This analysis was kindly provided by regular reader Mark Hopwood.
For many readers of Turning Left for Less, British Airways remains a key airline of interest, whether for paid travel or Avios redemptions. Despite recent changes to the Executive Club frequent flyer scheme that have alienated some long-standing loyalists, BA continues to dominate long-haul operations out of London Heathrow and also plays a substantial role at London Gatwick. While TLFL has already reported on the orders, this article explores the future of British Airways’ long-haul fleet and cabin experience, examining newly placed aircraft orders, potential onboard configurations, and what all of this might mean for travellers who value premium experiences and reward availability.
In this post:
British Airways’ 2025 Orders in Context
In 2025, IAG — the parent company of British Airways — placed two major long-haul aircraft orders:
- March 2025 order:
- 6 Boeing 777-9s
- 6 Airbus A350-1000s
- April 2025 follow-up order:
- 32 Boeing 787-10s
These orders received IAG shareholders’ approval in mid-June, and the aircraft supplement:
- 18 Boeing 777-9s already on order, bringing the total to 24
- 6 Boeing 787-10s ordered in 2023, bringing the total 787-10 commitment to 38 aircraft
Other IAG carriers also ordered:
- 21 Airbus A330-900neos
- 6 Airbus A350-900s (likely for Aer Lingus, Iberia, or LEVEL)
This makes the 2025 announcements the most significant long-haul fleet investment for British Airways in more than a decade.
Engine Choices: A Shift Away from Rolls-Royce
BA’s earlier Boeing 787 aircraft used Rolls-Royce Trent 1000 engines, which have proven problematic. Persistent technical and reliability issues have led to extensive maintenance delays and disruptions. The last Rolls-Royce-engined Boeing 787-10 was delivered from Boeing to British Airways in late June 2025. British Airways has at least four Boeing 787s in its fleet parked up, some for many months, awaiting replacement engines.
All new 787-10s from now on will be delivered with General Electric GEnx engines, signalling a strategic shift. GE’s GEnx has demonstrated stronger reliability, lower maintenance costs, and better overall operational performance.
Retirement Plans and Strategic Fleet Use
British Airways intends to use its new aircraft to retire all 43 Boeing 777-200ERs, some of which will be over 30 years old by the time of their withdrawal. These aircraft are operated in a variety of different seating configurations at both Heathrow and Gatwick, and it is likely the aircraft that will replace them will also have a variety of configurations – some with and some without First Class provision.
There are no confirmed plans to retire the more modern 777-300ER fleet. These aircraft remain relatively modern, with the newest examples joining the fleet as recently as the post-pandemic recovery. While there has been speculation that the 777-300ERs could be phased out in the longer term, it is equally plausible they remain in service well into the 2030s. The question of the quality of their First Class accommodation could become a significant issue as the A380 and 777-9 aircraft with new first class accommodation are rolled out into the BA fleet.
Approval was recently granted for the full refurbishment of the twelve Airbus A380 aircraft with the new First Class cabin, an upgraded Club Suite product and many minor improvements to World Traveller (economy) and World Traveller Plus (premium economy) seating as well as new IFE throughout the aircraft. Speculation suggests a shake-up of seating might see an all Club Suite layout upstairs on the upper deck with First, World Traveller Plus and World Traveller accommodation on the lower deck.
How Will BA Use the New Fleet?
With 38 Dreamliners and 12 additional wide-bodies arriving, BA has several strategic options to utilise what will be a big expansion of its fleet. Some options I think will be considered include:
- Retire all 777-200ERs, simplifying the fleet and eliminating its oldest aircraft. This is pretty much an absolute certainty, although the last four aircraft, delivered in 2009, are significantly younger than the rest of the fleet, so could, potentially, be retained slightly longer, allowing BA to reap some capacity benefits.
- Restore long-haul aircraft to mid-haul routes like Amman and Cairo, improving competitiveness against airlines such as Royal Jordanian and EgyptAir. This would be very popular with passengers but has a very weak commercial case.
- Reinstate withdrawn routes such as Abu Dhabi and Kuwait, suspended during the Dreamliner shortage.
- Restore frequencies on routes such as Philadelphia and Bahrain, previously cut.
- Launch new long-haul services, especially to new North American cities where BA has previously had success
- Prepare for return to Russian airspace, unlocking shorter flights to Asia and potentially reinstating Moscow, a historically premium route
- Less likely to happen but potentially very popular with customers would be restoring some long-haul capability at Manchester or from Scotland as BA risks losing business as overseas operators and Virgin help themselves to this market!
Gatwick Growth: A Quiet but Substantial Shift
British Airways is expected to grow its long-haul fleet at Gatwick from 12 to as many as 18 aircraft. All of these will likely be Boeing 787-10s.
This allows for:
- More stable long-haul service at Gatwick with the ability to trial new destinations while retaining proven ones, such as Orlando
- Reintroduction of routes suspended since COVID, which have premium leisure potential, such as Fort Lauderdale
- Launch of new long-haul leisure route, although the range of aircraft will constrain the most exotic options!
The context is favourable: Virgin Atlantic has withdrawn from Gatwick, and Norse Atlantic is shifting to seasonal cruise ship operations and wet leasing, leaving a long-haul gap that BA is well-placed to fill. A few constraints on range might limit some options, but not many and BA will need to ensure some Caribbean airports invest in 787-10 capability – ground supply and runway turning circles are the key ones.
Cabin Layouts: What Travellers Can Expect
777-9
- Expected layout: 8 First / 65 Club Suites / 46 World Traveller Plus / 206 Economy
- Will debut from 2027/28 with BA’s new First Class suite, announced in late 2024
A350-1000
- No First Class
- Expected layout: 56 Club Suites / 56 World Traveller Plus / 219 Economy
- Cabin crew remain concerned about galley space limitations on this type
- Speculation has started that BA might deliver its six new aircraft in a totally different configuration and then seek to convert the existing eighteen to the same new configuration, which may include the new First Class seat. No decisions taken yet, but potentially some exciting options to ponder here
787-10 Gatwick
- No First Class
- Fewer Club Suites than Heathrow aircraft(~32–40), but more economy and premium leisure layout
787-10 Heathrow
- No First Class expected after initial batch of 6 IGW aircraft
- Replaces 777-200ERs, which also lacked First Class
- The new BA First Class product does not fit four abreast in a 787, so it makes sense for the 787 to be fitted without, and, equally, might make sense to put First class into the A350.
777-300ER
- First Class retained for now, but under question as it will be seen as substantially inferior to the new product.
- If BA retain these aircraft, it is possible they may choose to upgrade to the new suite as the aircraft fall due for refit from 2027 onwards?
Extending 787-10 Capabilities: IGW and Crew Bunks
Readers familiar with criticism of the BA 787-10 will know it is an aircraft with constraints on its range. Constraints which BA exacerbated by not fitting crew rest facilities. The new leadership at BA recognises the constraints and seeks to overcome its range limitations, so BA will fit its recently ordered 787-10s with:
- IGW (Increased Gross Weight) mod: This modification improves the aircraft’s maximum takeoff weight, enabling longer flights with full payload
- Crew Rest Bunks: Essential for operating longer missions with legal crew rest provisions
These enhancements enable the 787-10 to serve destinations currently out of range, such as:
- Vancouver
- Phoenix
- Mauritius
- Delhi (winter)
- Cancun
- Las Vegas
Previously, these routes exceeded the baseline range of the 787-10 or required payload restrictions.
A Two-Tier Future for First Class?
British Airways introduced a new First Class suite in 2024, featuring: [Hands-on look here]
- Fully enclosed privacy doors
- Sleeker design and better storage
- A large, high-resolution entertainment screen
However, this product is likely to be limited to:
- The 24 Boeing 777-9s
- The 12 refurbished A380 fleet, beginning around early 2026
No retrofit has been announced for:
- 777-300ERs
- 787-10s
- 787-9s
This raises the prospect of a two-tier First Class, with only a portion of the fleet offering the latest product. The 787-9s are shortly to undergo refurbishment and Club Suites fitment, but it seems almost certain their First Class cabins will not see much change, and the 787-10s and 777-300s have relatively recent interiors not due for attention any time soon. Added to this is the challenge faced by Qatar Airways about the practical difficulties in fitting something as substantial as the new First seat into a cabin such as a 787. BA appears not to have made final decisions about such matters, but they will be material to the premium passenger experience into the next decade.
Club Suite Rollout and Enhancements
The Club Suite continues to be the core of BA’s long-haul business class strategy.
It will be:
- Standard on all newly delivered aircraft
- Fitted to refitted 787-9s
- Introduced to the Gatwick-based 787-10s for the first time out of that airport – operational exceptions excluded
BA may introduce incremental improvements based on competitor offerings — for example:
- Updated finishes
- Additional privacy features
- Smarter stowage or IFE updates
However, no radical redesign of the suite is expected, as BA is too deeply invested in the existing suite, although we understand there is work going on within the airline and with suppliers to improve it.
What This Means for TLFL Readers
This transformation brings potentially significant benefits for those of us who want to travel in premium BA cabins without paying the full fare:
- More Avios availability, with more premium seats flying long-haul
- Better product consistency, especially with Club Suites becoming widespread
- Improved business class at Gatwick, finally moving on from the outdated “Club Dormitories” layout
- More route choices and possibly better fares during off-peak periods as seat supply increases
But it also poses some key questions for BA, who will want to think carefully about such matters before committing shareholders’ funds, as well as the impact of external head or tail winds on the business. The next few years will be critical for setting the agenda in the longer term for premium cabins at British Airways
Watch the Video
This article builds on insights from the ‘MarksTrainsPlanesTrams’ YouTube channel. Watch the video to see the visuals behind the analysis:
4 comments
Correction, the total -10 fleet will actually be 50 aircraft including the 12 they already have in service plus the 38 on order.
Any 787-9 due to be club suite retro fitted in the near future?
A great article, love the dense detail. I had thought Abu Dhabi had returned to service though?
On the Club Suite seat rollout, it is clear to me based on the speed with which Emirates and KLM (a better example as a European airline) have rolled out new seats that BA’s supply chain is simply insufficient. Time to find a faster manufacturer and install a similar seat whilst the Club Suite rollout continues. Air France has managed to modernise its fleet quickly with good seats that vary slightly. Passengers would vastly prefer any good modern seat, Club Suite or otherwise, than this slow drip that means we are still having to strategically choose flights to avoid old ying yang seats.
From my perspective, recent changes to the Executive Club have rendered it largely irrelevant to us. A pound spent with British Airways now feels like a pound wasted. My wife and I typically spend between £70,000 and £230,000 annually on travel, and while we could easily meet the new thresholds, the changes have made the programme unattractive.
One key issue is the lack of First Class availability on many of our preferred routes. To maintain status, we would have to start booking hotels through BA—something we’re unwilling to do, as we hold elite status with multiple hotel loyalty programmes. Booking through BA would mean forfeiting those hard-earned benefits.
Until BA recognises the significant financial misstep they’ve made, what they do may remain of interest—but it is, ultimately, irrelevant to us.