HFP’s history of BA1, the (now scrapped) London City to New York JFK flight

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The biggest news from IAG’s first half results on Friday – beyond the expected €1.9 billion loss – was the discontinuation of BA1, the all-business class flight from London City Airport to New York JFK.

BA1, often affectionately known as the ‘babybus’ since it was operated by the only A318 in the British Airways fleet, offered a unique transatlantic experience – ‘Club World London City’.

The writing was already on the wall.  A year ago, Rob wrote this speculative article in which he said that

“if you want to fly it, I would try to do it sooner rather than later, because it may not be around for long.”

The limitations of operating at City Airport, the tired seats, the lack of ‘real’ inflight entertainment, the continued rollout of Global Entry and the (eventual) opening of Crossrail meant that a direct New York service from London City was losing its USP.

It looks like Covid-19 was the final nail in the coffin.  In March, the route was suspended as coronavirus took hold in Europe and North America. In its H1 results presentation on Friday, IAG quietly noted that British Airways would be ‘exiting the A318 fleet’. This spells the end of BA1, which is the only route operated by BA’s single A318, after just over a decade of service.

A brief history of BA’s all-business class BA1 flight

For many years, flight number BA1 was associated with the Concorde route from Heathrow to New York. This was not the flight number Concorde used when it entered service in 1977, however, and only began to be used in the mid eighties.  BA3 and BA4 were used for the second pair of daily Concorde flights.

In 2003 Concorde was retired and the BA1 flight number was retired with it.

In the mid noughties, a number of small new airlines launched dedicated business-only flights between the US and Europe. Eos and Maxjet operated flights from Stansted to New York, Las Vegas and Los Angeles.  At the time, both Lufthansa and SWISS also operated premium-only flights to the Big Apple from mainland Europe.

This caught the attention of Virgin Atlantic, which in 2007 boldly announced its intentions to launch what The Times called an ‘elite fleet’ from European airports to the US. According to a spokesman at the time, the flights would ‘certainly’ be operating within eighteen months of the announcement with a subfleet of 15 aircraft.

That never materialised, of course. The financial crisis meant that business travel was depressed, and Virgin Atlantic put its plans on ice. That didn’t stop British Airways, however, which announced plans to launch a rival all-business class flight from London City to New York JFK.

British Airways bought two new Airbus A318 aircraft to serve the route and fitted them out with 32 seats in a 2-2 seat arrangement. For whatever reason – perhaps aircraft width or seat weight – BA chose not to use its yin-yang Club World seat but introduced an entirely new seat that was all forward facing.

BA1 A318 interior view

Thanks to take-off restrictions at London City Airport (Canary Wharf is directly in front of the runway) the A318 was not able to take-off with a full tank of fuel: the weight would prevent it from being able to climb steeply enough. This meant that the aircraft had to make a 40 minute refuelling stop in Shannon.

At the time, Shannon was one of the few airports outside the US to offer a US customs and immigration service.  This allowed travellers to clear the US border in Ireland and land in New York JFK as domestic passengers. This saved considerable time given the queues that US customs and immigration are renowned for.

Google Street View of BA1 A318

The return flight was direct as there were no take-off restrictions.  Landing into London City required a particularly steep approach for which the aircraft was modified and pilots were specially trained.

The flights launched twice daily in the middle of a global recession in 2009 bearing flight numbers BA1, BA2, BA3 and BA4. For a long time, in addition to its unique Club seats, the flights also enjoyed dedicated catering which was significantly better than what you would have got from Heathrow. Passengers loved it, and I am sure you will find some readers sharing stories in the comments below!

Although London City has no lounges, British Airways turned the departure gate into a ‘mini lounge’ and offered an arrival service at the Radisson Edwardian hotel.

Gradually, BA’s Heathrow services caught up. Improvements in catering meant that BA1 no longer enjoyed this advantage, and the US began rolling out Global Entry which expedites customs and immigration for frequent travellers to the US.

British Airways stopped catering at the departure gate, instead offering passengers a voucher to spend at Pilot’s restaurant.  As Rob found out last year, however, if you were travelling with just hand baggage and skipped the desks you did not get a voucher.  The ‘arrivals lounge’ was also closed.

In 2016, the second daily flight was scrapped and one of the two A318 aircraft sold to Titan Airways.

Gone but not forgotten

Now, it seems, one of the last all-business class flights in Europe has officially come to an end.

The story doesn’t have to end here, however. Whilst the A318s used by British Airways were getting old and in need of refurbishment, a newer generation of aircraft is offering a better passenger experience and better flying performance.

The A220, now marketed and owned by Airbus but developed by Bombardier, leaves the door open. It is the largest aircraft to be certified for operations at London City and can carry 100-150 passengers in a typical layout. It has already operated test flights with an all-business configuration between London City and New York, and can fly the distance without a refuelling stop.

Odyssey Airlines, a new start-up airline, has already outlined its plans to operate a premium service between the two airports. In 2013 it ordered 10 A220-100s with delivery pencilled in for this year, although they do not yet appear on the Airbus construction list.

While it is unlikely that British Airways will place an order for the A220 soon, it is not impossible that we’ll see BA1 being used on a premium service between London and New York in the future. Unfortunately it looks like the Google Street View walk-through has been taken down – a screenshot is above – so you won’t be able to relive any BA1 memories.

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  1. I flew it once and never chose it again. The seats were shorter than club world when in bed mode (and even club world is a little on the short side for me). Boarding and arrival when there are only a dozen or so passengers was simply amazing though, totally different to the normal flight experience.

  2. Spaghetti Town says:

    “IAG quietly noted that British Airways would be ‘exiting the A318 fleet“

    Is that right, is it supposed to be the other way round?

  3. G Flyer says:

    I found the service much more personal and a nice change from the bigger BA aircraft.

    I was also a fan of the 210 Tier Points offered on the route, up until a few years ago!

  4. Peggers says:

    As an inexperienced points traveller I chose BA1 ✅ in 2013 for my first trip to the USA ✅. The lounge was still open at the gate for champagne and we even had a few words with the crew there before boarding. Around 20 pax, all very well looked after.
    My return was upstairs on a B747 ✅ My first trip with points ✅.

    Ive been back to the USA since and used points for trips to several places, but this 2013 trip meant lots of boxes were ticked ✅ for me.

  5. A few inaccuracies, additions and clarifications if I may

    The A318 route was underwritten by at least two Canary Wharf Banks (think fully flex J flights on this was route was circa 2K)

    The issue with the A318 and LCY was more of the TORA takeoff runway available at LCY (think it’s 1.2). To get to NYC with enough fuel for LCY would require a longer takeoff run, it’s not completely the steep climb.

    Yes the inflight entertainment was lacking – not an issue on the overnight flight back into LCY, but the onboard WiFi connectivity needed to be replaced with a better system (maybe .air) and that was going to be prohibative.

    A few other facts.

    Catering used to be from Roast Restaurant
    The service did earn 210 TP’s from it’s inception but that was culled a few years ago.
    There was a small lounge at gate 24 but that was also culled
    It was available for a time as a Cash+Avios upgrade, when BA had a T class fare filled that covered BA 1-4

    The crew were Gatwick based, and that was the prime divert airport for when LCY was unavailable (not handy if their cars were at LCY though)

    • ChrisC says:

      It was LCY that ‘culled’ the lounge. It was needed for the LX flights on the A220 only place on the taxi way that could accommodate it and They also needed the gate space for passengers. There was no other space at the time available for the BA lounge to go.

      BA replaced it with breakfast at Pilots though without the unlimited champers.

      Whilst the cabin crew came from LGW the flight crew came from LHR. They reported for duty that morning at LHR and then travelled to LCY. Doing that meant they would have exceeded their flight hours hence their stay overnight at SNN and the swap of pilots there. I wonder if the pilots who left their golf clubs at the SNN hotel (I know some did) ever got them back?.

      The LGW crew overnighted near LCY. Most of the crew I talked to took the train up from LGW rather than drove there or they car pooled.

  6. Philip says:

    Enjoyed the flights, glad we got on them last year.
    You didn’t need a voucher for the Pilots breakfast/lunch – you could just show your boarding pass and leave.

    • Michael Jennings says:

      I had a delay at LCY once a few years back, and had breakfast at Pilots while I was waiting. It was quite a nice breakfast, but it wasn’t cheap, so that voucher was probably useful.

  7. John Murray says:

    So glad I got to fly (one way) on BA1 to JKF back in 2017. On that particular mid-week flight there were a grand total of seven passengers, so I did wonder even then how the economics stacked up.

  8. The plane now leased to (or possibly owned by) Titan recently completed a trip to St Helena where it was the first Airbus to land on the relatively recently built (and rather scary) runway there — https://www.titan-airways.com/news/titan-airways-take-medical-staff-and-supplies-to-st-helena/. It seems Titan also flew a B757 there last week, which must have been even more hair-raising. When I visited a few years ago, whle the airport was still under construction, I flew on the RAF Airtanker Falklands Islands Voyager A330 as far as Ascension and then transferred to the RMS (now retired, sadly).

  9. The A318 was one of the static exhibits at the Farnborough Air Show one year, maybe ten years ago or so. It had to leave mid-afternoon to fly to LCY in readiness for the New York flight. As it was about to be put into use, we were not allowed onboard to look at it.

  10. Flew this for the first (and now I see the last) time in November on a fairly last minute short break to NY – BA1 out, 747 CW 64k on way back. Very happy now that we didn’t go F which had been my preference initially!

    The cabin crew on BA1 told me it wasn’t uncommon for people to be denied entry to the US at SNN and to then be in a bit of a fix as there wasn’t an obvious return flight for them to London! I think Aer Lingus picked up a decent amount of business through this.

  11. Nick_C says:

    ” it wasn’t uncommon for people to be denied entry to the US at SNN”. Interesting. I had not heard that before. I wonder if some people who knew they might be denied entry deliberately chose to go via Shannon. Obviously better to be turned away in Ireland than in NYC.

    Also surprising because you need a Visa or an ESTA to board the flight. I would have thought denial of entry was pretty rare.

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