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

Filed Under: British Airways

Several months ago British Airways took delivery of their first Airbus A350-1000, which represents a huge step forward in the carrier’s fleet renewal efforts. 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.

In November 2019 British Airways revealed some details about the next step in their fleet renewal, involving the Boeing 787-10. This is an update to that post, as the airline seems to have delayed service with this plane by a couple of weeks (thanks to a reader for letting me know).

I know many people specifically booked flights to fly on the 787-10, so this is worth being aware of. Hopefully the schedule doesn’t slip even further.

Coming Soon: British Airways 787-10

British Airways will be taking delivery of their first Boeing 787-10 in the next couple of weeks. The airline has a total of 12 of these planes on order, with six expected to join the fleet in 2020.

These planes will join their existing fleet of 30 Dreamliner 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’ 787-10 Routes

British Airways has so far revealed a few of their 787-10 routes for 2020, the first of which will be to Atlanta.

British Airways 787-10 To Atlanta

British Airways will begin flying the 787-10 between London Heathrow and Atlanta as of March 10, 2020, replacing a 787-9. Previously the route was supposed to be operated by the 787-10 as of February 25, so that represents a delay of a couple of weeks.

The route will operate 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)

British Airways 787-10 To Dallas Ft. Worth

Then as of May 1, 2020, British Airways will begin flying the 787-10 on their daily flight between London Heathrow and Dallas, replacing a 777-300ER. The route will operate with the following schedule:

BA193 London to Dallas departing 3:35PM arriving 7:40PM
BA192 Dallas to London departing 9:55PM arriving 1:00PM (+1 day)

British Airways 787-10 To Seattle

Then as of July 1, 2020, British Airways will begin flying the 787-10 on one of their two daily frequencies between London Heathrow and Seattle, replacing a 777-200. The route will operate with the following schedule:

BA49 London to Seattle departing 3:30PM arriving 5:15PM
BA48 Seattle to London departing 7:20PM arriving 12:40PM (+1 day)

British Airways 787-10 To Nashville

Then as of September 3, 2020, British Airways will begin flying the 787-10 on their daily flight between London Heathrow and Nashville, replacing a 787-9. The route will operate with the following schedule:

BA223 London to Nashville departing 2:45PM arriving 5:45PM
BA222 Nashville to London departing 8:20PM arriving 10:45AM (+1 day)

Bottom Line

British Airways will soon take delivery of their first 787-10, which is another big step in British Airways renewing their fleet. You can expect this plane to first fly to Atlanta, followed by Dallas, Seattle, and Nashville.

Unfortunately service on the Atlanta route is delayed by a couple of weeks at this point, so hopefully the schedule doesn’t slip much further.

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.

  22. I Just received an email from BA regarding an upcoming flight next September from LHR > SEA.
    Aircraft/seat change from B744 to B781. More than 9.5hrs scheduled. No crew rest ?

  23. Boston will get the A350-1000 starting 1 August, but it does make me wonder why. They will get six 787-10s in 2020, and surely by August one of those would be available for Boston.

  24. The only way back to ATL from LHR for two using AAdvantage awards in April, 2020 was, as usual, on BA. Vowing to never fly their inferior business class on the 787-9, I ponied up the extra cost to fly in first. Now they’ve substituted the 787-10 which has the new business class seats. Had that been available when I booked, I’d have passed on first. Yeah, they have better Champagne, which I don’t drink, and you can get a massage at the Concorde Lounge, which to me seems quite a stodgy place, but I’d rather have redeemed fewer miles. First world dilemma, right?

  25. Is it me or aren’t some of the new routes chosen odd?

    This plane has LHR to JFK written all over it in my opinion.

    Considering that United fits 60+ more seats on the same plane, it seems that BA did not effectively allocate seats, they should have been able to fit at least 270 seats.

    How does Nashville have the ability to support the first class? Beats me

  26. Word in the industry is that BA are taking the doors out of the new club suite …as well as a new hard product for F

  27. @ Drew — Any source/public discussion on that? That’s the first I’ve heard of that (though would hope there’s a new F on the 777-9).

  28. @ brian mckeeve – historically LHR-SEA has been operated by a 777-200 without crew rest. Not all 77-200’s at BA are kitted out with crew rest facilities. LHR-SEA is more or less the limit before rest facilities are required.

  29. @ Drew – You are right there are a lot of issues regarding the doors on the Club Suites, mainly that customers are using the emergency release handle (which to be fair isn’t clearly labeled) to force the door which derails them from the track. Once this happens the doors are unable to be locked open for take off / landing and the seats become blocked until fixed. I don’t think there are any plans to remove them though. BA are instead looking at alternatives such as a plastic guard over the emergency handle.

  30. while 787 in Y is not a great experience, it’s a lovely experience in business/first. I just LOVE the huge windows. even if you’re not seated by one, you can clearly see out from either side.

    Kinda wish the A350 had nice huge windows. I mean, their bigger than any other airbus model but it pretty much matches the 777 windows in terms of size. I’m glad airbus got windows right for once. I do love the quiet ride the A350 too….oh and that tail cam tho!!! <3

  31. Mike,

    Yeah, there is a special place in hell for people who spend 10/20 minutes in the bathroom an hour out of Heathrow to “freshen up”.

    There’s a nice arrivals lounge at LHR T5 where you can do that.

  32. “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”

    The 787-10 official range is 11,910km … whilst BA’s longest flight (to SCL) is 11,632km … so it’s not that the range “shouldn’t” be a problem for BA … it *won’t* be a problem !

    But as @DuckLing outlines – it’s the lack of crew rest area that is the limiting factor for BA operations, not the fuel tanks !

  33. @Sharon, not sure what your point is with the United comparison in seat numbers – UA have no F, a more space efficient but somewhat cramped seat in J with 4 less seats in the cabin and a PE cabin that’s almost half the size. BA’s 787-10 will be a much nicer place to spend time than UA’s and BA will be hoping they can charge for it accordingly.

  34. @Sharon, Nashville has plenty of first demand. The city has a huge entertainment, healthcare and automobile manufacturing base. Plus with BA being the only European service, there are no other direct choices.

  35. Very cool they are having F. I too would like to see the A350s with F. I love the 747 but would take the 787 or the A350 with F over it. Of course the A380 is still my F choice!! Never flew either as LAX hasn’t offered them as an option when I have flown.

  36. I read somewhere recently that Nashville has been doing extremely well for BA. Close to 90% passenger load factor so I’m not surprised to see them invest in it and bring in the -10 with more payload ability

  37. Flew yesterday on the 787-9 to IAD in F. The paid ($800) last minute upgrade to first from a discounted paid Business was worth it given the old Club config. But I would never pay that for the 787-10 given the new Club which, quite frankly, looks just as good if not better.

    I agree, not sure what BA is thinking, especially given the launch routes. Seems like this aircraft is better utilized for premium heavy JFK and BOS flights.

  38. @Aaron, The 787-9 does have the ability for someone to dine with you in F. The foot rest extends out and can be used as a seat best I can see. I imagine the same config as the -10 in F.

    I never understand though why this matters. Not once in all my years have I used it, seen anyone use it, or imagined why you would want to cram yourself into that space and share a table.

  39. @ stuart – there is no ‘buddy’ dining on the BA 787-9 seat. The TV is fixed in position unlike the other seats and there is no second seatbelt on the foot stool.

  40. Whatever this third world airline does it will be done on the cheap. Been on the 350 club six times already and on four of them seen broken suite doors that required reseating the passenger. Put my water bottle in the water bottle holder and was told to take it out because it’s not an approved storage place. The foam rubber padding between the seat and the wall was falling off – which i’ve seen several times on the 777s which don’t appear to have been cleaned for 20 years.

  41. As an aside to the debate about the cabin experience of various longhual hulls across several airlines, what I would like to point out operationally for these -10’s is that the omission of the OFAR saves each airframe about one tonne of weight, furthermore BA has exploited an increase of Max Take off weight over its -9’s 247T to just shy of 251T…. added to the omission of the OFAR fairly well offsets the increase in weight of the stretched fuselage…pretty well pitching the 10 alongside the 9 operationally. Range as a result should come out fairly similar as the whooping 101T fuel tanks pretty well never get filled even for a SCL…turning to the point about industrial rest required by cabin crew, this is true of the World Wide legacy crew BA is still operating with on certain routes, however on a ratio of almost 1:1 the newer Mixed Fleet have no such agreement, operating up to EASA limits straight out of the box. The bunks are a class one rest provision, class three a seat at the back of the cabin curtained off is surprisingly enabling for extending a duty. These aeroplanes have legs…be in no doubt of this…BA historically have made numerous decisions like this one, only to arrange a fudge to take an aeroplane to further pastures new. With mixed fleet the seeds have been sown. You may just see a -10 further afield than the opening group of routes.

  42. Are they adding the electric blinds in First class?
    Qatar have added them to make the 787 more comfortable.

  43. Not sure if it’s related, but it seems that BA has changed the seatmap on their 777 first class from NYC to London to only include 8 seats (at least as of April when I am scheduled to fly). Do you know if they are refreshing these cabins?

  44. The main feature of the 787 is how uncomfortable it is in economy, with the narrowest seats of any recent longhaul aircraft.

  45. @trevor

    The 777 cabin is shrinking but the seats are the same. They haven’t been refreshed. Missed opportunity for sure. There’s a review today on a rival travel blog….

  46. @Omar Shahine

    You are mistaken. It shows the seatmap of a Type 77M 777-200ER
    Refurbished four class: 8F 49J 40W 138M; fitted with new Club World Suites.
    G-RAES is the only airframe currently configured like this according to FlyerTalk.

  47. @ BrewerSEA wow. Thanks for the intel. That’s exciting ! New plane for me ! Flying the A350 after my layover.

  48. Love that Atlanta is getting one of these right off the bat. But with BA’s surcharges. it’s hard for me to justify flying BA to LHR rather than Delta (assuming you are can find saver seats on that route). I just booked ATL-JFK-LHR, changing onto Virgin’s A350 with the new Upper Class in New York. Sure, a non-stop would be preferable (well for normal people, but I am looking forward to the layover in the Virgin Clubhouse, though my wife would probably offer a different perspective!), but still getting on a great product for the transAtlantic leg and saving hundreds of dollars per ticket makes the connection on my rare flight to Europe a good trade-off.

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