Mexico City hasn't been served by 747 for a couple of years now. Has been 789.

BW

I don�t know if we want to include San Jose (CA). That was planned to switch to a 747 this year.

Quite. As a resident of the South Bay it has been great for the last couple of years to be able to land back at SJC (HBO only) and be walking in the front door to see the wife and kids within 40 minutes. My PB was 27mins from touch down to home.

I haven�t been through SJC since shelter in place so I�m not sure if the work that they needed to accommodate the 744 has even restarted since the local authorities allowed construction to start up again- I doubt it.

I�m now grateful that last year one of my SJC flights was canceled and I got one last flight on the queen of the skies into LHR from SFO. Sad I didn�t realize at the time it would be my last ever 747 flight.

I�d be pretty surprised if the SJC route lasts. It�s not like they can rely on corporates. It was great whilst it lasted but now it�s back to long lines at SFO though may try out a one stop via SEA now that AS is accelerating its One Worls joining date.

Any thoughts on likely MIA replacement? A380?

must be a good bet for the winter season at least.

must remember though that the cruise industry has died a death which put a lot of bums on seats.

As CPT cannot yet handle a A380, I believe it is likely that the 744 will be replaced by a 772 if the flight times remain roughly the same. Pre-COVID there were 2 x 744 from LHR daily and 1 x 772 from LGW 3 times a week depending on the time of year. Both legs were flown overnight meaning that the aircraft sat on the ground at CPT for 12 hours before returning to the UK. Whilst the 744's and some (if not all) of the 772's are all paid for this is less of an issue than the newer aircraft like the A351 and 788/9 that need to be earning money. Any thoughts?

It could be any aircraft to be honest. The factors mentioned above really don�t mean a thing in the decision making process. A real focus on Min cost and max revenue generation will no doubt be the forthcoming modus operandi.
As each nation is tackling this Covid issue with differing levels of success and all with their own unique set of entry and exit requirements demand will be shaped accordingly no doubt.
Imagining the aircraft configs as they are is probably another gotcha as I imagine they will change significantly. With WTP being the most profitable cabin in terms of revenue per square foot kilometre, I can see F either going for good, or shrinking significantly across the board with a subsequent reduction in club or shifting club into F and using the generated space either way to expand WTP. But then who knows, global economies may we�ll bounce back faster than predicted and modelled, perhaps there will be a slower return.
One thing is likely to be the case however, forget grabbing your favourite seats as soon as they are released, I can see a lot of aircraft route swapping over the next two years coming our way as the situation changes on a nation by nation basis. What may generate some stability in aircraft allocation is the unchanged cargo floorprint in the holds and I imagine, although I could be very wrong as I sometimes am, this may be a decider as the only real reason we ripped out seats on 777s was due to running out of volume, not weight.

Amateur here, could someone add to the sticky the codes used for the different aircraft?

Im guessing 772 means 777-200 but there are some with X and W I don’t get.

77W = 777-300ER
77X = 777X, most likely to be 777-9

The FlyerTalk art department has come up with a set of slides which cover all long haul aircraft types plus some useful stats thrown in for good measure. Where it mentions "Max operating range" the distance indicates the longest route length BA currently operates the relevant aircraft type. Seating configurations indicated reflect the planned refits programmed at the end of 2021.





















































Source reference links:
https://www.flyertalk.com/forum/brit...tirements.html
https://www.flyertalk.com/forum/brit...8-onwards.html
https://www.greatcirclemap.com/
https://en.wikipedia.org/wiki/Unit_load_device

My view is that CPT will get the A350 on one rotation and then either the 787-9 or 77W on the other. The 350 will give them a big WT and WTP uplift. Then the 77W/789 will give a First class offering plus more seats down the back too. The choice between the two will depend on how many CW seats are needed.

Once things recover properly (23/24) I�d imagine the 777X will appear on one rotation.

Yes, swapping is likely to become common.

Handy graphic, but I think the circle-graphics for 77S and 77T are at odds with the text. They show 14 F but the text says no F.

Thanks for pointing this out. The images have been updated although I am feverously refreshing my browser window to get the updates to show.

indeed and just before was a 388.