All Nippon Airways completed the fleet-wide rollout of its “The Room” business-class suite on 28 April 2026, when the twenty-second and final long-haul Boeing 777-300ER returned to revenue service from refit at Haneda. The milestone, confirmed by ANA in a brief operational statement the following morning, ends a six-and-a-half-year retrofit programme that began in August 2019 and was repeatedly extended by pandemic-era deferrals, supply-chain delays, and a 2023 industrial dispute at the Singapore facility doing the cabin installation.

For corporate travel managers and the executives they buy for, the practical effect is straightforward: there is no longer such a thing as a “bad 777-300ER” on ANA’s long-haul network. Every flagship widebody in the fleet now has the same forty-eight-suite business-class cabin, the same eight-seat first-class section, and the same revised soft product. The lottery on which aircraft pulls up to the gate is over.

It is worth stating plainly what the cabin is, because three years into routine service the product is still routinely misdescribed in the trade press. “The Room” is a business-class seat. ANA’s first-class product — the eight-seat “The Suite” at the front of the same aircraft — is a separate, more expensive cabin. The two are sometimes conflated because “The Room” is, in objective measurements, larger than the first-class cabins on most legacy U.S. and European carriers. At 38 inches wide at the seat pan, with a 78-inch bed, full sliding doors, and a 24-inch 4K monitor, “The Room” is the largest business-class suite currently in commercial service worldwide. It has held that distinction since its 2019 debut and, with Singapore Airlines having declined to install enclosed doors on its new A350-1000 business cabin and Qatar Airways’ Qsuite Next Gen still in design, will hold it through at least 2027.

The network as of May 2026

ANA’s long-haul 777-300ER fleet operates from two Tokyo airports — Narita (NRT) and Haneda (HND) — to ten North American and European destinations. With the fleet now uniform, the network breaks down as follows:

From Narita: daily service to New York JFK (NH110/NH109), Washington Dulles (NH102/NH101), Chicago O’Hare (NH112/NH111 — note the new flight number, see below), San Francisco (NH8/NH7), London Heathrow (NH211/NH212), and Frankfurt (NH223/NH224). The Houston Intercontinental and Los Angeles International routes are operated by a mix of 777-300ER and 787-9, and will be entirely 777-300ER from 1 August 2026.

From Haneda: daily service to JFK (NH108/NH109), LHR (NH211/NH212 — same flight numbers as the Narita pair, different routings), and FRA (NH223/NH224). The HND-IAD route, NH112, was the most recent addition to the Haneda long-haul map and has been operating since October 2024.

For corporate travel programmes with significant Tokyo volume, the meaningful change is that Haneda capacity has now caught up with Narita on the premium-cabin side. Two years ago, a U.S. executive flying ANA from a Mid-Atlantic city had a meaningful preference for Narita on the outbound because the Haneda widebodies had not all been retrofitted; today that preference is gone, and Haneda’s proximity to central Tokyo — roughly thirty minutes by Limousine Bus versus seventy-five minutes from Narita — argues straightforwardly for the Haneda routing.

The hard product

The seat itself is built by Jamco Aerospace, the Japanese cabin-interiors manufacturer, in a 1-2-1 configuration. There are forty-eight suites in the cabin, arranged in twelve rows. The footprint of each suite is approximately fifty-six square feet, of which the seat-and-bed assembly occupies about thirty-eight square feet and the entry vestibule and storage area the remainder.

The seat is 38 inches wide at the seat pan — this is the headline measurement and the basis for the “world’s largest business class” claim. By comparison, Qatar’s Qsuite is 21.5 inches wide, Singapore’s new A350-1000 business class is 25 inches, and Delta’s One Suite is 19 inches. The bed is 78 inches long; passengers up to about 6’4” can stretch out fully without diagonal sleeping. The mattress topper, introduced in October 2023 and revised again in November 2025, is a 3-inch dual-density foam with a quilted cotton cover.

Sliding doors are full-height — 52 inches from the floor — and lock from the inside. This is operationally meaningful: cabin crew cannot, and do not, intrude on a closed suite without first knocking and waiting. The privacy is closer to first class on most carriers than to business.

Other hard-product details worth flagging for travel managers writing policy:

  • The 24-inch 4K OLED monitor is the largest in any business-class cabin, second across all commercial cabins only to Singapore’s 32-inch A350-1000 First Class screen.
  • Each suite has a personal storage compartment, a coat hook, two reading lights, a fold-out side table for working, and a wireless phone charger.
  • The standard outlet is a universal AC socket plus two USB-C ports at 60W; USB-A is no longer fitted on the post-November 2024 refit standard, which is now installed across the entire fleet.
  • A small (12-inch) “companion seat” is provided opposite the main seat in each suite — appropriate for shared meals between travelers seated in adjacent suites whose dividers have been retracted. Only the centre suites (paired D-G across the aisle) offer the retractable divider for couples or colleagues traveling together.

The cabin has no double-bed configuration, which is the only meaningful regression versus the older paired-stagger product. ANA confirmed at its 19 April 2026 financial-year-end press conference that a future product refresh, not expected before 2029, will likely include a “couples” sub-product on a portion of the cabin.

The soft product, updated

The cabin service was substantively reworked in April 2026, and corporate travel managers should know what changed.

Dining moved to an à la carte menu — branded “The Connoisseurs” — effective 1 April 2026, replacing the previous fixed multi-course Japanese and Western options. The new menu offers six main courses, three of them Japanese (including a kaiseki-style assembly that the carrier developed with Tokyo restaurant Ryugin, which retains three Michelin stars), and three Western, including a sous-vide short rib developed with chef Yannick Alléno. Passengers can order any course at any time during the flight, in any order. ANA’s chief executive Shinichi Inoue said on the 19 April call that the change reflects “what we observed corporate travelers were doing anyway — eating once, working for several hours, then sleeping or eating again before arrival.”

Wi-Fi became complimentary for all business-class passengers on “The Room”-equipped flights from 15 April 2026, eliminating the previous tiered pricing structure that charged $19.95 for a streaming-grade pass on transpacific routes. The change brings ANA into line with Singapore Airlines, Qatar Airways, and Emirates, all of which offer complimentary business-class connectivity. For corporate travel policies that require productive connectivity on long-haul legs, the change makes ANA materially more compliant.

Pre-departure dining at the Haneda Suite Lounge reopened in December 2025 after a nine-month refurbishment, with a larger à la carte dining room (seating ninety, up from sixty), an expanded sake selection developed with Tokyo retailer Hasegawa Saketen, and — for first-class passengers and Star Alliance Gold passengers traveling in first — an on-call private dining room with a six-seat counter. Business-class passengers access the standard Suite Lounge dining room, which has been redecorated but operates the same buffet-plus-made-to-order model as before.

The Narita ANA Suite Lounge is currently scheduled for an analogous refurbishment beginning January 2027.

Bedding has not changed since the November 2025 update: a turn-down service with a Tempur-branded pillow, a quilted mattress topper, and a fitted sheet replaces the older “blanket on top of the seat” approach. Crew offer the turn-down on request immediately after the dinner service. Pyjamas, sized XS through XXL, are offered to every passenger on flights over ten hours and to first-class passengers on every flight.

The Star Alliance picture

For U.S.- and Europe-based corporate travelers without an ANA Mileage Club balance, the most relevant question about “The Room” is partner-award accessibility. Here the news is comparatively good.

ANA continues to release saver-level business-class award space to Star Alliance partners on the same inventory bucket as its other business cabins, and has not — contrary to a persistent rumour in the 2024-25 award-travel press — created a separate, higher-priced “premium business” bucket for “The Room.” A business-class saver seat is a business-class saver seat, regardless of which 777-300ER subfleet operates the flight.

Pricing through partner programmes as of early May 2026, for a one-way business-class redemption Tokyo to U.S. mainland:

  • United MileagePlus: 88,000 miles, no fuel surcharges, modest taxes
  • Air Canada Aeroplan: 87,500 miles plus approximately CA$165 in carrier-imposed surcharges
  • Avianca LifeMiles: 78,000 miles, no fuel surcharges, the lowest cash co-pay of the major partners
  • Turkish Miles&Smiles: 67,500 miles, no fuel surcharges, but with persistent availability issues
  • Singapore KrisFlyer: 92,000 miles (not a partner sweet spot)

Availability has tightened modestly since the rollout completed, because the all-Room fleet has fewer total business-class seats per departure than the mixed fleet did. Where a 777-300ER previously offered sixty-four business-class seats in the older configuration, “The Room” offers forty-eight. Across twenty-two aircraft operating roughly thirty-five daily long-haul departures, the carrier has roughly 350 fewer business-class seats per day than it did before the retrofit programme began. That capacity reduction is the dominant reason that paid business-class fares on ANA’s transpacific routes are up approximately 22 percent year-over-year, according to ARC data shared with Business Travel Today by a corporate travel management company on 30 April 2026.

ANA Mileage Club’s own redemption — the carrier’s loyalty programme — prices a regular-season round-trip Tokyo to U.S. mainland at 85,000 miles in business, but is bookable only round-trip and only on ANA-operated flights. For travelers based in North America who accumulate Mileage Club miles through credit-card transfers (American Express Membership Rewards transfers 1:1 to ANA at a published rate), the round-trip restriction is more annoying than substantive — most premium-cabin travel is round-trip anyway — but the inability to book one-way limits flexibility for itineraries that involve open-jaw segments or partner-carrier returns.

For corporate accounts with negotiated discounts on ANA paid fares, the Diamond Service Member tier of ANA Mileage Club continues to offer the most consistent upgrade-clearance rates of any Asia-based loyalty programme. A Diamond member with a flexible business-class fare clears to “The Suite” first-class cabin on approximately 38 percent of attempts, per ANA’s own published data — a rate that, while down from a peak of 51 percent in 2022, remains substantially above any U.S. or European carrier’s analogous upgrade-clearance rate.

What it means for travel managers

The fleet-wide completion of “The Room” does three things to ANA’s competitive position on the transpacific.

It widens the premium-cabin gap with United, the only U.S. carrier that operates Tokyo direct service from multiple hubs. United’s Polaris business class — the carrier’s current long-haul business product — is a 23-inch-wide seat with no doors and a 16-inch monitor. It is not, by any meaningful product comparison, in the same competitive tier as “The Room.” For corporate accounts whose travelers are sensitive to product quality, ANA has had the better business-class product on the joint-venture network for several years; the difference now is that ANA has the better product on every flight, not most flights.

It narrows the gap with Japan Airlines, ANA’s only domestic competitor on the transpacific. JAL’s “A350-1000 Class J” business class, introduced on the carrier’s flagship A350-1000 routes from late 2023, is a comparable enclosed-door product at 25 inches wide with a 24-inch monitor. JAL has the newer cabin overall — the A350-1000s are 2023-built aircraft, versus ANA’s 777-300ERs which range from 2010 to 2015 build dates — and a more modern airframe. But the seat itself remains smaller than “The Room,” and JAL has only seven A350-1000s in service as of May 2026, against ANA’s twenty-two retrofitted 777-300ERs. JAL’s product is better on the routes it operates; ANA’s product is on more routes.

It complicates the case for first-class travel on ANA. “The Suite,” ANA’s first-class cabin, is meaningfully more expensive than “The Room” in both cash and miles (Aeroplan, for example, prices first-class Tokyo to U.S. mainland at 165,000 miles, against 87,500 for business), and offers a larger seat, a 43-inch monitor, and an enclosed two-room cabin including a separate dining space. But the marginal product upgrade — from a 38-inch suite with a door to a more elaborate but functionally similar suite — is the smallest premium-to-business gap of any major carrier currently operating a first-class cabin. For corporate travel programmes with first-class policies (a small but non-zero share of large U.S. clients), the question of whether to permit “The Suite” when “The Room” is available is increasingly hard to answer in the affirmative.

Operational notes for May through August 2026

A few schedule items that travel managers should plan around:

NH112 from Haneda to Washington Dulles shifted to a 3:35 p.m. local arrival on 26 March 2026, replacing the previous 2:55 a.m. arrival. The new arrival time makes same-day onward connections into the Mid-Atlantic — including United Express service to Richmond, Charlottesville, and the Pittsburgh hub — viable for the first time on this routing. The outbound NH111 from IAD continues to depart at 10:45 a.m.

The Chicago O’Hare flight number changed from NH112/NH111 to a new pairing — NH112 from NRT to ORD, NH111 from ORD to NRT — effective 1 May 2026. The earlier shared flight numbers with the IAD routing had caused persistent confusion in GDS displays.

Houston Intercontinental and Los Angeles International remain on mixed fleet through 31 July 2026, with the 777-300ER (Room) on approximately two-thirds of operations and the 787-9 (Staggered) on the remainder. From 1 August, both routes operate with the 777-300ER exclusively. Corporate accounts whose policies specify “premium-cabin seat with door” should expect ANA’s compliance rate on those two routes to reach 100 percent at that point.

San Francisco continues on the 777-300ER exclusively and has been all-Room since November 2025.

The medium-term outlook

ANA has not, in any recent disclosure, indicated when the 777-300ER fleet — now thirteen to sixteen years old — will be replaced. The carrier’s order book includes twenty Boeing 777-9s, originally due for first delivery in 2020 but now expected in late 2027 at the earliest, with the bulk of deliveries running into the early 2030s. The 777-9 cabins, when they arrive, will house a successor to “The Room” — internally designated “Project Hospitality” — which ANA has acknowledged but not detailed. Inoue, the chief executive, told the 19 April briefing that the carrier has “no plan to remove ‘The Room’ aircraft from service before the 777-9s are operating in numbers,” which the trade press read as a soft commitment that “The Room” will be the front-of-cabin business product through at least 2030.

For corporate travel programmes with five-year horizons, the practical implication is that the product purchased today will be the product flying through the end of the decade. The capacity constraint — forty-eight business-class seats per 777-300ER, against the sixty-four of the old layout — will continue to support paid-fare yields and tighten partner-award availability through that period. Travelers booking 2027 and 2028 corporate travel on the route should expect business-class cash fares to continue rising in the mid-single-digit percentages year-over-year, against a broader transpacific market that is approximately flat.

The Room is, in plain language, the best business-class suite in the world, and as of last week it is the only business-class suite ANA operates on its long-haul network. Whether the corporate buyer cares depends mostly on how much corporate flying goes through Tokyo. For programmes with meaningful Japan volume — and there are more of those, post-2020, than there used to be — the answer for the next several years has been clarified: book ANA, book Haneda where the routing allows, and stop worrying about the aircraft type.