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 19, 2014, 10:25 am
#91
formerly with Air Canada
Join Date: Nov 2004
Location: YYZ YUL
Posts: 423
Latest version of Panasonic IFE
New J seat introduced on the 787
New PY same as 787
Preferred Y seat options
New Y seat same as 787
New brand interior to match 787
May 19, 2014, 10:31 am
#92
Join Date: Oct 2008
Location: YYC
Posts: 4,035
Not sure if this would be too commercially sensitive, but could you give an idea on how long the refurbishment program will take? I know you said the first one should be ready about 2015Q4.
May 19, 2014, 3:02 pm
#93
FlyerTalk Evangelist
Join Date: Jun 2003
Location: YYC
Posts: 23,803
It would appear that the new busienss model is
1. Compete with Air Transat, AF, KLM at the low end. Targets occasional flyers who just need to be there, will go for rock bottom price, and feel good to be on a plane no matter how horrible the experience is.
2. Premium economy is kind of the new flex. Moderate but not insignificant premium over the Tango price. Slightly better than current Y cabin. Most of us ought to be able to pay for it. If your company insists in Tango, shouldn't you consider changing jobs?
3. J class. Possibly/hopefully somewhat improved. Targeting a mix of VFFs willing to pay a reasonable premium or playing the upgrade roulette, and occasional flyers willing to pay through the nose.
Seems to me the issue was that with current cabin configuration, competing at the low end was not really feasible, and bleeding at the low end meant the entire business model was falling apart? So, new strategy: market segmentation.
1. Compete with Air Transat, AF, KLM at the low end. Targets occasional flyers who just need to be there, will go for rock bottom price, and feel good to be on a plane no matter how horrible the experience is.
2. Premium economy is kind of the new flex. Moderate but not insignificant premium over the Tango price. Slightly better than current Y cabin. Most of us ought to be able to pay for it. If your company insists in Tango, shouldn't you consider changing jobs?
3. J class. Possibly/hopefully somewhat improved. Targeting a mix of VFFs willing to pay a reasonable premium or playing the upgrade roulette, and occasional flyers willing to pay through the nose.
Seems to me the issue was that with current cabin configuration, competing at the low end was not really feasible, and bleeding at the low end meant the entire business model was falling apart? So, new strategy: market segmentation.
May 19, 2014, 3:08 pm
#94
Join Date: Jul 2013
Location: MLL / AC Cafe
Programs: It's hard to get status when the website won't let me book flights.
Posts: 5,706
While it's always hard to predict the future ........ IF Air Canada continues to price PE Lowest @ Flex prices (as they have been for the last few months) I'm very happy with this change and addition. It will mean a better seat if upgrades don't clear and a better seat when not submitting for an upgrade.
And for those curious - I am comparing PE Lowest to Flex at 2 weeks+ out when the prices are the same.
Basically before, you would pay a Flex premium and get nothing for it if your upgrade didn't clear. Now, you get a perfectly fine seat for the price you pay.
And for those curious - I am comparing PE Lowest to Flex at 2 weeks+ out when the prices are the same.
Basically before, you would pay a Flex premium and get nothing for it if your upgrade didn't clear. Now, you get a perfectly fine seat for the price you pay.
May 19, 2014, 3:28 pm
#95
Join Date: Sep 2010
Location: YVR
Programs: AC*SE MM, Marriott Lifetime Titanium
Posts: 4,604
While it's always hard to predict the future ........ IF Air Canada continues to price PE Lowest @ Flex prices (as they have been for the last few months) I'm very happy with this change and addition. It will mean a better seat if upgrades don't clear and a better seat when not submitting for an upgrade.
May 19, 2014, 7:35 pm
#97
FlyerTalk Evangelist
Join Date: Mar 2005
Location: YYZ
Programs: AC*SE 2MM
Posts: 16,647
and the strategy appears to be eminently sensible in the Canadian context, much as we might not like the elimination of virtually unlimited upgrades from $500 transatlantic fares.
May 19, 2014, 8:05 pm
#98
FlyerTalk Evangelist
Join Date: Oct 2011
Location: Anywhere I need to be.
Programs: OW Emerald, *A Gold, NEXUS, GE, ABTC/APEC, South Korea SES, eIACS, PP, Hyatt Diamond
Posts: 16,046
It would appear that the new busienss model is
1. Compete with Air Transat, AF, KLM at the low end. Targets occasional flyers who just need to be there, will go for rock bottom price, and feel good to be on a plane no matter how horrible the experience is.
2. Premium economy is kind of the new flex. Moderate but not insignificant premium over the Tango price. Slightly better than current Y cabin. Most of us ought to be able to pay for it. If your company insists in Tango, shouldn't you consider changing jobs?
3. J class. Possibly/hopefully somewhat improved. Targeting a mix of VFFs willing to pay a reasonable premium or playing the upgrade roulette, and occasional flyers willing to pay through the nose.
Seems to me the issue was that with current cabin configuration, competing at the low end was not really feasible, and bleeding at the low end meant the entire business model was falling apart? So, new strategy: market segmentation.
1. Compete with Air Transat, AF, KLM at the low end. Targets occasional flyers who just need to be there, will go for rock bottom price, and feel good to be on a plane no matter how horrible the experience is.
2. Premium economy is kind of the new flex. Moderate but not insignificant premium over the Tango price. Slightly better than current Y cabin. Most of us ought to be able to pay for it. If your company insists in Tango, shouldn't you consider changing jobs?
3. J class. Possibly/hopefully somewhat improved. Targeting a mix of VFFs willing to pay a reasonable premium or playing the upgrade roulette, and occasional flyers willing to pay through the nose.
Seems to me the issue was that with current cabin configuration, competing at the low end was not really feasible, and bleeding at the low end meant the entire business model was falling apart? So, new strategy: market segmentation.
May 19, 2014, 8:06 pm
#99
FlyerTalk Evangelist
Join Date: Oct 2011
Location: Anywhere I need to be.
Programs: OW Emerald, *A Gold, NEXUS, GE, ABTC/APEC, South Korea SES, eIACS, PP, Hyatt Diamond
Posts: 16,046
May 19, 2014, 10:17 pm
#100
FlyerTalk Evangelist
Join Date: Jun 2003
Location: YYC
Posts: 23,803
Smarter ones among them might learn that it's not necessarily a good idea anymore though.
If I were the employer, and given sardine class reality, I would change such a policy and use my liberal view to the hilt with employees.
May 21, 2014, 8:18 pm
#102
Join Date: Sep 2005
Location: YYC
Programs: AC SE100*1MM; Spire Ambassador
Posts: 1,341
Air Canada B777 fleet to go ten-across in economy
From Business Traveller today:
http://www.businesstraveller.com/new...oss-in-economy
Published: 21/05/2014 - Filed under: News »
When Air Canada announced its B777-300ER premium economy seating last year, the news drew widespread criticism from readers (see news comments, February 2013).
These five brand new, but high-density, 458-seater aircraft remained the only planes of their type in the Air Canada fleet.
Existing B777-300ERs and B777-200LRs were still configured two-class with the economy cabin remaining at nine-across.
Now comes news, via US industry publication the Runway Girl Network, that the airline has decided to reconfigure its entire B777 fleet with premium economy along with the tighter ten-across 3-4-3 economy seating
This is for two main reasons. Firstly, the move will harmonise seating standards across the carrier's B777 fleet.
Secondly, and perhaps more importantly, from Air Canada's viewpoint the tighter seating might cut its B777 unit costs per mission by as much as 21 per cent.
But reader feedback suggests that economy passengers may not like the tighter seating. While it is true that a ten-across layout may be tolerable on six-to-eight hour flights between the Canadian East Coast and Europe, it is unlikely to prove popular on the longer stages operated by the B777-200LR, such as Vancouver to Sydney across the Pacific, which takes 15hrs 35 mins non-stop.
But there's still ample time to sample the nine-across seating as Air Canada said the reconfiguration will take place between "late 2015 and continue throughout 2016".
aircanada.com
Alex McWhirter
http://www.businesstraveller.com/new...oss-in-economy
Published: 21/05/2014 - Filed under: News »
When Air Canada announced its B777-300ER premium economy seating last year, the news drew widespread criticism from readers (see news comments, February 2013).
These five brand new, but high-density, 458-seater aircraft remained the only planes of their type in the Air Canada fleet.
Existing B777-300ERs and B777-200LRs were still configured two-class with the economy cabin remaining at nine-across.
Now comes news, via US industry publication the Runway Girl Network, that the airline has decided to reconfigure its entire B777 fleet with premium economy along with the tighter ten-across 3-4-3 economy seating
This is for two main reasons. Firstly, the move will harmonise seating standards across the carrier's B777 fleet.
Secondly, and perhaps more importantly, from Air Canada's viewpoint the tighter seating might cut its B777 unit costs per mission by as much as 21 per cent.
But reader feedback suggests that economy passengers may not like the tighter seating. While it is true that a ten-across layout may be tolerable on six-to-eight hour flights between the Canadian East Coast and Europe, it is unlikely to prove popular on the longer stages operated by the B777-200LR, such as Vancouver to Sydney across the Pacific, which takes 15hrs 35 mins non-stop.
But there's still ample time to sample the nine-across seating as Air Canada said the reconfiguration will take place between "late 2015 and continue throughout 2016".
aircanada.com
Alex McWhirter
May 22, 2014, 8:49 am
#104
Flying Blue Director
Join Date: Jul 2006
Location: CDG/AMS
Posts: 1,864
Can't say for commercial reasons, but also hard to say with certainty if you remember the XM program in 2006.
May 22, 2014, 9:57 am
#105
Join Date: Aug 2010
Location: YVR
Programs: aeroplan Elite, Priority Club. HHonours
Posts: 314
Seems to me that AC could go some way to alleviating negative aspects of Y & PY seats by adding footrests. Anyone else have any thoughts on this ?