Aug 21, 2015, 9:39 pm
Last edit by: briguychau
2016 777 Routes
*FAQ
Q: Are all 777s refurbished?
A: Yes, all active 777s have the new configuration (Executive Pod) J suites, Premium Economy, and 10-across Economy seats.
Q: Are the dividers in the middle J seats moveable? Can they be slid up/down?
A: No, all Dream Cabin J seat dividers do not come down and are fixed in place.
Summer 2016 777 International Routes
End of summer schedule changes will be added in the future
77L (40J-24O-236Y : 300 pax)
Calgary – London Heathrow: AC850/851
Toronto – Hong Kong: AC15/16
Toronto – London Heathrow: AC858/859
Toronto – Vancouver – Sydney: AC33/34
77W (40J-24O-336Y : 400 pax)
Toronto – Beijing: AC31/32
Toronto – Frankfurt: AC872/873
Toronto – London Heathrow: AC856/869
Toronto – London Heathrow: AC848/849
Toronto – Paris CDG: AC880/881
Toronto – Rome Fiumicino: AC890/891 until Sep 12 (out), Sep 13 (in)
Toronto – Shanghai Pudong: AC87/88
Toronto – Tokyo Haneda: AC5/6
Vancouver – Shanghai Pudong: AC25/26
Vancouver – Tokyo Narita: AC3/4
77W (28J-24O-398Y : 450 pax)
Montreal – London Heathrow: AC864/865
Montreal – Paris CDG: AC870/871
Montreal – Paris CDG: AC884/885
Vancouver – Beijing: AC29/30
Vancouver – Hong Kong: AC7/8
Vancouver – London Heathrow: AC854/855
*FAQ
Q: Are all 777s refurbished?
A: Yes, all active 777s have the new configuration (Executive Pod) J suites, Premium Economy, and 10-across Economy seats.
Q: Are the dividers in the middle J seats moveable? Can they be slid up/down?
A: No, all Dream Cabin J seat dividers do not come down and are fixed in place.
Summer 2016 777 International Routes
End of summer schedule changes will be added in the future
77L (40J-24O-236Y : 300 pax)
Calgary – London Heathrow: AC850/851
Toronto – Hong Kong: AC15/16
Toronto – London Heathrow: AC858/859
Toronto – Vancouver – Sydney: AC33/34
77W (40J-24O-336Y : 400 pax)
Toronto – Beijing: AC31/32
Toronto – Frankfurt: AC872/873
Toronto – London Heathrow: AC856/869
Toronto – London Heathrow: AC848/849
Toronto – Paris CDG: AC880/881
Toronto – Rome Fiumicino: AC890/891 until Sep 12 (out), Sep 13 (in)
Toronto – Shanghai Pudong: AC87/88
Toronto – Tokyo Haneda: AC5/6
Vancouver – Shanghai Pudong: AC25/26
Vancouver – Tokyo Narita: AC3/4
77W (28J-24O-398Y : 450 pax)
Montreal – London Heathrow: AC864/865
Montreal – Paris CDG: AC870/871
Montreal – Paris CDG: AC884/885
Vancouver – Beijing: AC29/30
Vancouver – Hong Kong: AC7/8
Vancouver – London Heathrow: AC854/855
Code:
Aircraft Tracking (last updated Jun 16, 2016) Plane Status Location Details 77L (40J-24O-236Y : 300 pax) C-FIUA-701 Done Loc:HKG In:Apr 09/16 Out:May 09/16 (30 days) C-FIUF-702 Done Loc:HKG In:Nov 08/15 Out:Dec 27/15 (49 days) C-FIUJ-703 Done Loc:HKG In:Dec 27/15 Out:Feb 04/16 (39 days) C-FIVK-704 Done Loc:HKG In:May 09/16 Out:Jun 08/16 (30 days) C-FNND-705 Done Loc:HKG In:Mar 09/16 Out:Apr 09/16 (31 days) C-FNNH-706 Done Loc:HKG In:Feb 04/16 Out:Mar 09/16 (34 days) 77W (40J-24O-336Y : 400 pax) C-FITL-731 Done Loc:GSO In:Sep 01/15 Out:Nov 20/15 (80 Days) C-FITU-732 Done Loc:GSO In:May 03/16 Out:Jun 05/16 (33 days) C-FITW-733 Done Loc:GSO In:Nov 23/15 Out:Jan 06/16 (45 days) C-FIUL-734 Done Loc:GSO In:Mar 16/16 Out:Apr 17/16 (32 days) C-FIUR-735 Done Loc:GSO In:Dec 09/15 Out:Jan 18/16 (40 days) C-FIUV-736 Done Loc:GSO In:Feb 26/16 Out:Apr 02/16 (36 days) C-FIUW-737 Done Loc:GSO In:Jan 06/16 Out:Feb 12/16 (37 days) C-FIVM-738 Done Loc:GSO In:Feb 13/16 Out:Mar 16/16 (32 days) C-FRAM-739 Done Loc:GSO In:Apr 02/16 Out:May 02/16 (30 days) C-FIVQ-740 Done Loc:GSO In:Jan 20/16 Out:Feb 26/16 (37 days) C-FIVR-741 Done Loc:GSO In:Apr 17/16 Out:May 17/16 (30 days) C-FIVS-742 Done Loc:GSO In:Oct 23/15 Out:Dec 08/15 (46 days) 77W (28J-24O-398Y : 450 pax) C-FIVW-743 Done Loc:YMX In:Mar 28/16 Out:Apr 23/16 (26 days) C-FIVX-744 Done Loc:YMX In:May 21/16 Out:Jun 03/16 (13 days) C-FNNQ-745 Done Loc:YMX In:Jun 03/16 Out:Jun 16/16 (13 days) C-FNNU-746 Done Loc:YMX In:May 06/16 Out:May 21/16 (15 days) C-FNNW-747 Done Loc:YMX In:Apr 23/16 Out:May 06/16 (13 days) C-FJZS-748 In Service Loc:YMX FF:Mar 24/16 Del:Apr 26/16 EIS:May 18/16 C-FKAU-749 In Service Loc:YMX FF:May 01/16 Del:May 21/16 EIS:Jun 10/16
Air Canada plans to refurbish 18 of its 777
May 15, 2014, 7:14 pm
#46
Join Date: Feb 2013
Location: Never home.
Posts: 2,971
May 15, 2014, 7:18 pm
#47
Formerly known as jsfrSuperElite
Join Date: Feb 2008
Location: Hong Kong, Montreal
Programs: Air Canada SE100K-1MM, Hilton Honors Lifetime Diamond
Posts: 590
May 15, 2014, 9:15 pm
#49
Join Date: Dec 2002
Location: Tokyo, Japan
Programs: JAL Global Club & oneworld Sapphire, ANA SFC & Star Alliance Gold
Posts: 3,746
JL is not 10 abreast on international routes -- only domestic routes. On international, they are still at 9 abreast and just completed a refurbishment of their 77W fleet where they added space in Y (increasing pitch to 34" in a 9 abreast layout). They are marketing the h*ll out of their new Y offering, calling the seats "SkyWider" and touting the extra width and legroom.
Also, I do not believe UA has any 777s configured at 10 abreast.
May 15, 2014, 9:16 pm
#50
FlyerTalk Evangelist
Join Date: Oct 2011
Location: Anywhere I need to be.
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Posts: 16,046
In that case, I will just avoid ACs 777s completely (I would rather sit in a 762/763 TATL than one of the newly configured ones.)
BA still has 3-3-3 on the 777 and so does CX.
AA has 3-4-3 on the 77W but as long as EXP gets MCE free, I am happy there.
BA still has 3-3-3 on the 777 and so does CX.
AA has 3-4-3 on the 77W but as long as EXP gets MCE free, I am happy there.
May 16, 2014, 6:04 am
#51
Formerly known as tireman77
Join Date: Dec 2013
Posts: 5,517
JL is not 10 abreast on international routes -- only domestic routes. On international, they are still at 9 abreast and just completed a refurbishment of their 77W fleet where they added space in Y (increasing pitch to 34" in a 9 abreast layout). They are marketing the h*ll out of their new Y offering, calling the seats "SkyWider" and touting the extra width and legroom.
Also, I do not believe UA has any 777s configured at 10 abreast.
Also, I do not believe UA has any 777s configured at 10 abreast.
You are indeed correct with UA, but the 2-5-2 setup is insane. 5 across?? talk about middle seat horror.
My list was not extensive as many other carriers offer the 10 abreast config. JJ, PR, CZ, SV. etc. My point was that 10 across is here to stay.
May 16, 2014, 7:00 am
#53
Formerly known as tireman77
Join Date: Dec 2013
Posts: 5,517
Domestic 777s are still 2-5-2. And UA considers GUM-HNL-ORD a domestic route. I flew it last year All 15 hours in the air. Trans-con and hub to hub still use these.
Luckily, I was in J, but I wouldn't really call this product a real J class. No IFE, no lie flat, no footrests... To be honest (this might start a poop-storm), I preferred the Rouge 767 J to this J. Better food, better seats, IFE even if on iPad.
Luckily, I was in J, but I wouldn't really call this product a real J class. No IFE, no lie flat, no footrests... To be honest (this might start a poop-storm), I preferred the Rouge 767 J to this J. Better food, better seats, IFE even if on iPad.
May 16, 2014, 8:24 am
#55
Join Date: Jun 2009
Programs: Air Canada Aeroplan
Posts: 1,748
Maybe it's time to stop with this red herring. AA tried "More Room Throughout Coach" 14 years ago. It went to 35" pitch when the standard was 32"-33". People were comfortable enough in 32"-33" pitch seats, and most didn't see the point in paying for more legroom (a few did and still do, hence UA E+, MCE, etc). What airlines are doing today is reducing pitch from 32" to knee-crushing standards of 29"-31", and width from 18" to shoulder-banging 17". Justifying this as "AA tried to expand room throughout coach and it didn't work" is nonsensical. Following that logic, why not 20" pitch and 12" width? Hey, AA tried more room, it didn't work...
May 16, 2014, 11:08 am
#56
Join Date: Sep 2011
Location: SFO
Programs: AA EXP,AS MVPG,MR Platinum,HH Gold
Posts: 1,343
Maybe it's time to stop with this red herring. AA tried "More Room Throughout Coach" 14 years ago. It went to 35" pitch when the standard was 32"-33". People were comfortable enough in 32"-33" pitch seats, and most didn't see the point in paying for more legroom (a few did and still do, hence UA E+, MCE, etc). What airlines are doing today is reducing pitch from 32" to knee-crushing standards of 29"-31", and width from 18" to shoulder-banging 17". Justifying this as "AA tried to expand room throughout coach and it didn't work" is nonsensical. Following that logic, why not 20" pitch and 12" width? Hey, AA tried more room, it didn't work...
http://www.jetblue.com/travel/planes/
Given they're profitable, I'd hardly say it's a failed approach.
May 16, 2014, 11:49 am
#57
Formerly known as tireman77
Join Date: Dec 2013
Posts: 5,517
I'd love to fly exclusively Jet-Blue, but I don't exclusively fly to tier 2 cities in the US and selected Caribbean destinations. They don't offer TATL, TPAC or SA access. Plus, the fact there are 300 million people in their market gives them the opportunity to have a niche market. As for MRTC, I am certain there is room for a niche product in the market, but the persons willing to pay more money for more legroom are, the exception. The fact that TS, WG et al are usually full (offering 29"-31" pitch) and a direct competitor are proof enough.
May 16, 2014, 12:33 pm
#58
Join Date: Oct 2007
Location: Left
Programs: FT
Posts: 7,285
Not to mention US Domestic JetBlue offers 34" pitch throughout economy on every plane, with an extra leg room section offering 38-39" pitch.
http://www.jetblue.com/travel/planes/
Given they're profitable, I'd hardly say it's a failed approach.
http://www.jetblue.com/travel/planes/
Given they're profitable, I'd hardly say it's a failed approach.
May 16, 2014, 3:11 pm
#59
Join Date: Jun 2009
Programs: Air Canada Aeroplan
Posts: 1,748
In another thread, Ben Smith confirmed that the number of J seats on the 777s "will not materially change". In order to achieve that, they need to keep the mini-cabin all J. He also confirmed Y will go 10 abreast.
If anyone can't see the writing on the wall, let me spell it out for you: the first four rows in the main cabin become PE, and everything else is HD Y just as the current 777Ps.
Nice try spinning that "these planes will not reach the same density as hour current 777 HDs", Calin. No, they will not achieve the same *overall* density thanks to the new J. However, Y will pretty much be the same dump.
If anyone can't see the writing on the wall, let me spell it out for you: the first four rows in the main cabin become PE, and everything else is HD Y just as the current 777Ps.
Nice try spinning that "these planes will not reach the same density as hour current 777 HDs", Calin. No, they will not achieve the same *overall* density thanks to the new J. However, Y will pretty much be the same dump.
May 16, 2014, 4:38 pm
#60
Join Date: Apr 2000
Posts: 3,125
Domestic 777s are still 2-5-2. And UA considers GUM-HNL-ORD a domestic route. I flew it last year All 15 hours in the air. Trans-con and hub to hub still use these.
Luckily, I was in J, but I wouldn't really call this product a real J class. No IFE, no lie flat, no footrests... To be honest (this might start a poop-storm), I preferred the Rouge 767 J to this J. Better food, better seats, IFE even if on iPad.
Luckily, I was in J, but I wouldn't really call this product a real J class. No IFE, no lie flat, no footrests... To be honest (this might start a poop-storm), I preferred the Rouge 767 J to this J. Better food, better seats, IFE even if on iPad.