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How much smaller is the British Airways long haul fleet post pandemic?

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The British Airways long haul fleet is smaller than it was before the pandemic – but how much smaller?

As our other article today explains, British Airways is rumoured to be leasing an A330neo from Air Belgium to fly to Chicago for five months. Given the squeeze on the fleet, it has few options.

Routes such as Bangkok, Seoul, Abu Dhabi, Muscat, Kuala Lumpur and Durban will probably come back to the British Airways network in time. The retirement of over 30 Boeing 747 aircraft during covid is causing severe issues, however.

BA 747 retirement

British Airways currently has 15 fewer long haul aircraft than it had in March 2020. Average utilisation per aircraft is unchanged at 13 hours per day, meaning that there is a direct correlation to miles flown by the long haul fleet.

Here is how the fleet looked in March 2020 (hat-tip to Rob Walker on LinkedIn):

  • 5 x A350-1000
  • 0 x Boeing 787-10 (not yet introduced)
  • 18 x Boeing 787-9
  • 12 x Boeing 787-8
  • 12 x A380-800
  • 12 x Boeing 777-300
  • 45 x Boeing 777-200
  • 32 x Boeing 747-400

…. for a total of 136 aircraft.

Here is how it looks now:

  • 13 x A350-1000
  • 7 x Boeing 787-10
  • 18 x Boeing 787-9
  • 12 x Boeing 787-8
  • 12 x A380-800
  • 16 x Boeing 777-300
  • 43 x Boeing 777-200
  • 0 x Boeing 747-400 (all retired)

…. for a total of 121 aircraft.

British Airways a380

Is British Airways going to fill the 15 aircraft gap with new arrivals? Not for a while. There are 10 x A350 and Boeing 787 aircraft to be delivered over the next couple of years – the 14th A350 is imminent. There will then be a gap until at least 2026 until the first of the Boeing 777-9 fleet arrives.

We’re probably looking at 2027 until the long haul fleet is back at 136 aircraft. This means that we may be waiting for four years to see a long haul schedule as varied as the one we had in 2019.

(In case you’re wondering, the narrow body fleet for short haul is pretty much as it was pre pandemic at 143 aircraft. Finnair and Avion are both providing additional resources at the moment with leased aircraft.)

Don’t get your hopes up too high though. In general, the new aircraft being delivered are smaller than the Boeing 747 aircraft they are replacing and this situation will only get worse if the A380 fleet is retired early. Even if the missing British Airways routes come back over the next few years, there may be a squeeze on the number of seats available.


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Comments (109)

This article is closed to new comments. Feel free to ask your question in the HfP forums.

  • Pedro says:

    Pleasantly surprised yesterday to be told my LGW to Tobago via UVF outbound flight next February has been changed from a B777 with yingyang seats to one with club suites. Inbound not changed. The usual Heathrow to Gatwick hand me down trick but the 12-strong Gatwick 777-236 fleet is now between 23 and 26 years old and is very tired, not helped by minimum interior maintenance since BA closed its Gatwick engineering base.

  • Matarredonda says:

    Somebody above talked above about 787-10 options but this aircraft yet to be certified so no way deliveries in 25/26 as Boeing already have lots of firm orders.
    The new 777 still has to be certified and is year’s late.
    If they really wanted to increase fleet size they could easily get some secondhand 380’s as Airbus recently p/e 6 from Lufthansa.
    Additional 330’s such as those coming into service with Virgin best bet as Airbus order book for these not huge.

    • Rui N. says:

      The 787-10 has been certified for 5 years, and flying commercial for the same period of time.
      You are confusing with the MAX10.

    • Bagoly says:

      I was thinking of A380s too – various airlines gave them up, E.g. Malaysia Airlines had six with only ten year’s usage – are they actually scrapped, or sitting somewhere?

      • Rhys says:

        The cost of refurbishing the cabins of an A380 is (I believe) in the tens of millions. It is not a cheap endeavour.

        Then you have the problem that many airports can’t handle it, and that it is a huge amount of capacity that only becomes profitable if it is fairly full.

      • will says:

        I think BA are one of a very few airlines that the A380 could make sense to.
        – They already have an existing fleet
        – They have multiple high capacity routes
        – They have a legacy of operating 747’s in “high J” config so could do so with A380’s

        The issues are needing to be near capacity and a lack of global infrastructure means it’s not straightforward swapping A380’s onto other routes if aircraft are in maintenance or routes have increased demand.

        BA must be say there actively looking at the resale market though looking for bargains on retiring A380’s.

      • Matarredonda says:

        Think Airbus has also p/e these so interesting to see what the they will do with them.

    • TGLoyalty says:

      I hope the 787-10 is certified otherwise BA is flying them around without a care in the world.

    • Chris W says:

      Too risky to buy such a big aircraft for what may be a relatively short period of time.
      If they would pick up some used 787s or a350s (as other airlines have) that would be much more attractive

    • jjoohhnn says:

      They could take 330neo’s and then pass them on to Iberia or Aer Lingus later if they were keen to increase the fleet in the medium term without the 779. Boeing have built at least 15 779’s so far for customers!

  • Charles Martel says:

    Old Fleet Nr Seats Total
    A350-1000 5 331 1655
    Boeing 787-10 0 256 0
    Boeing 787-9 18 216 3888
    Boeing 787-8 12 214 2568
    A380-800 12 469 5628
    Boeing 777-300 12 299 3588
    Boeing 777-200 45 224 10080
    Boeing 747-400 32 345 11040
    TOTAL 38447

    New Fleet
    A350-1000 13 331 4303
    Boeing 787-10 7 256 1792
    Boeing 787-9 18 216 3888
    Boeing 787-8 12 214 2568
    A380-800 12 469 5628
    Boeing 777-300 16 299 4784
    Boeing 777-200 43 224 9632
    Boeing 747-400 0
    TOTAL 32595

    The number of seats is 86% of previous capacity v 88% of the total planes.

    • Rob says:

      Thanks Charles.

    • Rhys says:

      There are multiple different layouts of the 777s – not just one per type. Same with the 747s.

      • TGLoyalty says:

        772 had 1 layout or deffo will going forward

        773 has 3 and 4 cabin layouts they’ve all pretty much been refurbished. And they did add more seats total though the F/J/W/Y mix was diff

        • Mark says:

          Not right. There were around six 772 configs in total before – the most diverse in the fleet, including the unique 17 seat F cabin in the non-ER 772s that were retired in 2020.

          Now there are five:

          Two slightly different 3 class Gatwick layouts with the old Club World seat (77S and 77T)
          The Heathrow 3 class layout with Club Suite (77L)
          The Heathrow 4 class layout with Club Suite (77M)
          For now at least, the oddball 4 class layout that still has a 14F cabin and old Club World, meant to be based at Gatwick until BA decided to ceased offering F completely on Gatwick flights (77R)

          Only one old and one new 773 configuration (77G and 77H – both 4 class) but the new has significantly fewer seats due to the shift to a much higher Club Suite count (to serve destinations such as New York previously covered by the premium heavy 747s).

    • Bagoly says:

      And if that means average fares are 50% higher (particularly because they don’t have to discount the last few) BA are only too happy.

      Economics says that eventually competitors will add capacity, but as most airlines are suffering delays on their deliveries, that’s not a problem for them at the moment.

  • Bernard says:

    BA’s problem is still insufficient crew, not aircraft.
    Which suggests bad management not bad use of assets

    • Chris W says:

      It’s been a full year since BAs crew shortage issues were made public. If they haven’t been able to recruit crew in the last year they never will.

      • Bernard says:

        Never will then
        Renting in Finnair, Avion etc when BA have multiple Airbus still sitting in the ground in Glasgow and Madrid (both of which are terrible places to try to store aircraft).
        So lack of crew means BA are storing planes and renting v similar planes in at great expense

    • Paul says:

      They have too many crew, not too few. Hence why many are taking up the offer of unpaid leave

  • Aston100 says:

    Why is the new 777 delayed by so long?

    • Rhys says:

      Engine issues, certification issues, pandemic, Boeing distracted by 737MAX problems, engineering resources required on 787 problems, poor company culture….

      • will says:

        Reads like a copy of the Boeing annual report before it gets worked on by the PR department 🙂

      • Jim Lovejoy says:

        Shorter answer: Boeing went from being run by engineers to being run by MBAs with predictable results.

    • Rui N. says:

      Because Boeing (now) sucks and is incompetent AF.

      • Gordon says:

        You only have to look at the two main documentaries on the Max disasters to see how Boeing were so concerned with the neo and Airbus overtaking them with sales, They were pushing them out the door with minimal quality control, Which lead to them only having one AOA sensor which subsequently caused the crashes. So yes I agree on their incompetence?

        • PL says:

          Far more than incompetence. A $2.5 billion dollar fine and compensation for fraud and conspiracy related the the Max which AFAIK is the biggest in US corporate history. An appalling company yet still worshipped by aviation enthusiasts and journos the world over.

          • Gordon says:

            Agreed, It’s a case of they are needed!!!!
            Same as construction firms that were bid rigging between January 2013 and June 2018.
            The fines for each are: Brown and Mason (£2,400,000), Cantillon (£1,920,000), Clifford Devlin (£423,615), DSM (£1,400,000), Erith (£17,568,800), JF Hunt (£5,600,000), Keltbray (£16,000,000), McGee (£3,766,278), Scudder (£8,256,264) and Squibb (£2,000,000). Just a slap on the wrists….
            Obviously no loss of life involved.

  • BuildBackBetter says:

    The 777 seating seems good for a family with small children. What are the chances the 777 to SIN will be replaced with club suites for next year?

    • Rhys says:

      Virtually guaranteed.

    • Mark says:

      For this summer and winter at least it’s one 777-300ER and one 787-9 although they switch for the winter with the larger aircraft scheduled for the Sydney continuing flight as opposed to the Singapore terminating flight. The 777 should have Club Suite, though for as long as they haven’t all been refitted there’s a possibility that it isn’t (as happens sometimes on BA11 at the moment). But it is also possible that the aircraft type may change as the schedules are finalised for next summer and beyond. We’re flying on BA15 in November and recently had ours changed from a 787 with Club Suite to a 777 with Club Suite.

  • Ant says:

    Are all 12 BA A380s back in service now?

  • Johnnyll says:

    Not related to fleet size but doew anyone know why reward flights in any cabin seem to have loads of availability going to the USA but hardly anything coming back this way? I could understand if it was a few routes but seems to be across the board.

    • jjoohhnn says:

      Try searching one way from US to UK to see if they show up. There are some known bugs in the system that have been talked about on here a bit that returns aren’t always showing up.

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