Hi, dear flight-report members and readers!
This FR covers the second leg LHR-FCO (the first leg TLV-LHR has been reviewed in the preceding FR) of my journey from Israel to "nowhere" (as I decided to turn into a "homeless" person when I lost the job in Israel), but the main purpose is to give a detailed (to the extent the limit of 150 photos per FR allows) review of LHR T5B/C satellites, which are quite nice buildings with incredible spotting possibilities and also to cover the theme of movements between T5A/B/C while staying airside.
Transit Walkway T5C -> T5B -> T5A LHR
Having disembarket from TLV-LHR flight, I found myself in the transit area of T5C and had to get airside.
FID for the flights, departing soon from T5B/C. It was 8 hours until my LHR-FCO flight.
I tried to clear security right in T5C, but its security point was closed. So, I went down. This is the shuttle train ("Transit") station for transit passengers, who have to clear security, and for those, heading to the immigration. As I had a lot of time, I decided go down one more level (one can see the escalator on the right) and use transit walkway.
And this is the transit walkway. The left side is for pedestrians, the right is for carts and buggies, but you can also walk on the right side, just be cautious.
At some points there are benches to sit down and navigation panels. Having covered half-way, I tried to clear security in T5B, but again with no success - I was told to go to T5A.
LHR T5A
Having covered all the distance of the transit walkway, one finds oneself near the elevators and escalators up to the security control.
One level up is the station of the shuttle train (a.k.a. "Transit") that offloads passengers from T5B/C, who have to clear security.
Be aware that if you're in the airside of T5B/C and decide to take the shuttle train back to T5A, you will be offloaded here and thus will have to clear security again to return to the airside !!!
The bifurcation point of the T5A's transit zone. To the left is the immigration, to the right is the security control for T5 passengers and escalators down to shuttle buses for those flying from the other LHR terminals.
The distributions of the airlines, serving LHR, over its terminals back in October 2023. As one can see, Oneworld carriers uses T5 and T3, Star Alliance uses T2, and Skyteam and non-aligned carriers use T3 and T4. Since then some minor movements have taken place: for example, Vistara merged into Air India, ITA has joined Star Alliance and moved to T2 (though, SAS remained in T2 even after moving from Star Alliance to Skyteam). It's also interesting to note that BA still operates some its long-hauls (like GRU) from T3.
A view of the spacious airside hall of T5A from the mezzanine, where the security is located. Late morning is definitely not the peak time for T5A (one can compare with the late afternoon photos of T5A in my DUB-LHR FR). To the right one can see elevators and escalators down to the airside shuttle train station and to the airside walkway.
Though, the main level feels bustling and somewhat congested in the shopping area.
As I mostly covered T5A in the FR of DUB-LHR flight, here I just add some details that are missing there. The area of gates 18-23, located on the southern end of T5A.
One of the eateries near this area.
The iconic Royal Mail postbox near the escalators to the shuttle train station.
FID, demonstrating, how bustling is T5 in the evening.
How To Move Between T5A/B/C While Staying Airside
If you're in the T5A airside and want to go to T5B or T5C satellites, you can simple take a shuttle train (a.k.a. "Transit")…
… and you're there in the matter of a few minutes.
But what if you want to go back from T5C or T5B back to T5A while staying airside?
You should never use the "Transit" shuttle train in the backward direction (T5B/C -> T5A), otherwise you'll be dropped in the transit area and will have to clear security again, losing your precious time in the lines!
For the purpose of moving back from T5C or T5B to T5A you should use the airside walkway, located on the "minus 4" level. To reach this level from the gates level of T5B/C, you should use the elevators (you can't use the escalators, as they run only upwards).
You can also use the airside walkway as an alternative to the "Transit" shuttle train while moving from T5A to T5B/C when the train is congested with crowds or is having hiccups (this happens sometimes).
A couple of views of this airside walkway. It looks very similar to the transit walkway I took from the T5C transit area to T5A.
Carts and buggies you should be aware of while walking.
The persons who need no introduction on the walls of the airside walkway.
LHR T5C
While back in July 2023, when I was flying DUB-LHR-TLV, I didn't have the opportunity to explore T5C as my LHR-TLV flight was departing from T5B and I didn't have that much time, this time I finally closed my geschtalt with T5C.
This is how T5C looks from the outside. One can immediately notice big windows with direct access and also some architecture differencies compared to T5B, as T5C was introduced later.
Escalators from the shuttle train station to the C gates level.
The western side of T5C (gates C53-56). One may notice that there's no lounges (for comparison, T5B has one) and just a few shops and cafes (including WHSmith and Starbucks).
People who repatriated to Israel in 2022, understand this meme. The Starbucks near C55 gate is the place one can try the (in)famous pumpkin latte, but I passed.
Some assortment of WHSmith. One may notice the small models of BA Concordes and Jumbos, which make avgeek's heart melt.
Some robotic vacuum cleaners in T5C.
The northern end of T5C (gates C52 and C66). Both ends of T5C have device charging points with both British and EU sockets.
The eastern side of T5C (gates C62-65).
The southern end of T5C (gates C61 and C57) - the most spacious area of the satellite. One can see that gate C57 is one of T5C's gates, able to handle A380s.
T5C' scheme and LHR's performance as of May 2023. One can see that the passengers are not that happy with their overall experience. But if you're an avgeek, LHR has huge cons that not that much other airports in the world have.
LHR T5B
Even though I've already covered the interiors of T5B in LHR-TLV FR, I'd like to add some details and to show it from different angles.
The western side of T5B (gates B34-B37). One can also find chargers with British and EU sockets here.
The northern end of T5B (gates B38-43) - the most spacious part of the satellite.
The eastern side of T5B (gates B44-46).
The southern end of T5B (gates B32/33 and B47/48).
FIDs in T5B. One may notice that T5B handles some narrowbody BA flights to EU (it was also the case for my evening flight to FCO).
Planespotting From T5B/C LHR
Due to their large windows with direct access and the location between the LHR's 2 runways 09L/27R and 09R/27L, T5B/C provide fantastic planespotting possibilities, taking into account LHR's intensive and diverse traffic. But one has to be aware that T2 and the most part of T3 are not visible from here, and T4 is barely visible, so one has to track aircrafts, departing from or arriving to T2/3/4, on flightradar, to be able to spot them on the runways or taxiways.
BA's first B77W (G-STBA) near T5C, seen from T5C preparing for the flight and departing. On the 2nd photo in the gallery is the close-up of the supermighty GE90-115B engine and the impressive triple bogey MLG. BA B77Ws have very premium-heavy 4 class layout F8_C76_W40_Y132, which is actually the most premium-heavy B77W layout in the world. Though, the economy passengers are the losers here, as the economy cabin has 3-4-3 layout with Recaro CL3710 seats.
BA A380 (G-XLEJ) departing from T5C and taxiing to 09L/27R, seen from T5C. BA's A380s have very premium-heavy 4-class layout F14_C97_W55_Y303 with a section of economy class on the last third of the upper deck, thus making BA just one of the 5 of 10 whalejet operators, having upper-deck economy cabin (the other 4 are OZ, EK with a small fraction of their vast A380 fleet, LH and QR). Though, BA plans to reconfigure its whalejets, which then will lose upper-deck economy section (EK plans to eliminate upper-deck economy from its 615-seater A380s as well; and, taking into account that KE plans to retire OZ whalejets, only LH and QR are going to retain upper-deck economy cabins in the long term). BA's A380 have Recaro CL3620 seats in economy, which are marginally better than most of the Recaro's slimline slop (like CL3710 BA has in the rest of its widebody fleet, except most of B789s).
Another BA A380 (G-XLEC) near T5C, seen from T5C preparing for the flight and departing.
QF B789 (in 3-class C42_W28_Y166 layout) on a remote stand near T3, seen from T5C. QF operates direct flight from PER to LHR (and also to CDG and FCO) on B789s. One has to be aware that QF B789s have Recaro CL3710 seats in economy, so this ultra-long-haul flight is a true ordeal for economy passengers.
BA's first B78X (G-ZBLA). BA B78Xs have 4-class F8_C48_W35_Y165 layout, making BA the only operator of 4-class B78Xs, which have became the most direct replacement of the old B744s, retired during the pandemic. The number of the plugged windows easily reveals the location of F suites and the division of the cabins between F and C, C and W classes. All the BA's Dreamliners have Recaro CL3710 seats in economy, as well as other BA's widebody twinjet.
BA GE-powered B77E (G-VIIL) near T5C and seen from T5C, and a cargo B744BCF near the cargo terminal across 09R/27L. All the LHR-based BA GE-B77Es have premium-heavy 4-class F8_C49_W40_Y138 layout, which makes BA the world's only operator of 4-class B77Es.
B744BCF being towed away from the cargo terminal.
BA B788 (G-ZBJE) taxiing past T5C, seen from T5C. BA B788s have 3-class C31_W37_Y136 layout. On the backdrop one can see the closes pier of T3 with AA B77E and a number of VS A339s and a QR A380 landing on 09R/27L.
BA's first A380 (G-XLEA) near T5C, seen from T5C.
BA B77W (G-STBN) on a remote stand near T5C, seen from T5C. On the backdrop one can see EY A380 and WS B789 near T4.
VS A339 (G-VJAZ), departing from a remote stand near T3, seen from T5C. VS A339s have 3-class C32_W46_Y184 layout. Sadly, VS chose Recaro CL3710 seats for the economy cabin, which destroy the advantages of 2-4-2 layout.
BA's last (of 16) B77W (G-STBP) taxiing to 09L/27R, seen from T5C.
Egyptair B77W (SU-GDP), taxiing to the T2's satellite after landing on 09R/27L. MS has a small fleet of B77Ws - just 5 frames - and their 2-class C49_Y297 layout is virtually (minus 1 seat triplet) identical to TK's B77W layout (C49_Y300) with the same very spacious 3-3-3 economy layout and the same super comfortable Weber 5751 seats as in TK's older B77Ws. Though, the business cabin, having the same 2-3-2 layout, is equipped with obsolete B/E Aerospace Minipod seats (the same as in KE A380s and SU A333s). Sadly, MS is going to retire all its B77Ws in 2026, replacing them with the new A359s with subpar Recaro CL3710 economy. Thus, there soon will be minus one operator of 3-3-3 B777s (currently there are 24 of them in the world - based in Asia and Africa only).
BA A380 (G-XLEE), arriving to T5C and being prepared for the flight, seen from T5C (first 3 photos in the gallery) and from T5B (the last photo in the gallery).
BA A35K (G-XWBF) that flew me here earlier today from TLV, near T5C and seen from T5C, and BA B77W (G-STBH), departing from T5B.
BA A380 (G-XLEG), arriving to T5C after landing on 09R/27L, seen from T5C.
RR Trent 900 engine of G-XLEG.
DL A339 (N491DX), seen from T5C. DL has one of the most comfortable A339s in the world with 3-class C29_W28_Y224 layout with comfortable Collins Pinnacle seats in economy (worth noting that the US3 demonstrates a good example of patriotism, as almost all their widebodies feature US-produced Collins seats in economy, except DL A359s, which have subpar Recaro CL3710 seats). On the backdrop one can see T4 with QR A380, LY B789 and MK A359 or A339.
SV B77W (HZ-AK25) in 2-class C30_Y351 layout (with spacious 3-3-3 economy), seen from T5C.
QR B77L (A7-BBC) in C42_Y230 layout (with QSuites) with "25 Years Of Excellence" sticker, seen from T5C. QR is one of the 7 remaining operators of this rare type (the other 6 are EK, AC, ET, PK, T5 and IA).
BA B77W (G-STBB) near T5B, seen from T5C and T5B.
A close-up of the impressive GE90-115B of BA's B77Ws.
BA RR-powered B77E (G-YMML) in "GREAT Festival of Creativity" livery (from 2015 to January 2026), arriving to T5B, seen from T5C. All the LHR-based BA RR-B77Es have 3-class C48_W40_Y184 layout. Their Trent 895 engines are rated at the maximum possible thrust thus giving them abitility to serve some quite a long-haul routes like LHR-GIG-EZE with very decent payload.
One of the first (1997-built) BA's GE-powered B77E (G-RAES) with the special reg, devoted to the Royal Aeronautical Society. BA also has the world's oldest B77E - GE-powered 1996-built G-VIIA. On the backdrop is T5A with BA narrowbodies.
EY B789, seen from T5B. It's probably one of the first 5 EY B789, which have 3-class F8_C28_Y190 with first class (which makes EY one of only 2 operators of B789 with F along with BA).
JL B77W, having landed on 09R/27L and seen from T5C. On the backdrop one can see T4 with EY A380 and QR B77L. JL's B77W have 4-class F8_C49_W40_Y147 layout and can be considered as the most spacious in the world, as they have Sky Wider 3-3-3 economy with Zodiac Z300 seats of 18.5" seatdwith. Sadly, JL is gradually retiring its B77Ws, replacing them with new 4-class A35Ks with much narrower subpar Recaro CL3710 economy (though, with still very decent row pitch).
BA's penultimate A380 (G-XLEK) near T5C, seen from T5B.
EK RR-powered A380 (A6-EVS) - the final A380 built (with 4-class F14_C76_W56_Y338 layout) - taking off from 09R/27L, seen from T5B. It seems like T5B has better location for spotting heavy takeoffs than T5C.
AA B77E (N796AN) in Oneworld livery in 3-class C37_W24_Y212 layout, taking off from 09R/27L, seen from T5B. AA and BA are the last large operators of RR-B77Es.
BA B789 (G-ZBKE) near T5B, bound for MEX (back in 2016, when I flew LHR-MEX, these flights were operated by now-long-gone old B744s). BA's B789s have 4-class layout, most of them - the old F8_C42_W39_Y127 one with Recaro CL3620 seats in economy. This makes BA one of only 2 operators of B789 with first class (the other one is EY). BA B789s serves the longest BA routes: to SYD via SIN, to HND and to SCL. On the backdrop is T5A with BA, IB and AY (leased to BA to cover capacity shortage) narrowbodies.
BA B77W (G-STBD) taxiing after having landed on 09R/27L, and the tail of BA's first B788 (G-ZBJA), seen from T5B.
BA B788 (G-ZBJI) near T5B. On the backdrop is T5C with BA widebodies, including A380 (G-XLEE) and A35K (G-XWBF).
Sunlit RR Trent 1000 engine of G-ZBJI.
BA A350 (G-XWBF) near T5C, seen from T5B.
EY A380, taking off from 09R/27L, seen from T5B. EY has 9 GP-powered whalejets with 3+-class P2_F9_C70_Y405 layout with "First Plus" class suite a.k.a. "The Residence".
QR A380, taking off from 09R/27L, seen from T5B. QR has 8 GP-powered whalejets with F8_C48_Y461 layout with an economy section on the upper deck (and along with LH is one of only 2 whalejet operators that plan to retain upper-deck economy section in the long term). On the first photo one can also see BA B788 (G-ZBJB) and T4 with GF B789 and QR B77W and B77L.
QF A380 (from SYD via SIN) on the remote stand near fuel storages, seen from T5C. LHR is one of only 2 airports in the world (along with LAX) where one can see whalejets of 6 different operators. Let's count: this day I've seen BA, SQ (see the preceding TLV-LHR FR), EK, EY, QR and QF A380s! Before the pandemic KE, TG and MH were also serving LHR with whalejets (TG and MH has phased them out since). On the backdrop one can see BA, AA and CX widebodies plus LA B77W (PT-MUH - the one that flew me GRU-SCL back in 2017 in my previous life, but now in the new C38_Y372 layout and in the LATAM livery).
CX B77W being towed, seen from T5C.
BA B788 (G-ZBJJ) named "Paul Jarvis" - one of the rare BA planes with a name - and EK Sky Cargo B77F near the cargo terminal across 09R/27L.
BA B78X (G-ZBLG) and AT B7M8, seen from T5C.
AY A359 (OH-LWD), arriving to T3 from HEL, seen from T5C. AY is only 1 of 2 EU airlines (along with IB), serving LHR with widebodies. On the backdrop is BA A35K (G-XWBE), probably bound for GRU or any other of the few long-haul destinations BA operates from T3. It seems like T5B and T5C are not enough for BA widebody flights and T5D is needed (but there's no space for the 3rd satellite due to gigantic fuel storage between T5C and T3).
VS A35K (G-VPRD) named "Rain Bow" in C44_W56_Y235 layout, taxiing to T3, seen from T5C. Worth noting that 1/3 of VS A35K fleet have "leisure" C16_W56_Y325 layout. Sadly, VS chose Recaro CL3710 seats for the economy cabins of all its A35Ks.
AV B788, departing from T2's satellite to BOG, seen from T5C. After the pandemic AV turned to almost LCC. Though, it retains comfortable economy cabins in its B788s (Weber 5751 in the old cabins, Collins Aspire in the updated cabins) and still has meal service on transatlantic flights. But narrowbody AV cabins are now very miserable.
VS B789 (G-VOOH), taxiing to T3, seen from T5C. On the backdrop is T3 pier with BA A35K (G-XWBE) and DL A339.
KU B77W near T4 (KU B77Ws have 3-class F8_C36_Y290 layout with first class and 3-3-3 economy, but KU managed to spoil the spacious economy layout by installing miserable Recaro CL3710 seats) and AZ A320, taxiing to T4 (since then AZ joined Star Alliance and moved to T2), seen from T5C.
MH A359 (9M-MAE), seen from T5C. 6 of 7 MH A359 have 3-class F4_C35_Y247 layout with (formally) first class; though their F suites are rather "business plus". There are only 2 airlines with true first class in A359s: LH (Allegris ones) and LX (Swiss Senses, which is essentially Allegris).
IB A359 (EC-NMZ) with C31_W24_Y293 layout near T5C. IB and BA have daily widebody servise between LHR and MAD for shuttling high volumes of cargo. Currently in 2026 IB serves one of its LHR frequencies with A359s, A333s and A332s, whereas BA serves one of its MAD frequencies with B77Es and sometimes with B77Ws and B789s. Most of IB A359 have 3-class layout (the NPS ones are C31_W28_Y293) with uncomfortable Recaro CL3710 seats in economy, but worth noting that IB also has 2 A359 from Hainan Airlines with HU's original C33_Y301 layout with comfortable Safran Z300 seats in economy (aerolopa's data is wrong). These 2 oddball A359s are deployed on LIM and GIG flights.
BA A35K (G-XWBL), departing to TLV from T5C (if my LHR-TLV flight 2.5 months before was also departing from T5C, it would've closed my geschtalt back then and I probably wouldn't have found a reason to fly out of Israel before 7 October and therefore could've stuck there, living the disaster inside), and BA B788 (G-ZBJF) taking off from 09R/27L, seen from T5C.
2015-built KE B77W (HL8009), featuring the newer layout F8_C42_Y227 with Safran Z300 seats in economy (all but one KE B77Ws have very spacious 3-3-3 economy), arriving from ICN, seen from T5C. On the backdrop is T4 with MU A359, QR B77W and GF B789. From late June 2024 until late October 2024 KE served LHR with B748s, being the only operator of passenger Jumbos in LHR since BA retired its old B744s during the pandemic. Since then KE is serving LHR with B77Ws again (rare B748 substitutions took place in late 2024 and 2025). Thankfully, I got to fly KE B748s later in 2023 on CDG-ICN-CDG flights (KE served CDG with B748s until late June 2024, when switched them to LHR), and it was a very memorable experience.
BA's last B77E (2009-built G-YMMU), which is also the last RR-powered B77E (for comparison, UA has the last GE-powered B77E, built in 2010, and OZ has the last PW-powered B77E, built in 2013), and DHL Aviation A300F, seen from T5C.
BA A35K (G-XWBF), being ready for departure to YVR, and BA B77W (G-STBB), departing from T5B, seen from T5C in the rays of the evening sun, breaking through the clouds.
G-XWBF departing from T5C for YVR.
BA's first A20N (G-TTNA) in "BA Better World" livery, seen from T5B. It has the similar cabin (with comfortable Collins seats in rows 1-12 and dull "iron board" Recaro SL3710 seats in rows 13-30) as G-TTNM which flew me DUB-LHR 2.5 months before. Only starting from G-TTNV BA ditched this bad idea of discrimination by seat model, and BA's newer A20Ns feature Collins seats from nose to tail. The same is applicable for BA A21Ns.
BA's 2nd A35K (G-XWBB) near T5B in the dusk. On the backdrop is T5A.
Planespotting From LHR T5A
As I said earlier, T5A is not especially planespotting friendly due to the construction of the windows with no direct access to them. Though, if you have a telelens and some photographic skills, you can capture some stunning photos of widebody- and narrowbody takeoffs through the "cells" of the facades. Here I show some planespotting, including takeoffs from 09R/27L, captured through the southern facade of T5A.
VN B789 (VN-A867).
VS A35K (G-VPOP) in the very last rays of the evening sun.
KE Cargo B77F.
BT A223 (YL-AAO).
BA A320SL (G-EUYW) - one of the last BA's A320ceos.
BA A35K (G-XWBF) that flew me TLV-LHR earlier this day, taking off for YVR.
The Aircraft
My flight from Heathrow to Fiumicino was operated by 2007-built A320 (G-EUUS), departing from gate B32 of T5B. BA's most A320ceos have CY180 layout.
The Cabin
BA A320ceos have CY180 layout with the first rows used for eurobusiness ("Euro Traveller").
One of the exit rows (11).
The Economy Seat
My seat was 27A. The seat model is very comfortable Collins Pinnacle. The seat has adjustable headrest, "leather" upholstery, upper literature compartment, single-piece tray table and lower seat pocket. The seatwidth, though, is on the narrow side - 17.3", whereas BA A20Ns have 18.0" seatwidth with these seats. Anyway, it's more than OK for the flight of this length.
The seatpocket content: safety card (the same as on DUB-LHR flight) and buy-on-board menu.
The Flight
We departed in the pitch dark. While taxiing to the runway 09R/27L, we passed T3 with 2 EK A380s, JL B77W, ET A359, AI B788, and T4 with CZ B789, but the darkness combined with the speed of taxiing didn't allow to take decent photos.
A cake with Harrogate water was served.
By the late evening the sky over France cleared (when I was flying over France earlier in the morning on TLV-LHR flight, the sky was mostly overcast) which gave the possibility to see a stunning view of Paris with Eiffel tower clearly visible!
We arrived at T3 FCO and the passengers were dropped to the airside of E-pier, which is quite nice, but as I was rushing to the exit, I couldn't make decent photos. I will cover the T3 FCO theme in one of the later FRs.
Thank you for your attention and see you in the next FRs!
