Club Suite - Impact on yield
Apr 1, 2019, 6:42 am
#16
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I suspect what we’ll see (in relation to 772 and 773 refits) is
- A contraction of F area and a reduction in the number of F seats
- An expansion of CW area and possible increase in the number of CW seats
- An expansion of WT+ area and increase in the number of WT+ seats
- A contraction of WT area but seat numbers remain largely unchanged due to 3-4-3 densification
Apr 1, 2019, 6:49 am
#17
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Apr 1, 2019, 7:38 am
#18
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AFAIK some 777 are seeing an increase in seats due to the reduction in F and World Traveller.
I can't find the exact numbers now but on the 777, like for like in the main cabin, it is about a 12% reduction in seats. Very little compared to what you get.
Let's take the Qatar Airways Qsuite as another example, versus their terrible 2x2x2 777 product. Qsuite has 24 seats between the two sets of doors. The old 777 has ..... 24 seats.
I can't find the exact numbers now but on the 777, like for like in the main cabin, it is about a 12% reduction in seats. Very little compared to what you get.
Let's take the Qatar Airways Qsuite as another example, versus their terrible 2x2x2 777 product. Qsuite has 24 seats between the two sets of doors. The old 777 has ..... 24 seats.
Apr 1, 2019, 8:16 am
#19
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Assume in 10-15 years we'll be having a discussion as each 777x customer moves Y to 3-5-3.
Apr 1, 2019, 8:54 am
#21
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Fewer seats would increase yield, assuming demand stayed equal? It’s going to be hard to tell, as BA are likely to canabalise space from the F cabin and densify Y, so absolute numbers of seats wont change massively.
If they do fewer promotions like the one-way upgrade to F for a CW return, I think they will be pretty happy, overall.
My guess is that the 777-300s will be the first done, once the LGW fleet has been densified. Partly to match the new-builds which are coming with CWS in 2020. I wonder if they will manage to get 2 rows of F and 2 Rows of CWS between doors 1&2.
If they do fewer promotions like the one-way upgrade to F for a CW return, I think they will be pretty happy, overall.
My guess is that the 777-300s will be the first done, once the LGW fleet has been densified. Partly to match the new-builds which are coming with CWS in 2020. I wonder if they will manage to get 2 rows of F and 2 Rows of CWS between doors 1&2.
Apr 1, 2019, 1:57 pm
#23
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Apr 1, 2019, 4:18 pm
#24
Join Date: Jul 2010
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Did some reading and appears 777x only has 4 doors a side (lacking the 773's 5th overwing door) so exit capacity is 475 (rather than 550).
Suspect even at double-decker J and 3-5-3 Y they BA config would still be below this, given BA's quotes as 325 seats at launch :P
Suspect even at double-decker J and 3-5-3 Y they BA config would still be below this, given BA's quotes as 325 seats at launch :P
Apr 2, 2019, 12:38 am
#25
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On many, flight the J cabin is filled, in some cases the last 10-20 seats by Staff enjoying their well deserved travel concessions. Sadly it will be these people who lose out with any loss of J seats, as they have seen this year at Gatwick with the 32J seat reductions - suddenly those second homes in Barbados aren't as attractive.
I think they call it 'Rightsizing' - having the right number of seats you can actually sell for healthy fares. so I don't think Yield will suffer at all, or fares changing significantly as a result. The Club Suite aircraft will of course attract a premium for the first couple of years until it becomes more common sight.
I think they call it 'Rightsizing' - having the right number of seats you can actually sell for healthy fares. so I don't think Yield will suffer at all, or fares changing significantly as a result. The Club Suite aircraft will of course attract a premium for the first couple of years until it becomes more common sight.