BA A350 - No first class cabin [initial deliveries 3 class, with 4 class to follow]
Jan 16, 2019, 12:00 pm
#77
Join Date: Jun 2016
Location: London
Programs: BAEC Gold
Posts: 2,221
Which is roughly what they said about the 777s... "Oh no, we don't need to put flight crew rest on there, they won't ever go that far..." which then resulted in the "wendy house" in the First cabin when they DID need to send them that far, and subsequently by the installation of the OHFCR module into the aircraft.
Yes, I agree, the aircraft will be a great fleet addition/replacement and offer the capacity needed for more frequent rotations such as east coast US, but who is to say that in 5/6/7 years following delivery, they then start sending them somewhere else, only to be restricted by the decision of previous management.... Happened before and by the looks of it will happen again...
Hey ho... Short term gain, long term pain...
Yes, I agree, the aircraft will be a great fleet addition/replacement and offer the capacity needed for more frequent rotations such as east coast US, but who is to say that in 5/6/7 years following delivery, they then start sending them somewhere else, only to be restricted by the decision of previous management.... Happened before and by the looks of it will happen again...
Hey ho... Short term gain, long term pain...
Jan 16, 2019, 12:48 pm
#79
Join Date: Aug 2014
Location: London
Programs: BA Gold, Subcard
Posts: 435
It seems a strange plan that given the range of the 787-10 can fly to over 90% of BAs destinations to limit it to shorter long haul routes when no one really knows what the market will be like in 5-10 years with an aircraft that should fly 25-30 years.
Its quite a flexible aircraft and yet it will be severely limited in this configuration.
Its quite a flexible aircraft and yet it will be severely limited in this configuration.
Jan 16, 2019, 1:07 pm
#80
Join Date: May 2017
Posts: 305
Yes, I agree, the aircraft will be a great fleet addition/replacement and offer the capacity needed for more frequent rotations such as east coast US, but who is to say that in 5/6/7 years following delivery, they then start sending them somewhere else, only to be restricted by the decision of previous management.... Happened before and by the looks of it will happen again...
Hey ho... Short term gain, long term pain...
Hey ho... Short term gain, long term pain...
As per the comments above, no-one knows what the market will look like in 5-10 years time. Some would say that that means that BA should configure their entire fleet to maintain maximum flexibility. I would say the opposite - it makes sense to me that BA would want to configure their fleet to maximize revenue in the market that exists today, rather than sacrificing present revenue to hedge against future uncertainty. It certainly makes sense to configure planes to work well on East Coast/JFK routes, as that's one rotation that definitely isn't going anywhere any time soon.
Jan 16, 2019, 1:07 pm
#81
Join Date: Oct 2005
Location: London
Programs: BAEC Bronze
Posts: 1,090
It seems a strange plan that given the range of the 787-10 can fly to over 90% of BAs destinations to limit it to shorter long haul routes when no one really knows what the market will be like in 5-10 years with an aircraft that should fly 25-30 years.
Its quite a flexible aircraft and yet it will be severely limited in this configuration.
Its quite a flexible aircraft and yet it will be severely limited in this configuration.
My guess is that we will see BA use a mix of the 77W and the A350 on routes that need cabin crew rest areas. Also, there at some stage BA will need to place an order to replace the remaining 747s and some of the earlier 772s and who knows what we will see at that stage.
Jan 17, 2019, 1:34 am
#82
Join Date: Feb 2011
Posts: 5,797
It seems a strange plan that given the range of the 787-10 can fly to over 90% of BAs destinations to limit it to shorter long haul routes when no one really knows what the market will be like in 5-10 years with an aircraft that should fly 25-30 years.
Its quite a flexible aircraft and yet it will be severely limited in this configuration.
Its quite a flexible aircraft and yet it will be severely limited in this configuration.
Jan 17, 2019, 1:45 am
#83
Join Date: Jul 2018
Location: London, UK
Programs: BAEC Gold
Posts: 1,020
The 787-10 is designed to do very well in terms of a CASM on those 3,000-4,000nm sectors. Other planes such as the 789/359/351 have longer optimums and others less.
Jan 17, 2019, 4:23 am
#84
Join Date: Feb 2011
Posts: 5,797
This is not true at all. It will fly 330 passengers (typical 2 class) + bags and cargo over 6,430nm. Even further in BAs lower density configuration. A planes MAX range and optimum range are two very different things however. Just like QFs 789 can do LHR-PER. It has the range but again not it’s optimum.
The 787-10 is designed to do very well in terms of a CASM on those 3,000-4,000nm sectors. Other planes such as the 789/359/351 have longer optimums and others less.
It's supposed to have excellent fuel burn characteristics but nobody is going be using it on anything bordering ultra long haul.
Jan 17, 2019, 5:01 am
#85
Join Date: Jul 2018
Location: London, UK
Programs: BAEC Gold
Posts: 1,020
According to Boeing it is. Just over 4,000nm range at MZFW. It can do 6,430nm in Boeing's idea of a typical configuration, which may or may not match BA's idea of a typical configuration.
It's supposed to have excellent fuel burn characteristics but nobody is going be using it on anything bordering ultra long haul.
It's supposed to have excellent fuel burn characteristics but nobody is going be using it on anything bordering ultra long haul.
Feb 12, 2019, 9:20 am
#88
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Join Date: Feb 2004
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