Review of Air Canada flight from Seattle to Toronto in Economy

Introduction

Welcome, everybody, to this new Flight-report! In this review, I will be taking you along with me to fly with Air Canada in economy class on the Airbus A220-300 from Seattle-Tacoma SEA, Washington (USA) to Toronto Pearson YYZ, Canada.

This review will cover the airport experiences in Seattle and Toronto, as well as the onboard hard and soft products. For each aspect of the experience, I will rate it on a scale of 1 to 10. The final score for the full experience is out of 100.

Booking the flight, and cancellations

This was the fourth flight of a five-legged multi-city round trip of EDI-EWR-LAX-SEA-YYZ-EDI, booked through United but with the LAX-SEA flight being operated by Skywest on behalf of United Express, and the SEA-YYZ-EDI legs operated on codeshare by fellow Star Alliance member Air Canada. A fare of GBP869/EUR1019 was paid for the itinerary.

For the return journey from the US back to Edinburgh, Air Canada was the cheapest option, hence my choice when booking. Moreover, this would be my first time on the A220 (or formerly known as the Bombardier C-series), which was an exciting prospect of the trip. Originally, I was supposed to depart Seattle-Tacoma on 28/12/2023 at 22:00 local time onboard flight AC542 and land at Toronto Pearson on the following morning at 06:00 local time, giving me a 13-hour layover to spend around Toronto before my evening flight back to Edinburgh on 29/12. However, one August afternoon, when I was doing my very regular checking of the booking online, I suddenly noticed that this leg of the trip was gone. No matter how many times I tried refreshing the booking details page on both United and Air Canada’s apps and sites, the flight I was booked on just did not seem to exist anymore. I was apparently just supposed to fly from Los Angeles to Seattle on 22/12, then magically be positioned in Toronto to fly back to Edinburgh on 29/12. I immediately went (once again) to United’s online chat agent service, and the chat agent managed to put me on a series of United flights to Toronto on 28/12, with a connection in Denver. However, this combination of flights was far less than ideal: the flight to Denver departed Seattle at 05:00, the connection in Denver was only an hour, and both flights were operated by 737s (A220 gone). Dissatisfied, I once again went back to the online chat service and explained to a new chat agent about how my original Air Canada direct flight between Seattle and Toronto had been cancelled and that the flights I had been rebooked on were less than ideal. With a simple search, I had found that Air Canada operated a morning flight from Seattle to Toronto as well, so I asked if it was possible to rebook me onto that flight instead. Sure enough, the chat agent came back with excellent news, and my flight for the SEA-YYZ sector became the 09:35 AC540, operating under the codeshare flight number UA8244.

On to the seat selection: United itself offers complimentary free seat selection for most of their fare classes, but unfortunately since this leg was to be operated by Air Canada on one of the lowest fare classes, I was unable to assign seats through either United or Air Canada’s apps and websites. After the rebooking, however, I had noticed that I was rebooked on a much much higher fare class, class Y, which I believe to be Air Canada’s highest economy fare class, the website even displayed ‘Premium Economy’ beside the booking details for this leg. As such, I felt that I would be too much of a waste not to at least try contacting Air Canada for an advance seat selection. Since Air Canada does not have an online chat agent platform, I had to manually call the Air Canada hotline. It took two phone calls, but eventually I secured the best economy class seat on the aircraft, 12A, in the bulkhead row of the economy class cabin.

Expectations

While Air Canada is not known to be a very luxurious or a high-quality airline or any sorts, I still expected a pleasant experience with an excellent hard product on such a new aircraft, as well as good service. While Air Canada does not offer complimentary meals on trans-continental flights, I did look forward to seeing the buy-on-board menu, and hoped it had hot options unlike onboard United.

Departure airport - Seattle-Tacoma SEA

For the night prior to the flight, I stayed at the DoubleTree by Hilton hotel near the airport. Since it was just a little too far and inconvenient to walk, I made use of the free hotel shuttle bus service early in the morning at around 06:00 to drop me and a bunch of other passengers off at the terminal. The shuttle ran every 15 minutes and took about 10 minutes to reach the terminal. From the drop-off point, there was another 10 -minute walk before reaching the main check-in hall.

Transport to/from the Airport

Seattle-Tacoma International Airport is well connected to Seattle, Tacoma, and the surrounding areas by road, light rail, bus, and shuttle services. Sea-Tac is located near major highways, including Interstate 5, which provides direct access to downtown Seattle and Tacoma. Public buses operated by King County Metro and Sound Transit offer regular services between the airport and various locations in the region. The Link Light Rail, operated by Sound Transit, is one of the most popular options for travelers heading to downtown Seattle, and the journey takes about 35 minutes. For road transport, various shuttle services, taxis, and ride-sharing options are available directly from the airport. For those heading to or from areas further south, the Sounder commuter rail provides service from nearby Tukwila Station, accessible by shuttle or bus from the airport. This service connects to Seattle, Tacoma, and other cities along the I-5 corridor.
 
History and Current Operations at the Airport

Seattle-Tacoma International Airport (SEA/KSEA), commonly known as Sea-Tac, opened in 1944 to serve as a replacement for the nearby Boeing Field, which was overwhelmed by military use during World War II. Initially constructed as a small regional airport, it expanded after the war to accommodate the growing needs of commercial aviation. The airport's first passenger terminal opened in 1949, and since, Sea-Tac has undergone multiple expansions and renovations. Significant developments included the construction of the North and South Satellite terminals in the 1970s and 1980s, designed to handle larger aircraft and more passengers. SEA became a hub for Alaska Airlines and later Delta Air Lines, establishing itself as a key gateway for both domestic and international flights. Sea-Tac serves over 120 domestic and international destinations, with flights operated by more than 30 airlines. The airport currently operates with 3 parallel runways (16L/34R, 16C/34C, 16R/34L) and features one main terminal with four concourses (A, B, C, D) and two satellite terminals (North and South Satellites).

In 2023, Sea-Tac handled approximately 50900000 passengers, making it the 11th busiest airport in the United States and the 28th busiest in the world. Its busiest year was 2019 with 51800000 passenger operations. This number had dropped drastically in 2020 due to the COVID-19 pandemic but has quickly bounced back to near pre-pandemic levels.

Check-in

The Air Canada check-in desks were quite busy when I lined up, thanks to the two daily morning departure out of Seattle by the airline, AC515 to Montreal YUL, and my flight, AC540 to Toronto. The process was a little complicated and signages were rather unclear which meant for a slightly chaotic and disorganised check-in process. I first had to print out my boarding pass and any baggage tags for the checked luggage from a self-service kiosk and put it on the luggage, before queueing up at a bag drop counter where a check-in agent helped load the baggage on the belt. The whole process took around 20 minutes.

Immigration and Security

Sea-Tac was rather busy at this time in the morning and all the lines for the TSA checkpoints were extremely long. Thankfully, the airport was working at really high efficiency, hence it took no more than 15 minutes in line before I was at the counter having my passport and boarding pass checked. Right after was the security checkpoint. No issues arose here, and I was through airside quite shortly.

Airside

Once airside, travelers are greeted by a large dining area with quite a few small restaurants and cafes, where people could dine, work, or relax. Since I had not had any breakfast at the hotel, I bought a pizza from Pallino, which was freshly made. It tasted pretty decent and was not bad for an airport pizza, but was a little on the pricier side for me. The surrounding area also had a multitude of duty-free shops.

As the sun rose, I started to make my way to the gate, S2, at the South Satellite Terminal. With quite the stroke of misfortune, by following the signage at the airport I was led to the underground people mover service, which took me directly to the satellite terminal. 

In just that moment, I had absolutely forgotten about the beautiful sky-bridge that connected the main and satellite terminals, which is propped up an impressive 85 feet above ground and spans a width of 610 feet, offering views of the ramp below and (on a good day) Mount Rainier in the distance. Imagine the absolute horror that went through in my mind when the aircraft pushed back and the massive structure suddenly came crashing into my mind (not literally of course) and realising it was already too late to go back and see it.

Gate Area

Back to the South Satellite Terminal, this was an elegantly designed and furnished section of the airport with its own amenities such as duty-free shops and restaurants. The seating areas at my gate S2 even had leather seating and carpeted floors, which even somewhat reminded me of Changi Airport in Singapore, just lacking a few waterfalls and sunflower gardens.

The gate area had large windows providing decent views of the ramp. 

To the right was an unobstructed view of C-GJXW, the Airbus A220-300 that would be operating flight AC515 to Montreal, with a scheduled departure just 15 minutes after my flight at 09:50. To the left was most of my aircraft, C-GNBE, also an A220-300, but with the views obstructed by the ugly grey jet-bridge connected to the aircraft. Behind the aircraft and taxiway were maintenance hangars belonging to Alaska Airlines and Delta Airlines, both of which operate out of Sea-Tac as a hub.

DEPARTURE AIRPORT SCORES: 8/10

Flight, aircraft, and airline information

Flight information

Flight date: 28/12/2023

Airline: Air Canada (AC/ACA)

Operated by: Air Canada (AC/ACA)

Flight number: AC540

Route: Seattle-Tacoma SEA – Toronto Pearson YYZ

Scheduled Departure Time: 09:35 (UTC-8)

Actual Departure Time: 09:53 (UTC-8)

Scheduled Arrival Time: 17:16 (UTC-5)

Actual Arrival Time: 17:09 (UTC-5)

Scheduled Flight Time: 04h41min

Actual Flight Time: 04h16min

Aircraft information

Aircraft Registration: C-GNBE

Aircraft Type: Airbus A220-300

Engines: 2× Pratt & Whitney PW1521G-3

Manufacturer Serial Number: 55111

First Flight: 08/03/2021

Aircraft Age (as of flight): 2 years 10 months

Aircraft Delivered: 25/03/2021

Seating Configuration: J12Y125

Aircraft Livery: Air Canada 2017

History of the Aircraft Type

The Airbus A220, originally the Bombardier CSeries, began in the early 2000s when Bombardier aimed to create a more efficient, single-aisle aircraft for the 100-150 seat market. Officially launched in 2008, the program produced two variants: the CS100 (100-125 seats) and the CS300 (120-150 seats). With Pratt & Whitney geared turbofan engines, advanced aerodynamics, and composite materials, the aircraft offered impressive fuel efficiency and lower emissions. The CS100 made its first flight in 2013, with deliveries starting in 2016. However, financial challenges led Bombardier to partner with Airbus in 2017, leading to the aircraft's rebranding as the Airbus A220. This partnership brought cost reductions, increased market confidence, and access to Airbus' global network. The A220 has become a popular and versatile aircraft for regional and short-to-medium-haul routes, known for its comfort and efficiency. As of 2024, the A220 family has seen strong sales, with currently 902 orders and 349 aircraft delivered to customers worldwide as of August 2024.

History of the Airline

Air Canada was initially founded on 04/10/1937 as Trans-Canada Air Lines (TCA), established by the Canadian government to create a national airline connecting the vast regions of Canada. The airline began operations with a flight from Vancouver to Seattle on September 1, 1937. In 1965, TCA was renamed Air Canada, reflecting its status as the national carrier. Air Canada was a pioneer in the aviation industry, being the first airline to introduce a computerized reservation system in 1963. The airline has undergone several significant changes throughout its history, including privatization in 1988 and a merger with Canadian Airlines in 2001 which solidified its position as the dominant carrier in the Canadian market. Air Canada is a founding member of the Star Alliance, the world's largest airline alliance, which it helped establish in 1997. Presently, Air Canada operates an extensive domestic and international network from its primary hubs in Toronto YYZ, Montreal YUL, Vancouver YVR, and Calgary YYC. The airline serves 222 destinations, of which 158 are international, across 47 countries on all six inhabited continents.

As of August 2024, Air Canada's fleet comprises 208 aircraft not including its subsidiaries, making it the largest airline in Canada. The fleet includes: 33 Airbus A220-300, 5 Airbus A319-100, 18 Airbus A320-200, 17 Airbus A321-200, 20 Airbus A330-300, 41 Boeing 737 MAX8, 6 Boeing 777-200, 19 Boeing 777-300ER, 8 Boeing 787-8, and 31 Boeing 787-9.

Livery details

This Air Canada livery was introduced in 2017 to mark its 80th anniversary. Contrary to the previous teal-green livery, the design returned to a more classsic black, white, and red colour palette with the iconic red maple leaf roundel placed on a black vertical stabiliser. A black ‘mask’ was added around the cockpit windows to give the aircraft sleeker and more modern looks. 

Pre-departure

Boarding

Business class passengers and Star Alliance status holders were called to board first, followed by the economy passengers in groups according to rows. Different airlines tend to have different procedures for the order in which passengers in economy board the aircraft, and in this case, my row was called early into the boarding process, my seat being in the very first row of the economy class cabin. After a quick boarding pass scan at the gate, I was headed down the jet-bridge toward door L1 of our A220.

Welcome Onboard

Once onboard the aircraft, two flight attendants stationed at door L1 warmly welcomed me onboard and showed me towards my right to my seat at row 12, which was actually only the fourth row on the aircraft despite Air Canada’s seat numbering system. I turned right, and walked through the business class cabin, three rows of Thompson Aerospace MiQ cradle seats arranged in a standard 2-2 formation. These seats feature a row pitch of 37”, are 21” wide, and have a generous 6” of recline. Each seat also came with a 13” HD IFE touchscreen display.

Immediately behind was the economy class cabin, laid out in a 2-3 formation. My seat, 12A, was in the bulkhead row right behind the business class cabin.

Cabin and seat

Let us take a look at Air Canada’s A220-300 economy class cabin and seats.

Seat Details:

Seat: 12A (Port-side bulkhead window seat)

Seat Type: Slimline

Seat Model: Meridian

Seat Manufacturer: Collins Aerospace

Seat Pitch: Typically 30”, but the bulkhead row, designated as Economy Preferred seats, has much more legroom

Seat Width: 19”

Recline: 3”

Class: Economy (Y)

Cabin: Main economy cabin

Seating arrangement: 2-3

Seat Features:

4-way adjustable headrest

Retractable bi-folding table stored in armrest, regular seats are fold down from the seat in front

10” HD touchscreen IFE display on bulkhead, regular seats have seatback entertainment screens

Universal AC Power Outlets

USB-A and USB-C Sockets

Overhead individual reading lights

Individual air nozzles 

Some thoughts about the seat

Seat Comfort: The seat was really well padded and very comfortable. Regular seats are 19” wide which is the widest in Air Canada’s fleet, but my seat’s width was rather average since the armrest storing the tray table took up some width. Headrest provides a lot of support for the neck and head and was adjustable vertically as well as on the sides. The leather material could end up being a little too warm and unbreathable on longer flights such as this one, though.

Legroom: At the bulkhead, there was a very large amount of space between the seat and the bulkhead in front. One very smart design feature was the caved in design of the bulkhead which helped optimise space, with the shape perfect for extending the legroom at three economy seats on the bulkhead row, while allowing the plentiful levels of recline in business. While I do not have the specific measurements for the pitch between my seat and the bulkhead, my legs could pretty much stretch out fully, me being 5”11’ or 180cm tall.

Seat Storage: This was where the seat was slightly lacking in. While the regular seats have access to seatback pockets for small items and plenty of under-seat storage space, the bulkhead row had neither, so all personal items had to either be kept in my pockets or stowed away in the overhead stowage.

Recline: Pretty standard recline, though I did not quite make use of it for the majority of the flight since it was a daytime one. 

THE CABIN + SEAT SCORES: 8/10

Taxi and take-off

We pushed back soon and the safety video was shown. The safety video itself is set in various parts of Canada and features many beautiful sights and scenery. While its production quality was high, the video went at a pretty slow pace and took rather long, maybe around 10 minutes or so for two languages (English and French). In my opinion, the safety video would have been better if it went at a slightly faster pace to maintain attention from the passengers.

After pushback from gate S2, the aircraft taxied anticlockwise around the South Satellite Terminal and under the sky-bridge. We then taxied almost the entire length of the airport on taxiway B before turning onto the runway threshold via taxiway C. 

We soon lined up with runway 16L and spooled up for our 09:53 departure out of Seattle-Tacoma, 18 minutes behind schedule. Following an initial climb at runway heading until 4000ft, the aircraft made a left turn to a heading of 53° for most of the remainder of the climb before making a right turn at 14000ft to a heading of 91° en route to Toronto.

Flight path

Now is a good time to take a look at our flight path. Our route out of Seattle, Washington (USA), took us over Idaho (USA), Montana (USA), North Dakota (USA), Minnesota (USA), Wisconsin (USA), and Michigan (USA) before we started our descent over Ontario (Canada) into Toronto.

We cruised at an altitude of 35000ft and 37000ft.

Initial drinks service

Approximately half an hour after takeoff, the after-takeoff drinks service started. The cabin crew members pushed two trolleys up each aisle, one for the snacks and drinks, the other for options from the buy-on-board menu for those seeking snacks and hot meals. Since I was not hungry yet after the pizza at the airport, I decided to only purchase a hot meal from the buy-on-board menu later on during the flight when it was lunchtime.

For the complimentary drink, I opted for a hot coffee with milk and sugar. The coffee was served in a nice reusable plastic (imitation porcelain) cup with the milk poured by the crew into the coffee, and two sachets of white sugar were handed to me as well. While there is nothing to complain about the coffee, it would have been great to have a couple light nibbles to accompany it, be it a Biscoff, some crackers, or even a small stroopwafel like the ones United serves on board.

Amenities

No amenity kits were provided on this flight. In fact, not even wired earpieces were complimentary for all passengers, being available for purchase for economy class passengers. Likewise, no pillows or blankets were provided on this flight due to its length and time in day of the flight.

Lavatories

There were two lavatories at the back of the aircraft for economy passengers. These were modern and well laid out, they were kept clean throughout the flight and were stocked with basic toiletries. 

AMENITIES SCORE: 6/10

In-flight entertainment

IFE System

Each economy seat comes equipped with a 11.7” IFE touchscreen with content provided by Panasonic’s eX1 system, and has high image quality while being responsive. The selection of entertainment options were pretty decent with a collection of movies, TV shows, music, and games.

I did not end up watching anything on the IFE on this flight apart from the 3D moving map, mostly since the views outside my window on this flight were particularly beautiful.

A taster of the views outside my window en-route:

Onboard Wi-Fi

Onboard Wi-Fi was provided by Intersat’s 2Ku-band system. Passengers in economy class get free access to texting throughout the flight, with the option of purchasing Wi-Fi packages for more internet access. The texting service worked fine, and I was able to send messages through my phone during the flight.

Onboard charging

As shown previously under ‘Cabin and Seat’, there were two Universal AC power outlets under every 3 seats. A USB-A and USB-Csocket can also be found under each IFE screen, along with a dual headphone jack.

IN-FLIGHT ENTERTAINMENT SCORES: 8/10

Lunch (or breakfast?) Buy-on-board service

2 hours after the drinks service, I was starting to feel a little peckish, and pressed the crew call button. Swiftly, a flight attendant came by and asked if she could help with anything. I asked if there was any of the business class dish left, and she said that she would check for me. A couple seconds later, she came back and confirmed that there were portions left, though they had been stored for a while after having been heated up during the main service a couple hours earlier. I confirmed that I was fine with that as long as my meal was fully heated when served, and she agreed and went to prepare my meal.

A while later, the flight attendant returned with my meal. This was the breakfast main from business class, which was some omelette, a sausage, hash browns, and some tomato purée of some sort(?). Also on the tray were two bread rolls and a small tub of butter. Packaged plastic single-use utensils were provided as well.

By business class standards, I have to say that this meal would have been a little underwhelming. Sure, the meals at the front of the aircraft would have come with maybe a salad and a drink with metal cutlery, but the items in the main left a little to be desired. The omelette was fine, decently seasoned but a little on the chewy side; The sausage was a little limp and rubbery; The hash browns were a little hard and had the texture of cardboard; And the tomatoes were alright as well. Of course, when I had the food they had already been re-heated twice, so they would not have tasted as fresh, but the items themselves were just a little uninspired in my opinion, and the presentation was a little untidy as well. The bread rolls paired nicely with the butter. Overall, while the meal was not of high standards, I still was grateful that I had the option to enjoy a hot meal onboard a trans-continental flight. United, take notes.

I should also mention that the crew never came around for payment of the meal, and I had realised this after de-boarding in Toronto. It would have cost me CAD18, which is certainly not cheap considering the quantity and quality of the food. Maybe the cabin crew skipped the payment since the food had been re-heated twice, and that the food would have otherwise gone to waste had I not ordered it? Anyway, for a free meal on a trans-continental flight in economy though, the food scores an easy full marks.

(Not exactly)BUY-ON-BOARD SERVICE SCORES: 10/10

Final drinks service

About another half an hour after I had my food, the cabin crew once again came around for the second round of the drinks service on board. I opted for a cup of orange juice, which was generously filled full to the brim. The orange juice itself was pretty enjoyable.

Cabin crew

Before we descend into Toronto Pearson, I will share some of my thoughts on the cabin crew of this flight. 

Service speed

There were not many proper structured services throughout the flight, just the two drinks services. Being in the very first row of the economy class cabin, it was a little hard to judge the speed and the efficiency of such service. The crew were quite fast to answer the call bell when I wished to have my meal, though it took them a while to get the food prepared which was perfectly understandable considering the untimely nature of the request.

Service attitude

The flight attendants on this flight were very friendly and in good spirits. Took care of those on board well and were hardworking.

CABIN CREW SCORE 9/10

Approach and Landing

The aircraft approached from the west via the NUBER4 STAR, or Standard Terminal Arrival procedure. This relatively straight-in approach needed few turns before the aircraft was aligned with the runway to intercept the ILS localiser for the glide slope. Weather was not fantastic at Toronto Pearson on this day, with light rain and a very low cloud base of just a few hundred feet above ground, meaning that all I could see outside the windows was a massive grey blanket (apart from the engine and wing) before we broke free of the clouds on short final. We touched down on runway 06L at 17:09 local time, 7 minutes ahead of schedule, making for a total flight time of 04h16min.

The aircraft vacated the runway via high-speed runway exit C3, and taxied along taxiway D until turning onto the ramp at DQ. The aircraft then taxied round the F gates towards the arrival gate, gate 51 of Terminal 1. Parked just next to our aircraft was C-GNBM, the A220-300 that was painted in the airline’s Trans-Canada Airlines retro livery. I had hoped that my flight today would be operated by this aircraft, but as usual my luck never coincides with special liveries.

Arrival Airport – Toronto Pearson YYZ

After the aircraft had parked at the gate and the jet-bridge was connected, the de-boarding process began swiftly and soon I was standing in the terminal building, admiring the aircraft that had just carried me all the way from the West Coast.

History and Current Operations at the Airport

Toronto Pearson International Airport (YYZ/CYYZ), opened in 1939 as Malton Airport, serving as Toronto’s primary airport after replacing the smaller Toronto Island Airport. It was used primarily for military training during World War II, but following the war, the airport transitioned to commercial use and rapidly expanded to accommodate Toronto’s growing population and air travel needs. Renamed Toronto International Airport in 1960, it underwent significant development, including the opening of the first modern terminal in 1964. The airport was officially renamed Toronto Pearson International Airport in 1984, in honor of Lester B. Pearson, Canada’s 14th Prime Minister and a Nobel Peace Prize recipient. Over the years, Pearson has continued to expand, with the construction of new terminals and runways to handle increasing passenger and cargo traffic. The current Terminal 1 opened in 2004, replacing the original Terminal 1 and Terminal 2, while Terminal 3, which opened in 1991, also serves international and domestic flights. Pearson is the largest and busiest airport in Canada, serving as a hub for Air Canada.

Toronto Pearson operates with 5 runways (05/23, 06L/24R, 06R/24L, 15L/33R, 15R/33L) and handles 184 destinations across the globe with flights from 52 airlines. In 2023, Pearson handled 50500000 passengers, making it the 24th busiest airport in the world and the second busiest in North America. Pearson’s busiest year was 2019, with over 50.5 million passengers. In 2023, YYZ handled 44800000 passengers, the most in Canada.

Immigration

From the gate was a short walk before the immigration checkpoint. The immigration process for trans-continental flights from the USA to here involved a quick questionnaire and a face or fingerprint scan at an electronic kiosk for eligible passports to confirm the identity of passengers and check visa statuses (I had pre-purchased by ETA, the digital visa waiver, for CAD7 online prior to the trip) before heading through for a passport scan and officially entering Canada. I had no problems with the machine and the process of getting through was efficient.

Baggage Reclaim

It took a while at the baggage reclaims area before the belt started moving and the bags came out one by one. Soon, however, my luggage arrived and I went through customs with no issues into the arrivals concourse. 

Red and green lighting and décor were still around, this being just a couple days after Christmas.

Transport to/from the Airport

Toronto Pearson is well connected to Toronto, Mississauga, and the Greater Toronto Area by road, rail, and bus services. Located near major highways such as Highway 401 and Highway 427, YYZ offers easy access to downtown Toronto, Missisauga, and surrounding areas. The UP Express (Union Pearson Express) train is a popular option, providing a direct link between Pearson and downtown Toronto’s Union Station in about 25 minutes. Public buses operated by the Toronto Transit Commission (TTC) and GO Transit also provide frequent services to and from the airport, connecting various destinations in the region. Additionally, taxis, ride-sharing services, and airport shuttles are readily available for travelers. 

ARRIVAL AIRPORT SCORES: 8/10

Final ratings

Airports

Airports Experience: 8/10

Hard Product

Seat Comfort: 9/10

Sleep Comfort: -/10

In-flight Entertainment: 8/10

Aircraft Cleanliness: 10/10

Aircraft Comfort: 10/10

Soft Product

Food and Beverage: 10/10

Other service: 6/10

Amenities: 6/10

Cabin Crew: 9/10

OVERALL RATING: 85/100