Birmingham: Air India Flights, New Routes & Schedule Updates

[gulftraveller]

I agree with all that, AI still use 788's and 789's multiple daily flights into LHR, but they have chosen the 77W's for BHX - thats tells you something and a win !

The 77Ws are in a very poor state which they will try to avoid using on competitive markets such as LHR. The 788s seem very will suited to demand at BHX, so their return will be to BHX’s advantage.

 

[BLB777]

Who said anything about the cuts being because of “the war”? I assume you mean the USA/Iran conflict.

The primary reason for Air India’s network-wide cuts has been the 787-8 refurbishment programme, followed by the operational and political impacts of the India–Pakistan tensions and subsequent closure of Pakistani airspace in May 2025, as well as the reputational impact of the Air India crash in June 2025.

You’re also saying BHX and LGW are essentially the same, but the actual evidence doesn’t support that.

In the last two years, LGW has gone from five Air India routes to just two. BHX has lost zero routes and is now back at a higher level of capacity.

Of course the commercial rationale for operating each route matters. But if the reasons for serving LGW and BHX are supposedly the same, then BHX has demonstrably come out of this situation better. That isn't opinion; that's what the network changes show.

And I particularly love the argument that “Bengaluru quite simply moved to LHR, so AI still serve the London market direct from Heathrow” - as though that somehow means nothing was lost.

It absolutely was a loss for LGW.

In fact, the fact that Air India was able to move Bengaluru from LGW to LHR so easily arguably makes the BHX situation more significant. If Heathrow had sufficient spare capacity to absorb Bengaluru, Air India could have similarly shifted BHX capacity into LHR if it considered that capacity more valuable there.

It didn't.

Instead, BHX retained its route and its capacity while Air India made cuts elsewhere across the network.

Now, none of us knows what the new CEO is going to do. I certainly can't read the future. Maybe there will be further cuts. Maybe BHX will eventually be one of them. And frankly, given the scale of the cuts elsewhere across Air India's long-haul network, I'm surprised BHX hasn't been on the cutting block already.

But to date, the airport has performed well in the circumstances. That's the point I'm making. And long may that continue.

As for the point about First Class going unsold, I'd suggest looking at the Heathrow operation before using that as evidence against BHX.

Air India currently offers First Class on only one Heathrow route: LHR–BOM. There are 56 First Class seats available across the entirety of next week - and 50 of those 56 seats are still available to book.

And that's on a route where Air India has been offering First Class for years.

So if we're going to use unsold First Class seats as evidence that a market or route isn't viable, we probably need to apply that argument consistently - not just when it suits the conclusion we're trying to reach.

AI moved Bengaluru to LHR to consolidate its primary cities into one airport and allow Gatwick to handle the secondary cities. The London market as a whole still sees direct Bengaluru flights with AI, just into Heathrow instead, I'm not sure on why you think BHX's routes will be consolidated into LHR when it's a completely different market, even if there was spare capacity at LHR.

You also can't compare AI's operations at Heathrow to what they do at BHX. BHX is heavily driven by P2P and VFR traffic, whereas at Heathrow the majority will be business travellers or those connecting onto other star alliance carriers that fly transatlantic like Air Canada and United. You simply can't compare the two. I remember watching Inside Heathrow and an AI flight from Mumbai had over 80 people connecting onto a Toronto on an AC flight.
Gatwick operates the same as BHX VFR and P2P, not saying that's the only type of travellers but it will be the vast majority.

.

 

[CL44]

And please do not forget that both the 787 and 777 are flying warehouses for cargo. The Inbound flights are normally well supported to BHX and the outbound flights are not too shabby either. Yes there may be a lack of self loading cargo upstairs, but downstairs there is revenue being made. Also if the flights are light on self loading cargo that means more space for actual cargo to be moved.

As has been mentioned previously in this thread, Airlines will look to see what revenue is possible on a flight for both passengers and cargo (apart from the low cost carriers that is). If an Airline is not happy with the revenue being made then the flight will not operate as and when the schedules change (earlier in some cases).

 

[rollo]

Yes the hidden and unloved revenue earner that can make or break a routes viability.

 

[nwoody2001]

AI moved Bengaluru to LHR to consolidate its primary cities into one airport and allow Gatwick to handle the secondary cities. The London market as a whole still sees direct Bengaluru flights with AI, just into Heathrow instead, I'm not sure on why you think BHX's routes will be consolidated into LHR when it's a completely different market, even if there was spare capacity at LHR.

You also can't compare AI's operations at Heathrow to what they do at BHX. BHX is heavily driven by P2P and VFR traffic, whereas at Heathrow the majority will be business travellers or those connecting onto other star alliance carriers that fly transatlantic like Air Canada and United. You simply can't compare the two. I remember watching Inside Heathrow and an AI flight from Mumbai had over 80 people connecting onto a Toronto on an AC flight.
Gatwick operates the same as BHX VFR and P2P, not saying that's the only type of travellers but it will be the vast majority.

.

If you think LHR and BHX serve completely different markets, you clearly have very little understanding of how catchments actually work - particularly when LHR is one of the biggest drains on the BHX catchment.

Airlines, including Air India, have repeatedly retrenched to LHR when times are difficult and been perfectly happy to serve the wider UK market from Heathrow. So the suggestion that LHR and BHX operate in completely separate markets simply doesn’t stand up.

Anyway, it’s pretty clear you’re not particularly interested in having a conversation or evolving your thinking in light of the views and experience of people who have considerably more knowledge, wisdom and perspective on this subject.

You’re absolutely entitled to your opinion, of course. But there’s little point in me continuing to debate it when you appear determined to defend your original position regardless of the evidence presented by me and nearly every other forumer who has participated in this conversation.

I’ll save my energy for people who are actually interested in a discussion...

 

[BLB777]

And please do not forget that both the 787 and 777 are flying warehouses for cargo. The Inbound flights are normally well supported to BHX and the outbound flights are not too shabby either. Yes there may be a lack of self loading cargo upstairs, but downstairs there is revenue being made. Also if the flights are light on self loading cargo that means more space for actual cargo to be moved.

As has been mentioned previously in this thread, Airlines will look to see what revenue is possible on a flight for both passengers and cargo (apart from the low cost carriers that is). If an Airline is not happy with the revenue being made then the flight will not operate as and when the schedules change (earlier in some cases).

Self loading Cargo what are you on about?

 

[Iron Duck]

If you think LHR and BHX serve completely different markets, you clearly have very little understanding of how catchments actually work - particularly when LHR is one of the biggest drains on the BHX catchment.

Airlines, including Air India, have repeatedly retrenched to LHR when times are difficult and been perfectly happy to serve the wider UK market from Heathrow. So the suggestion that LHR and BHX operate in completely separate markets simply doesn’t stand up.

Umm, they do actually. The flights from Amritsar to Birmingham serve the large Sikh community in the West Midlands.

It’s like how EL AL into Luton serves the Jewish community which is specific to North London.

Amritsar to Gatwick serves the Sikh community in London.

 

[BLB777]

If you think LHR and BHX serve completely different markets, you clearly have very little understanding of how catchments actually work - particularly when LHR is one of the biggest drains on the BHX catchment.

Airlines, including Air India, have repeatedly retrenched to LHR when times are difficult and been perfectly happy to serve the wider UK market from Heathrow. So the suggestion that LHR and BHX operate in completely separate markets simply doesn’t stand up.

Anyway, it’s pretty clear you’re not particularly interested in having a conversation or evolving your thinking in light of the views and experience of people who have considerably more knowledge, wisdom and perspective on this subject.

You’re absolutely entitled to your opinion, of course. But there’s little point in me continuing to debate it when you appear determined to defend your original position regardless of the evidence presented by me and nearly every other forumer who has participated in this conversation.

I’ll save my energy for people who are actually interested in a discussion...

I've still got plenty of debate left in me if you want to carry on, I haven't even started on how much Air India looses per passenger on the average return flight from BHX.

But if you want to make things personal and question my intelligence when you know nothing about me is just odd, is it that important for you to be right and prove to me that Air India is a success from LGW and BHX, because looking at their recent financial statements, you'd be one of the only people thinking postive about the airline.

Also how can you say it's the same market? BHX and LGW like I've said is p2p and VFR, LHR is mainly business and connections with some P2P and VFR in there, and you've also got the ATQ flights which don't exist from LHR serving dedicated communities in the west Midlands and South London.

I personally think it's time to question your knowledge...

 

[tompo]

Yes the hidden and unloved revenue earner that can make or break a routes viability.

Agreed, I seem to recall quotes from several years back: 1 tonne cargo = approx 10 pax. Assessment of viability, purely from a pax load factor over an undetermined time frame, is not accurate analysis.

 

[IanFarquharson]

Agreed, I seem to recall quotes from several years back: 1 tonne cargo = approx 10 pax. Assessment of viability, purely from a pax load factor over an undetermined time frame, is not accurate analysis.

Agreed, the route is long established and must by profitable as CL44 said freight loads very well an dcoming back to my point yesterday Air India choose to put the 77W into BHX when at least four daily LHR flights are 787's. Hopefully another boost when Indigo leave the UK too. If anything Air India could add Mumbai it has been talked about for many years.

 

[CL44]

Self loading Cargo what are you on about?

Self loading cargo is one of the more polite names for passengers! Cargo however doesn't whine or moan if the entertainment system or seat is broken or dirty!

 

[BLB777]

Agreed, the route is long established and must by profitable as CL44 said freight loads very well an dcoming back to my point yesterday Air India choose to put the 77W into BHX when at least four daily LHR flights are 787's. Hopefully another boost when Indigo leave the UK too. If anything Air India could add Mumbai it has been talked about for many years.

When looking at return fairs the route, spefically BHX-DEL is infact loosing money. The current situation with extended flying, high fuel prices and poor loads make these routes unviable

 

[IanFarquharson]

When looking at return fairs the route, spefically BHX-DEL is infact loosing money. The current situation with extended flying, high fuel prices and poor loads make these routes unviable

Tonights AI is rammed again inbound !

 

[BLB777]

Tonights AI is rammed again inbound !

Students Ian

 

[Karl C]

Students Ian

Does it matter what type of SLF it is, so long as they're paying and frequenting the route. Are you the fella (or woman) who works at or for Birmingham Airport?

 

[juliet-fox-9]

Also how can you say it's the same market? BHX and LGW like I've said is p2p and VFR, LHR is mainly business and connections with some P2P and VFR in there, and you've also got the ATQ flights which don't exist from LHR serving dedicated communities in the west Midlands and South London.

This is absolutely true, however as others have pointed out, passenger revenue is not the only factor affecting the route.

The 77W coming onto the route represents a massive increase in cargo capacity (23 tonnes) - which if the figures from @tompo are correct could be equivalent to the revenue from 230 passengers!

By comparison according to IAG Cargo the 787-8 cargo capacity is approximately 15 tonnes.

 

[BLB777]

Does it matter what type of SLF it is, so long as they're paying and frequenting the route. Are you the fella (or woman) who works at or for Birmingham Airport?

Of course it matters, September is the time of year when you expect numbers to be at their highest due to the top up in travellers, for example students coming to Birmingham for the start of the academic year, airlines either put extra frequencies on or upgrade aircraft for this specific time of year. For example Cathay Pacific running an extra Sunday flight at MAN and Hainan increasing to 10 weekly at MAN. If we were seeing an increase in demand the outbound loads would show that, not the opposite.

And no, why does it matter who I am or where I work?

 

[Birmingham Aviation]

Can’t believe there’s been nearly 2 pages of this

Unbelievable jeff

Keep going

 

[juliet-fox-9]

Does it matter what type of SLF it is, so long as they're paying and frequenting the route. Are you the fella (or woman) who works at or for Birmingham Airport?

Theres no need to bring people’s identities into it, I think we are all perfectly capable of debating the merits of an airline’s operations without questioning such things.

 

[BLB777]

This is absolutely true, however as others have pointed out, passenger revenue is not the only factor affecting the route.

The 77W coming onto the route represents a massive increase in cargo capacity (23 tonnes) - which if the figures from @tompo are correct could be equivalent to the revenue from 230 passengers!

By comparison according to IAG Cargo the 787-8 cargo capacity is approximately 15 tonnes.

Cargo space is a bonus, but it's not a deciding factor. Has cargo seen that much of an increase between ATQ or DEL into BHX? If so how come there any any dedicated freighter services because it won't be the reason the aircraft has changed.

Tonights AI is rammed again inbound !

Interested to know how you get this info, do you have proof or do people just have to believe what you say