British Airways-2
Despite extensive wear tests prior to the rollout, Tremble insisted that the airline had always intended to “assess how the garments perform in the real world because it’s only when the uniform is worn over a sustained period that we can fully understand whether any changes need to be made”.
But I'm sure Mr Boateng and his company got paid very well and won't get any blame. 🤬
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Probably not qualified to comment on fashion but just enjoyed two excellent long haul flights with BA. both my wife and I commented on the new blouses some looked really smart and others like they had been w, washed with a pair of black socks and looked rather grey!
Guess it is not what you wear so much as the way you wear it.
Guess it is not what you wear so much as the way you wear it.
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Common issues with the uniform:
Female cabin crew blouse is see-through, and the fabric catches and pulls on velcro and hair. Melts easily when ironed and seems to remove makeup. No modesty button so frequently pops open for those of larger bust.
Collar on the dress is high and stiff and has caused rashes on some crew.
Jumpsuit impractical for use on board, reports of it coming apart at the seams.
Male cabin crew shirt collar is wide and clip on tie knot is small so the fake tie knot keeps slipping out from under the collar. Collars are bobbling and shirt cuffs are fraying.
Cabin crew ties prone to fraying.
Men's slim fit trousers with side adjusters instead of belt won't stay up.
Black finish on belt peeling.
Winter scarf constantly shedding purple fluff.
Male pilot shirts have "hidden" pockets which are just a disaster.
Buttons on flight crew jackets break easily.
On a positive note the fabrics in the new uniform (bar the cabin crew blouse) are much more breathable than the old one and the slight stretch in the fabric aids wearability and comfort.
Female cabin crew blouse is see-through, and the fabric catches and pulls on velcro and hair. Melts easily when ironed and seems to remove makeup. No modesty button so frequently pops open for those of larger bust.
Collar on the dress is high and stiff and has caused rashes on some crew.
Jumpsuit impractical for use on board, reports of it coming apart at the seams.
Male cabin crew shirt collar is wide and clip on tie knot is small so the fake tie knot keeps slipping out from under the collar. Collars are bobbling and shirt cuffs are fraying.
Cabin crew ties prone to fraying.
Men's slim fit trousers with side adjusters instead of belt won't stay up.
Black finish on belt peeling.
Winter scarf constantly shedding purple fluff.
Male pilot shirts have "hidden" pockets which are just a disaster.
Buttons on flight crew jackets break easily.
On a positive note the fabrics in the new uniform (bar the cabin crew blouse) are much more breathable than the old one and the slight stretch in the fabric aids wearability and comfort.
Common issues with the uniform:
Female cabin crew blouse is see-through, and the fabric catches and pulls on velcro and hair. Melts easily when ironed and seems to remove makeup. No modesty button so frequently pops open for those of larger bust.
Collar on the dress is high and stiff and has caused rashes on some crew.
Jumpsuit impractical for use on board, reports of it coming apart at the seams.
Male cabin crew shirt collar is wide and clip on tie knot is small so the fake tie knot keeps slipping out from under the collar. Collars are bobbling and shirt cuffs are fraying.
Cabin crew ties prone to fraying.
Men's slim fit trousers with side adjusters instead of belt won't stay up.
Black finish on belt peeling.
Winter scarf constantly shedding purple fluff.
Male pilot shirts have "hidden" pockets which are just a disaster.
Buttons on flight crew jackets break easily.
On a positive note the fabrics in the new uniform (bar the cabin crew blouse) are much more breathable than the old one and the slight stretch in the fabric aids wearability and comfort.
Female cabin crew blouse is see-through, and the fabric catches and pulls on velcro and hair. Melts easily when ironed and seems to remove makeup. No modesty button so frequently pops open for those of larger bust.
Collar on the dress is high and stiff and has caused rashes on some crew.
Jumpsuit impractical for use on board, reports of it coming apart at the seams.
Male cabin crew shirt collar is wide and clip on tie knot is small so the fake tie knot keeps slipping out from under the collar. Collars are bobbling and shirt cuffs are fraying.
Cabin crew ties prone to fraying.
Men's slim fit trousers with side adjusters instead of belt won't stay up.
Black finish on belt peeling.
Winter scarf constantly shedding purple fluff.
Male pilot shirts have "hidden" pockets which are just a disaster.
Buttons on flight crew jackets break easily.
On a positive note the fabrics in the new uniform (bar the cabin crew blouse) are much more breathable than the old one and the slight stretch in the fabric aids wearability and comfort.
I enjoyed reading all of it and after suffering from uniform defects in the past I can totally relate to many of the points you have mentioned, in particular the bobbling of the shirt collars as well as the tie clip.
At the end of the day changes aren't always necessary, a few adjustments maybe but what you have described sounds awful.
Last edited by Sotonsean; 9th Mar 2024 at 20:22.
Paxing All Over The World
One of the symptoms of modern British mgmt is to ignore feedback from staff. I could quote examples from many different fields where they have feedback sessions, then do what they wanted. When the predicted problems emerge, they assure that they are taking these concerns seriously.
Unfortunately, the govt is being run by modern British managers.
Unfortunately, the govt is being run by modern British managers.
One of the symptoms of modern British mgmt is to ignore feedback from staff. I could quote examples from many different fields where they have feedback sessions, then do what they wanted. When the predicted problems emerge, they assure that they are taking these concerns seriously.
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So, both United and BA will need to decide this year to replace their old 777-200s
BA has yet to cover the capacity problem the retirement of the 747s caused because of the delay of the 777-9 18+24 options from 20204 to 2026, the airplane which is meant to fill the vpppcapaciry void if the 747
BBhas entered negotiations with Airbus and Boeing with the candidates being A350-1000 and B787-10. But with Heathrow scrapping the 3rd runway I wonder if it might order more 777-9 instead
The issue is whoever orders first (United or BA) the other airline will receive massive discounts. If United goes with the A350 Boeing will do everything to win over BA.
What's your take on all of this ? And predictions.
Again BA needs to retire 43 B777-200 by 2030 and United 74
BA has yet to cover the capacity problem the retirement of the 747s caused because of the delay of the 777-9 18+24 options from 20204 to 2026, the airplane which is meant to fill the vpppcapaciry void if the 747
BBhas entered negotiations with Airbus and Boeing with the candidates being A350-1000 and B787-10. But with Heathrow scrapping the 3rd runway I wonder if it might order more 777-9 instead
The issue is whoever orders first (United or BA) the other airline will receive massive discounts. If United goes with the A350 Boeing will do everything to win over BA.
What's your take on all of this ? And predictions.
Again BA needs to retire 43 B777-200 by 2030 and United 74
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BA do not necessarily have to decide this year.. They already have plenty of options on long haul aircraft (787-10, A350 and 779) that they just need to firm up. Planned deliveries of the 787-10 this year will take the long haul fleet back to the pre-Covid number. Not all the 777s need to be gone by 2030 either.
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Does that include the Gatwick BA fleet? Wondering if BA would put new aircraft into Gatwick or bring across older ones from Heathrow?
So, both United and BA will need to decide this year to replace their old 777-200s
BA has yet to cover the capacity problem the retirement of the 747s caused because of the delay of the 777-9 18+24 options from 20204 to 2026, the airplane which is meant to fill the vpppcapaciry void if the 747
BBhas entered negotiations with Airbus and Boeing with the candidates being A350-1000 and B787-10. But with Heathrow scrapping the 3rd runway I wonder if it might order more 777-9 instead
The issue is whoever orders first (United or BA) the other airline will receive massive discounts. If United goes with the A350 Boeing will do everything to win over BA.
What's your take on all of this ? And predictions.
Again BA needs to retire 43 B777-200 by 2030 and United 74
BA has yet to cover the capacity problem the retirement of the 747s caused because of the delay of the 777-9 18+24 options from 20204 to 2026, the airplane which is meant to fill the vpppcapaciry void if the 747
BBhas entered negotiations with Airbus and Boeing with the candidates being A350-1000 and B787-10. But with Heathrow scrapping the 3rd runway I wonder if it might order more 777-9 instead
The issue is whoever orders first (United or BA) the other airline will receive massive discounts. If United goes with the A350 Boeing will do everything to win over BA.
What's your take on all of this ? And predictions.
Again BA needs to retire 43 B777-200 by 2030 and United 74
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fairly highly capacity aircraft in a 3 class configuration. The current 777s have a capacity of 332.
You don't know that "most of them are very profitable". None of us do, if they were "very profiitable", they'd be getting Club Suite and not staggering to end of life with 8 abreast, 1/2 of 'em rearward facing. They told us LGW short haul was profitable, and then when COVID came, that was retracted!
BA haven't put new long haul metal into LGW since the hub experiment in the mate 90s, it's always going to be hand me downs unless a new CEO decides he/she has a stellar business case for CAPEX.
BA haven't put new long haul metal into LGW since the hub experiment in the mate 90s, it's always going to be hand me downs unless a new CEO decides he/she has a stellar business case for CAPEX.
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You don't know that "most of them are very profitable". None of us do, if they were "very profiitable", they'd be getting Club Suite and not staggering to end of life with 8 abreast, 1/2 of 'em rearward facing. They told us LGW short haul was profitable, and then when COVID came, that was retracted!
BA haven't put new long haul metal into LGW since the hub experiment in the mate 90s, it's always going to be hand me downs unless a new CEO decides he/she has a stellar business case for CAPEX.
BA haven't put new long haul metal into LGW since the hub experiment in the mate 90s, it's always going to be hand me downs unless a new CEO decides he/she has a stellar business case for CAPEX.
Last edited by vectisman; 11th Mar 2024 at 07:36.
Speaking of expansion outside LHR, I'm hearing more internal rumours of BA City flyer A320s being based and operated out of UK regions.
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The rumour does keep doing the rounds. It will be interesting to see if they have sufficient spare aircraft to do something - after all, they have three more aircraft's-worth of LGW slots coming back from easyJet next year as well. That would be quite some growth to take those on board and fly from a new regional base too.
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The rumour does keep doing the rounds. It will be interesting to see if they have sufficient spare aircraft to do something - after all, they have three more aircraft's-worth of LGW slots coming back from easyJet next year as well. That would be quite some growth to take those on board and fly from a new regional base too.
some earlier examples for LGW or elsewhere. They also have the option to delay retirements. I think it will also depend on demand and other market conditions.
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I have heard suggestions of MAN, would make logical sense as the first step outside of London. Big FF catchment as well as facilities to support expansion, existing IAG long haul presence for possible connections, right market for leisure routes, could it be the time to finally step back in to MAN? Time will tell.
I'd only expect to see Euroflyer at 2 ports outside of London. MAN and maybe a Scottish one. There just aren't the aircraft for more than that.
I'd only expect to see Euroflyer at 2 ports outside of London. MAN and maybe a Scottish one. There just aren't the aircraft for more than that.