Review of Korean Air flight from Seoul to Paris in Economy

Hi, dear flight-report members and readers!

In my first flight-report here I want to present a detailed review of Korean Air Boeing 747-8i on the flight from Seoul Incheon (ICN) to Paris Charles de Gaulle (CDG) taken 28 November 2023.

Intro

This flight (KE901) was the final leg of my trip to Republic of Korea and Taiwan in November 2023. When I was planning the routing, there was a choice of two very differen 748s from EU to East Asia: Korean Air between CDG and ICN and Air China between FRA and PEK. The ideal variant could've been CA FRA-PEK-SEL (I don't like enter Schengen area via Germany due to the infamous Deutsche Gehirnficken at the border, but leaving it via Germany is no-brainer) + KE ICN-CDG (entering Schengen area via France is no-brainer), but unfortunately one-way fares were prohibitively skyrocketed for both KE and CA. Finally I settled down with the RT ticket CDG-ICN-CDG on KE which costed me hefty 1K euros, but the experience was definitely worth it.

2023 was the last year of the KE's 748 fleet heyday. With 9 units (there were 10 in the very beginning, but one pax 748, namely HL7643, was taken for government use), built in 2015-2017, including the very last passenger 747 (HL7644), KE's fleet was the youngest pax 748 fleet in the world. Symbolically, 2023 was also the year when the very last cargo 747 (built in late 2022 for Atlas Air) was delivered and the 747 assembly line was closed for good. I was hoping to get HL7644 on one of the legs, but unfortunately this mission failed: on KE902 (CDG-ICN) I got HL7642 (pen-penultimate pax 748) and on KE901 (ICN-CDG) I got 2015-built HL7633 (the third unit in the KE fleet). On the other side, the flight on HL7633, which is the subject of this FR, was truly an avgeek paradise due to not fully loaded cabin, enthusiastic crew and excellent service, as you'll see further, so I don't regret.

Now (September 2025) a lot has changed. KE 748 pax fleet is down to just 5 units - 2015-built HL7636, 2016-built HL7638 (repainted into new livery) and HL7637, and 2017-built HL7642 and legendary HL7644. 4 units (2015-build HL7630, HL7631, HL7632, HL7633) were sold to Sierra Nevada Corporation (USAF1). CDG flights (KE901/902) lost B748s in the end of June 2024, when B748s were switched to LHR flights (KE907/908) until the end of the 2024 summer schedule. Then remaining B748s were deployed almost exclusively on US flight with occasional intra-East-Asian rotations (to SIN, HKG, NRT or even KIX). Then unexpectedly from August 2025 B748s were returned to LHR flights until the end of the 2025 summer schedule. Considering that HL7636 is also bound to leave the fleet for Sierra Nevada, one can assume that it's the last summer with the possibility to catch KE 748 on a trans-Eurasian flight. After HL7636 departure all the remaining 748s will most probably be deployed on ATL and JFK flights.

B748 operators and their layouts

Let's make a brief review of the current 748 pax fleets of the 3 only operators: KE, CA and LH.

Korean Air (Skyteam member) fleet, which consists of 5 2015-2017 built HL7636/38/37/42/44 is the smallest and the youngest. The layout is 3-class: F6_C48_Y314. First class cabin consists of 6 Kosmo Suites 2.0 and is located in the nose. Business class, which consists of 48 Prestige Suites (B/E Aerospace Apex) with direct aisle access for every seat, has 2 cabins: 26 seats in 2-2-2 layout on the lower deck between 1L/R and 2L/R doors, and 22 seats in 2-2 layout on the upper deck. Economy class, which consists of 314 Safran Z300 seats, arranged in 3-4-3 layout (typical for any existing pax 747) has 3 cabins at the lower deck (divided by 2L/R, 3L/R, 4L/R and 5L/R doors). Please note that Aerolopa displays wrong economy seatwidth: the true width is 17.2-17.3" as I'll prove further.

Air China (Star Alliance member) fleet, which consists of 5 2014-2015 built B-2485, B-2487, B-2486, B-2482, B-2480 (there are 2 more units - 2014-built B-2479 and 2015-built B-2481, taken for government use), is as small as KE's fleet and the second-youngest. Worth noting that B-2486 and B-2480 are currently grounded, so just 3 CA B748s are active and they're excusively deployed on US flights (JFK and IAD) and trunk domestic flights (PEK-CAN and PEK-SHA). Catching B748 on intra-Chinese flights is very tricky due to notorious last-minute swaps to other types (B77W, A359, A333/332). Unfortunately, FRA flights lost B748s in late June 2024, seemingly forever. The layout of CA 748s is 3.5-class: F12_C54_Y+66_Y233. First class cabin, which consists of 12 Zodiac Aerospace Venus suites, has an unique location in front of 2L/R doors, because due to the vast size of the suites they don't fit in the nose. Business class, which consists of 54 Collins Parallel Diamond seats, has 3 cabins: 12 seats in the nose with 2-2 layout, 12 seats in 2-2-2 layout between 1L/R doors and first class cabin, and 30 seats in 2-2 layout on the upper deck. Economy+ class, which consists of 66 Collins Pinnacle seats with fixed armrests in 3-4-3 layout and increased row pitch, is located between 2L/R and 3L/R doors. Regular economy class, which constists of 233 Collins Pinnacle seats in 3-4-3 layout, has 2 cabins, located between 3L/R and 5L/R doors. Please note that Aerolopa displays wrong economy seatwidth (747 cabin cannot accomodate 18" seatwidth in 3-4-3 layout). Probably, the seatwidth in Y+ and Y is the same as KE's - 17.2-17.3".

Lufthansa (Star Alliance member) fleet, which consist of 19(!) 2012-2015 built D-ABYA…U (including D-ABYP - 1500th 747 built and D-ABYT in retro-livery) is the world's largest and oldest. In contrast to KE's and CA's B748s, LH B748s have true 4-class layout: F8_C80_W32_Y244. First class cabin, which consists of 8 seats with whopping 30+" width (but lacking privacy, compared to CA and KE first class) is located in the nose. Business class, which consists of 80 outdated Collins Diamond Parallel seats with no direct aisle access for window seats, has 3 cabins: 36 seats in 2-2-2 layout between 1L/R and 2L/R doors on the lower deck, 12 seats in 2-2-2 layout after 2L/R doors on the lower deck, and 32 seats in 2-2 layout on the upper deck. Premium economy, which consists of 32 ZIMmagic seats in 2-4-2 layout, is located after 3L/R doors. Economy, which consists of 244 extremely outdated Recaro CL3520 seats with very poor comfort and ergonomics in 3-4-3 layout, has 3 cabins: one in front of 3L/R doors, second between premium economy and 4L/R doors, and third between 4L/R and 5L/R doors. Please note that Aerolopa lists wrong seat model and slightly wrong seatwidth (the true width is 17.1"). I flew LH B748 in economy and have to say that Recaro CL3520 are definitely the world's worst economy seats (my flights between FRA and MEX were nightmares). Thus, LH B748 hard product in business and economy is far inferior compared to KE and CA products. LH shines only in first (if lack of privacy doesn't matter for you) and premium economy (which KE and CA don't have). Also, the LH first has the most available award fares, if you can farm Star Alliance miles. LH B748s flies a lot of routes: besides obligatory US flights, there are flight to Latin America (EZE, GRU, MEX) and East Asia (HND), so LH B748s are easiest to fly on. Worth noting that LH plans overhauling of 748 first and business cabins with Allegris product (which is currently rolled out with big hiccups on A359 and B789 fleets). The nuance is that Allegris business seats won't fit on the upper deck and there is no solution. Probably economy will be updated as well with newer Recaro (highly likely R3) seats, but don't expect an increase of comfort: Recaro Y seats are never about comfort.

As a short resume:

KE 748: small and world's youngest fleet, 3-class layout the smallest first and business class seat count, the largest economy seat count.

CA 748: world's second-youngest fleet, world's smallest active fleet, 3.5-class layout, the largest first class seat count, the unique location of the first class cabin.

LH 748: world's largest and oldest fleet, 4-class layout (the most premium-heavy), the largest business seat count, the presence of premium economy, the smallest economy seat count, but very inferior business and economy class hard products.

Evolution of passenger 747 layouts from first to the last generations

As this FR is devoted to the last generation of the out-of-production legendary 747, it would be interesting to explore how 747 layouts evolved from the very first generation to the very last. Thankfully, Aerolopa recently introduced historic LOPAs which facilitate the research.

The very first 747 generation - 747-100, as Air Canada B747-100 LOPA from 1971 shows, had very spacious 3-4-2 (9 abreast) economy layout (I guess taking into account 747 cabin width, the seatwidth was about 19" like in A380 and aislewidth was huge as well). The solo seats on the right side in the last 4 rows look especially temptating. Business class (called First back then) is located in the nose. B741 had short upper deck, that's why the stair (spiral) is located between 1L/R doors. The upped deck is used for lounge for First class passengers. That was truly the golden age for economy class passengers (the second golden age started in 2000s with the introduction of A380) and a horrible waste of real estate by today's standart. The reason for 9 abreast economy was that due to 1960's jet engine technologies B741 was payload-range handicapped compared to the later generations and airlines traded the seat number for the range.

Worth noting that later some B741 operators eventually introduced 3-4-3 layout in economy, like PanAm in 1990. Probably, the maximum nonstop leg for this aircraft was from US East Coast to Western Europe. Worth noting that the upper deck is used for business class cabin, the lounge is gone.

B747SP was actually shortened B741 with simplified wing mechanization and the same engines. The shortened fuselage allowed for better payload-range, thus laterally densified 3-4-3 economy layout started to become common, as we can see for PanAm B74S LOPA from 1986 and American Airlines B74S LOPA from 1987. Note that B74S also have stair between 1L/R doors, like B741, but, whereas PanAm's one has spiral stair, AA's one has straight stair. The upper deck is used for business class cabin.

B747-200, which had more powerful engines than B741, had better payload-rangle with the same fuselage length which enabled airlines to install 3-4-3 economy as standard, which is present on British Airways B742 LOPA from late 1980s and Northwest B742 LOPA from 1989. As the upper deck is the same (short) as for B741 and B74S, the stair is in the same place between 1L/R doors. Worth noting that BA uses upper deck for 3-3 economy cabin, whereas NW uses it for business class cabin.

As far as I know, 3-4-2 economy layout was common for a while for earlier versions of B742, but later was eliminated in favor of densified 3-4-3. The only airline which kept 3-4-2 economy in B742 for longer was South African: due to apartheid-related ban from other African countries, SAA was forced to fly significantly longer ways to Europe around Africa and had to trade seat count for range.

B747-300 brought stretched upper deck (as a consequence, the stair was moved to 2L/R doors and made straight) and even more powerful engines, so 3-4-3 economy was standard from the very beginning (as well as for the next 2 last generations - B747-400 and B747-8i). The typical 743 layout is illustrated by KLM B743 LOPA from 1991.

For most B747-400 operators the upper deck was typically used for business class cabin, but there were some notable exceptions, like Air France B744 LOPA from 2007, where upper deck was used for 3-3 economy cabin.

And, finally, the double stretched upped deck of B747-8i, as we know, is exclusively used for business class cabin by all the 3 B748 operators.

Having finished the introductions, let's start with the flight!

Due to limitation of the number of photos per FR (150), I have to heavily reduce airport review to be able to focus on the aircraft and the passenger experience.

Seoul Incheon Terminal 2

My very long day 28 November 2023 started in the early morning in ICN T2, which is the home of Korean Air. I took more than enough photos for a detailed review of the terminal, but due to aforementioned limitation will show only 1 photo of landside…

…and 1 photo of airside.

Planespotting From ICN T2

ICN has one of the best spotting possibilites in the world, but here I'll show just a tiny fraction of what I spotted sparing several hours before my flight.

Asiana's last A380 (HL7641) taking off. OZ whalejets are powered by RR Trent 900 engines and have small economy cabin on the upper deck which makes them a kind of special. In December 2024, when OZ officialy became part of KE, I flew one of these whalejets (HL7640) on the upper deck Y from NRT to ICN - then-world-shortest A380 route. Now this route is no longer served by A380. KE plans to retire OZ's whalejets in 2026, which is sad.

Korean Air B748 (HL7631) departing for Atlanta. From this angle one can clearly see how long is the jet. Currently it's the longest jet in passenger service, but hopefully will be superseded by Boeing 777-9X, if the endless certification saga will evetually come to the end. KE has a load of B779s on order, which in early 2030s will replace both A380s and B748s, and KE fleet will consist only of twins. 

Korean Air vintage B773 (non-ER) with PW engines. KE has 4 of these for intra-Asian international flights with 2-3-2 business and 3-3-3 economy. ANA also has 5 PW-powered 773s, but these are 514-seater shuttles with 3-4-3 bare bones economy for trunk domestic routes, so KE 773s definitely wins in terms of layout. Both KE and NH will replace their 773s with GE-powered B787-10s in the near future.

Korean Air A380 (HL7622) departing for New York JFK. KE whalejets are powered by GP engines and have economy cabin only on lower deck. These will stay in the fleet until early 2030s, in contrast to OZ ones. The reason is the engine type - for KE it's more convenient to service GP than RR. 

Boarding for my flight KE901 commenced on time at the gate 231.

The Aircraft

Here's the aircraft of the day - Boeing 747-8i (HL7633) with its iconic profile. Lenght: 76.25 m, wingspan: 68.45 m, height: 19.35 m, MTOW: 448 t, engines: 4x GEnx-2B67 with 66.5 lbf of thrust each.

Wing and fuselage shot from the airbridge.

The 2L door.

First Impressions

General view of the lower deck business class cabin.

The famous stair to the upper deck, located between 2L/R doors…

…and the view from the galley under the stair to the very first economy row (this photo was taken on HL7642)

The Economy Cabin

The first economy cabin (rows 28-37), located between 2L/R and 3L/R doors. The upholstery color here is blue. The last foto in this gallery was taken on HL7642

The second economy cabin (rows 38-48), located between 3L/R and 4L/R doors. The upholstery color here is brown. On my flight on HL7642 from CDG to ICN I sat on the rear part of this cabin (shown on the last photo in this gallery).

And the third economy cabin (rows 49-65), located between 4L/R and 5L/R doors. The upholstery color here is again blue. I'm sitting in this cabin. Needless to say that due to ongoing rebranding, KE will probably change upholstery color to something motley like in their newest B787-10s. On the first and third photos in this gallery one can see the obtuse angle between the cabin walls and the floor and how vertical the walls are on the shoulder level (for comparison, in A380 with its much wider and taller fuselage, not only the angle between the cabin walls and the floor is obtuse on the lower deck, but the angle of the wall on the shoulder level also!). Due to the fuselage tapering in the rear, rows 60-63 feature duo seats (BC and HJ) aligned to the aisle (in B777s duo seats in the back are aligned to the window).

For some reason row 49 (exit row) features duo seats (BC and HJ) aligned to the aisle, so seats 50A/K also have extra legroom. 

The 5L door.

The crew's jumpseats near 4R door.

And here's my seat 52K, featuring 2 windows. B748 features the same windows as B777, which are 12% larger than A350's windows. Overall, B748 economy cabin looks like a mix of 10 abreast B777 and 9 abreast B787: the windows and the layout are similar to B777, the interior and seat width (as I prove further) is similar to B787. Important to notice that all KE B777s (B77Ws and B773s) have 3-3-3 economy layout with generous seat width (18.1"), but this will soon change, when KE starts retrofitting older B77Ws, which will lose first class, introduce premium economy and get densified 3-4-3 economy. The newer B77Ws will retain first class and 3-3-3 economy for longer.

The Seat

The seat model is Safran Z300 of one of the previous generations. It's one of the best economy seats, featuring ergonomical shape and generous padding.

The width between armrest is 44 cm (17.3"), which is similar to the standard seatwidth in 3-3-3 787s. So, the rule of thumb is that 10 abreast 747 has the same seatwidth as 9 abreast Dreamliner. This seatwidth is just hair wider than 10 abreast 777 seatwidth (17.0"), but 747 feature a slightly larger gap between window seats and the cabin wall and much wider aisles. I didn't measure aisle width here, but in LH 748 it is whopping 19.7" (and I guess KE 748s feature similar aisle width). So, in 747 aisle seats passengers are the ones who benefit the most from the cabin width. For the window seat passengers POV, the lateral space is almost identical to 10 abreast 777s. The one thing I can't get is why no one airline traded aisle width for more seatwidth. If we take out 10 cm from the aisles (so the aisle with is down to 17.7"), we can boost seatwidth to 17.7", which (in the case of normal-sized armrests like the ones here) is similar to A350's seatwidth. There are quite a lot of 3-4-3 77Ws (like some AF's or AC's ones) that have more seats in economy that any existing 748, and their narrowish aisles comply safety requirements, so the aisle width is definitely not an issue.

The seat pitch is where KE excels. KE's economy cabins feature 33" pitch. Only Japanese airlines (JL and NH) can slightly eclipse this with their 34" pitch. But with my 177 cm I'm absolutely OK with standard 31" pitch on most airlines. 

The seat features a big crisp touchscreen IFE display with adjustable angle, remote control, USB socket, bi-fold tray table, cup holder, coat hanger, seat pocket, adjustable headrest with leather antimacassar and universal underseat power socket.

Waiting on the seat are blanket and pillow, amenity kit (slippers, toothbrush and toothpaste) and a bottle of water, which is nice.

The overhead 787-style panel has reading lights but no airvents, whereas Dreamliners quite often feature airvents.

Inside the seat pocket are safety card, Morning Calm journal and Sky Shop duty free catalogue.

A couple of screenshots of Beyond Enterntainment IFE menu, which has a vast selections in all categories.

Boarding is complete and I discover that I'm blessed with empty seat next to me. There were few passengers that got the whole 3-seater blocks, but I'm also lucky enough and this will drastically increase comfort level on this very long flight. On my flight from CDG to ICN on HL7642 the economy cabin was full and it felt quite tight (but bearable). 

The Flight

Pushback is commenced…

… and safety video (featuring K-Pop stars) is played

There is a camera projecting outside views, but not as crispy as in A350s.

Taking off from ICN and beginning our long journey across the whole Eurasia. 

The shadow of our Jumbo on a thin cloud layer as we're climbing out. 

Due to the closure of the russian airspace since February 2022 (and thus routing far from GCC) and headwinds the flight will take whopping 14 hours. This is the longest flight by flight time I've ever taken. Needless to say that flights from Japan to EU have even more impressive Arctic routing via North Pacific, Arctics and North Atlantic. Lufthansa flight from HND to FRA stands out, because it's operated by B748 which allows to fly close the North Pole due to absence of ETOPS restrictions for 4-holers and thus save 1 hour of flight time compared to twinjets - this is the one of only two examples in the today's world when pax quadjet can beat modern twinjets flight time-wise (the second example is Qantas flight from SYD to JNB, operated by A380, which can fly close to Antarctica). So, in the current reality, where Russia is excluded from the world, the Japan sea is kind of watershed between different routings from East Asia to EU. 

As the aircraft is reaching the initial cruise level, it's time to explore the cabin a bit more. General view of the 3rd economy cabin from the back.

The feeling of mix between 777 and 787 continues in the lavatories. There are two big 777-style lavatories in the very back, which feature classic button flush, and all the rest (smaller) lavatories are 787-style with sensor flush. Lavatories are clean and equipped with cosmetics, which is nice.

The dinner service begins. I choose western food. The meal has very nice presentation on signature tray and consists of hot meal, salmon salad, dessert, bun, cheese, butter and crackers. The hot meal is beef with smashed potatoes and vegetables. The cutlery is metallic, which is nice. The meal overall is very tasty and filling. For the drinking I choose white vine, orange juice, cola and guava nectar.

Meanwhile we're Flying over mainland China.

Today's cabin loading is not full and it means there's a good chance to explore meal selection a bit more. I ask for Korean food, et voila! The meal consist of Bibimbap kit (hot rice, meat and vegs, hot pepper paste), seaweed soup, pickles, Korean sweets and cereal bar. The meal is also very tasty and filling and both meals charged me with enough energy.

Meanwhile we're Flying over Gobi desert over Northern China near Mongolian border. BTW, at cruise level B748 feels like one of the noisest jets (even noisier than B77W that is the noisiest at engine startup and takeoff but not so noisy at cruise) if you sit after the wing. Probably famous 787-like "chevrons" don't help or soundproof insulation is thin. Airbus quads like A380 or A340-600 are so much quieter even in the very back of the plane. 

The crew tell passengers to close window shades. Thankfully, these are not infamous 787 electrochromic windows (which could be locked by crew in blackout mode), and I cover window and myself with the blanket to be able to peek out. One of the crews notices this and offers me to go to 2L/R doors, where I can look into the door's windows without bothering to disturb someone. A very nice gest. I also ask her if it's possible to visit the upper deck after the flight. She tells "probably, yes" (wow!) and also offers me to briefly visit upper deck right now. In the semidarkness the photo of the upper deck general view gets a bit blurred, but further you'll see much better shots. The stair is illuminated.

The windows in 2L/R doors have amazing view of the wing and engines. The Gobi desert is covered by semi-transparent haze of high-level clouds.

I take cereal bar, crackers and drinks in the galley and return to my seat for a while. For a little while.

On the right side there are low snow-covered mountains of North-West China.

On the left side (I'm back to 2L/R) there are picturesque higher mountains, which are perfect background for the impressive B748 wing and engines.

We're leaving China and flying over Kazakhstan, hidden in the clouds, which are also a nice background for the wing and engines.

With the outside view turning boring, it's time to get some rest. After a while we leave Kazakhstan, cross the Caspian sea and enter the very narrow "bottleneck" over Azerbaijan between Scylla of Russia and Charybdis of Iran. Almost all the air traffic between EU and East and South-East Asia is tunneled here (except for Japan-EU flights, where it is optimal to fly via North Pacific, Arctics and North Atlantic). In the case of major was conflict in this area, the bottleneck will be cut and all the flights will be forced to fly the Arctic route, which will drastically increase flight times and prices. 

And now this bottleneck is where the most scenic part of the flight begins. The sky over Caucaus is clear, providing fascinating views of the snow-capped mountains and snowless valleys.

We're flying over Tbilisi, where some of my russian friends live after February 2022. I left Russia 4 days before 24.02.2022 and haven't seen them ever since. And now, probably, they can see a blueish point up in the sky, drawing a quadruple contrail, not knowing that I look at their hometown from 11 km height…

And now the most striking view of this flight: Elbrus mountain (located in Russia) - the highest point of geographical Europe and Caucasian mountain range towering over the valley of the main trans-caucasian river Kura. For the first time from February 2022 I see russian territory from far away - from safe Georgian airspace - and cannot believe that 9.5 years ago I saw Elbrus from the other side from russian Caucasus when there were another world and another life that are gone…

We're overflying Batumi - the famous Georgian port city, and beginning to cross the Black sea within its safer part closer to the Turkish coast.

The sun begins to set. Even thought we've been chasing it, the sun is faster and the daylight is nearing its end…

In the very last rays of the sun the wing and engines look especially beatiful, leaving unforgettable moments in the memory forever…

I take a cheese-veg sandwich and a bottle of water in the galley and eventually return to my seat.

Pinky twilight commences…

… and (almost) full moon starts to rise. The day of exact full moon was the day before (27.11.2023), and on this date KE901 was operated by desired HL7644. I should've taken into account moon phases when I was planning the journey. But who knows: maybe, if I flew the day before, I couldn't have gotten such a warm and enthusiastic crew as of today…

The crew turn the cabin lighting to "sunset orange" before commencing the second meal service. First photo is the view of the 3rd economy cabin, second photo - of the front cabin.

The second meal (for me it's actually third, not taking to account multiple inflight snacks) consists of chicken with rice and vegetables, pasta salad, fruit salad and bun. The cutlery is also metallic. The meal overall is very good.

After the meal during the final phase of the flight it's time to stretch the legs a bit. A view of the rear economy cabin from 5L door. On this photo you can see 4 last rows (60-63) with duo seats, aligned to the aisle. The gap between B/J seats and the cabin wall is truly impressive, but at the same time it's an obstacle for those who want to look into the window or to lean on the wall for sleeping. 

And, finally, after whopping 14+ hours in the air we land in Paris Charles de Gaulle airport in moonlit night.

View of 4R door from my seat 52K.

View of the economy cabin during disembarkment.

The Upper Deck

And now comes the most exciting part of the avgeek part of the flight - the crew, who earlier invited me to visit upper deck inflight and to look from 2L/R doors tells me that the flight crew has decided to allow me to visit the upper deck now! WOOOOOW!!! I cannot find words to express my gratitude!!! This is my first time ever on the B748 upper deck. On my previous KE flight CDG-ICN on HL7642 the crew didn't allow me to visit the upper deck. On my both LH flight between FRA and MEX the crew also never permitted me to go upstairs after the flights. The only time I've been on a 747 upper deck before was on BA flight from LHR to MEX in 2016 on a vintage B744 (where the flight crew also allowed me to visit the cockpit!).

And here are the detailed photos of the upper deck business class cabin with its 2-2 Prestige Suites (based on B/E Aerospace Apex). Please note that the upper deck features lateral storage compartments for window seats, which are even larger than upper deck ones in A380. The seats have privacy dividers, which play their role quite well. Nevertheless, these seats are not suites, which became common for state-of-the-art business class products…

The upper deck has 2 exit doors, which are significantly taller than the lower deck ones.

Time to go down the stair.

The Lower-Deck Business Cabin

Then I go to the lower deck business cabin with its 2-2-2 Prestige Suites (based on B/E Aerospace Apex). Here I show the photos taken on HL7642 after CDG-ICN flight, because they were much better quality and more detailed than this time.

The First Class Cabin in the Nose

And finally I visit the first class cabin with its impressive 6 Kosmo Suites 2.0 in the nose. Here I also add some photos from HL7642 to complement for the most detailed review.

The End

And then I disembark into 2E/L terminal and this FR comes to and end. It was a truly unforgettable day due to comfortable seat combined with empty adjacent seat, excellent service and enthusiastic avgeek-friendly crew which allowed me to see much more that sees average economy passenger. I greatly appreciate their hospitality and hope that FR members and readers will have similar experience when/if they get to fly longhaul on one of the 5 remaining KE B748s.

Thanks for your attention and see you in the next FR!