British Airways Boeing 787-10 Details: Cabins, Routes, And More

Filed Under: British Airways

British Airways just recently took delivery of their first Airbus A350-1000, which represents a huge step forward in the carrier’s effort to renew their fleet. The A350 is not only fuel efficient and a pleasure to fly as a passenger, but it’s also the plane on which British Airways debuted their new Club Suites.

Well, the airline has just revealed some details about the next step in their fleet renewal, involving the Boeing 787-10.

Coming January 2020: British Airways 787-10

British Airways has today formally announced that they’ll be taking delivery of their first Boeing 787-10 in January 2020. The airline has a total of 12 of these planes on order, with six expected to join the fleet in 2020.

This joins their existing fleet of 30 787s, including 12 787-8s, and 18 787-9s.

What’s Special About The 787?

The Boeing 787 is an incredibly fuel efficient aircraft. It’s known for having a carbon fiber fuselage, allowing the internal cabin altitude to be the equivalent of 6,000 feet, offering better humidity, and reducing the drying effect of the air.

The plane is also known for having big dimming windows, and for being quieter than previous generation aircraft.

The 787-10 specifically is the largest aircraft of the 787 family, so it’s the highest capacity, but it also has the shortest range. This shouldn’t be an issue for British Airways, though, given that they don’t operate many ultra long haul flights.

British Airways 787-10 Cabins

British Airways’ 787-10s will be in a four cabin configuration, meaning that they’ll feature first class (unlike the similarly sized A350-1000s, which don’t have first class).

British Airways’ 787-10s will feature just 256 seats, including:

  • Eight first class seats
  • 48 business class seats
  • 35 premium economy seats
  • 165 economy seats

This will be a very premium heavy aircraft, as you can probably tell based on the seatmap above.

The eight first class seats will be very similar to their current 787-9 first class seats, in a 1-2-1 configuration.

In business class they’ll have the new British Airways Club Suites, which are reverse herringbone seats with doors. These newly delivered 787s having Club Suites will contribute towards British Airways having these seats throughout their fleet by 2023.

It’s funny to see that the business class seats will have doors, while the first class seats won’t.

British Airways’ First 787-10 Route

British Airways has also revealed that their first 787-10 route will be London Heathrow to Atlanta, and it’s expected that the route will feature the plane as of February 2020. We don’t yet know the exact date of the change, as the schedule hasn’t yet been updated to reflect this change.

The route currently operates with the following schedule:

BA227 London to Atlanta departing 2:20PM arriving 6:50PM
BA226 Atlanta to London departing 9:05PM arriving 10:00AM (+1 day)

Prior to this change the route will be operated by a Boeing 787-9, so the change to the 787-10 has the following implications:

  • First class will maintain the same eight seats
  • Business class capacity will increase from 42 to 48, but the quality of the seats will be increasing greatly
  • Premium economy capacity will be decreasing from 39 to 35
  • Economy capacity will be increasing from 127 to 165

Bottom Line

British Airways will soon take delivery of their first 787-10, which is another big step in British Airways renewing their fleet. It’s great that these planes will be in a four class configuration, and will feature Club Suites.

That being said, overall I still have a preference for the A350-1000 in terms of comfort.

Comments
  1. I have no idea why the 787-10 would get F while the 350-1000 doesn’t. The 350 is longer and wider, which would be more suitable for F. Not to mention the 350 is much more comfortable than the 787.

  2. Forgive me if I’m asking a naive question but what is the purpose of introducing the 787-10?
    They have the 777s, the 787-8s and -9s and the A350s so not sure what yet an additional type really gets them? Unless these are intended to replace the older 777s.

  3. You mean cabin air pressure is higher, not lower on the 787 compared to say the 777. The cabin altitude is lower.

  4. The ATL-LHR route is currently being operated by a 4 class 777. I’m currently booked on this route for a return ticket with the first leg on December 18th (which is a 777) and the return on Febuary 28th so I should hopefully get to sample it. That would be my first 787 flight 🙂

  5. Big upgrade from that BA 7 across J class 787-8 I flew in July. 9 hours flying backwards in an uncompetitive narrow J seat was no bueno indeed.

  6. Wow, this is a surprising configuration. United fits 44 Polaris seats on their Dreamliner -10 and has 318 seats total. This would have been an ideal replacement for the JFK to LHR ‘shuttle’

  7. The 787 is also know for having the worst economy class every, unless you fly JAL.
    Having flown it in business with both Singapore Airlines and Thai, I can also say that compared to the A350, it’s also horrible in business, with really narrow seats, especially in bed mode. I try to avoid it when possible.

  8. One thing that the First Class seats have going for them is if you’re traveling with someone, you can dine together at someone’s seat….the 787 seats don’t seem to offer that, which takes away the one advantage the First Class seats usually offer.

  9. Do you consider “just recently” to be July 26, almost four months ago? Since the first delivery, the A350-1000 has flown LHR-DXB and -YYZ. Will be added to TLV by year-end, then BLR.

  10. It’s disappointing that BA has decided not to have an F cabin in the initial lot of A350-1000 aircraft, whereas the B787-10 will have it. Besides the cramped seating on BA F and J cabins on the B787-9, the high-pitched sound of the engines irritates me enormously. Clearly they have ignored these issues when considering the cabin layout for the A350-1000 and B787-10.

    Immensely dissatisfying. About to board a BA A350-1000 to DXB. First time in the new Club Suite. Should be worthwhile, I hope.

  11. The 787-10 will almost certainly be contained to routes under 9.5hr and most likely the big bucks (and F demand) routes from the UK to the US East Coast and Middle East.

    BA will be limited as to the routes it can operate the -10 to because it has elected to NOT have the -10’s fitted with Overhead Attendant Rest areas. The 787-8, 787-9, A350, A380, 777-300 and 747’s all have cabin crew horizontal rest facilities as do around 50% of the 777-200’s.

    BA has both pretty strict regulatory requirements and Industrial (union) requirements as to which routes require horizontal rest for cabin crew. Generally speaking any route that is over 9hr30min block time will require bunk facilities to be EASA compliant so LHR-ATL is probably going to be one of the longest routes seeing the 787-10.

    Having the 787-10 delivered without OHAR could be a costly mistake on BA’s part. When they initially took delivery of the ‘747-lite’ BA elected not to have OHAR as it would be a ‘dedicated sub fleet’ serving shorter longhaul routes. Exactly the same as they are now saying about the 787-10. Of course they found that operationally this was really restrictive for them. Because if the 747 on the LHR-HKG went tech and the only replacement 747 was a ‘lite’ without OHAR the airline would have to offload and block out eight Club beds. Over time the cost of this outweighed the cost of installing OHAR into the 747-lites. And eventually the decision was made to later install OHAR on the Lites at great expense (same for some of the 777’s).

  12. It is mind boggling to me when people compare airplanes (350 v 787 in this case) and talk about the interior. THE INTERIOR HAS NOTHING TO DO WITH THE MANUFACTURER! Will you people please get this through your skulls. The airline customer picks every single option on the inside.

  13. Yes, seems like the premium heavy configuration coupled with the lack of overhead crew rests means that US/Canada East Coast coupled with may be middle east is the likely destination.

    Seems like they’re serving as the new version of the non-ER 777s (the “Z” series)

  14. The 787-10 seems to have ‘Boston’ written all over it, since that route is a ‘premium-heavy’ winner for BA. It will be interesting to see when the plane shows up in the BOS schedules. My guess would be this time next year, or W20-21.

  15. @T — “… It is mind boggling to me when people compare airplanes (350 v 787 in this case) and talk about the interior. THE INTERIOR HAS NOTHING TO DO WITH THE MANUFACTURER! … ” —

    I know your frustration, as I’ve also made the same comments before on other reports! In truth, comparing the A350 vs B787 is comparing apples and oranges, anyway, because the size capacities are so different! The A350 is in the passenger capacity class of the B777, and, as a result, is longer and has a wider cross-section with which to accommodate wider seats, etc. I guess readers often overlook this very significant physical difference! 🙁

  16. I have flown both planes and there is no doubt that the A350 is a much quieter aircraft than the 787, irrespective of where you are sitting. It’s very similar to the comfort of its big brother the A380. The big dimming windows is jus a gadget and anyway most of the time it’s the cabin crew who controls the dimming – not a plus for me. Moreover the inflight entertainment system is much better on Airbuses than on Boeing’s.

  17. New seats are needed rapidly for this aircraft. Ive just flown club from Doha to LHR on their 787 and felt I was in a coffin. I’d avoid BA Club like the plague until the revamp!

  18. Dear T,

    you wrote: “It is mind boggling to me when people compare airplanes (350 v 787 in this case) and talk about the interior.”

    I am convinced that some specifications of the airframe are clearly influencing which decisions for interior an airline has and how the passengers then will feel.

    Just think about the different width of the shorthaul air frames between the B737 series (even if not grounded) and the A320/321 family.

    Or about the different location of the doors on the main deck. Enabling to have customers of the B747 enjoying a completely unique and quiet cabin with now foot traffic. Even late passengers have to go from M1L to the right and don’t pass what you would call “Zone A”.

    Or the epic discussion about the width of the fuselage respectively Economy Class seats in the B777 compared to the A 380.

    So the air frame sets the space limitations and economics, the designers of each airline then can realize their ideas.

    Best regards

  19. @mkcol – This is the first time BA has chosen to install Overhead Flight Crew rest for pilots but not Overhead Attendant Rest for Cabin Crew. The industrial agreements for pilots are more limited than the cabin crews and on certain three pilot routes BA would have to block out a Club World Suite if there was no dedicated rest area for them.

    Definitely no OHAR though on the -10 which will make it an unpopular aircraft for the cabin crew to work on.

  20. Lucky, I have recently flown the BA A350 in PE, and the aircraft is a HUGE downgrade in hard product and comfort from all other aircraft in the BA fleet. In fact, the Club Suites cabin is the only one that has been improved. PE is 8-Across on the A350 which a much narrower aircraft than the 747 and 777, meaning the seats are incredibly small – honestly more similar to standard coach on a 9-abreast 777 than the PE product offered on the rest of the BA fleet. The economy class seats on the A350 looked every b it as bad as the 787.

    So, looking very much forward to BA introducing more 787s with much more comfortable 7-across PE, new Club Suite, and First Class. This will be a more comfortable aircraft in very cabin (except coach) than the A350.

    Interestingly, also chatted with a Flight Attendant who told me crew are not a fan at all of the A350s due to the cramped galley spaces and super narrow aisles. Passenger reaction was visibly negative in PE cabin.

  21. Looks like another BA 787 with a terrible passenger to washroom ratio in premium cabins. CW will have just 3 washrooms for 48 pax, and where they put them (2 on the left side, 1 on the right) – isn’t very convenient. That last hour of a morning arrival into Heathrow, when everyone needs to use the washroom to freshen up, change, and/or transact some other “business”, is going to be so much fun.

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