We knew this change was coming, though perhaps it’s happening a bit sooner than we were expecting, as flagged by Zach Griff.
In this post:
United rebrands select domestic premium cabins as Polaris
Polaris business class is the name of United’s long haul, international business class experience. Historically, the forward cabin on domestic flights has simply been marketed as first or business class, but not as Polaris business class. That has now changed.
Effective immediately, United has introduced Polaris business class branding on select domestic flights:
- This applies in premium transcontinental markets, including from Newark (EWR) to Los Angeles (LAX) and San Francisco (SFO), and vice versa
- This applies in long haul Hawaii markets, including from Chicago (ORD) and Newark (EWR) to Honolulu (HNL) and Maui (OGG), and vice versa
In the interest of clarity, let me emphasize that this branding applies specifically if booking nonstop flights in those markets. So if you fly from Newark to San Francisco via another airport, you wouldn’t somehow magically be booked in Polaris business class.
While United recently rolled out “basic” Polaris fares, for the time being, those aren’t being sold on domestic Polaris flights. I think it’s a given that these fares will be rolled out as well, so it’s just a question of how long it’ll take for that to happen (my guess: not long).
What are the implications of this Polaris branding change?
Why should customers care about the forward cabin on some domestic flights now being marketed as Polaris business class? The implications are very simple — those booked on these flights will be eligible for Polaris lounge access.
Up until now, the most premium domestic flights at best provided United Club access, so to instead get access to United Polaris Lounges is a huge upgrade. This is part of a massive overhaul of lounge access at United, essentially reshuffling who gets access to Polaris Lounges:
- With the introduction of “basic” Polaris fares, those booked on these kinds of tickets no longer receive Polaris Lounge access, but instead, receive United Club access
- United has just cut Polaris Lounge access for most travelers on partner airlines, so that’s a pretty major update
- With United introducing its new Coastliner A321neos, the airline promised it would introduce Polaris Lounge access on these flights, though clearly this change is coming even earlier than that
From a competitive standpoint, the change on the part of United is perfectly sensible. American and Delta both provide access to their premium lounges — American Flagship Lounges and Delta One Lounges — on premium transcontinental flights, so it makes sense that United would do the same.
Admittedly to avoid crowding, this requires a reshuffling by denying access to others, but United has upside there as well, because “basic” Polaris business class tickets no longer provide Polaris Lounge access. So it gives passengers an incentive to buy up to a higher fare by making the lower fares punitive, and United views that as a win-win.
Bottom line
United is now marketing the forward cabin on select domestic flights as Polaris business class. The practical implications are that those in Polaris business class receive access to Polaris Lounges, assuming it’s not a basic fare (and basic Polaris fares haven’t yet been loaded for domestic flights).
This applies specifically in premium transcontinental markets, plus on select Hawaii flights, and we knew this was something that United had planned.
What do you make of United’s domestic Polaris changes?
i thought access to the Polaris Lounge was only on long haul international flights, as listed on the sign outside the entry door (e.g. Europe, Asia, lower/southern South America)? So now Polaris seats on shorter trips will be eligible?
Well, that worked out well. Just recently booked IAD-HNL for 45k each for the wife and I for next year. Had no idea of the upcoming change. Was a bit miffed to be flying 11 hours, longer than it takes to get to most European destinations, and we weren't even getting lounge access even though I had booked first. In contrast, I could fly 1 hour domestic business in Europe and they give me lounge access. Made no sense. Glad to hear of the change.
IAH or DEN to Hawaii is hours longer than EWR-LHR. Those old 777s are so dated, if any planes need Polaris it would be those. Even NY-LA is a longer flight than most flights from NY to Europe.
Shame that they cheaped out when it came to IAH, DEN and even IAD. Sure it may not have the direct competition, but would have been an easy change to elevate the entire long-haul Hawaii portfolio. Even if DEN does not have a Polaris lounge and is flying 2-4-2 Lie flat seats... still a bed and still can afford to be called Polaris
Ben wrote "Why should customers care about the forward cabin on some domestic flights now being marketed as Polaris business class? The implications are very simple — those booked on these flights will be eligible for Polaris lounge access. ."
My IAD-HNL itinerary used to show as "United First (N)" . It now shows as "United Polaris business (N)" So, according to what Ben wrote, then IAD-HNL should get the same benefits as ORD-HNL...
Ben wrote "Why should customers care about the forward cabin on some domestic flights now being marketed as Polaris business class? The implications are very simple — those booked on these flights will be eligible for Polaris lounge access. ."
My IAD-HNL itinerary used to show as "United First (N)" . It now shows as "United Polaris business (N)" So, according to what Ben wrote, then IAD-HNL should get the same benefits as ORD-HNL including Polaris lounge access unless I'm missing something somewhere.
The route may be competitive but the prices for domestic Polaris are insane. The lounge upgrade to Polaris doesn't compensate for it. Speaking as someone who pays out of pocket, not corporate spending. In the end, the transcons are only about 6 hrs or less. Overnight flights might be more comfortable with lie flat seats. Otherwise, I don't see a point in paying that price.
It might be good for award and upgrade travelers.
Agree, I fly Jetblue Mint overnight SFO-BOS and it's an excellent way to catch some sleep. But I wouldn't pay for lie-flats on a daytime journey.
The price on that screenshot is insane. $4k (I assume roundtrip?) for this flight?! That doesn't seem right for a competitive route.
I don't understand why anyone would pay that for 6 hours.
@Tim "to precisely no one's surprise, you reflexively try to defend UA by throwing unrelated statistics to the discussion."
Oh the irony with that statement
"UA simply would not have chosen to add Polaris to EWR transcons if the Delta One lounge at JFK weren't have a meaningful impact in the market - which is precisely what DL expected to take place."
You could just as easily turn that around and say DL had to...
@Tim "to precisely no one's surprise, you reflexively try to defend UA by throwing unrelated statistics to the discussion."
Oh the irony with that statement
"UA simply would not have chosen to add Polaris to EWR transcons if the Delta One lounge at JFK weren't have a meaningful impact in the market - which is precisely what DL expected to take place."
You could just as easily turn that around and say DL had to respond with the Delta One lounge at JFK 6 years after United opened the EWR Polaris Lounge, given the tremendous success of the Polaris Lounge.
and no one, including me, argued that DL didn't have to eventually put in business class lounges even though Sky Clubs have long been and are still rated higher than AA or UA's standard lounges.
the airline industry is competitive but actual data shows that DL has pushed into the leadership position in the NYC to LAX market despite JFK being much more competitive.
and as DL retires the 763s over the next few years,...
and no one, including me, argued that DL didn't have to eventually put in business class lounges even though Sky Clubs have long been and are still rated higher than AA or UA's standard lounges.
the airline industry is competitive but actual data shows that DL has pushed into the leadership position in the NYC to LAX market despite JFK being much more competitive.
and as DL retires the 763s over the next few years, the chances are high that DL's transcon capacity including premium cabin capacity will increase more than UA's and certainly more than AA or B6 both of which are focused on A321 based transcon fleets.
and the bigger part of this is to ask how much the Delta One lounges have allowed DL to better compete for INTERNATIONAL travel - and I suspect the amount that DL is gaining is more than just a little bit and there isn't much more than UA can do.
UA did move first to add business basic international which basically says they are kicking some international passengers out of Polaris lounges in order to compete for transcon passengers.
EVERYTHING is about Dear Delta.
Is it safe to assume that transcon awards booked as "Polaris" will get lounge access--or will those soon get lumped in with basic fares? Seems reasonable to me that lounge access would be included--otherwise they'd have to create different classes of business awards or just eliminate Polaris lounge access altogether for those on awards as Qatar did. (Not that I trust them NOT to do this.)
IAD to HNL is also Polaris btw
Wow, now this is a "change you will like!"
Glad to see this. Couldn’t believe that a flight we took from DEN to SJD in the forward cabin that cost $350 included UA club lounge access(not Polaris) but a $2000 ticket from HNL to IAD last winter did not include any lounge access at all!
I have a flight booked on miles through United from LAX to IAD and then onwards on Ethiopian to ADD in July. All in J. Do I get Polaris in LAX now? Before last month change expected it in IAD but not LAX.
@ Nate -- Nope, unfortunately no Polaris Lounge access, period.
Oh well. On the bright side flying back with 15 hours in Doha in J (Iranian missiles willing) so will get my good lounge access that way.
Is there a reason why United wouldn't apply this to Dulles flights as well? Those flights are just as long, and while not exactly the same amount of traffic, the Polaris lounge is big enought to support a few more first class passengers a day.
@ stealthpilot21 -- It's a fair question, and ultimately it's not about the length of the flight, but instead, it's about the competitive landscape, plus pricing power. NYC-LAX/SFO is highly competitive, hence the need for better lounge access, while IAD-LAX/SFO is a market dominated by United.
Also, fares are just totally different. One-way premium cabin fares from IAD-LAX start at $624, while for EWR-LAX, they start at $1,080 (but get much, much higher).
And UA offers Polaris Club access on both ends of the SFO-EWR flights which is in line with UA's far more comprehensive and consistent premium product offerings.
Locations
UAL: (6) EWR, IAD, ORD, IAH, SFO, LAX
AAL: (6) JFK, PHL, MIA, ORD, DFW, LAX
DAL: (4) BOS, JFK, SEA, LAX
Hubs without
UAL: (1) DEN
AAL: (2) CLT, PHX
DAL: (4) ATL, DTW, MSP, SLC
I believe some IAH (Houston) to SFO (San Francisco) have become Business Polaris class as well. These domestic Business Polaris don't provide the same service/benefits as international Business Polaris. :(
@ StudPanda -- There are lots of shorter domestic flights that are operated by planes with Polaris seats, but that's totally separate from whether or not the cabins are actually marketed that way. But you're right, SFO-IAH is also one of the first markets where United has been flying its newest 787-9s for crew familiarization.
A hotel can change its name. The ultimate question regards the quality of the property. In like fashion, what will be the quality of the experience? Only time will tell.
@ Lee -- I don't think the experience will change much, other than Polaris Lounge access. For that matter, even Polaris on long haul flights isn't much to get excited about in terms of the soft product.
Ben - Forward cabin on UA widebody flights to HNL has always been marketed as domestic F until this change, so they didn't even include United Club access, let alone Polaris Lounge access. That's right, drop $5k for a lie-flat on a 10-hour flight and get turned away from the United Club.
Excellent. This is a positive change. United joins Delta and American in offering premium lounge access to transcon and Hawaii premium passengers. Like, J on EWR-SFO/LAX/HNL, absolutely should have had EWR Polaris access, but hadn't before this. Whereas, J/F on JFK-SFO/LAX get D1 and Flagship. I've griped about the lack of this before. I'm pleased, here. Well done, United.
Wish they'd upgrade EWR-SNA. American has been flying flagship planes for awhile and Delta is resuming next month with D1 from JFK.
goes to show that the Delta One Lounge at JFK succeeded in shifting demand
Tim, United was the outlier here. Delta and American were doing it right. Take the 'W.' Another example: United Polaris at EWR adding the extra 'dining' area... basically a knockoff of the JFK D1 Brassiere. Take. The. 'W.'
*Brasserie (oof.)
Actually, in terms of NYC passenger market share UA had 9% greater overall & 54% more internationally than DL in March '26. Both had 30% share domestically, but the gap is growing internationally.
to precisely no one's surprise, you reflexively try to defend UA by throwing unrelated statistics to the discussion.
UA simply would not have chosen to add Polaris to EWR transcons if the Delta One lounge at JFK weren't have a meaningful impact in the market - which is precisely what DL expected to take place.
The fact that they did not include IAD proves that it is DL and to a lesser extent AA...
to precisely no one's surprise, you reflexively try to defend UA by throwing unrelated statistics to the discussion.
UA simply would not have chosen to add Polaris to EWR transcons if the Delta One lounge at JFK weren't have a meaningful impact in the market - which is precisely what DL expected to take place.
The fact that they did not include IAD proves that it is DL and to a lesser extent AA (since they are a much smaller part of the transcon market) that is driving UA's decision.
In your endless defense of UA, how about you explain to us the load factors that CF reported on his TWO flights?
I can tell you. UA is upgauging w/ the express intent of taking basic economy traffic in order to fill the extra seats.
Now that fuel makes it necessary to dramatically increase fares, it is impossible to sell seats at BE fares.
Add in that the FAA has capped UA's ability to add FLIGHTS at EWR, ORD, and SFO, UA has no choice but to upgauge in order to add capacity. In competitive markets like NYC UA can add BE type fares but that doesn't work in hubs where UA is dominant. it also doesn't work when every other airline including AA, DL and WN are chasing deep discount traffic as well.
and you still can't grasp that DL's margins in NYC are probably higher than they have ever been and DL has a higher share at LGA and JFK compared to low cost and ultra low cost carriers than it probably ever has had which means DL is discounting much less than it has in the pace.
UA can and will chase deep discount traffic - and yet their financial results - even with a $1 billion/year labor cost advantage still falls far short of DL's.
and in the discussion that is teed up here, DL clearly is moving the high value transcon market in NYC - which is why UA had no choice but to change.
Wrong again. UA is merely managing the capacity of their Polaris Lounges (See JFK D1) to maximize their benefit to their most valuable customers. It is certainly showing up in their earnings lately, isn't it? It is also in anticipation of the A321neo Coastliners and the JFK transcons.
It's amazing how long it took DL to create only four D1 lounges out of its eight hubs. Is ATL going to get a D1 lounge in...
Wrong again. UA is merely managing the capacity of their Polaris Lounges (See JFK D1) to maximize their benefit to their most valuable customers. It is certainly showing up in their earnings lately, isn't it? It is also in anticipation of the A321neo Coastliners and the JFK transcons.
It's amazing how long it took DL to create only four D1 lounges out of its eight hubs. Is ATL going to get a D1 lounge in 2028 or is that going to slide again like the A321neo lie-flat beds?
"managing the capacity of their Polaris lounges" means kicking people out.
suck it up. DL has been picking off UA's transcon business.
when UA manages to fly from ATL to LAX and SFO, let us know. and UA certainly doesn't have a Polaris lounge in ATL
UA doesn't even use premium configured aircraft from BOS to LAX or SFO.
Tim, not even DL has a D1 lounge in ATL, it’s largest station. lol. DL is still catching up to UA with premium lounge offerings and still trying to catch up to UA in premium seat offerings, even as UA expands the lead.
And DL continues to cut markets out of JFK. They’re much smaller than UA internationally, especially after DL dropped three international markets from NYC.
Domestically, some of JFK’s domestic flights...
Tim, not even DL has a D1 lounge in ATL, it’s largest station. lol. DL is still catching up to UA with premium lounge offerings and still trying to catch up to UA in premium seat offerings, even as UA expands the lead.
And DL continues to cut markets out of JFK. They’re much smaller than UA internationally, especially after DL dropped three international markets from NYC.
Domestically, some of JFK’s domestic flights compete against DL’s in-perimeter markets out of LGA. Pax fly out of LGA but JFK needs the feed for its longhaul markets. So DL just canceled three domestic markets out of JFK.
One more reason DL’s inefficient split hub in NYC is a problem, resulting in less NYC revenue than UA and shrinking market share in the city while UA grows.
"premium configured aircraft from BOS to LAX or SFO"
50 A321neo Coastliners are inbound with lie-flat suites unlike DL's botched effort with 40 recliners. Why is Delta is incompetent at aircraft interiors? Why no D1 lounges in ATL, DTW, MSP or SLC? When are those 767s retiring?
oh, look. frick and frack are back
you two combined can't explain how DL manages to fly less ASMs and generate more revenue and better profits despite the billion dollar labor cost advantage UA has.
and don't even begin to act like selling and leasing back aircraft at the expense of adding more debt is a great strategy.
DL moves more revenue through ATL than any hub in the US and, given that the ME3...
oh, look. frick and frack are back
you two combined can't explain how DL manages to fly less ASMs and generate more revenue and better profits despite the billion dollar labor cost advantage UA has.
and don't even begin to act like selling and leasing back aircraft at the expense of adding more debt is a great strategy.
DL moves more revenue through ATL than any hub in the US and, given that the ME3 hubs are down for the count, perhaps any hub in the world.
If a DL One lounge is supposed to make or break DL's success, it certainly isn't showing up in DL's finances.
How can UA have so many grounded aircraft, many of which will not fly again despite the bravado from UA's C Suite. They can't take hundreds of new aircraft and justify growth by fixing old aircraft for a few more years at high fuel prices which aren't coming down any time soon
We can’t explain your ASMs versus profit metric because it’s something you completely made up.
Profit is measured by yield. UA has narrowed the gap and has momentum on their side. They were ahead of the curve with identifying the premium demand trend and has been filling its huge international fleet with premium seats while DL copies and catches up to UA.
And these similar financial results are with DL making so much...
We can’t explain your ASMs versus profit metric because it’s something you completely made up.
Profit is measured by yield. UA has narrowed the gap and has momentum on their side. They were ahead of the curve with identifying the premium demand trend and has been filling its huge international fleet with premium seats while DL copies and catches up to UA.
And these similar financial results are with DL making so much more in credit card revenue, though UA’s next negotiation is around the corner and will eliminate that difference too.
BTW, I liked I how you tried to draw conclusions from the load factors on Brett Snyder’s two flights, when you always say what happens on a handful of flights has no impact on the system data that is easily tracked.
Did you read the part how Brett said UA’s app is by far the best (a sentiment echoed by many others, including Zach Griff) and that he doesn’t know why other airlines don’t even attempt to copy UA?
Oh, and did you see how I did that without name calling? My data speaks for itself and doesn’t need personal attacks to bolster weak or made up facts.
just say it and spare us the rest of the non-sense.
UA trails DL in the very metric that you say matters.
yes, we know.
We'll get 'em next time.
no, UA will not close the credit card gap w/ DL because DL has a structural advantage in its relationship with Amex because of higher interchange fees.
let us know how UA's app translates into more revenue or butts in seats on flights.
so are you frick or frack?
Tim, your name calling betrays your lack of confidence in what you yourself are saying. I don’t need to call you names or personally insult you (I thought Ben was putting a stop to those behaviors in the comments…) because I’m confident in what I say, don’t throw out random, fabricated numbers, and am not worried about another airline being a threat.
DL makes a bit more money (UA made more than DL Q1...
Tim, your name calling betrays your lack of confidence in what you yourself are saying. I don’t need to call you names or personally insult you (I thought Ben was putting a stop to those behaviors in the comments…) because I’m confident in what I say, don’t throw out random, fabricated numbers, and am not worried about another airline being a threat.
DL makes a bit more money (UA made more than DL Q1 2025 was about even in Q1 2026. That in spite of billions more revenue from credit cards than DL.
Why would UA not narrow the gap? UA makes more than DL in airline operations, makes more revenue from airline flying, and people pay more to fly UA than they pay DL, resulting in huge revenue beats in competitive markets like NYC. That’s why DL has canceled 6 routes from NYC in the last year. UA is bigger in most of the large US markets.
And yes, the app is indicative that UA is investing more in IT and the customer experience. UA’s app is known across most of the industry as being the best. It shows UA continues to invest in the customer, whether it’s the largest widebody fleet, the most lie flat seats, the best IT.
All driving the huge amount of momentum UA has.
See, I can do that with no names.
UA knows how to maximize the value of older planes that are paid for without spending the money on HMVs unless it makes sense.
As for the new aircraft UA has plenty coming. CFO Michael Leskinen during the Q1 call emphasized that taking delivery of new, fuel-efficient aircraft is highly accretive and "financially advantageous... both from a margin and a return on invested capital standpoint".
United got these orders for such great prices...
UA knows how to maximize the value of older planes that are paid for without spending the money on HMVs unless it makes sense.
As for the new aircraft UA has plenty coming. CFO Michael Leskinen during the Q1 call emphasized that taking delivery of new, fuel-efficient aircraft is highly accretive and "financially advantageous... both from a margin and a return on invested capital standpoint".
United got these orders for such great prices that when they do sale leasebacks, not only are they able to raise cash when needed, UA also enjoys additional overtrade gains because prices have increased. They made $75m in overtrade gains in Q3 '25 alone. And UA 'owned' almost 100 more planes than DL at the end of 2025 so they can do plenty of this if they wish.
UA is hitting on all cylinders.
"UA knows how to maximize the value of older planes that are paid for without spending the money on HMVs unless it makes sense."
say what?
UA has scores of airplanes grounded due to lack of engine support. Of course they don't spend money on new interiors for grounded airplanes.
feel free to provide evidence for your claim about low ownership costs.
This type of data is reported to the DOT and DL consistently...
"UA knows how to maximize the value of older planes that are paid for without spending the money on HMVs unless it makes sense."
say what?
UA has scores of airplanes grounded due to lack of engine support. Of course they don't spend money on new interiors for grounded airplanes.
feel free to provide evidence for your claim about low ownership costs.
This type of data is reported to the DOT and DL consistently has one of the lowest costs of ownership among US airlines and also has far more unencumbered aircraft than UA.
There is a reason why you use "owned" in quotes - because UA doesn't really own them.
Would you like to tell us the amount of aircraft-related debt UA has on its balance sheet - or do you even know that DL has far less?
UA is not generating the cash to be able to buy its massive orderbook in cash - as you were happy to claim they did. UA will simply use cash to buy planes and then turnaround and do sale/leaseback transactions which means they don't really "own" those aircraft at all.
UA just unencumbered $3.1B in assets by paying down that debt in Q1 2026 including aircraft and issued $1b in unsecured bonds for < 5% for the 1st time since Ford did it a few years back. United did this while reporting $1b more in profit, $2.4b more in operating cash flow and $2.2b more in free cash flow than Delta. That's a helluva quarter.
Also Tim, you know when you say “look who’s back” in the comment section, you’re paying us a compliment while taking a dig at yourself.
For us to “come back” we have to leave for a bit to live our lives, to experience things outside of a comments section where others frequently ridicule you.
I know you say you post your comments while biking, hiking, living life, etc, but you still need to...
Also Tim, you know when you say “look who’s back” in the comment section, you’re paying us a compliment while taking a dig at yourself.
For us to “come back” we have to leave for a bit to live our lives, to experience things outside of a comments section where others frequently ridicule you.
I know you say you post your comments while biking, hiking, living life, etc, but you still need to read the comments, formulate a response, dictate your response, proofread it, post it, then go back to step one, constantly scanning the comments for you to repeat the whole process.
Take a page out of our book. Live life, take a walk, read a book. You’ll love it.
With that, the “argument loop”, as respected analyst Brett Snyder calls discussions with you, is over. You can have the last word.
Mark, "Tim, you know when you say “look who’s back” in the comment section, you’re paying us a compliment while taking a dig at yourself."
Exactly. Too funny.
Good move for United. I think the biggest lounge difference at this point on transcon is that Polaris and D1 offer sit down dining experiences and AA Flagship lounges / Greenwich do not. If they fly from JFK what lounge will they use - the new Lufthansa lounge from new T6?
I think it would be smart for AA to expand access to Soho if you are a status member flying business transcon so there...
Good move for United. I think the biggest lounge difference at this point on transcon is that Polaris and D1 offer sit down dining experiences and AA Flagship lounges / Greenwich do not. If they fly from JFK what lounge will they use - the new Lufthansa lounge from new T6?
I think it would be smart for AA to expand access to Soho if you are a status member flying business transcon so there is a dining option for their status members at least. Greenwich doesn't cut it anymore versus UA/DL. May have to negotiate with BA on that change though.
I think AA has gone from arguably the best transcontinental product (at least when the 321Ts were being maintained...) to now potentially the worst. Is XLR business really a step above a delta wide body offering (especially when bathroom access is considered on mostly daytime flights)? Coastliner and XLR look somewhat equivalent although I suspect Coastliner will be more comfortable (certainly has an extra legroom economy offering - does anyone know if it will retain the 321neo mid cabin lav?)
100% -- I, too, had recognized this, and been griping about it for a while. United made the right choice here, to compete on the same level, offering the same elevated experience for its most premium routes and customers. Long overdue.
Coastliner could be a game-changer. Retire the dated 757 with 2-2 lie-flat for the new XLR suites. Yes, a321T had actual F, more MCE, but XLR isn't 'bad.' DL needs to get its...
100% -- I, too, had recognized this, and been griping about it for a while. United made the right choice here, to compete on the same level, offering the same elevated experience for its most premium routes and customers. Long overdue.
Coastliner could be a game-changer. Retire the dated 757 with 2-2 lie-flat for the new XLR suites. Yes, a321T had actual F, more MCE, but XLR isn't 'bad.' DL needs to get its XLR lie-flat certified, because recliners aren't good enough, especially for 5+ hour redeyes, etc.
Why not IAH-HNL?
@ Nick -- Good question. I suspect in part because that route is operated by the 777 with 2-4-2 business class seats, and I imagine United doesn't want to market those seats as Polaris in any way.
I am flying EWR-LAX in Nov on a 772 with 2-4-2 and that is now marketed as United Polaris. Maybe it is just a supplement for close to Thanksgiving travels and not normally on that route.
Confused. I'm flying IAD-HNL next year and it now shows as "Polaris Business Class (N)" instead of "First". Doesn't that make it eligible for Polaris Lounge access?
This makes sense, esp. if UA wants to compete with DL.
Interestingly, on a couple of flights I've had in the last couple of months on the IAD-LAX route, flown by 787-9s, everything about them was "Polaris" - amenity kits, full bedding at the seats, etc. While it looks like IAD isn't included in this announcement, it's certainly been a step up to have the Polaris experience (such as it is) on these coast-to-coast flights.
@ TravelinWilly -- Wow, that's interesting. Does anyone know if this is actually supposed to be that way, or if there was some last minute equipment swap to a plane that was supposed to fly to Europe, or something?
Great question, Ben, and now I have my answer for why it happened.
Both flights were swapped out from being domestic 787 flights to equipment that was originally planned for IAD to Europe flights. And here I thought UA was beginning to try and make mainland domestic "long hauls" premium.
Thanks for reading the comments! :) Because now I understand that UA wasn't improving, they were just turning two-hour delays into lucky flights for biz. flyers.
Back in February I flew on a regularly scheduled 787-9 from IAD to LAX.
While it was the Polaris seats, it wasnt "labeled" Polaris but rather First. I did not get an amenity kit nor any Polaris bedding. The meal was one tray just like any other domestic flight. On the other hand flew LAX-EWR on the return and got the amenity kit, the Saks bedding, and a separated meal (aproper appetizer followed by a sundae at the end).