British Airways
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Thanks i get what you say about the terminal not being able to handle the A380 but i fail to see how it is down to frequency as in the space of 1hr 15mins there are 3 flights and with air travel being the way it is i just don't see how it can be down to timings as nobody plans air travel to the minute surely.
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The J capacity of three 86J B744s is more than two A380s, here they need the smaller aircraft flown more often to carry more of the people they need to attract, i.e. Club.
If LHR-JFK is frequency led, why are all 9 daily BA flights in the current timetable 747s, not 767s, or 787s, or 777s and even more flights ?
A couple of these replaced by A380s would provide a new premium operation on the route. My own hunch is that American, party to the JV on the route, have nixed anything that gives an advantage to the BA side of the agreement.
A couple of these replaced by A380s would provide a new premium operation on the route. My own hunch is that American, party to the JV on the route, have nixed anything that gives an advantage to the BA side of the agreement.
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Do the maths on FC seats.
Replacing 3 B744s with 2 A380: = 3(14+86) vs 2(14+97) =300 vs 222.
The B744 is THE premium heavy aircraft of the fleet which is why JFK sees so many.
Replacing 3 B744s with 2 A380: = 3(14+86) vs 2(14+97) =300 vs 222.
The B744 is THE premium heavy aircraft of the fleet which is why JFK sees so many.
No. Replace 2 B744 with 2 A380. The increase in seats on the A380 is not actually that substantial, but the increase in attractiveness and potential yield of the aircraft over the competition is substantial. You will even get some Halo Effect on the remaining 747 flights.
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T7 at JFK can't take one A380 never mind two. The A380 is a very hard aeroplane to fill and it needs to be as full as possible to pay as Air France keep finding out. The "halo" effect is overstated I think, it's no more a halo than a B747 over a B777 IMHO.
BA only have 12 of them with no more on order so no plans for JFK in the near term.
BA only have 12 of them with no more on order so no plans for JFK in the near term.
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For regular BA premium pax there most certainly is preference of A380 where available (particulary F) over 747 (particulary J in UD) over 777 (aka the flying dorm). Although often conversly those in the know can avoid the A380 flights (ie MIA and IAD) which tend to be busier for this very reason.
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The J capacity of three 86J B744s is more than two A380s
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T7 at JFK can't take one A380 never mind two. The A380 is a very hard aeroplane to fill and it needs to be as full as possible to pay as Air France keep finding out. The "halo" effect is overstated I think, it's no more a halo than a B747 over a B777 IMHO.
BA only have 12 of them with no more on order so no plans for JFK in the near term.
BA only have 12 of them with no more on order so no plans for JFK in the near term.
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presumably hard to directly compare (ie total costs of operation given that BA 744s are paid off but carry more maintenance). Direct engine fuel flow rate might give be what you're looking for but I suspect will be significantly less for A380
I see Etihad are going all 380 from next year.
ETIHAD Moves New York to all-A380 Service from June 2017 :: Routesonline
ETIHAD Moves New York to all-A380 Service from June 2017 :: Routesonline
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BA have always stated that frequency and flexibility of their JFK route is key. The have also stated the 747 will be the mainstay of this rote until they are all finally retired in the 2020s. The A380s have always been intended to operate on longer range high capacity routes where frequency and timings are not so important. The shorter routes, for example IAD, is made possible by fitting in between rotations so to speak. The A380 is really not the be all and end all of high capacity routes. Other aircraft do still and can do the job very well. Right now the 747 is the perfect fit for BA on the JFK route.
Not so at all. The IAD rotation is a good length to be operated by one aircraft repeatedly, and this is normally what happens. I see that XLEC is operating it both today and tomorrow (27/28 Jul), last week XLEE operated it for three consecutive days. Any aircraft change is down to separate requirements. JFK would be the same.
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I dont get it. An aircraft operating a few days in a row is irrelevent- as i too understand it, IAD is a 'short route' and the A380 fleet has slack in schedule to allow it.
Paxing All Over The World
The IAD change might have been due to some large convention event in the city, a special promotion, scheduled maintenance of the regular equipment - or other reasons.
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As VV says: An aircraft operating the same route for several days in a row out of T5 means nothing really.
When BA had 2 services a day ex T3 about 8 years ago, they chose the MIA services because a dedicated B744 could operate each service and no towing was involved as an LHR-MIA-LHR return would take about 21 or 22 hours leaving a 2-3 hour turnaround before it started over.
Likewise when they operated longhaul ex T1 they chose NRT and JNB servces (2 each per day back then) as the arrivals and departures dovetailed neatly. JNB's arriving early morning, NRT's departing mid/late morning, arriving early/mid afternoon, JNB departing early/late evening. Again no towing required(*).
(*) obviously maintenance requirements would occasionally override this
When BA had 2 services a day ex T3 about 8 years ago, they chose the MIA services because a dedicated B744 could operate each service and no towing was involved as an LHR-MIA-LHR return would take about 21 or 22 hours leaving a 2-3 hour turnaround before it started over.
Likewise when they operated longhaul ex T1 they chose NRT and JNB servces (2 each per day back then) as the arrivals and departures dovetailed neatly. JNB's arriving early morning, NRT's departing mid/late morning, arriving early/mid afternoon, JNB departing early/late evening. Again no towing required(*).
(*) obviously maintenance requirements would occasionally override this
Paxing All Over The World
British Airways stops musician from flying with cello as 'it didn't have a visa'
Ooops!
Ooops!
“I rang BA about a month before the flight and spoke to a customer service agent in one of their call centres. They told me the second seat booked for the cello followed airline policy, that there was nothing further for me to do and I should check-in as normal,” said Ms Bevan.
Ms Bevan says she waited for 2.5 hours in the airport after which she was told that the flight had closed, but could rebook the flights at a cost of CHF 4,592.80 (£3,600). The incident happened on 16 June.
She says she has not received any form of compensation from British Airways and instead flew out the following day with American-based United Airlines who offered her flights at half the piece quoted by British Airways.
“I had no problems with United Airlines,” she said. “The staff were very friendly and even offered to put my cello in first class!”
“I’ve flown with my cello before using Easy Jet and Swiss Airways. I’m used to the situation being unfamiliar to staff and having to wait for them to speak with their supervisors, but I’ve never experienced anything like this before.”
Ms Bevan says she waited for 2.5 hours in the airport after which she was told that the flight had closed, but could rebook the flights at a cost of CHF 4,592.80 (£3,600). The incident happened on 16 June.
She says she has not received any form of compensation from British Airways and instead flew out the following day with American-based United Airlines who offered her flights at half the piece quoted by British Airways.
“I had no problems with United Airlines,” she said. “The staff were very friendly and even offered to put my cello in first class!”
“I’ve flown with my cello before using Easy Jet and Swiss Airways. I’m used to the situation being unfamiliar to staff and having to wait for them to speak with their supervisors, but I’ve never experienced anything like this before.”