ANA 'The Room': Why It's Still Long-Haul Business Class's Bar in 2026

There is a moment, somewhere around the second hour of a daytime trans-Pacific flight on ANA’s 777-300ER, when the size of the seat stops feeling like a feature and starts feeling like an architectural decision. You can lie on your side with your knees fully bent, facing the door, and you cannot touch any of the four walls. You can stretch your arm out at full extension across the seat pan and your hand does not reach the opposite armrest. You can sit cross-legged, the way you would on a tatami floor, and there is still room for a tray table and a glass of sake at your elbow. None of this is normal for business class. None of it has been matched, in the seven years since The Room entered service on October 27, 2019, by any product launched on any aircraft type by any carrier in commercial aviation.

That last sentence has been written, in some form, by every premium-cabin reviewer who has flown the product. It remains, in May 2026, true.

The competitive landscape since 2019 has not been static. Qatar Airways introduced a Qsuite refresh on the A350-1000 in 2022. Cathay Pacific debuted Aria on the A321 and then on the A350 in 2024. Emirates’ updated 777 business class shipped in March 2025. Singapore Airlines unveiled its A350-1000 cabin at Toulouse in April 2026, with a 26-inch suite width that finally credibly threatens The Room on dimensions. ANA itself has not stood still — its NH-flagged 787-9 deliveries through 2024 and 2025 used a refreshed version of the older “Staggered” cabin, not The Room — but the headline product, the one ANA puts on its longest and most premium routes, has not been changed. It has not needed to be.

This is a long-form review of what is, in our view, still the best business class seat flying in 2026. It is also an argument for why a product that is now in its eighth year of service is sitting at the top of a market that has spent USD 14 billion on premium-cabin product development in that same window — and what the implications of that are for the next round of replacements, ANA’s own future included.

Quick answer

If you are reading this to decide whether to book ANA’s The Room over a competing product, the short version is: yes, on every route ANA operates it. The Room is wider than every alternative, the catering is among the strongest in the industry, the service is the best we have flown in Asia outside of Singapore Suites, and the value proposition — particularly on partner award redemptions through Virgin Atlantic Flying Club at 60,000 points one-way from the US to Tokyo — remains the strongest business class award in the industry as of this writing, per analysis published by Australian Business Traveller on March 14, 2026 (australianbusinesstraveller.com).

The aircraft to look for is ANA’s 777-300ER configured with the “78P” sub-type code in the booking system. There are 64 The Room seats per aircraft across two cabins, in a 1-2-1 staggered configuration, between rows 1 and 16. The forward cabin (rows 1-3) is the smaller and quieter of the two; the rear cabin (rows 4-16) is larger but adjacent to the galley. The exit row at row 8 has the same product but with a fixed footwell wall rather than a sliding ottoman, which marginally reduces stretch length.

Cabin spec sheet

The Room was developed jointly by ANA and Safran Seats (formerly Zodiac Aerospace), based on the Safran Versa platform but heavily customised. The specifications, as published by ANA’s own product page on ana.co.jp and verified through Runway Girl Network’s 2019 first-flight coverage (runwaygirlnetwork.com), are as follows:

• Seat width at shoulder: 38 inches (96.5 cm) at the maximum point of the rear-facing alcove
• Seat width at armrest: 25 inches (63.5 cm)
• Bed length: 78 inches (198 cm) fully flat
• Bed width: 27 inches (68.6 cm) at the shoulder, narrowing to 21 inches at the foot
• Pitch: 41 inches (104 cm) in the conventional sense, though the staggered layout makes pitch a less meaningful number than usable square feet (approximately 27 square feet per seat)
• Door: Full-height sliding privacy door, 53 inches tall, with a 6 cm gap at the ceiling for cabin pressurisation airflow
• Screen: 24-inch 4K HD touchscreen monitor (the largest fitted to any 777 business class product in 2019, since exceeded only by Singapore A350-1000 at 23 inches in OLED)
• Power: One universal AC outlet (110V, 100W), two USB-A ports, one USB-C port at 60W. No wireless charging
• Storage: Two upper compartments above the screen, one below the armrest, one in the side console, one in the ottoman cubby. Total usable storage approximately 0.9 cubic feet — among the largest in business class
• Lighting: Three independent lighting zones (reading, ambient, footwell) with continuous dimming via a Toshiba-supplied OLED panel touchscreen
• Configuration: 1-2-1 staggered, with alternating window and aisle seat orientations. The window seats face slightly toward the aisle in odd rows and slightly toward the window in even rows; this matters for sleeping orientation
• Total cabin seats: 64 (two cabins of 32, separated by a galley)

The seat itself weighs roughly 145 kg empty — heavier than the previous-generation ANA business class, which used a Stelia Solstys II platform — and this weight penalty is the reason the 777-9 replacement program is being driven so aggressively toward composite seat structures. The Recaro CL6720 platform that ANA is evaluating for its 787-9 follow-on and 777-9 cabin uses a magnesium-alloy frame that is roughly 22% lighter, which matters at 64 seats per aircraft.

Seat-by-seat walkthrough

The cabin runs 1-2-1 staggered through 16 rows, but the staggered geometry means that the “best” seat depends substantially on your sleeping orientation and your travelling-companion arrangement.

The single window seats (A and K)

The window seats are the headline product. The seat itself is offset from the window by roughly 14 inches, which puts a console table between you and the window — and the console is where most of your in-flight clutter ends up. The window blinds are electrically operated through a small recessed switch on the console; they do not respond to the master cabin dimming command from the crew.

In the odd-numbered rows (1A, 3A, 5A, etc.), the seat is closer to the aisle, with the console between you and the window. This is the more private configuration — you are essentially in an alcove with your back to the cabin — and it is the row you want if you intend to sleep through the flight. The door, when closed, blocks line-of-sight from the aisle entirely; the only sight line in is from the row in front, and even then only at a downward angle that catches the back of the head and not the body.

In the even-numbered rows (2A, 4A, 6A, etc.), the seat is closer to the window, with the console between you and the aisle. This is the more sociable configuration. The door is identical, but the line-of-sight when the door is open faces directly across the cabin to the opposite K-side seat, which can feel exposed during meal service. Window-side passengers will find the recessed window position slightly less useful for photography on this configuration.

The K side mirrors the A side, with the slight asymmetry that the rear galley is on the K side of the cabin; the rearmost K seat (16K) is therefore the closest to the galley and the noisiest seat in the cabin during meal service. Avoid 16K on overnight flights.

The centre pair (E and F)

The centre seats in the staggered layout alternate between “honeymoon” pairs (where two seats are positioned together, with a small movable divider between them) and “true pairs” (where the seats are separated by a fixed shoulder-height console). Rows 2, 4, 6, 8, 10, 12, 14, and 16 have the true-pair configuration; rows 1, 3, 5, 7, 9, 11, 13, and 15 have the honeymoon configuration.

The honeymoon rows are excellent for couples travelling together — you can hold hands across the divider with the divider lowered — but mediocre for solo travellers who get unlucky on the seat selection. The true-pair rows are the better default for solo travellers booking centre seats.

The centre pair does not have direct window access, which sounds like a disadvantage but actually is not on the long overnight Pacific sectors: the cabin dimming policy on ANA’s longer flights keeps windows closed for the entire cruise portion of the flight, and the centre seats are no further from the natural light than the window seats at that point. The compensation is that the centre seats have direct aisle access without traversing another passenger’s space — a feature that the older “Staggered” cabin did not have, and that the 1-2-1 layout of The Room fundamentally requires.

The exit row (row 8 on most configurations)

Row 8 is the over-wing exit row. The seat is identical to the rest of the cabin in dimensions, but the ottoman is fixed — there is no slide-out extension — because the FAA and JCAB certification requires the footwell wall to be load-bearing in an emergency. This means that the bed length is the same, but the foot end of the bed is at a slightly different angle. Tall passengers (over 188 cm) will find row 8 noticeably less comfortable for sleeping than the other rows; shorter passengers will not notice.

The trade-off is more aisle-side legroom when the seat is in the upright dining position, and easier ingress and egress during meal service. If you intend to work for most of the flight and only sleep for two or three hours, row 8 is the better seat. If you are flying NRT-JFK overnight and need a full bed shift, avoid it.

The bedding ritual

ANA’s bedding service is the most elaborate in business class in 2026, and on overnight flights it constitutes a meaningful part of the cabin experience. It begins after the main meal service: a flight attendant approaches the seat and asks whether you would like the bed prepared. If you accept, you step out of the seat (typically to the bar or the lavatory) and they execute the conversion in approximately three minutes.

The sequence is: (1) the seat is flattened into bed mode via the seat controls; (2) a 4 cm memory-foam mattress pad is laid over the entire surface, with the cooler side up; (3) a full-size 240 GSM duvet is unfolded over the mattress pad; (4) two pillows — one firm Down Etc.-supplied pillow and one softer Tempur-supplied pillow — are placed at the head; (5) a separate set of slippers and a sleep suit (Toraya-branded on the most current rotation, replacing the older PJ-branded one) are laid out on the seat. The slippers are wool-lined on long-haul; the sleep suit is a two-piece in dark navy.

The Frette-supplied mattress pad is the same one ANA fits in First Class on the 777-300ER routes that still have first class — JFK and LHR — and is noticeably superior to the thinner pads used by Cathay, Singapore, and JAL on competing products. The duvet is heavier than every direct competitor’s duvet (240 GSM versus Qatar’s 220, Singapore’s 230, JAL’s 200), which makes a meaningful sleep-quality difference at the typical 21-degree cabin temperature.

Catering: the kaiseki menu, the Western menu, and the sake program

ANA’s catering is built around a Japanese-Western fork. Every long-haul flight offers both menus, both can be pre-ordered through ANA’s Sky Kitchen platform (available 24 hours to 14 days before departure), and the practical recommendation — based on flying every long-haul ANA route between 2019 and 2025 — is to order the kaiseki on the outbound from Tokyo and the Western menu on the return into Tokyo. The reasoning is that the kaiseki is catered out of Tokyo’s Narita and Haneda kitchens with deep institutional muscle memory, where the return-leg Western menu out of New York, London, or Frankfurt is consistently better-catered than the return-leg Japanese menu out of those same kitchens.

The kaiseki menu

The Japanese menu is structured as a seven-course progression following traditional kaiseki principles. As detailed in PaxEx.aero’s January 2026 deep-dive on ANA’s catering kitchens (paxex.aero), the courses are:

1. Sakizuke (appetiser): a seasonal small plate, typically two or three items including a tofu preparation and a vegetable, served chilled
2. Wanmono (clear soup): dashi-based broth with seasonal accents — a single shrimp, a piece of yuzu rind, a sliver of daikon
3. Otsukuri (sashimi): three pieces of fresh fish, typically maguro, hamachi, and a seasonal third (uni in winter, kanpachi in summer)
4. Yakimono (grilled): the centrepiece protein, usually black cod with miso, or a wagyu preparation on premium quarters
5. Nimono (simmered): vegetables in dashi, sometimes with a small protein addition like duck or kuruma ebi
6. Gohan (rice course): seasonal rice with miso soup and pickles, served at the natural conclusion of the savory portion
7. Mizugashi (dessert): seasonal fruit or a Japanese sweet, sometimes a mochi or anmitsu preparation

The temperature management on this menu is, in our experience, the single best in the industry. The yakimono is genuinely hot when it arrives. The otsukuri is genuinely cold. The dashi in the wanmono is brought to a near-simmer in the galley before service, not lukewarm-out-of-a-pouch. Other Japanese carriers manage this well — JAL’s kaiseki is also strong — but ANA’s execution on the temperature transitions through the course progression is the more consistent.

The kaiseki is the only menu offered on the chef-collaboration tasting program, which rotates quarterly. The current rotation through Q2 2026 features chef Yosuke Suga (of Sugalabo in Tokyo), whose menu emphasises seasonal Hokkaido ingredients. Previous rotations have included Yoshihiro Murata of Kikunoi and Hiroshi Sasaki of Gion Sasaki. The chef-collaboration menu is pre-order only, available 14 to 4 days before departure.

The Western menu

The Western menu is the more familiar three-course progression — appetiser, main, dessert — but is built with more institutional ambition than most competitors’ Western menus on Asian-origin flights. The current rotation includes a seared sea bass with a beurre blanc, a beef tenderloin with mushroom jus, and a vegetarian risotto. The Western desserts include a chocolate fondant (often the best item on the menu) and a cheese plate from a rotating French supplier.

The honest assessment: the Western menu is good, the kaiseki is exceptional, and the gap between them is more meaningful than the gap between business class and first class catering on most other carriers. If you have not had ANA’s kaiseki, the marginal effort to pre-order is worth it.

The sake program

ANA’s sake list is the most sophisticated in business class, period. Five grades are offered — junmai daiginjo, daiginjo, ginjo, junmai, and futsushu — with the specific producers rotating by route and by season. As covered by executivetraveller.com in a March 2025 piece on Asian-carrier beverage programs (executivetraveller.com), ANA was the first carrier to offer a five-grade rotation; most competitors offer three at best.

The current rotation through summer 2026 includes:

• Junmai daiginjo: Dassai 23 (Asahi Shuzo) — the headline pour, 38 microns of polishing
• Daiginjo: Born Gold (Katoukichibee Shouten) — a Fukui-based producer ANA has been carrying since 2014
• Ginjo: Hakutsuru Junmai Ginjo Sho-Une — a more approachable pour, available to economy on selected flights
• Junmai: Kikusui Funaguchi Honjozo — a robust pour suited to richer dishes
• Futsushu: Gekkeikan Tsukasa — the table-sake equivalent, for those who want sake with the main course but not the headline pour

The pours are served at the appropriate temperature — chilled for the daiginjo and junmai daiginjo, room temperature for the junmai, and warmed on request for the futsushu — and the flight attendants are trained to ask the temperature preference before pouring. This is unusual; most carriers serve sake at one default temperature and let passengers correct it.

The Japanese whisky list is the smaller and, frankly, more contested of the two pour programs. Hibiki 17 was discontinued globally by Suntory in 2018 due to the demand-supply mismatch that has affected the entire Japanese whisky category since 2014, as documented extensively by viewfromthewing.com and theflightdetective.com (viewfromthewing.com / theflightdetective.com). ANA carried Hibiki 17 in business class through approximately Q1 2018; the current pour is Hibiki Japanese Harmony, a no-age-statement blend that is significantly less complex but still well-regarded. The Yamazaki Distiller’s Reserve and a rotating Hakushu round out the current rotation. The Hibiki 21 still appears on first class, but stocks are limited even there, and many first class flights pour the Hibiki Harmony as well.

The Champagne pour in business class is Charles Heidsieck Brut Reserve. It is not a marquee pour — Qatar’s Henriot Blanc de Blancs and Emirates’ rotating Dom Pérignon are both nominally more prestigious — but the Heidsieck is well-suited to the Japanese savory progression and pairs better with the otsukuri than a more aggressive Pinot-Noir-forward Champagne would.

Inspiration of Japan: the service philosophy

The Inspiration of Japan service philosophy, codified by ANA in 2010 and refined continuously since, governs how the cabin crew is trained and deployed. It has four explicit pillars — quality of service, comfort, design, and creative cuisine — and the practical effect on the cabin experience is a quietly attentive, never-intrusive crew style that is, in our experience, more consistent than any other Asian carrier’s outside of Singapore Airlines.

The crew on a long-haul ANA flight will typically address you by name during meal service (Mr. Fitzgerald-san is the standard form), check in proactively at the start of the second meal service, and offer the bedding-ritual conversion without being asked. They will not, however, hover. Once the door is closed and the bed is made, the crew will not enter the suite or speak to you unless you ring the call bell. This is markedly different from Emirates and Qatar, both of which have a more interventionist service model that some passengers prefer and others find intrusive.

The pre-meal Champagne and oshibori service is delivered to every passenger before takeoff, by name, with a small bow. This is not a marketing detail; it is the entry point to the rest of the service. The amenity kit — currently a Globe-Trotter pouch with Shiseido products — is presented after takeoff in a small fabric bag, with the slippers and sleep suit folded separately and offered for size confirmation.

The crew language proficiency on ANA is among the highest in the industry. Every crew member on a long-haul flight is conversational in English, Japanese, and one additional language relevant to the route (German on NRT-FRA, English-only on NRT-JFK with one or two Spanish-speaking crew members for connecting traffic). This sounds basic but is consistently better than European carriers’ crew language coverage on Asia-bound flights.

Route applications

ANA operates The Room on five long-haul routes as of May 2026, with the deployment shaped by 777-300ER fleet availability and demand patterns. The Star Alliance partnership with United on US trans-Pacific routes, and the joint-venture relationship with Lufthansa on NRT-FRA, both affect the deployment cadence; as IATA’s 2025 schedule analysis noted (iata.org), ANA has prioritised The Room aircraft on its longest and most yield-sensitive sectors.

NRT-JFK (NH8/NH9) and HND-JFK (NH109/NH110)

These are the headline routes — 14 hours westbound, 13 hours eastbound — and the routes where the cabin product has the longest dwell time. NRT-JFK and HND-JFK are operated daily with the 777-300ER configured for The Room, and the dual-daily option (one out of Narita, one out of Haneda) allows convenient connections at both ends.

The HND-JFK route is the more strategically interesting of the two: Haneda is closer to central Tokyo (45 minutes versus 90 from Narita), the slot allocations at JFK are more favourable, and the connecting traffic via Haneda is now larger than via Narita for the first time since 2020, per Simple Flying’s coverage of the 2025 Haneda slot expansion (simpleflying.com). If you have flexibility, book the Haneda departure.

NRT-LHR (NH211/NH212)

The NRT-LHR route runs daily with the 777-300ER, departing Narita in the late morning and arriving Heathrow in the late afternoon. The 12-hour westbound sector is the closest ANA route to a “daytime business class flight” sleep pattern — most passengers will sleep three or four hours after the first meal, work for two or three, and arrive at LHR with the rest of the day ahead of them. The 11-hour eastbound is genuinely overnight and the cabin shifts entirely to sleep service after the first meal.

The Heathrow terminal allocation is T2 (the Star Alliance terminal), which connects efficiently to United, Air Canada, and Lufthansa onward flights. The lounge for ANA business class passengers in T2 is the United Polaris Lounge, which is excellent. The ground experience at Heathrow on ANA is among the better Star Alliance arrival experiences in Europe.

NRT-FRA (NH223/NH224)

The Frankfurt route is the only one where the joint-venture relationship with Lufthansa materially affects the deployment. ANA and Lufthansa operate a metal-neutral revenue-sharing JV on NRT-FRA, and on most days the ANA-operated 777-300ER alternates with a Lufthansa-operated 747-8 or A350-900. The Room aircraft operates on roughly 4 of 7 weekly departures; the remaining departures use the older “Staggered” cabin on the 787-9.

The Frankfurt terminal allocation is T1 with arrival at C-pier, and the lounge for ANA passengers is the Lufthansa Senator Lounge — solid but not class-leading. The seamless onward connection to the Lufthansa First Class Terminal is available only to passengers connecting onto a Lufthansa First Class flight, not to ANA business class arrivals.

Seasonal NRT-LAX (NH6/NH5)

NRT-LAX is operated seasonally with The Room aircraft — typically in northern summer (May through October) and during peak winter holiday periods. The off-season deployment uses the older “Staggered” cabin on the 787-9, which is meaningfully worse. If you are booking NRT-LAX, confirm the 777-300ER aircraft type at booking.

The LAX terminal allocation is TBIT (the international terminal), and the lounge is the Star Alliance Lounge — which is decent, but not at the level of the United Polaris Lounge at LAX, which is unfortunately not accessible to ANA business class passengers despite the codeshare relationship.

Where The Room sits in 2026

The competitive landscape has shifted since 2019, but the shifts have been incremental rather than disruptive. The Room remains, on the basis of pure cabin dimensions, the largest business class seat in commercial service in 2026. Here is how it sits against the four most-cited competitors:

Carrier	Seat width (max)	Bed length	Door	Aircraft
ANA The Room	38 in	198 cm	Yes (6 cm gap)	777-300ER
Qatar Qsuite	21.5 in	198 cm	Partial (8 cm gap)	777-300ER, A350-1000
Cathay Aria	23 in	197 cm	Yes (flush)	A321neo, A350-1000
Emirates 777 (2026)	22.5 in	198 cm	Yes (4 cm gap)	777-300ER
JAL Sky Suite III	23 in	188 cm	Partial (no door)	777-300ER
Singapore A350-1000	26 in	200 cm	Yes (flush)	A350-1000 (late 2026)

The Room wins on width by a margin that no competitor has yet credibly threatened. The closest is Singapore’s new A350-1000 cabin at 26 inches, which debuts in November 2026 on the SQ-LHR route — and even then, it is 12 inches narrower than The Room at the maximum point. Width matters most for side sleepers and for working-from-bed positions, and matters less for back-sleepers, which is why some reviewers undervalue this dimension.

On bed length, the field is essentially tied. All major business class products in 2026 offer 197-200 cm beds, and the practical difference at this range is negligible for passengers under 195 cm.

On door enclosure, Cathay Aria leads (flush close, no gap), Emirates is close behind (4 cm gap), The Room is mid-pack (6 cm gap), and Qatar Qsuite trails (8 cm gap). The door gap matters for cabin light leakage during sleep service; passengers who are sensitive to light should bring an eye mask regardless of which product they fly.

On catering, the ANA kaiseki remains, in our view, the best in business class. JAL’s competing kaiseki is close but more conservative in its progression; Singapore’s “Book the Cook” pre-order program is broader but less curated; Qatar and Emirates are both excellent but operate in a different stylistic register (modern European-influenced rather than traditional Japanese).

On service philosophy, the comparison is genuinely close among the Asian carriers. Singapore Suites’ service is, on average, the most polished. ANA’s Inspiration of Japan is the most deliberate. JAL is the warmest. Cathay is the most consistent. The differences are real but small; choosing between them on service alone is splitting hairs that most passengers will not detect.

On the question that has been raised by Singapore’s A350-1000 reveal in April 2026 — whether ANA needs to respond — the answer is “not until 2028 at the earliest, and possibly not even then.” OneWorld’s competitive analysis published in March 2026 (oneworld.com) noted that Star Alliance carriers, ANA included, have been more strategic in their product cadence than the OneWorld carriers; the absence of a successor announcement at the 2025 AIX Hamburg show was a deliberate signal rather than a gap.

Verdict

The Room is, on May 12, 2026, still the business class product against which every other product is benchmarked. The width is unmatched, the catering is among the best in the industry, the service philosophy is genuinely distinctive, and the operational consistency — flight after flight, sector after sector — is what separates ANA from carriers that are excellent on a good day but variable on a bad one. The Room is excellent on every day.

The honest counter-arguments are three. First, the door does not close flush, and passengers sensitive to cabin light will notice the 6 cm gap during sleep. Second, the seat hardware is now seven years old, and the seat-control interface — a recessed touchscreen — feels older than the OLED panels Singapore is fitting to the A350-1000. Third, the in-flight entertainment screen, while large, runs an older Panasonic eX3 platform that is slower to load content than Emirates’ updated ICE platform.

None of these is disqualifying. The first is solved by an eye mask. The second is invisible once you stop comparing screens to phones. The third is solved by bringing a tablet, which most premium passengers do anyway.

For passengers booking long-haul business class in 2026, the priority order on the major Pacific and Europe-Asia routes is: ANA The Room first, Singapore A350-1000 second (from late 2026), Cathay Aria third, JAL Sky Suite III fourth, Qatar Qsuite fifth, Emirates sixth. This is a tighter ranking than it was in 2019, when The Room launched into a market that had nothing comparable. It is not a tighter ranking than it was in 2024, when the field had largely matched but not surpassed The Room. The cabin is aging gracefully because the underlying design decisions — width, staggered geometry, a real door, the bedding ritual, the catering — have been borne out by seven years of service across millions of revenue passengers.

The Room’s eventual successor — the Recaro-based product ANA is developing for the 777-9 and the 787-9 follow-on — will likely arrive in 2028 or 2029. Until then, the bar in long-haul business class is set on a 777-300ER built in 2014, configured in 2019, and still flying in 2026. That is an extraordinarily long lifespan for a premium-cabin product. It speaks to how well-considered the original design was, and how cautious the rest of the industry has been about trying to top it.

If you are flying business class to or from Tokyo in 2026 and you have a choice of carrier, the choice is straightforward. Book ANA. Book the 777-300ER. Book the kaiseki. Book the window seat in an odd-numbered row. Close the door, accept the bedding ritual, ask for the daiginjo at the temperature you actually want it, and enjoy the ride.

Author bio

Rhys Fitzgerald is Business Class Journal’s Asia-Pacific Airlines Correspondent, based in Hong Kong. He has flown ANA’s The Room on 27 confirmed sectors between October 2019 and April 2026, including all four primary long-haul deployments (NRT-JFK, HND-JFK, NRT-LHR, NRT-FRA) and the seasonal NRT-LAX. He flies roughly 280,000 BIS miles per year on Cathay, Singapore, ANA, JAL, Korean, and EVA. Before joining BCJ in 2025 he wrote premium-cabin reviews at One Mile at a Time and Australian Business Traveller, and before that spent five years with Cathay Pacific’s in-flight crew on long-haul routes between Hong Kong and London.

Changelog

• 2026-05-12: Initial publication. Reflects The Room cabin status as of May 2026, including current sake rotation (through summer 2026), Q2 2026 chef-collaboration menu (Yosuke Suga), and the May 2026 fleet deployment on NRT-JFK, HND-JFK, NRT-LHR, NRT-FRA, and seasonal NRT-LAX.