Same cabin, just different config (J16Y153 reconfigured to J12Y165).
https://www.aircanada.com/media/air-...fleet-upgrade/

Losing 1 row of J and adding 3 rows of Y...that's going to be cozy for sure...the Y seating will be as tight as the lavs.

At least with all of the MAX's going to Rogue it will make them easier to avoid (hopefully).

Have you seen the Rouge Max schedule - don't hold your breath that you'll be able to avoid them (obviously depending on where you live).

I am happy to finally be able to avoid the MAX or 787 on YOW-YVR, maybe except in the winter... The OG A321 struggles occasionally in the winter and require a tech stop at YYC/YEG.

Perhaps AC will deploy the sub variants strategically, and send only the sharklet and ACT (Apparently Rouge A321 have an extra ACT but I could be wrong) equipped ones for trans-con flights.

Adding *2 rows of Y for the 1 row of J.
16J153Y ---> 12J165Y

Comparing the Rouge 7M8 to the pre-reconfig WS cabins, which were 12J162Y and had 30" of legroom as standard, as well as three additional 34" preferred seating rows that AC will not have. https://www.aerolopa.com/ws-738

It's hard to imagine the Rouge 7M8s won't be at minimum 30", which is better than the mainline 29" 320s that are rumoured.

AC has emphasized that the Rouge Maxes will maintain the same interiors and recline (although the layout is tightened up a bit). From what I have read on the WS fleet, there may be some backtracking on how WS is refurbishing their 737's and has paused the conversion to the very tight configuration with no recline. Not sure if this is accurate but I suspect AC is going to emphasize the comfort advantage Rouge may have compared to WS if WS carries on with their original refurbishment plan (even though its not that comfortable).

Yeah a video of the 28" WS pitch has gone viral and is getting some media coverage. They've already "paused" conversions even before this video came out.

My point is more that I don't see how the Rouge 7M8s, when comparing it to the WS layout I linked above, will manage to have less preferred seating, functionally the same number of seats (the extra three seats on AC come from the lav positions) yet somehow have less pitch compared to the equivalent WS LOPA. And as someone who has dealt with the 28.8" Rouge 319s out of YOW for sun destinations the last few winters, I'd definitely consider a 30" 7M8 with IFE an upgrade. Unless they give us the Lynx fins again....

Aren't the Lynx FIN's being returned? I guess we'll know a bit more about the final Rouge number of FIN's with the fourth quarter results come out.

My understanding is the the WS "pause" was merely to avoid having planes out of the fleet during the busy Christmas-New Year period and were planned to resume shortly. However, given the PR disaster that has been generated - who knows. Change of course on seating means a cost strategy change at the highest level for WS for their fleet, so would be a big redirect.

As for AC and the MAX move to Rouge, it seems like it will be an improvement for Rouge compared to the Airbus fleet but will wait until real-world experiences confirm. Getting "Rouged" out of a different set of airports and routes will also be a factor.

If it's cheaper, people will book it, complain, and then make the same decision next time.

This is one of the opportunities though - yes people will often book cheaper, whatever they can do to save (although as my friends age I�m noticing quite a few more willing to pay for PE Int�l or even J domestic), but people also don�t know what they are buying.

If the cheapest flight/seat included one of the videos of WS pax sitting down, or some way for a person to reliably understand the size of the seat I would guess that a solid percentage of those folks would pay more for a bigger seat.

People buy flights months in advance with no real idea of what the seat will be, nevermind aircraft swaps, so it�s not a shock they complain when they realize how tiny the actually seat is.

I am seeing the same thing amongst my friend and peer group. Yes there continues to be a large group that buys simply based on price, but there is also an enlarging group that is choosing based on comfort and associated services. It's why we've seen the upgrade availability shrink and it is why there is a shift towards more of a premium footprint. Clearly, the airline(s) are using the abundant data they have to make these decisions on how they approach aircraft configuration and such. Clearly it is a balance, and watching WS potentially backtrack, may reflect getting the balance wrong. We'll see what happens with AC as the changes they are making are implemented.

Rouge 737 will be 12J 165Y.

Row 2/3 will have 37" pitch except row3 LH (3AC) which will have 38".
Row 12 remains as bulkhead preferred economy.
Row 13-20 with 29" pitch,
Row 21/22 with 38" as overwing exit.
Row 23 to 32 will be 30" pitch
Row 33 all the way to 38DEF (last row of RH) or 39ABC (last row of LH) will be 29"

Also note that like many other 737's, last few rows are narrower seats.
on row 36, only the outboard seats are narrower
on row 37 and 38LH center and outboard are narrower
on row 38 RH and 39 LH, they are even more narrower.

Row 20 (just in front of emergency exit) and row 21 (mid emergency exit) are no recline.


For reference, the current 737 have 38" J, 34" for preferred at row 13/14, 30" throughout Y, except row 31 and backwards are 29", with narrower seats at the back.

On the current layout of the MAX, Row 20 is the only place you will find me (especially to Hawaii).
Row 20 exit row reclines but 19 does not. What I seem to be reading here is that because of the extra row(s) in Y,
exit rows will then be 20 & 21, but NEITHER of them recline? or will the row behind the exit (22?) recline?

We will also be stuck on this beast next winter YYZ-ANU so want to find this out. I guess it will be better than being
on one of those evil little A319s.