In May 2025, United Airlines unveiled all-new cabins for long haul aircraft, a project that the airline is branding as United Elevate. While I’ve covered the details of the new cabins, there’s an exciting update — the first international flights with the new cabins are now on sale, so we know exactly what the entry into service for these planes will look like. Let’s cover all the details.
In this post:
United’s Boeing 787-9s with 64 Polaris business class seats
United already has a massive fleet of 80 Boeing 787s, and the airline has an additional 140+ of these aircraft on order, which will be used for fleet renewal over the next decade or so. With United’s new 787-9 deliveries, the airline is introducing an uber-premium configuration, with just 222 seats. Specifically, these planes feature:
- 64 Polaris business class seats, spread across 16 rows, in a 1-2-1 configuration; eight of those are Polaris Studio seats, which are the front row “business class plus” product
- 35 Premium Plus premium economy seats, spread across five rows, in a 2-3-2 configuration
- 123 economy seats, spread across 15 rows, in a 3-3-3 configuration; 39 of those are Economy Plus extra legroom seats
For context on the layout, the area between the first and second set of doors features 32 business class seats, then the space between the second and third set of doors features 32 business class seats and 35 premium economy seats, and then the space between the third and fourth set of doors features 123 economy seats.
You can see the seat map below. You’ll notice something unique, which is a function of United selecting the Elevate Ascent product in business class. In the center section, the forward cabin has seats in a reverse herringbone configuration (with seats facing inward), while the rear cabin has seats in a herringbone configuration (with seats facing outward).
United’s current 787-9s are already among the most premium configured of any US airline, with 257 seats, including 48 business class seats, 21 premium economy seats, and 188 economy seats. In other words, this new configuration sees 16 extra business class seats, 14 extra premium economy seats, and 65 fewer economy seats.
United already has the largest long haul business class cabins of any US airline, on average, but this really takes it to the next level. These planes will presumably be pretty versatile, long term:
- On one end of the spectrum, the premium configuration allows for even more range, given the lower weight of the aircraft
- On the other end of the spectrum, some of these 787-9s are expected to eventually replace the premium 767-300ERs that United operates, to markets like London (LHR), where the range isn’t necessarily needed, but the premium demand is there
What to expect onboard United’s new premium Dreamliners
As I’ve covered in a separate post, not only are the carrier’s new Boeing 787-9s in a more premium configuration, but they also feature new seats, tip-to-tail.
The most exciting new product is the new United Polaris Studio seating, not only featuring much more spacious seats, but also an improved soft product, ranging from a caviar amuse bouche, to upgraded champagne, to additional amenities.
Then there are new United Polaris seats, featuring doors, and hugely upgraded tech, ranging from bluetooth audio, to more charging options, to high definition entertainment monitors.
The new Premium Plus also looks like a significant improvement, with privacy shields, and upgraded tech.
Lastly, in economy, we can expect larger entertainment monitors with bluetooth audio.
In terms of aircraft-wide tech, these 787-9s will also eventually feature Starlink Wi-Fi, making these among the first wide body aircraft for the carrier to feature the new high speed and complimentary connectivity. However, they might not immediately have Starlink, given that FAA certification for the service is still in progress for the 787-9.
United’s new Boeing 787-9 delivery timeline & routes
This new premium layout is available on newly delivered Boeing 787-9s. What’s impressive is that United plans to take delivery of 30 of these aircraft by the end of 2027, and 20 of those are expected before the end of 2026 (though with constant delivery delays, who knows if that becomes a reality).
That’s a massive number of Dreamliners to add to the fleet, and United also claims that the 20 787s being delivered in 2026 will make up the most wide body aircraft that any airline in the United States has taken delivery of in a year since 1988. So much for Delta growing more internationally than United! Of course let’s see how this actually plays out, because when you’re relying on Boeing aircraft for growth, well… good luck.
Note that while some existing United planes will eventually be reconfigured with new cabins (the timeline is unclear), that doesn’t mean that they’ll get the same ultra premium layout, so expect them to be a bit higher density.
The first 787-9 with this new layout has the registration code N21102, and is expected to join the fleet very shortly, with several more to follow quickly. Here’s what we can expect from the initial routes:
- Over the next few weeks, passengers may see the plane flying on select domestic routes, particularly between San Francisco (SFO) and Houston (IAH), for crew familiarization purposes
- As of April 22, 2026, United will start flying the plane from San Francisco to Singapore (SIN), on flight numbers UA1/2
- As of April 30, 2026, United will start flying the plane from San Francisco to London (LHR), on flight numbers UA901/900
Bottom line
United will soon launch service with the most premium aircraft we’ve ever seen operated by a US carrier. United is configuring its new Boeing 787-9s with just 222 seats, including 64 Polaris business class seats.
So not only are these the least densely configured aircraft of any US airline, but they also feature United’s all-new cabins, including new Polaris seats, Starlink Wi-Fi (hopefully — the timeline there is tricky), and much more.
We can expect the planes to fly from San Francisco to both Singapore and London as of late April 2026, so we’re just weeks from these planes making their international debut. Even before that, we’ll already see these planes flying domestically.
What do you make of United’s new premium Boeing 787-9s?
One has to concede that by American domestic aviation standards this update might well be classified as an “Ultra-Premium Configuration. The U.S. proletariat are undoubtedly going to be satisfied for the time being …. :-)
you're weird
How on Earth will me-maw make it from one 1 to the rear of the J Cabin without taking a break?
Caviar aside, how’s the food?
It may seem like United is dramatically increasing its widebody fleet, but it is important to recognize that United has by necessity been forced to retire much of its United pre-merger (with Continental) 777-200 and 200ER fleet with Pratt and Whitney engines due to significant engine issues (jet engine replacement for such old aircraft is not financially reasonable). Taking the retirement of such aircraft into account, the fleet growth is not as dramatic as it...
It may seem like United is dramatically increasing its widebody fleet, but it is important to recognize that United has by necessity been forced to retire much of its United pre-merger (with Continental) 777-200 and 200ER fleet with Pratt and Whitney engines due to significant engine issues (jet engine replacement for such old aircraft is not financially reasonable). Taking the retirement of such aircraft into account, the fleet growth is not as dramatic as it might seem.
Actually, UA isn't retiring the PW 772s.
You might want to check the status of many of those old birds. Many have been parked in the desert for a while.
It’s still very significant growth.
Dov,
you must be new here.
There is a delusional group of UA employee fans that live far detached from reality
UA will grow at the fastest rate until
- Engines blow up and the fleet is grounded (as has happened before)
- Fuel prices spike which hurts UA more than any other big 4 carrier because of their size on the west coast.
- the government steps in and blocks...
Dov,
you must be new here.
There is a delusional group of UA employee fans that live far detached from reality
UA will grow at the fastest rate until
- Engines blow up and the fleet is grounded (as has happened before)
- Fuel prices spike which hurts UA more than any other big 4 carrier because of their size on the west coast.
- the government steps in and blocks UA's growth as they have now done for the 2nd time in a year
and on and on it goes.
and it WILL all come crashing down - because that is what high flying does.
Love,
Icarus ALWAYS dies.
Makes one wonder why UA management was so optimistic about things yesterday?
DL has 179 WBs with 85 on order.
UA has 233 WBs with 182 on order that are coming sooner, faster & w/ higher J.
If your head wash't under Kirby's desk, you might be able to see the real world.
size doesn't matter. Quality does.
At the JPM conference, Jamie Baker said that the first slot is reserved for the airline that generates the most profits or profit sharing for the industry; DL generated 55% of industry profits and UA is not 45% because there were other profitable airlines.
DL paid more profit sharing the entire rest of...
If your head wash't under Kirby's desk, you might be able to see the real world.
size doesn't matter. Quality does.
At the JPM conference, Jamie Baker said that the first slot is reserved for the airline that generates the most profits or profit sharing for the industry; DL generated 55% of industry profits and UA is not 45% because there were other profitable airlines.
DL paid more profit sharing the entire rest of the industry combined.
At the end of the conference, Baker told Ed that there is no reason to believe that DL won't be the first airline to present at the conference in 2027.
Scott Kirby can babble all he wants but UA is still #2 in the industry and everyone except you UA fan brats know it.
UA has been slapped up the side of the head for its growth plans by the FAA and seen as incapable of being the industry leader no matter how much you or Kirby want to believe.
UA generated just 2/3 of the profits of DL in 2025 despite flying 10% fewer ASMs. UA could add 300 more airplanes in 2026 to its fleet and still wouldn't touch DL's profits or profit sharing.
and yet UA has to settle w/ labor, has to pay the big 4's highest fuel price per gallon, and has to deal w/ the FAA that simply does not want to see UA muck up yet another major airport w/ UA's anticompetitive, operationally destroying growth.
and UA will be forced to retire scores of old aircraft whether they plan to or not.
Optimism is not reality; everyone sees UA for what it is - a 2nd rate, also-ran that can't figure out how to fairly beat its competition.
Tim is also weird. Bragging about presentation order at JP Morgan conferences? Get your head checked.
Profits=premium? Since when?
bragging incessantly about size is not just weird. It is a sign of someone that is 'underendowed' and will forever try to compensate elsewhere.
and, I didn't make the observation about presentation order or profit or profit sharing size.
and rebel and his friends have been running around the internet bragging about Kirby's presentation at the JPM conference... they just failed to mention the first and last things about the JPM conference and...
bragging incessantly about size is not just weird. It is a sign of someone that is 'underendowed' and will forever try to compensate elsewhere.
and, I didn't make the observation about presentation order or profit or profit sharing size.
and rebel and his friends have been running around the internet bragging about Kirby's presentation at the JPM conference... they just failed to mention the first and last things about the JPM conference and where DL and everyone else fits in.
Order of presentation at that conference got more headlines in the world of the business of aviation than UA's fleet size.
Plane Jane says, "Bragging about presentation order at JP Morgan conferences? Get your head checked."
I know, right?
Nobody has claimed that DL isn't currently the top US carrier financially no matter how much LTD pretends, but the trend must be distressing for him judging from his wishful & erroneous predictions. Some of my favorites.
DL can get Boeing delivery slots whenever they want them.
DL doesn't need aircraft in the near term.
...
Plane Jane says, "Bragging about presentation order at JP Morgan conferences? Get your head checked."
I know, right?
Nobody has claimed that DL isn't currently the top US carrier financially no matter how much LTD pretends, but the trend must be distressing for him judging from his wishful & erroneous predictions. Some of my favorites.
DL can get Boeing delivery slots whenever they want them.
DL doesn't need aircraft in the near term.
DL is going to get Riyadh Air's close-in 787 delivery slots.
DL's A220 delivery delays are a swap for Air Asia's cancelled A339s slots.
UA has permanently lost NYC share leadership.
DL Tech Ops headed to $1B profit in next few years. Currently, $71m.
UA: 1,089 aircraft, (233 WB), 182 WB/475 NB on order (15.3 average fleet age)
AA: 1,013 aircraft, (137 WB), 19 WB/258 NB on order (14.3 average fleet age)
DL: 987 aircraft, (179 WB), 85 WB/266 NB on order (14.8 average fleet age)
all of that blabber and you still can't grasp that UA's financial trends relative to DL are getting worse, not better, and size doesn't change that.
UA will pay far more for fuel than DL esp. as the refinery benefits kick in and DL has long been paying industry leading profit sharing for years which are possible only because of DL's industry leading profits (can't wait to hear Ben talk about the ME3's profits...
all of that blabber and you still can't grasp that UA's financial trends relative to DL are getting worse, not better, and size doesn't change that.
UA will pay far more for fuel than DL esp. as the refinery benefits kick in and DL has long been paying industry leading profit sharing for years which are possible only because of DL's industry leading profits (can't wait to hear Ben talk about the ME3's profits this year).
You don't know the difference between significantly improved and still very much second place - which is where UA will be.
You're a petulant child that grabs for whatever reality you think allows you to crow while ignoring the very trend lines which say you are delusional.
Not at all. The EWR issues hurt yields temporarily, but they are almost back. The credit cards signups are off the charts and UA just introduced a debit card in the UK. United is hitting on all cylinders with continuous improvements on all fronts. Your predictive powers are obviously and deeply flawed (see Riyadh Air). Too funny.
Quick correction/update for you, Ben, UA has already taken delivery of three of the new aircraft and has a fourth already undergoing final testing, should have a customer flight soon and get delivered either late this month or early next. The three aircraft already delivered are N61101 (LN1267) which was delivered February 27th, N21102 (LN1275) which was delivered March 11, and N61103 (LN1281) which was actually delivered slightly earlier on March 4. And N51104, LN1285,...
Quick correction/update for you, Ben, UA has already taken delivery of three of the new aircraft and has a fourth already undergoing final testing, should have a customer flight soon and get delivered either late this month or early next. The three aircraft already delivered are N61101 (LN1267) which was delivered February 27th, N21102 (LN1275) which was delivered March 11, and N61103 (LN1281) which was actually delivered slightly earlier on March 4. And N51104, LN1285, is expected to deliver in one to three weeks. Hence why they'll be ready for SFO-SIN already on April 22, they'll have four planes already on sight and the fifth shouldn't be far.
Looks really nice. Good for SFO. Hopefully, they'll be at EWR, soon enough. (Reminds me a bit of AA's new 789 with the Flagship Suites; finally trying that later this year.)
Let's not take them at their word about soft product improvements like serving caviar. Remember how much the original polaris soft product was cut?
I prefer the Polaris seats to these. I also don't understand why the center seats in the second cabin are in a herringbone configuration.
@adam, have you flown the new seat to form a preference?
No; I figured that went without saying because the planes are not yet flying passengers. I'm referring to what's available to all of us from the photos, notably the layout. The Polaris arrangement has a lot of advantages, such as the center "honeymoon" seats for parents flying with children, and the cosy "true window seats".
Ben, I'm curious how staffing works on these where the "plus" product is at the front of each cabin. Does one FA usually take care of all the plus passengers given the soft product is a little different, but that means they have to bounce between cabins, or is it just business as usual with FAs serving their cabin/aisle and the people in the front seat get the extras? I get why these suites are...
Ben, I'm curious how staffing works on these where the "plus" product is at the front of each cabin. Does one FA usually take care of all the plus passengers given the soft product is a little different, but that means they have to bounce between cabins, or is it just business as usual with FAs serving their cabin/aisle and the people in the front seat get the extras? I get why these suites are at the front of each cabin in terms of space efficiency, but just wondering how that translates to operational efficiency.
Well, I think I can count on one hand the number of 350s Airbus has delivered this year Ben…if you want to all about widebody delivery delays. Boeing meanwhile has delivered about 13 787s…
Talk about*
Don’t count your chickens before they hatch. Airbus are traditionally first quarter slow starters with wide body birds, however, they have always ramped up production beyond the first quarter. Furthermore, quality beats quantity in my book.
Even then, like last year they lost out to Boeing on WB deliveries. And it’s no secret that Boeings quality has tremendously improved. Whereas we are seeing a slowdown of the 320neo line because of what? Quality control problems. So Airbus is not immune to quality issues
Boeing has long led in widebody deliveries.
Airbus has dozens of A350s assembled with or without engines; they are waiting on Rolls Royce for many engine deliveries.
I'm not sure the point of your entire statements; Delta and United have very similar amounts of new generation widebodies. DL divided its orders between the A350 and B787 and Airbus did deliver for DL when Boeing was well behind schedule.
UA will get alot more new deliveries...
Boeing has long led in widebody deliveries.
Airbus has dozens of A350s assembled with or without engines; they are waiting on Rolls Royce for many engine deliveries.
I'm not sure the point of your entire statements; Delta and United have very similar amounts of new generation widebodies. DL divided its orders between the A350 and B787 and Airbus did deliver for DL when Boeing was well behind schedule.
UA will get alot more new deliveries this year than DL but then DL hits it pretty hard on A350-1000 deliveries in 2027 and 2028.
And DL has also retired dozens of older aircraft so is in a far better spot w/ using new aircraft for growth.
and, finally, if you want to talk about the A350 vs. B787, the A350 is simply a far more capable and larger aircraft than the 787-9. Part of the reason that UA is taking total seats off the 787 is to push the range further.
and UA is apparently now talking about the 777X again after thinking they will win the legal contest w/ Rolls Royce over decade old pricing. The 777X will be years behind DL's A350-1000 in getting into service which is more than enough time for a significant realignment of carrier strength in the Pacific.
Not sure if you really thought through your ideas before you wrote but those are facts you probably don't want to admit.
LTD says, "And DL has also retired dozens of older aircraft so is in a far better spot w/ using new aircraft for growth."
DL has 179 WBs with 85 on order.
UA has 233 WBs with 182 on order that are coming sooner, faster & w/ higher J.
I don’t know what DL has to do with what we’re talking about here. In the context of Bens article, the Boeing bashing was misplaced because first of all Boeing delivers more widebodies than Airbus AND they’ve already delivered 3 new 787 with Polaris elevate to United with the 4th one coming later this month. So his statement was not even based in fact he was just whining.
You yourself have said Boeing has long led in widebody deliveries. Which is my point
"Delta Dunn" has spoken. :)
With apologies to Helen Reddy.....
"Delta Dunn what's that flower you have on?"
"Could it be a faded rose of days gone by?"
Tim, why are you so enamored with Delta? This is very strange considering that they fired you many years ago from your "analyst" position. We all understand that you're basically a shill for Delta and have stock holdings with them and Southwest. Go start your own blog and spare us your constant cheer leading.
Now, now! It would appear that someone is suffering from selective memory syndrome.
Airbus main issues can be directly attributed to supply chain production quality issues. It has slowed aircraft production and delivery. These are without regulatory pressure as safety impacts are indirect and therefore very low.
Boeing on the other hand are suffering from in-house manufacturing quality and compliance issues, as well as supply chain production quality issues. Safety impacts are considered to be...
Now, now! It would appear that someone is suffering from selective memory syndrome.
Airbus main issues can be directly attributed to supply chain production quality issues. It has slowed aircraft production and delivery. These are without regulatory pressure as safety impacts are indirect and therefore very low.
Boeing on the other hand are suffering from in-house manufacturing quality and compliance issues, as well as supply chain production quality issues. Safety impacts are considered to be high due to direct incidents. As a result the FAA has implemented oversight measures and audits. As a result Boeing’s public perception is low and still recovering.
Supply chain, no supply chain. Delay is delay.
Doesn’t change my point. Boeing delivers more widebodies than Airbus, continues to do so. So bens bashing about being “lucky” particularly on 787 deliveries is just rubbish. If it were the 777x that would be very much applicable. But he doesn’t even seem to know United has taken delivery of 3 787s with Polaris elevate and is about to take delivery of the 4th
Actually, I believe that Boeing has only delivered about 8 787’s this year?
Boeing has delivered 13 787s this year
if you select any period of time, you can certainly find proof of your argument, whatever it may be.
The simple, verifiable fact is that Airbus delivered more widebodies to DL in 2024 and 2025 than Boeing did to any other US airline in the same period.
Same way you can make anything look the way you want it by adding “any US airline”. Embraer has also delivered more aircraft than Airbus to regional fleets of US majors…llol
And Timmy would obviously know, being the worlds biggest Delta cheer leader and all.
"if you select any period of time, you can certainly find proof of your argument, whatever it may be."
You're giving away your secrets, Tim.
To whom?