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
Oct 7, 2015, 4:42 am
#1291
Join Date: Oct 2015
Posts: 162
A few updates for this thread. I've updated the Wiki page.
• 4 of the 22 ordered B787–9's (BKP–BKT) will be changed to B787–8's (BJI–BJL). Which will leave just 18 on order. Whether another 4 B787–9's will be ordered remains to be seen.
• B767 NWS & B747 NLJ will potentially fly on for longer than originally planned, to mid S16 and mid S18 respectively.
• A320 ATO will no longer be joining the BA fleet, the lease proposal has been cancelled.
•B787–9 updated planned delivery dates added.
• 4 of the 22 ordered B787–9's (BKP–BKT) will be changed to B787–8's (BJI–BJL). Which will leave just 18 on order. Whether another 4 B787–9's will be ordered remains to be seen.
• B767 NWS & B747 NLJ will potentially fly on for longer than originally planned, to mid S16 and mid S18 respectively.
• A320 ATO will no longer be joining the BA fleet, the lease proposal has been cancelled.
•B787–9 updated planned delivery dates added.
Oct 7, 2015, 4:45 am
#1292
Join Date: Oct 2015
Posts: 162
GATO
Why did this lease get cancelled? Was it an airframe problem or did BA re-assess their fleet requirement?
Oct 10, 2015, 11:48 am
#1294
Join Date: Dec 2009
Location: Arizona
Programs: BA (GGL G4L), AA (Gold), HH (Diamond); Marriott (Gold)
Posts: 3,011
It may be obvious to others but yet another reason why BA has been buying returbished aircraft makes sense now. Airbus has a 5000+ single aisle aircraft backlog and similarly Boeing has a 7 year backlog. While some of those orders could of course be postponed or delayed, it certainly makes it difficult for BA to expand their fleet now unless they want to order more A380s
Oct 10, 2015, 12:57 pm
#1295
Suspended
Join Date: Sep 2015
Programs: BAEC
Posts: 207
It may be obvious to others but yet another reason why BA has been buying returbished aircraft makes sense now. Airbus has a 5000+ single aisle aircraft backlog and similarly Boeing has a 7 year backlog. While some of those orders could of course be postponed or delayed, it certainly makes it difficult for BA to expand their fleet now unless they want to order more A380s
Oct 10, 2015, 2:51 pm
#1296
Join Date: Dec 2009
Location: Arizona
Programs: BA (GGL G4L), AA (Gold), HH (Diamond); Marriott (Gold)
Posts: 3,011
Unless there's enough demand for cargo, I assume the 77X and 350-1000 are close enough in size and cheaper to operate. The 747-8i does have a benefit of being cheaper per seat than the A380, and having far more cargo capacity, but that doesn't seem to be enough. While Boeing could offer BA a bargain on the 747-8i, I assume they feel it would just take away sales from the 77X? It seems like Boeing lost the battle by making the 777 and 77X too efficient, and by not doing enough to make the 777-8i more revolutionary to further improve the economics and fuel efficiency.
Oct 10, 2015, 4:47 pm
#1297
Join Date: Jul 2006
Location: Quite close to NQY
Programs: BAEC Silver,clubcard,clubcard plus, BA Amex................ And Mucci x3 ;)
Posts: 9,488
I can actually see BA using up some of the options they hold on the A380, it seems fairly certain that there is a place in the fleet for the big bird and certainly until R3 is built it would seem a fairly certain way of adding capacity to existing routes and keeping new slots for new routes.
BA currently have orders for 12 A380s, with 7 options, I don't think its too far fetched to think that they could actually operate 19-20 A380s.
As for delivery slots, yes new ordered Boeing and Airbus aircraft have long order to delivery times, however if an airline wanted to get hold of an aircraft quite a few orders are held by leasing companies with the actual delivery options of the aircraft to be determined nearer the time.
cs
BA currently have orders for 12 A380s, with 7 options, I don't think its too far fetched to think that they could actually operate 19-20 A380s.
As for delivery slots, yes new ordered Boeing and Airbus aircraft have long order to delivery times, however if an airline wanted to get hold of an aircraft quite a few orders are held by leasing companies with the actual delivery options of the aircraft to be determined nearer the time.
cs
Oct 11, 2015, 5:40 am
#1298
Suspended
Join Date: Sep 2015
Programs: BAEC
Posts: 207
Unless there's enough demand for cargo, I assume the 77X and 350-1000 are close enough in size and cheaper to operate. The 747-8i does have a benefit of being cheaper per seat than the A380, and having far more cargo capacity, but that doesn't seem to be enough. While Boeing could offer BA a bargain on the 747-8i, I assume they feel it would just take away sales from the 77X? It seems like Boeing lost the battle by making the 777 and 77X too efficient, and by not doing enough to make the 777-8i more revolutionary to further improve the economics and fuel efficiency.
The 777x has not been built yet but both variants of it have fewer seats than the 747-8i. It is also planned to enter service with the launch customer in 2020 at the earliest (I predict a delay with it), and BA will likely see it enter service 3-5 years after the launch customer does.
With the 747s retiring, no new 773s on order, and the A350-1000 have less capacity than the 744, I cannot see a way for BA to expand with smaller aircraft from a capacity-constrained airport. Yes, people like frequency which smaller, more fuel efficient aircraft allow, but the options for an increase in frequency from Heathrow are not there without cutting routes to other places to free up slots. BAs fleet is already being used to its maximum, evident by a 747 retirement plan that is continually being altered, and the 777 recently being lost makes things more difficult.
Come 2022-2023 on the JFK routes, BA will be using inefficient 747s in a time of increasing fuel prices as there are no larger aircraft or aircraft of similar size but more fuel efficient in its fleet (assuming the 773s are occupied somewhere else). This is why I see the 748 as a good choice. It is a slight increase on capacity to a level below the A380, can enter service very quickly, and offers an improvement on operating costs. Boeing will also be happy to offering them cheap just to start shifting them. Plus, wouldn't it be nice to see a 747 in BA colours for decade to come?
If I was in a position of making decisions on the fleet, I would speed up the retirement of the older 747s, replace them with 748s (would be nice to see RR engines but there we go), transfer several 777s to Gatwick, and be open to more A380s if there was a -neo or -900 version. I cannot find the source but I remember reading something stating a 15% increase in capacity does not equal a 15% increase in operating costs. If this is true the improved A380 will offer a nice revenue stream if those extra seats can be filled; highly likely in my opinion on those high density routes.
Oct 11, 2015, 6:41 am
#1299
Join Date: May 2010
Location: Australia
Programs: SQ & QF
Posts: 1,302
I agree with you. However, I often wonder what BA will use to replace the 747s with when they eventually leave the fleet, and how BA will expand until a dithering government builds a third runway at Heathrow.
The 777x has not been built yet but both variants of it have fewer seats than the 747-8i. It is also planned to enter service with the launch customer in 2020 at the earliest (I predict a delay with it), and BA will likely see it enter service 3-5 years after the launch customer does.
With the 747s retiring, no new 773s on order, and the A350-1000 have less capacity than the 744, I cannot see a way for BA to expand with smaller aircraft from a capacity-constrained airport. Yes, people like frequency which smaller, more fuel efficient aircraft allow, but the options for an increase in frequency from Heathrow are not there without cutting routes to other places to free up slots. BAs fleet is already being used to its maximum, evident by a 747 retirement plan that is continually being altered, and the 777 recently being lost makes things more difficult.
Come 2022-2023 on the JFK routes, BA will be using inefficient 747s in a time of increasing fuel prices as there are no larger aircraft or aircraft of similar size but more fuel efficient in its fleet (assuming the 773s are occupied somewhere else). This is why I see the 748 as a good choice. It is a slight increase on capacity to a level below the A380, can enter service very quickly, and offers an improvement on operating costs. Boeing will also be happy to offering them cheap just to start shifting them. Plus, wouldn't it be nice to see a 747 in BA colours for decade to come?
If I was in a position of making decisions on the fleet, I would speed up the retirement of the older 747s, replace them with 748s (would be nice to see RR engines but there we go), transfer several 777s to Gatwick, and be open to more A380s if there was a -neo or -900 version. I cannot find the source but I remember reading something stating a 15% increase in capacity does not equal a 15% increase in operating costs. If this is true the improved A380 will offer a nice revenue stream if those extra seats can be filled; highly likely in my opinion on those high density routes.
The 777x has not been built yet but both variants of it have fewer seats than the 747-8i. It is also planned to enter service with the launch customer in 2020 at the earliest (I predict a delay with it), and BA will likely see it enter service 3-5 years after the launch customer does.
With the 747s retiring, no new 773s on order, and the A350-1000 have less capacity than the 744, I cannot see a way for BA to expand with smaller aircraft from a capacity-constrained airport. Yes, people like frequency which smaller, more fuel efficient aircraft allow, but the options for an increase in frequency from Heathrow are not there without cutting routes to other places to free up slots. BAs fleet is already being used to its maximum, evident by a 747 retirement plan that is continually being altered, and the 777 recently being lost makes things more difficult.
Come 2022-2023 on the JFK routes, BA will be using inefficient 747s in a time of increasing fuel prices as there are no larger aircraft or aircraft of similar size but more fuel efficient in its fleet (assuming the 773s are occupied somewhere else). This is why I see the 748 as a good choice. It is a slight increase on capacity to a level below the A380, can enter service very quickly, and offers an improvement on operating costs. Boeing will also be happy to offering them cheap just to start shifting them. Plus, wouldn't it be nice to see a 747 in BA colours for decade to come?
If I was in a position of making decisions on the fleet, I would speed up the retirement of the older 747s, replace them with 748s (would be nice to see RR engines but there we go), transfer several 777s to Gatwick, and be open to more A380s if there was a -neo or -900 version. I cannot find the source but I remember reading something stating a 15% increase in capacity does not equal a 15% increase in operating costs. If this is true the improved A380 will offer a nice revenue stream if those extra seats can be filled; highly likely in my opinion on those high density routes.
1. More efficient aircraft.
2. They already have the A380 in the fleet, for obvious reasons this is a plus.
3. Empty A380 delivery slots are coming up so they can get them fairly quickly.
Oct 11, 2015, 8:17 am
#1300
Join Date: Jul 2014
Location: Edi
Posts: 2,203
I think once the 744 are gone we could see quite a few more than 20.. Just need T7 to get some A388 capable stands.
Oct 11, 2015, 8:59 am
#1301
Suspended
Join Date: Sep 2015
Programs: BAEC
Posts: 207
I went on a BA A388 for the first time this week and I have to say I love the 744 but the A388 is miles ahead. Much nicer in all cabins apart from J (dorm) but F on the A388 is lightyears ahead! So is Y and W.
I think once the 744 are gone we could see quite a few more than 20.. Just need T7 to get some A388 capable stands.
I think once the 744 are gone we could see quite a few more than 20.. Just need T7 to get some A388 capable stands.
Do you have a prediction for when BA might be exploiting their options?
Oct 11, 2015, 9:10 am
#1302
Join Date: May 2010
Location: Australia
Programs: SQ & QF
Posts: 1,302
Axlegeeks puts the 748 at be $12 per mile cheaper when compared to the A380. However, this does not deal with the A380s limited cargo ability when passenger bags are loaded, and the potential to not be able to fill up the seats.
Do you have a prediction for when BA might be exploiting their options?
Do you have a prediction for when BA might be exploiting their options?
Why is the A380 much more successful than the 747-8? LH have publicly announced they are dumping the 747-8 ahead of schedule.
BA getting the 747-8 is just a dream
Oct 11, 2015, 9:29 am
#1303
Join Date: Jul 2014
Location: Edi
Posts: 2,203
Yep, it's confirmed that they are staying in T7 and the refit is starting around new year but JFK has some other issues come up over the last few months.
Oct 11, 2015, 4:19 pm
#1304
Join Date: Oct 2013
Location: Glasgow
Posts: 155
Is there an easy way I can find out if the plane im taking to Vegas late November will be a clapped out wreck , a newly refurbed plane or a new one ? Ive tried looking but im a complete newbie at this . thx
Oct 11, 2015, 4:35 pm
#1305
Join Date: Nov 2011
Location: Yorkshire
Programs: BA Gold & HH Silver
Posts: 1,465