the fleet from 2023. and will eventually allow the retirement of the 747 fleet plus the addition of new routes, both short-haul and long-haul. BA have not yet announced the replacement aircraft for the majority of their 777-200ERs which are approaching retirement age.

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 (39 currently in fleet)
A320ceo: 67 (67 currently in fleet)
A320neo: 22 (10 currently in fleet)
A321ceo: 14 (14 currently in fleet)
A321neo: 13 (7 currently in fleet)

Midhaul
A321: 4 (4 currently in fleet)

Longhaul
A350-1000: 18 (3 currently in fleet)
A380: 12 (12 currently in fleet)
B747-400: 12 (32 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 (0 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 - Due in Jan 2020
G-TTNL - Due in Feb 2020
G-TTNM - Due in Apr 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-NEOP - Delivered on 27 Mar 2019
G-NEOR - Delivered on 23 Nov 2018
G-NEOS - Delivered on 29 Jan 2019
G-NEOT - Delivered on 01 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 - Due in 2019
G-NEOY - Due in 2019
G-NEOZ - Due in 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 - Due in TBA (Damaged TLS)
G-XWBE - Due in Jan 2020
G-XWBF - Due in Mar 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 Jul 2013 and Jun 2016 and are based at LHR. Details are archived here.


Boeing 777-300ER: Six 777-300ERs were delivered between Sep 2013 and Aug 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 Q3 2020 (possibly July)
G-STBN - Due in 2020 (possibly August)
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 Jun 2013 and Nov 2018 and are based at LHR. Details are archived here.


Boeing 787-9: Eighteen 787-9s were delivered between Sep 2015 and Jun 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 in Jan 2020
G-ZBLB - Due in 2020
G-ZBLC - Due in 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 Sep 2014. Details are archived here. Seven second hand aircraft have since been sourced. Two more are due in 2019.

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 in 2019
G-LCAD - Due in 2019



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 34 completed.

Completed (CY180):

G-EUUI/S/T/U/V/W/X/Y/Z
G-EUYA/B/C/D/E/H/J/K/M/O/P/R/S/T/U/V/W/X/Y
G-MEDK
G-MIDO/S/T/X/Y

The following aircraft are currently undergoing cabin refit at Madrid:

G-EUUD
G-EUUH
G-EUYF


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.

Completed (CY218):

G-EUXC/D/E/F/G/H/I/J/K/L/M
G-MEDL/M/N

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

Cabin retrofit of LGW 777-200ERs with 10-across economy seating and upgraded Panasonic IFE. These do not feature the new Club World seat. This commenced in January 2018. There are currently 12 completed.

Completed (32J/52W/252Y): G-VIIO/P/R/T/U/X
Completed (32J/48W/252Y): G-YMMB/C/D/F
Completed (14F/48J/40W/136Y): G-VIIV/W/Y

The following aircraft are currently undergoing cabin refit at Cardiff:

G-YMME


Cabin retrofit of LHR 777-200ERs with 10-across economy seating and upgraded Panasonic IFE. These feature the new Club World seat. This commenced in August 2019. There is currently 1 completed.

Completed (8F/49J/40W/138Y): G-RAES

The following aircraft are currently undergoing cabin refit at Cardiff

None


Boeing 777-300ER:

Cabin retrofit to commence in October 2020 in an 8F/76J/40W/130Y configuration with the new Club World seat.


Retirements

With all the new arrivals there are also some much loved/hated (*delete as applicable) older aircraft heading for the chop. Until 2015 most of these ended up in Victorville (VCV) in California for storage and ultimately part out for scrap. Since 2016 most ex-BA planes have been sent to St Athan (DGX) in Wales 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

The next to be retired (subject to change) are:

G-EUPE - Due to be withdrawn in Mar 2020
G-EUOB - Due to be withdrawn in Apr 2020
G-EUOC - Due to be withdrawn in Apr 2020
G-EUOD - Due to be withdrawn in Apr 2020
G-EUOE - Due to be withdrawn in 2020
G-EUOF - Due to be withdrawn in 2020
G-EUOG - Due to be withdrawn in 2020
G-EUPA - Due to be withdrawn in 2021
G-EUPB - Due to be withdrawn in 2021
G-EUPC - Due to be withdrawn in 2021
G-DBCA - Due to be withdrawn in 2021


Boeing 747-400: As of November 2019, 25 747-400s have been retired from the original fleet of 57, leaving 32 aircraft in service. Of those remaining, 17 are "super high-J" aircraft (14F / 86J / 30W / 145Y), all of which have received a cabin refresh. The remaining 15 aircraft are "mid-J" (14F / 52J / 36W / 235Y), all of which will have received a cabin refresh by the end of 2019. All aircraft are fitted with New First.

The current plan is for all aircraft to be retired by February 2024. BA plans to have the following numbers of 747s in the fleet at year end:

  • 2020: 25 aircraft
  • 2021: 20 aircraft
  • 2022: 12 aircraft
  • 2023: 3 aircraft


A list of retired 747-400s as of 26 May 2019 is archived here.

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

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-CIVD - Due to be retired in May 2020
G-CIVH - Due to be retired in Jun 2020 [super high-J]
G-CIVJ - Due to be retired in Jun 2020
G-CIVI - Due to be retired in Oct 2020 [super high-J]
G-CIVL - Due to be retired in Nov 2020
G-CIVK - Due to be retired in Jan 2021
G-CIVM - Due to be retired in Jan 2021
G-CIVN - Due to be retired in Feb 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 - Due to be retired in Jan 2020
G-ZZZA - Due to be retired in Sep 2020
G-ZZZB - Due to be retired in Oct 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.
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Old Nov 12, 19, 5:16 am
  #3616  
 
Join Date: May 2019
Posts: 425
Originally Posted by opus99 View Post
Everybody talks about the -8 having an extended range not needed for BAs network. The exact same range the A35K has. Im a bit confused, is it because of the weight difference that the A35Ks long range now becomes irrelevant in the mix of BAs network
Range and weight are close cousins: if you want one you need big engines, big tanks, a higher MTOW.

On specific planes trade range for capacity if the mission demands it: the 77W is the best example. It can fly 11-13k km but its still economical on a LHR-JFK half the length, packed to the brim with passengers and cargo.

The problem with the 778, as I see it, is similar to the 77Ls: if you dont need the ultra long range the weight it carries around carries costs that are higher than a normal 777-200ERs.
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Old Nov 12, 19, 6:54 am
  #3617  
 
Join Date: Feb 2017
Posts: 27
This discussion isn't down to Range. The 787's range is well in excess of most of the BA route structure but the longest thing they do with the 789 is SCL. This is circa 1500nm inside the max range of the 787-9, but they also do lots with on shorter routes. Any excess payload on a given sector that BA has will be filled with cargo and it's MTOW can also be reduced for efficiencies too.

So just because aircraft X has a massive range, doesn't mean it's out of the running, its more to do with payload... But I wholeheartedly agree with 13901's last para...

This discussion at IAG level will come down to a single thing - Cost - ie. cost per ASK vs purchase price. Beancounter stuff, which we will never know about as we will never know how much IAG pay for their fuel+sundries nor the amount they pay for their aircraft.

The other thing with the 777x - orders. The A350 has a big order book, the 787 has also but the 777x has comparatively few... Willy is a good negotiator...
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Old Nov 12, 19, 7:44 am
  #3618  
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There are rumours that Airbus has offered to Qantas a variant of the A350-1000 for Project Sunrise that would unlock the extra fuel capacity of the A350-900 ULR that Singapore Airlines purchased, without major modifications to the aircraft, and that this would become the default future A350-1000 standard. It has also been suggested that if Qantas go for the A350-1000 that Qatar will cancel their 777-8X order and go for more A350-1000 in this new config.

This potentially kills the business case for the 777-8X.
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Old Nov 12, 19, 8:18 am
  #3619  
 
Join Date: Jan 2019
Programs: BA Exec Club
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Originally Posted by TorqueDude View Post
This discussion isn't down to Range. The 787's range is well in excess of most of the BA route structure but the longest thing they do with the 789 is SCL. This is circa 1500nm inside the max range of the 787-9, but they also do lots with on shorter routes. Any excess payload on a given sector that BA has will be filled with cargo and it's MTOW can also be reduced for efficiencies too.

So just because aircraft X has a massive range, doesn't mean it's out of the running, its more to do with payload... But I wholeheartedly agree with 13901's last para...

This discussion at IAG level will come down to a single thing - Cost - ie. cost per ASK vs purchase price. Beancounter stuff, which we will never know about as we will never know how much IAG pay for their fuel+sundries nor the amount they pay for their aircraft.

The other thing with the 777x - orders. The A350 has a big order book, the 787 has also but the 777x has comparatively few... Willy is a good negotiator...
I think it will mainly come down to cost. I think BA have shown they can make virtually any wide body very profitable for them. Given the -8 needs some orders, wont be shocked if Boeing offers it to them at a crazy discount just to get that order book up and of course instill confidence
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Old Nov 12, 19, 8:33 am
  #3620  
 
Join Date: Jun 2016
Programs: BA
Posts: 102
Perhaps I wasn't so clear in my post regarding the 777-8s range. When I say range, I refer to the fact that the 777-8 is optimised for [ultra]long range without any payload penalties - that's what I refer to when I say 'niche'. If you're not regularly using it on that type of mission, you're lugging more aircraft around than you need.

Originally Posted by 13901 View Post
The problem with the 778, as I see it, is similar to the 77L’s: if you don’t need the ultra long range the weight it carries around carries costs that are higher than a normal 777-200ER’s.
Sums it up nicely. The 777-8 is more or less the successor to the 777-200LR, not the 777-200ER.
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Old Nov 12, 19, 8:34 am
  #3621  
 
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Originally Posted by opus99 View Post
I think it will mainly come down to cost. I think BA have shown they can make virtually any wide body very profitable for them. Given the -8 needs some orders, wont be shocked if Boeing offers it to them at a crazy discount just to get that order book up and of course instill confidence
Afraid that's not going to happen.
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Old Nov 12, 19, 9:22 am
  #3622  
 
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Originally Posted by opus99 View Post
I think it will mainly come down to cost. I think BA have shown they can make virtually any wide body very profitable for them. Given the -8 needs some orders, wont be shocked if Boeing offers it to them at a crazy discount just to get that order book up and of course instill confidence
why would boeing care if everybody orders the 777-9 and nobody wants the 777-8 ... it's the same production line, so there's no reason for them to offer "crazy discount" ?

just like the A330neo-800 only has 10 orders (according to wikipedia) ... but the A330neo-900 has 262 orders !
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Old Nov 12, 19, 9:49 am
  #3623  
 
Join Date: Jun 2016
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Lots of discussion here about an aircraft type that is currently on hold!


https://www.wearefinn.com/topics/pos...777-8-on-hold/

From the article: Boeing is delaying the ultra-long-range version of its 777Xs entry into service. The length of the delay is unspecified.
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Old Nov 12, 19, 12:06 pm
  #3624  
 
Join Date: Feb 2009
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Originally Posted by TedToToe View Post
Lots of discussion here about an aircraft type that is currently on hold!

https://www.wearefinn.com/topics/pos...777-8-on-hold/

From the article: Boeing is delaying the ultra-long-range version of its 777Xs entry into service. The length of the delay is unspecified.
Indeed. With Boeing's other issues, including the 777-9 engine problems, development of a variant that only has 45 orders across two airlines is going to be some way down the priority list. Qatar has recently indicated they may swap their 10 orders for 777-9s.

It ties back to the issue of it being a niche offering. Not because it's necessarily a bad aircraft (that we know of, assuming Boeing doesn't screw up as badly as they have with the Max), but because for many airlines there are more attractive choices in the 787-10 and A350 where the 777-8's range payload performance isn't needed.
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Old Nov 13, 19, 7:52 am
  #3625  
 
Join Date: Jun 2013
Posts: 73
One thought on entry into service dates for the 777X - how reliable are they? Aside from the technical issues on the project, and strain on engineering capacity that Boeing may be experiencing, how much of the schedule assumed a fairly straightforward regulatory process? It's not hard to imagine that any regulator is going to take a much closer look now at this and any new aircraft (from either side) in the wake of the Max. If a common type rating is proposed (not sure with the 777X) then you'd expect even more time to be taken over it.

From a BA perspective it might not matter. They've demonstrated how much they are able to get life out of aircraft, but if it were me I'd be extra wary of any delivery timetable right now.
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Old Nov 13, 19, 9:12 am
  #3626  
 
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Modern Airline Fleet Planning lecture

For those in London, the Royal Aeronautical Society has a talk next week about Airline Fleet Planning. Anybody can register to attend - you don't have to be a member.

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Old Nov 15, 19, 3:05 am
  #3627  
 
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XWBC getting ready for 3rd test flight. https://www.flightradar24.com/AIB03FK/22d9b032
XWBD out of FAL, painted, awaiting production testing
E&F in FAL
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Old Nov 16, 19, 11:27 am
  #3628  
 
Join Date: Mar 2017
Posts: 283
It's mentioned in another thread - Goodbye.... [to G-CIVG] - that CIVG is currently on its last rotation. It's doing BA295/294 to Chicago and back. Going to the scrappy in a few days then.
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Old Nov 16, 19, 6:12 pm
  #3629  
 
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Originally Posted by Schind View Post
It's mentioned in another thread - Goodbye.... [to G-CIVG] - that CIVG is currently on its last rotation. It's doing BA295/294 to Chicago and back. Going to the scrappy in a few days then.
The first of the G-CIVx series to go.... :-(
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Old Nov 17, 19, 11:53 am
  #3630  
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Originally Posted by marks7389 View Post
Originally Posted by Schind View Post
It's mentioned in another thread - Goodbye.... [to G-CIVG] - that CIVG is currently on its last rotation. It's doing BA295/294 to Chicago and back. Going to the scrappy in a few days then.
The first of the G-CIVx series to go.... :-(
Tracker updated.

I have also updated the recorded hours for the fleet with those currently available from the G-INFO website. It looks like each member of the fleet is still accumulating something like 4,000 hours a year. This means that G-BNLY, who was on 117,670 in January 2019, might reach over 135,000 hours by the time of her retirement if she is one of the last to go (eg very late 2023 or early 2024).

Might she end up being the all-time 744 fleet leader in hours?
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