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
Jan 1, 2018, 11:54 am
#1906
FlyerTalk Evangelist
Join Date: Jul 2002
Programs: Mucci des Hommes Magiques et Magnifiques
Posts: 19,086
It certainly is.
Jan 1, 2018, 3:18 pm
#1907
FlyerTalk Evangelist
Join Date: Aug 2002
Location: London
Programs: Mucci. Nothing else matters.
Posts: 38,644
It's the "if" in your second sentence that I think provides the most likely answer. If BA leases in from some unknown airline in a third world country that has no regulatory oversight, how is the CAA going to have any assurance that the aircraft are actually airworthy and the crew are actually fully trained? There are plenty of countries around the world where you could not take either of these things for granted. The CAA can get that assurance from knowing that the airline from which the aircraft are being leased in is already being regulated to the same regulatory standards as BA. But if BA wants to have aircraft from somewhere else, then more work needs to be done by both BA and the CAA so that this level of compliance can be verified before the leased-in aircraft are let loose on an unsuspecting public.
Jan 2, 2018, 1:57 am
#1908
Join Date: May 2013
Posts: 6,349
Well....spot the unfortunate error in the CAA notice:
British Airways Plc applied on 4 December 2017 to wet lease six Qatar registered Airbus A320 aircraft, registrations A7-LAA, A7-LAB, A7-LAC, A7-LAD, A7-LAE, and A7-LAF, between 9 February and 9 April 2017 inclusive.
Perhaps they are going to lease a tardis?
British Airways Plc applied on 4 December 2017 to wet lease six Qatar registered Airbus A320 aircraft, registrations A7-LAA, A7-LAB, A7-LAC, A7-LAD, A7-LAE, and A7-LAF, between 9 February and 9 April 2017 inclusive.
Perhaps they are going to lease a tardis?
Jan 2, 2018, 2:38 am
#1909
Join Date: Mar 2017
Location: UK
Programs: BA Gold
Posts: 532
Well....spot the unfortunate error in the CAA notice:
British Airways Plc applied on 4 December 2017 to wet lease six Qatar registered Airbus A320 aircraft, registrations A7-LAA, A7-LAB, A7-LAC, A7-LAD, A7-LAE, and A7-LAF, between 9 February and 9 April 2017 inclusive.
Perhaps they are going to lease a tardis?
British Airways Plc applied on 4 December 2017 to wet lease six Qatar registered Airbus A320 aircraft, registrations A7-LAA, A7-LAB, A7-LAC, A7-LAD, A7-LAE, and A7-LAF, between 9 February and 9 April 2017 inclusive.
Perhaps they are going to lease a tardis?
Jan 2, 2018, 3:07 am
#1910
Join Date: Nov 2012
Location: Manchester but from Yorkshire better known as Gods country
Programs: BA Gold, , Sandals plat
Posts: 839
[QUOTE=Globaliser;29237171]It's the "if" in your second sentence that I think provides the most likely answer. If BA leases in from some unknown airline in a third world country that has no regulatory oversight, how is the CAA going to have any assurance that the aircraft are actually airworthy and the crew are actually fully trained? There are plenty of countries around the world where you could not take either of these things for granted. The CAA can get that assurance from knowing that the airline from which the aircraft are being leased in is already being regulated to the same regulatory standards as BA. But if BA wants to have aircraft from somewhere else, then more work needs to be done by both BA and the CAA so that this level of compliance can be verified before the leased-in aircraft are let loose on an unsuspecting public.[/QUOTE
Your point with reference to If would be valid in the circumstances you outlined, but let’s look the this case where the if is known and Qatar is a known entity with certified aircraft and crew. I can’t see why they should have use European aircraft first.
Your point with reference to If would be valid in the circumstances you outlined, but let’s look the this case where the if is known and Qatar is a known entity with certified aircraft and crew. I can’t see why they should have use European aircraft first.
Jan 2, 2018, 3:17 am
#1911
FlyerTalk Evangelist
Join Date: Aug 2002
Location: London
Programs: Mucci. Nothing else matters.
Posts: 38,644
The fact that QR is a known entity and that this has been done before means that the approval may come more quickly, but quite rightly it doesn't obviate the need for approval to be sought and obtained.
Those of a certain age may remember the procedure that was operated every time that Concorde flew from IAD to IAH after operating LHR-IAD. The procedure remained required, but familiarity with the aircraft, its aircrew and its regulators meant that the formalities became mere formalities.
Jan 2, 2018, 3:22 am
#1912
Join Date: Nov 2012
Location: Manchester but from Yorkshire better known as Gods country
Programs: BA Gold, , Sandals plat
Posts: 839
[QUOTE=Globaliser;29238913]So are all of the really dodgy airlines and aircrew from third world countries. That's why the rule exists all around the world.
The fact that QR is a known entity and that this has been done before means that the approval may come more quickly, but quite rightly it doesn't obviate the need for approval to be sought and obtained.
My original point wasn’t and still isn’t questioning the need for approval merely why as KARFA pointed out they should be made to source European aircraft first as opposed to being able to use suitably qualified aircraft from anywhere.
The fact that QR is a known entity and that this has been done before means that the approval may come more quickly, but quite rightly it doesn't obviate the need for approval to be sought and obtained.
My original point wasn’t and still isn’t questioning the need for approval merely why as KARFA pointed out they should be made to source European aircraft first as opposed to being able to use suitably qualified aircraft from anywhere.
Jan 2, 2018, 3:24 am
#1913
Join Date: Nov 2010
Posts: 5,596
[QUOTE=PJSMITH0;29238890]
Because the EU does not allow the import of foreign workers without work permits.work permits will only be issued if their are no suitable Europeans available to carry out the proposed work.
BA could avoid lots of problems by dry leasing the Qatar aircraft.
It's the "if" in your second sentence that I think provides the most likely answer. If BA leases in from some unknown airline in a third world country that has no regulatory oversight, how is the CAA going to have any assurance that the aircraft are actually airworthy and the crew are actually fully trained? There are plenty of countries around the world where you could not take either of these things for granted. The CAA can get that assurance from knowing that the airline from which the aircraft are being leased in is already being regulated to the same regulatory standards as BA. But if BA wants to have aircraft from somewhere else, then more work needs to be done by both BA and the CAA so that this level of compliance can be verified before the leased-in aircraft are let loose on an unsuspecting public.[/QUOTE
Your point with reference to If would be valid in the circumstances you outlined, but let’s look the this case where the if is known and Qatar is a known entity with certified aircraft and crew. I can’t see why they should have use European aircraft first.
Your point with reference to If would be valid in the circumstances you outlined, but let’s look the this case where the if is known and Qatar is a known entity with certified aircraft and crew. I can’t see why they should have use European aircraft first.
BA could avoid lots of problems by dry leasing the Qatar aircraft.
Jan 2, 2018, 3:27 am
#1914
FlyerTalk Evangelist
Join Date: Aug 2002
Location: London
Programs: Mucci. Nothing else matters.
Posts: 38,644
Because European aircraft are regulated to the same standards as BA, and QR aircraft are not.
Jan 2, 2018, 3:36 am
#1915
Join Date: Mar 2017
Posts: 725
They are in a way as the EU decide which aircraft are fit to fly in European skies and which aren't. As well as banning whole airlines they also have a list of individual aircraft that aren't allowed to fly in such as the older Iran Air planes etc. There are no QR aircraft on the latest list issued on November 30th so, as far as the EU are concerned, they're fine.
Jan 2, 2018, 3:44 am
#1916
FlyerTalk Evangelist
Join Date: Aug 2002
Location: London
Programs: Mucci. Nothing else matters.
Posts: 38,644
I'm pretty confident that there are quite a lot of airlines around the world whose aircraft you wouldn't want to be being in effect operated by an EU airline even though the EU hasn't actually banned them from flying in EU airspace.
Jan 2, 2018, 5:12 am
#1917
Join Date: Mar 2017
Location: UK
Programs: BA Gold
Posts: 532
The safety and economic aspects of regulation are very separate. This request is not about the safety or operational procedures or maintenance of the leased aircraft wherever they come from. The document is from the "Consumers and Markets Group" at the CAA, their interest is whether there is an EU capability that is not being used for cost / price reasons.
As a thought exercise you could see an argument being made that the current availability of the QR aircraft on the wet lease market is having a distorting affect on the development of EU short notice charter operators. BA appears to have done a lot of leasing of QR aircraft in the last year and had that work gone to an EU operator it may have sustained jobs and investment within the community. We've seen a couple of community A320 operators go bust recently and you could ask what might have happened had they had the input of BA's cash from a wet lease deal instead of that money going out to Qatar.
It is either a beneficial or a vicious circle (depending on perspective). BA leases from QR so Airline X doesn't get any money. Airline X goes bust so there is no capacity in the EU to deal with short-notice charter and thus when BA next needs capacity it has to go to QR... and so on.
As a thought exercise you could see an argument being made that the current availability of the QR aircraft on the wet lease market is having a distorting affect on the development of EU short notice charter operators. BA appears to have done a lot of leasing of QR aircraft in the last year and had that work gone to an EU operator it may have sustained jobs and investment within the community. We've seen a couple of community A320 operators go bust recently and you could ask what might have happened had they had the input of BA's cash from a wet lease deal instead of that money going out to Qatar.
It is either a beneficial or a vicious circle (depending on perspective). BA leases from QR so Airline X doesn't get any money. Airline X goes bust so there is no capacity in the EU to deal with short-notice charter and thus when BA next needs capacity it has to go to QR... and so on.
Jan 2, 2018, 5:17 am
#1918
Join Date: Sep 2006
Location: NE England
Programs: BAEC Gold; Priority Club Gold
Posts: 448
The London Bureau Chief at Aviation Week, Tony Osborne (@rotorfocus), has tweeted:
British Airways says it is no longer pursuing leasing of A320s from Qatar Airways between February and April to cover late deliveries and new slots at #Gatwick. Says it is looking at a range of options.
Jan 2, 2018, 6:08 am
#1919
Join Date: Nov 2010
Posts: 5,596
I'm not surprised.BA faced massive opposition to this latest idea.There are plenty of European aircraft and crew available for wet lease at this time of year.
Jan 2, 2018, 9:29 am
#1920
Join Date: May 2013
Posts: 6,349
Not sure I really get the issue here. Surely this is a bit different to the strike issues - in this case the airline is looking to grow its business via extra slots.
Also if this provides protection against delayed deliveries, 787 issues etc it's surely better than cancelling flights.
I'd rather fly in one of the QR aircraft than some of the junk that masquerades as EU aircraft.
Also if this provides protection against delayed deliveries, 787 issues etc it's surely better than cancelling flights.
I'd rather fly in one of the QR aircraft than some of the junk that masquerades as EU aircraft.