Hi, dear flight-report members and readers!
This FR continues the series about my visits to the legendary London Heathrow airport in 2023 and is devoted to LHR-TLV flight on BA A35K - it was my first time on this type and one of the motivators to arrange trip to Ireland in July 2023. The previous FR is DUB-LHR on BA A20N.
Having landed in LHR from DUB and cleared security in T5A, I got to know that my flight to TLV will depart from T5B satellite, where I already had been back in 2016 when I flew LHR-MEX on an old BA B744. It was a slight disappointment as I was hoping for T5C, which would've become new for me, and the connection time was not that much to visit T5C before heading to T5B. Though, it became a factor that motivated me to visit LHR just 2.5 months later (more details in the next FRs).
London Heathrow Airport (LHR), Terminal 5B (Satellite)
Whereas the main T5A is used exclusively for narrowbody BA and IB flights (with rare exceptions like some BA flights to DEL on B788s), the widebody BA and IB flights always depart from the satellites - T5B and T5C. Worth noting that only T5C can handle A380 flights, and that sometimes select narrowbody BA flights depart from T5B (as I experienced in one of my next visits to LHR).
This is how T5B looks from the outside. One can easily notice large windows with open access - the thing that T5A is, sadly, lacking.
Arriving to T5B on the shuttle train, one can easily see who is dominant here.
Escalators and elevators from the shuttle train station to the gates level.
The western part of the pier (gates B34-37). There's a BA lounge at the mezzanine on this side.
The southern end of the pier (gates B38-43) - its most spacious part.
The northern end (gates B32/33 and B47/48) and the east side of the pier (gates B44-46). One can notice that the east gates area has some soft sofas allowing to sleep horizontally. The ambience of T5B (and T5C as well, as I'll show in one of the next FR) is so much quiter compared to bustling T5A. If you have a long layover, it makes a lot of sense to spend it in the satellites. Though, one have to be aware that the satellites have not that much to offer in terms of lounges and shopping compared to T5A. In the next FRs I'll show how to move between T5A, T5B and T5C while staying airside.
Planespotting from T5B LHR
As one may have noticed, due to large windows with direct access and the location of all the T5 buildings between the runways, T5B has excellent planespotting possibilites. Combined with the abundand diversity of the LHR's traffic, it gives the possibility to spend hours planespotting.
RR-powered BA B77E (G-YMMT) in Oneworld livery - the penultimate RR-B77E built. BA has the 4 end-of-the line RR-B77Es, built in 2009. For comparison, UA has the last-built GE-powered B77E (2010) and OZ has the last-built PW-powered B77E (2013), which is also the last ever 1-st gen B777 built.
All BA RR-B77Es are powered with British-produced Trent 895 engines. Trents 895 has the maximum thrust rating among all the GE, RR and PW powerplant variants for 1-st gen B777s. Combined with the lighter weight of Trent 800 series compared to 1st-gen GE90s, it allows BA RR-B77Es to serve quite a long flights like LHR-GIG-EZE with very decent payload.
2010-built BA B77W (G-STBA) - the first BA B77W. BA has 16 B77Ws with very premium-heavy 4-class F8_C76_W40_Y132 layout. On the backdrop one can see BA and IB narrowbodies near T5A.
1997-built GE-powered BA B77E (G-VIIJ) with T5C on the backdrop. BA has the oldest B77Es in the world, with the oldest one being 1996-built G-VIIA, nearing 30 years old. All the LHR-based GE-B77Es have 4-class F8_C49_W40_Y138 layout, which makes BA unique among the remaining B77E operators.
BA's GE-B77Es are powered by GE90-85B engines, with derated thrust rating compared to the maximum 94K lbs for the 1st-gen GE90s.
2015-built BA A380 (G-XLEJ) near T5C. BA has 12 2013-2016-built whalejets (powered by British-produced RR Trent 900 engines) in 4-class F14_C97_W55_Y303 layout with an economy section in the rear part of the upper deck. Though, BA plans to update its whalejets with the new layout, where the upper deck hosts only premium classes and the entire economy class is on the main deck. The reason why BA can sustainably operate its A380 fleet is that LHR is very slot-constrained due to only 2 runways, which makes the slot value exorbitant and stimulate the airlines to use high-capacity aircrafts.
BA A35K (G-XWBM) near T5C.
2020-built BA B78X (G-ZBLA) - the first BA B78X. The time of its delivery coincided with B744 retirement during the pandemic, and these B78X, having 4-class F8_C48_W35_Y165 layout, became de-facto the most direct replacement of BA B744s.
All BA Dreamliners are powered by British-produced RR Trent 1000 engines.
BA B789 (G-ZBKP). All BA B789s have 4-class layout (with most having the older one F8_C42_W39_Y127), which is very rare for B789s. Though, their first class looks more like "business plus" in terms of seats and service.
TAROM A318 (YR-ASA), taking off from 09L/27R. RO was the penultimate operator of the "baby bus", retiring its 3 last A318 in 2023-2024. Now the world's last A318 operator is AF, having only 4 remaining frames, which will be retired soon in 2026 as more new A223s arrive.
BA's last B77W - 2020-built G-STBP - taxiing along 09R/27L.
One more BA B78X (G-ZBLG), being prepared for JFK flight - the most lucrative BA's destination (along with DXB), which doesn't need a lot of range, but needs first class, and this explains why BA fitted its B78Xs with 4-class layout. On the backdrop one can see BA, IB and AY narrowbodies near T5A.
The Aircraft
My flight from Heathrow to Tel Aviv was operated by 2021-built A35K (G-XWBI), which was delivered to BA only 9 months after its first flight due to the pandemic. All BA A35Ks have 3-class C56_W56_Y219 layout. Even though A35K is significantly larger and much more capable aircraft than B78X, BA decided not to install first class in A35Ks and use them mostly for high-volume long-haul routes with moderate premium demand. I guess, it's hard to argue that A35K is the most elegant modern widebody twinjet. Its proportions are close to the ones of the iconic B752.
A35Ks has the sole type of powerplant: British-produced RR Trent XWB-97, which is quite maxed out in terms of thrust. These engines combined with aerodynamic tweaks give A35K incredible payload-range capabilities.
A35K has triple-bogey MLG due to the impressive 300+-tonne MTOW. Though, these wheels are noticeably smaller than the B77W's ones.
A35K nosegear.
Boarding
Boarding was from gate B35 - exactly the same, which was back in 2016 when I was boarding the old B744 on my flight to MEX.
Wing and engine view from the jetbridge. On the backdrop one can see BA B77W (G-STBA) departing.
The 2nd Business Cabin
The business class has 56 Club World Suites (based on Collins Elevation seats) with doors in 1-2-1 layout, distributed between 2 cabins: the large front one with 44 seats between 1L/R and 2L/R doors and the smaller second one with 12 seats after 2L/R doors.
A couple of views of the second smaller cabin. Honestly speaking, not that impressive compared with luxurious suites in TK "Turkoflot" A359s.
The Premium Economy Cabin
The relatively large premium economy cabin ("World Traveller Plus"), located after the second business cabin, consists of 56 Recaro PL3510 seats in 2-4-2 layout (7 rows). These seats are one of the least impressive one can find in premium economy, but at least they're spacious.
The Economy Cabin
The economy class ("World Traveller") consists of 219 Recaro CL3710 seats in 3-3-3 layout, distributed between 2 cabins: the small front one, located between the premium economy cabin and 3L/R doors and the large rear one, located between 3L/R and 4L/R doors. As I was boarding in one of the last groups, the economy cabins were already quite full, which didn't allow me to take decent general views.
One of the regular seat triplets in the rear economy cabin.
The very last row - 59 - has duo seat block on the left side (this row doesn't have seats on the right side) due to the fuselage tapering in the rear.
Cabin view after the boarding was complete. The departure was delayed due to the heavy traffic, thus giving a possibility to wander around a bit.
The Economy Seat
My seat was 58A in the penultimate row of the rear economy cabin. In fact it was the only available window seat when online check-in opened, thus I had no choice. It turned out that the economy cabin was full to the brim.
The economy seat model is infamous uncomfortable Recaro CL3710, which captured the lion's share of economy seat market. Sadly, BA, being a long-time Recaro customer, ordered these seats for all its widebody twinjets (only most of BA B789s with the older non-refurbished cabins still feature marginally better CL3620s). Thankfully, as this flight's duration was under 5 hours, it didn't exceed the treshold when my back starts to die in these seats.
The seat has fabric upholstery, adjustable headrest with antimakassar (which was lying fallen down in my seat), coat hanger, Panasonic eX3 IFE with standard (smallish) screen size and USB port, upper literature compartment, bi-fold tray table and lower soft seat pocket. Waiting on the seat were pillow, blanket and earphones in a charity envelope. Worth to note that the right armrest of my seat was covered in "leather" upholstery with a slope over the armrest. The seatwidth of this (58A) seat between the armrests - you read is right! - is abysmal 16.2" (what a stark contrast with spacious and comfortable Collins Pinnacle seat in BA A20N on the preceding short hop DUB-LHR!). I guess the reason is the fuselage tapering in the rear, as 2.5 months after I flew again a BA A35K, but was sitting in the middle part of the rear economy cabin, and the seatwidth there was 17.5". So, as a rule of thumb, I'd recommend to stay away from the rows in the rear tapering zone of widebodies as the tapering may (quite severely) affect seatwidth (though, some exceptions from this rule also exist). The row pitch was decent for the flight of this lenght.
The seat pocket contained only safety card.
The main menu of IFE. Rather unimpressive. The biggest surprise was to discover that BA A35Ks don't have cameras with outside views! Only very few A350 operators rejected the option of installing these cameras.
The Flight
After some delay due to traffic congestion, eventually departure cabin lighting is turned on and pushback begins.
A very British and creative safety video is played.
During pushback and taxiing to runway 09L/27R very diverse and exciting planespotting continues.
BA B77W (G-STBM) taking off from 09L/27R.
The already seen BA A35K (G-XWBL) taxiing to 09L/27R. How elegant is A35K!
2 AY A320s - OH-LXK and -LXM - near T5A. These A320s were leased to BA to cover BA's narrowbody capacity shortage. AY's own flights always operate from T3.
EK A380 climbing out from LHR with T5A on the foreground.
Air Mauritius A359 climbing out from LHR over beautiful fluffy clouds.
Checking the control surfaces.
Irish-registered A20N SAS (EI-SIF) in the old livery taking off from 09L/27R.
AA B77W (N723AN) thundering down the runway 09L/27R.
BA B788 (G-ZBJJ) named "Paul Jarvis" - one of the rare "named" BA aircrafts.
2017-built VS A35K (G-VDOT) named "Ruby Slipper" in C44_W56_Y235 layout. It was delivered to VS only in 2020.
Saudia B789 (HZ-AR12).
A BA GE-powered B77E taxiing to 09L/27R with T3 and ATC tower on the backdrop.
IB A20N and T2B (the satellite of the "Queen's Terminal" T2) with its extremely diverse Star Alliance widebody traffic: SQ A380 (nose), TK A333, ET A359, NH B77W, UA B763 (new livery).
And now it's our turn to thunder down the runway 09L/27R.
View of the eastern side of T2 satellite with Star Alliance paradise: AC tail, SQ A380, TK A333, ET A359, NH B77W, UA B763 in the new livery, UA B763 in the old livery.
The western side of T2 satellite with AV B788 (despite turning into almost LCC after the pandemic, AV obviously has a privileged position in IAG hubs, as its operates from T4S in MAD), VS A333 at a remote stand near T2 and the eastern side of the main building of T2 with TK A21N and VN B789.
A VS B789, AM B789 (XA-ADM) and an AA B77W near T3.
The already seen BA A380 (G-XLEJ) taxiing to 09L/27R and the diversity of widebody tails near T3.
VS B789, AM B789, AA B77W, LA B77W, CX B77W and A35K, JL B77W, DL A339 (N411DX) in "Team USA" livery, CI A359, AY A359 (OH-LWL) in "Marimekko Kivet" special livery and A332 of Iran Air (!) near the pier of T3, plus AA B77E in Oneworld livery and a number of VS widebodies (including an A35K being towed) near the other pier of T3. What a sight! What a diversity!
QF A380 at its proper remote stand near the fuel storage and the pier of T3 with VS widebodies. To the left is EK A380 near T3. On the backdrop one can see T4 and a KU B77W.
T5C with 2 BA A380s, 2 BA A35Ks, 1 BA GE-B77E, 2 BA B788s and an IB A359. One can clearly see why T5C is used for A380 flights - due to the construction of its select gates, having triple jetbridges. What a sight!
T5B, from where we departed, with BA Dreamliners of all the calibres (B78Xs, B789s, B788s), some B77Es and the BA's first A20N (G-TTNA) in "BA Better Future" livery. One can also see a BA A35K being towed.
T5A with BA narrowbodies, a bit of T5B and 3 reservoirs - King George VI, Staines and Queen Mary - on the backdrop.
The 3 aforementioned reservois plus Wraysbury reservoir. On the foreground is the circular Poyle interchange.
Wraysbury reservoir, King George VI reservoir, Staines reservoir, Queen Mary reservoir and a view of LHR from the west.
A couple of general aerial views of LHR from the west. What a sight!
King George VI and Staines reservoirs. And yes - this small river on the foreground is Thames (near Staines-upon-Thames town). So different compared to itself in London and in its lower course!
View of T5's complex from the south with BA jets of all the calibres: from A320s to A380s. What a sight!
T5B and T5C with BA widebodies from B788s to A380s, QF A380 near the fuel storage and the ATC tower.
T3 and the main building of T2 moments before clouds hid LHR from the view. I was glad that I had to choose the seat on the left side (due to the absence of choice), which resulted in these magnificent views!
Thames (still rather small) near Walton-on-Thames and Queen Elizabeth II reservoir.
Hampton Court Park, Thames and Surbiton (part of the Greater London).
The city centre of London was too far away and the clouds were damping the view, so this cloudy view of Greenwich and O2 Arena was all I got to see.
The lower course of Thames not far from its estuary.
Leaving UK over Westgate-on-Sea.
Crossing the English Channel towards Belgium.
The cabin moodlighting is turned to the cruise mode. One can notice the protrusion of the crew rest bunk in the rear starting from row 56.
The overhead panel in the regular rows is standard for A350s.
Though, the middle overhead bins and overhead panels in the very last row 59 are non-standard.
Making landfall into continental Europe over Oostende-Bredene.
The crew starts inflight service with snacks (pretzels). I choose beer for drinking. Needless to say that BA A35K crews as of 2023 were friendly, but noticeably colder than the B744 crew on LHR-MEX flight back in 2016.
Overflying Brussels (in the centre one can see Midi train station)…
… with Zaventem airport (BRU) in sight. Haven't been there since 2017.
Overflying Huy town on Meuse river (its mouth is the famous Rhine-Meuse-Scheldt delta). The name of this town makes a lot of fun among Russians, unfamiliar with Walloon pronunciation.
Some beautiful feather-like clouds somewhere over Luxembourg.
Kaiserslautern.
Time to stretch the legs.
An inflight view of the front small economy cabin.
One of the lavatories, which is tidy and clean.
Approaching Alps…
… which are mostly hidden in the clouds. The evening light is already low at their height.
A SV B789 is flying on a higher FR along almost parallel course. Probably it's the very B789 that took off before US from LHR.
The A35K winglet with BA logo looks stunning in the deep blue sky over fluffy clouds.
Overflying some significant convective activity. These cauliflowers look beautiful in the evening light with contrast shadows.
Meanwhile the hot meal is served: Peri Peri chicken with rice and sweetcorn, tabbouleh, cheese, cracker, butter, lemon torte dessert and bread. The cutlery is wooden. For the drinking I chose Chilean wine and coffee. Overall, quite a good meal, which is OK for the flight of this length.
Meanwhile the sun is setting. The last rays on the beautiful A35K's wing.
Views of Kosovo in the dusk with some afterglow of the sunset.
As it has got completely dark outside, let's dive into the IFE content. The main menu, some examples of the music selection, demonstration of the "Club Suite" business seat's features and some information about London.
Meanwhile we're cruising over Greece at FL390.
An inflight view of the large rear economy cabin shortly before the start of the descent to TLV.
Almost there.
Cabin moodlighting is turned into landing mode.
Israeli coast with the lights of Tel Aviv city in sight. Always a fascinating view!
The Economy Cabin After The Flight
58HJK triplet - the last on the right side. Probably these seats also have abysmal narrow seatwidth due to their location in the rear tapering zone.
A couple of views of the front small economy cabin. Please note that its front row (30) has only lateral duo seat blocks, making seats 31C/H also "space plus" ones.
The Premium Economy Cabin After The Flight
A couple of views of the large premium economy cabin (let's remind that it consists of 56 Recaro PL3510 seats in 2-4-2 layout). The black fabric makes the cabin gloomy-looking in the low light.
The Business Class Cabin After The Flight
A couple of views of the second smaller business cabin (let's remind that in consists of 12 Club World suites, based on Collins Elevation, in 1-2-1 layout). The black fabric also makes them gloomy-looking in the night cabin lighting. The lightnened BA logo on the bulkhead looks very stylish.
And, finally a general view of the front large business cabin (consisting of 44 Club Suites in 1-2-1 layout).
The Aircraft After The Flight
The last view of G-XWBI from the arrival gallery of T3 TLV.
Planespotting From T3 TLV
Some midnight planespotting from the arrival gallery of T3 TLV.
LY B789 (4X-EDI). I flew this Dreamliner from DXB to TLV in late April 2023. The jetbridge promotes Bank Hapoalim.
LY B788 (4X-ERC). LY is the world's only Dreamliner operator, who initially took B789s and then B788s. Honestly speaking, I don't get why LY made small subfleet of 4 B788s instead of ordering more B789s.
2008-built TK A321 (TC-JMI), which was initially destined for the now-long-defunct Kingfisher Airlines and features the old(shit) Kingfisher-ordered interiors. Before October 7 2023 there was A LOT of daily flights between Turkey (mostly IST, SAW and AYT) and TLV. Since October 2023 these flight are gone, probably forever.
Tel Aviv Ben Gurion Airport (TLV), T3
A view of the famous airside rotunda of T3 (looking very deserted after midnight) from the arrival gallery.
Thank you for your attention and see you in the next FRs!
