United Airlines has just 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, in this post I want to talk a bit more about the new aircraft as such, as United is taking delivery of some ultra-premium Dreamliners.
In this post:
United plans 787-9s with 64 Polaris business class seats
United already has a massive fleet of 75+ 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 upcoming 787-9 deliveries, the airline plans to introduce an uber-premium configuration, with just 222 seats. Specifically, these planes will feature:
- 64 Polaris business class seats, spread across 16 rows, in a 1-2-1 configuration; eight of those will be 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 will be Economy Plus extra legroom seats
For context on the layout, the area between the first and second set of doors will feature 32 business class seats, then the space between the second and third set of doors will feature 32 business class seats and 35 premium economy seats, and then the space between the third and fourth set of doors will feature 123 economy seats.
You can see the seat map below, courtesy of @xJonNYC. You’ll notice something unique, which is a function of United selecting the Adient 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).
— JonNYC (@xjonnyc.bsky.social) May 12, 2025 at 6:00 PM
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 will see 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 will really take it to the next level. These planes will presumably be pretty versatile, long term:
- On one end of the spectrum, the premium configuration will allow 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 will the carrier’s upcoming Boeing 787-9s be in a more premium configuration, but they’ll 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 will be 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 feature Starlink Wi-Fi, making these among the first wide body aircraft for the carrier to feature the new high speed and complimentary connectivity.
United’s new 787-9s will debut in early 2026
This new premium layout will be available on newly delivered Boeing 787-9s. The expectation is that the first 787-9 with this layout will join the fleet in late 2025, and enter international service in early 2026. The first two routes will be from San Francisco (SFO) to Singapore (SIN) and London (LHR).
United expects to have roughly 30 of these aircraft in service by the end of 2027. Note that while some existing United planes are expected to 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.
Bottom line
In early 2026, we’ll see the introduction of what’s probably the most premium aircraft we’ve ever seen operated by a US carrier. United plans to configure upcoming 787-9s with just 222 seats, including 64 Polaris business class seats.
So not only will these be the least densely configured aircraft of any US airline, but they’ll also feature United’s all-new cabins, including new Polaris seats, Starlink Wi-Fi, and much more. I look forward to these jets entering service!
What do you make of United’s new premium Boeing 787-9s?
as soon as Delta finally gets aircraft with lie-flat seats, they can be competitive...but with those recliners, they'll never be premium
huh?
all delta widebodies have non-lie flat seats. tim will never tell you the truth but this is it
Find one and come back to us with an example
https://www.delta.com/us/en/aircraft/overview
Delta is not all aisle access on all wide bodies but is all lie flat…
Stooping to Tim’s degree of industry ignorance doesn’t make anyone smarter. It just makes everyone tim dunn
he is obviously trying to remain relevant... thank you for taking the bait.
you will be so disappointed when the last ex-Latam 359 returns to service in the new 359 Delta One standard - and that should happen this fall.
United will have both widebodies and 757s that will not have direct aisle access for years to come.
??? Delta doesn't fly 359s. They are famous for having an all-Boeing fleet.
I won't be disappointed. I'll be just thrilled that Delta is making customer-friendly decisions again and planning ahead. AA has been all aisle for some time. DL has lie flat 757s without aisle access just like UA. And United's ONLY non aisle access wide bodies are the purpose 772s in the IPTE configuration because packing 350 people on to a Hawaiian flight is incredible CASM performance. We can both probably agree on that.
speaking of...
I won't be disappointed. I'll be just thrilled that Delta is making customer-friendly decisions again and planning ahead. AA has been all aisle for some time. DL has lie flat 757s without aisle access just like UA. And United's ONLY non aisle access wide bodies are the purpose 772s in the IPTE configuration because packing 350 people on to a Hawaiian flight is incredible CASM performance. We can both probably agree on that.
speaking of taking the bait... look at you starting off a comment #4 after needing to reply to me ;)
and AA retired dozens of widebodies and can't grow.
DL doesn't use 757s to Europe; UA does.
and 365 seat 777s certainly have good CASM - but it takes a whole lot of passengers to fill those planes 365 days/year. which means the RASM is probably not near as great as you think.
DL and UA's 753s have better profitability
I don't have any problem engaging w/ anyone because I can do it on the basis of facts.
> "Stooping to Tim’s degree of industry ignorance doesn’t make anyone smarter. It just makes everyone tim dunn"
That was, unfortunately,a bar
Timmy is going to need a 5150 after these 3 articles about United…
bUt DeLtA hAs 65 AiRcRaFt WiTh SuItEs AlReAdY. bUt ThE A350-1000. bUt UnItEd OnLy GrOwS wItH nArRoW bOdY pLaNeS.
no, Roberto,
it is simply about perspective.
For years, we have heard from some people how great Polaris is and the fact that doors aren't necessary.
Delta decided a decade ago that it would create a suite product and it has been in service for about a decade and, yes, about 65 aircraft have it now and that number keeps growing.
Add in the continual retirements of the 767-300 fleet and the percentage...
no, Roberto,
it is simply about perspective.
For years, we have heard from some people how great Polaris is and the fact that doors aren't necessary.
Delta decided a decade ago that it would create a suite product and it has been in service for about a decade and, yes, about 65 aircraft have it now and that number keeps growing.
Add in the continual retirements of the 767-300 fleet and the percentage of DL's widebody fleet in longhaul international service will quickly go above 50% and hit 75% pretty soon.
And, if the 35K does get a new seat and it becomes the basis for the 330CEO upgrades, then DL might be once again in the lead. We'll have to see what DL unveils.
and AA and UA ARE adding widebody aircraft with their new product. AA moved first and has aircraft in service with the product and retrofit plans for existing aircraft in motion - which is more than UA has announced.
Keep a little perspective and we'll all be fine.
Oh right... Delta. The same company, that after introducing a door, decided to start 14 hour flights with non-aisle access and ZERO wifi.
Try again, Tim. The Delta suite product is far from consistent even on new aircraft. Delta is quite happy to introduce new planes with an internationally subpar product and keep it there for years despite knowing about these planes since... 2019?
tell us what 14 hour flights DL operated w/o direct aisle access, Max.
and what airplanes did DL add to its fleet in 2019 w/o direct aisle access, Max?
we'll be waiting.
And DL is turning on free high speed global WiFi to Europe and S. Amerca.
You will only have about 6 months more to talk about WiFi over the Pacific.
DL has already leapt well ahead of every other global airline w/ the...
tell us what 14 hour flights DL operated w/o direct aisle access, Max.
and what airplanes did DL add to its fleet in 2019 w/o direct aisle access, Max?
we'll be waiting.
And DL is turning on free high speed global WiFi to Europe and S. Amerca.
You will only have about 6 months more to talk about WiFi over the Pacific.
DL has already leapt well ahead of every other global airline w/ the number of flights which have free high speed WiFi. The Atlantic for the summer is a pretty big deal. People will notice.
With that configuration, it looks like Los Angeles to Singapore is happening.
How will this be staffed? So many premium seats, but will it be staffed to the right amount to actually provide a premium experience??? If this will be going to Singapore and London United should not be cheap and make sure there are enough flight attendants in Polaris!
As far as I'm concerned, United is just killing it right now. Delta is stagnant and always caught reacting, We're not even 10 years into Polaris and United now has a semi-relaunch plus additional capacity whereas Delta doesn't have enough business-class Delta One seats on many of its aircraft. Delta is responding to everything United does from business-class-only lounges to mattress pads to improved wine. As soon as I hit 2 million miles I'm done...
As far as I'm concerned, United is just killing it right now. Delta is stagnant and always caught reacting, We're not even 10 years into Polaris and United now has a semi-relaunch plus additional capacity whereas Delta doesn't have enough business-class Delta One seats on many of its aircraft. Delta is responding to everything United does from business-class-only lounges to mattress pads to improved wine. As soon as I hit 2 million miles I'm done with Delta -- if United can keep this up.
I realize that internet chat sites - esp. about aviation - resemble a bunch of testosterone fueled guys in the back of a bar but your post couldn't factually be further from the truth with regard to the hard product.
- UA Polaris was obsolete when it was introduced because DL had also just rolled out Delta One Suites on its A350s.
- As much as some people tried to argue how unnecessary doors...
I realize that internet chat sites - esp. about aviation - resemble a bunch of testosterone fueled guys in the back of a bar but your post couldn't factually be further from the truth with regard to the hard product.
- UA Polaris was obsolete when it was introduced because DL had also just rolled out Delta One Suites on its A350s.
- As much as some people tried to argue how unnecessary doors on business class seats are, UA is joining the party that everyone knew they would have to join even though they talked about how great Polaris is.
- many sites including this one rate the Delta One Suite on the A350 as the best business class product available now. The 339 product is slightly narrower but between the two, DL has over 5 dozen widebodies with the Delta One Suites and will have 6 dozen by the end of the year as the ex-Latam 359s are converted and DL receives another dozen new deliveries.
- AA announced a new business class product w/ suites, already has an aircraft in service w/ it, will receive at least a half dozen more this year and should complete conversion of its 777W fleet within the next 18 months.
Both AA and DL will have more widebodies with suites than UA will within 2 years.
The only way that UA will tip the percentages of its fleet w/ the new product is if they not only start aggressively retiring older 777s and 767s but also retrofit existing aircraft.
It is unclear if UA believes they can use an aircraft w/ this many business class seats on most routes the 787 and 777 currently fly so the chances are there will be a more dense version used for retrofits in the future with a smaller Polaris cabin.
DL's weak point is the 767-300 business class seat but they are actively retiring them and only fly about 15 international flights/day during the peak summer on the 767-300ER.
DL is set to start retrofits of the A330CEO (at least the -300s) so will be at 75% plus percent of their widebody international fleet w/ suites by 2030 and will also have one of the largest fleets of suite equipped widebodies in the world by then.
You have made it clear that you value good redemption rates as the primary reason for your loyalty. DL is clearly not your airline - or anyone else's - if getting the best redemption rates drives you.
And yet, DL not only gets more revenue from its loyalty program than any other airline on earth but also gets average fares as high as or higher than UA across the two's international networks even though DL has a lower percentage of business class seats; UA does not get a revenue premium for its more premium configurations.
I get that we all love to boast but having it based on reality and facts is necessary - or we can reduce what we say to opinion.
This site does not rate Delta One in top 10 business classes at all, an rates the seat itself as number 10, with the Adient Ascent that United to added as number 5. Other sites, other rankings.
https://onemileatatime.com/guides/best-business-class/
https://onemileatatime.com/guides/best-business-class-seats/
among US airlines, yes, Ben has made that statement.
and the DL One Suite on the A350 is a ten year old product which is why DL is apparently going to soon roll out the second generation of its Suite product.
Let me know how many of those products were in service 10 years ago.
The APEX Suite that ranks higher was in service 10 years ago. D1 was announced in 2016 and flew in 2017. Not yet 10 years ago.
There was nothing in your original post that indicated US carriers only. Just that it was the best business class. But none of the US carriers makes the top 10 business class products, so no knowing how the whole product ranks in Ben's list.
And while I think of it the Q Suite flew first time in 2017, same year as the Delta's Vantage XL with door.
In most cases I'd honestly rather fly Polaris than Delta tbh.
Is it known if every subsequent B789 delivery to United will be in this configuration, or if it will be only a portion of them - similar to their B763 fleet that has the "High-J" config for LHR, ZRH and GVA, and then their standard configuration?
Ultra giga premium.
the basic gist is that Boeing is not moving forward w/ increasing the takeoff weight of the 787 so AA and UA are taking seats off of the aircraft in order to add range.
UA operated 747s with more business class seats than these will have.
AA's reconfigured 777Ws will have 70 business class seats.
Filling all of these seats with fare -paying passengers and not upgrades will be a challenge.
On SFO-SIN? Are you kidding?
The value that UA has that AA and DL both do not have and cannot replicate is the fortress hub at SFO that allows it to capture a major fare premium in one of the wealthiest catchments in the US with huge TransPacific demand (and for certain routes to Europe) that requires the 787 on routes like SFO-HKG, SFO-SIN, SFO-LHR with limited competition.
There are comparable places due to volume like LAX, but none of...
The value that UA has that AA and DL both do not have and cannot replicate is the fortress hub at SFO that allows it to capture a major fare premium in one of the wealthiest catchments in the US with huge TransPacific demand (and for certain routes to Europe) that requires the 787 on routes like SFO-HKG, SFO-SIN, SFO-LHR with limited competition.
There are comparable places due to volume like LAX, but none of the US3 has the scale of dominance or loyalty to fill ~60-70 business seats en masse. SEA is far smaller and now Alaska will compete vs DL. Can UA fill those planes profitably outside of non-SFO hubs? That is debatable, but for Asia and Europe out of SFO it should not be a problem.
Worth noting that AA and UA carry a fare and/or revenue premium over DL to many markets.
They will have a much easier time than Delta filling up these big premium cabins. Meanwhile DL has notably opted against enlargening their cabins, as they themselves know they will struggle with an issue that AA/UA won't have.
No more FA from the back of the cabin constantly shouting ‘no bathroom here’ or announcement not to go to the rear galley for bathroom. I thought Polaris was an extremely efficient layout that allows 32 seats between L1 and L2 and a lavatory that herringbone couldn’t, but this layout proved me wrong.
Four lavs for business? Cool.
Three lavs for premium econ. and econ.? That's gonna suck.
Was hoping that United could make the Premium Plus & Economy toilet situation betted but no. Still only three for the majority of the passengers.
At least it's better than the current configuration, less people sharing those three toilets in this new configuration.
Meanwhile ANA 787-8s have four toilets for PE & Y, and they have less seats.
Not to mention the difference in law cleanliness maintenance throughout the flight.....
Is that an actually wheelchair accessible restroom in the middle? I know it came up as a potential requirement under mayor pete
“Premium” studio seats right next to the lav doors and galley. Those are the worse locations in the cabin on a 789.
That’s the only place to efficiently fit them. Honestly I often pick the gallery seats because of the bigger footwell and as long as I bring an eye mask and ear plugs, I sleep great in part because of the extra room around my feet which I like as a side sleeper.
I don’t notice any extra noise or light issues - you just have to proactively manage it. The door may help slightly in terms of increasing privacy too.