777-300ER Club Suite Config: F8 J76 W40 Y130
Dec 7, 2019, 7:20 am
#1
Original Poster
Join Date: Aug 2015
Location: London
Programs: BA Gold, Eurostar Carte Blanche
Posts: 712
777-300ER Club Suite Config: F8 J76 W40 Y130
Spotted from a Facebook group. Appears to be on BA173 rotation to JFK from September.
Club Suite is long, but split over the front three cabins after first. Y goes 10 across as expected and F shrinks from 14 to 8.
Seems the 77W’s will inherit more of the high-J 747 network, so perhaps with the A350 3-class and 4-class configs taking some of the existing 77W network?
Club Suite is long, but split over the front three cabins after first. Y goes 10 across as expected and F shrinks from 14 to 8.
Seems the 77W’s will inherit more of the high-J 747 network, so perhaps with the A350 3-class and 4-class configs taking some of the existing 77W network?
Last edited by World Traveller Fuss; Dec 7, 2019 at 8:58 am
Dec 7, 2019, 9:35 am
#5
Join Date: Jun 2016
Location: London
Programs: BAEC Gold
Posts: 2,221
For routes like HND, HKG and SIN/SYD, I can’t help but think that there is going to be a gap between the 77Ws being reconfigured and the arrival of the 779. All of those routes would seem to require F, which rules out the A350. Also, the need for cargo capacity rules out the 78X as I’m sure it would be payload restricted on those longer routes.
Dec 7, 2019, 9:48 am
#6
Join Date: May 2007
Programs: BA Blue, EI Silver, Honours Gold, Marriott Gold
Posts: 1,209
For routes like HND, HKG and SIN/SYD, I can’t help but think that there is going to be a gap between the 77Ws being reconfigured and the arrival of the 779. All of those routes would seem to require F, which rules out the A350. Also, the need for cargo capacity rules out the 78X as I’m sure it would be payload restricted on those longer routes.
14F/56J/44W/183Y. My guess is that BA will oversell W and Y in the interim, if the 77W makes sense overall. W could be fertile ground for upgrades on SIN-SYD, for example. The other option would be 4 class 772s, but if cargo is important the 77W is a monster. For SIN and HKG they might decide to send two 77Ws instead of a 77W/A380 combination which would reign the F and J numbers back a bit. 173J between the 77w and A380 seems a heck of a lot for any destination served twice daily.
BA do have a lot of options, the later A350s might get the rumoured 4 class layout or routes might see F dropped. Sin-SYD could go A350, for example. Some routes will have to loose F as 3 class A350s come to replace the 4 class 747s. It won’t be many though - I don’t think any 777s are loosing F during the CS refit?
Dec 7, 2019, 10:03 am
#7
Join Date: Jan 2019
Programs: BA Exec Club
Posts: 955
You’re right, to a point. For reference the current layout is
14F/56J/44W/183Y. My guess is that BA will oversell W and Y in the interim, if the 77W makes sense overall. W could be fertile ground for upgrades on SIN-SYD, for example. The other option would be 4 class 772s, but if cargo is important the 77W is a monster. For SIN and HKG they might decide to send two 77Ws instead of a 77W/A380 combination which would reign the F and J numbers back a bit. 173J between the 77w and A380 seems a heck of a lot for any destination served twice daily.
BA do have a lot of options, the later A350s might get the rumoured 4 class layout or routes might see F dropped. Sin-SYD could go A350, for example. Some routes will have to loose F as 3 class A350s come to replace the 4 class 747s. It won’t be many though - I don’t think any 777s are loosing F during the CS refit?
14F/56J/44W/183Y. My guess is that BA will oversell W and Y in the interim, if the 77W makes sense overall. W could be fertile ground for upgrades on SIN-SYD, for example. The other option would be 4 class 772s, but if cargo is important the 77W is a monster. For SIN and HKG they might decide to send two 77Ws instead of a 77W/A380 combination which would reign the F and J numbers back a bit. 173J between the 77w and A380 seems a heck of a lot for any destination served twice daily.
BA do have a lot of options, the later A350s might get the rumoured 4 class layout or routes might see F dropped. Sin-SYD could go A350, for example. Some routes will have to loose F as 3 class A350s come to replace the 4 class 747s. It won’t be many though - I don’t think any 777s are loosing F during the CS refit?
Dec 7, 2019, 4:25 pm
#8
Join Date: Jun 2012
Posts: 3,383
Anyone got a pic of layout?
Wonder how it compares to NH's 8F 64J 24W 116Y. NH has F/J/W occupying front to 4th set of doors, Y is 10across
https://www.seatguru.com/airlines/AN...7-300ER_G.php#
UA doesn't have first, have 60J 24W 266Y, Y/W to 3rd set of doors
https://www.seatguru.com/airlines/Un...77-300ER_A.php
NH is/was the least density premium. UA is the highest density premium (due to Polaris seats, can cram more in same space). Want to compare
Wonder how it compares to NH's 8F 64J 24W 116Y. NH has F/J/W occupying front to 4th set of doors, Y is 10across
https://www.seatguru.com/airlines/AN...7-300ER_G.php#
UA doesn't have first, have 60J 24W 266Y, Y/W to 3rd set of doors
https://www.seatguru.com/airlines/Un...77-300ER_A.php
NH is/was the least density premium. UA is the highest density premium (due to Polaris seats, can cram more in same space). Want to compare
Last edited by paperwastage; Dec 8, 2019 at 1:19 pm
Dec 7, 2019, 4:49 pm
#9
Join Date: May 2007
Programs: BA Blue, EI Silver, Honours Gold, Marriott Gold
Posts: 1,209
https://pointmetotheplane.boardingar...d-suite-cabin/
Expertflyer has a seatmap for the 77W. 8F and 12J between doors 1&2, 40J between doors 2&3, 22J & 40W between 3&4, 130Y between doors 4&5. It’s not clear where the galleys and toilets are going to be from that map, but currently the galleys are at 2L/R and the toilets at 3L/R. I suspect the layout will remain broadly the same. This will almost certainly mean a lot of traffic in the aisles at mealtimes in the large middle cabin but the forward and rear sections will be fairly undisturbed, although meals might take a while to be delivered to the rearmost sections. Hand delivering the trays on these will be a nightmare. Especially on short overnights from the East Coast which is predicted to be the main role for the refitted 77Ws.
Dec 8, 2019, 1:20 pm
#11
Join Date: Jun 2012
Posts: 3,383
Well, I wanted to see the layout and how the seats were squeezed together between the different exit doors
NH is/was the least density premium heavy (only 212 seats on plane). UA is the highest density premium heavy (due to Polaris seats, can cram more in same space). Want to compare
NH is/was the least density premium heavy (only 212 seats on plane). UA is the highest density premium heavy (due to Polaris seats, can cram more in same space). Want to compare
Dec 8, 2019, 1:45 pm
#14
Join Date: Jun 2016
Location: London
Programs: BAEC Gold
Posts: 2,221
Well, I wanted to see the layout and how the seats were squeezed together between the different exit doors
NH is/was the least density premium heavy (only 212 seats on plane). UA is the highest density premium heavy (due to Polaris seats, can cram more in same space). Want to compare
NH is/was the least density premium heavy (only 212 seats on plane). UA is the highest density premium heavy (due to Polaris seats, can cram more in same space). Want to compare
Dec 8, 2019, 2:03 pm
#15
Join Date: Jun 2012
Posts: 3,383
One data point is to compare the number of seats between doors 2 and 3. NH has 44 seats, whilst BA has 42. Of course, toilet and galley positions will vary. Having flown NH, one of the things I dislike is that half of the window seats are not actually window seats, given how they offset alternating rows! Likewise, if you are travelling as a couple (heaven forbid!) centre seats are spaced apart. I think BA are onto a winner!
Same as BA, both NH&BA will take time to refresh their 77W to the new layouts