The bottom line: Clase Premier on the Aeromexico 787-9 is a 36-seat 1-2-1 reverse-herringbone cabin on the Collins Aerospace Super Diamond platform — 30 seats in the forward cabin and 6 in a small rear mini-cabin. Pitch is 60 inches; seat width 20 inches. Every seat has direct aisle access. The platform is competitive against Avianca and LATAM's South American business class peers, with the Delta-Aeromexico joint venture providing the principal SkyTeam loyalty differentiator.

Aeromexico’s Clase Premier on the Boeing 787-9 is the carrier’s principal long-haul premium-cabin product and the operational anchor of its post-Chapter 11 long-haul network. The cabin operates in a 1-2-1 reverse-herringbone configuration on the Collins Aerospace Super Diamond seat platform, with 36 total seats distributed across a 30-seat forward cabin and a 6-seat rear mini-cabin.

This piece is a 2026 configuration analysis of the Clase Premier 787-9 cabin — the seat platform specification, the operational context of the post-Chapter 11 Aeromexico, and how the cabin sits within the Delta-Aeromexico joint venture and the broader SkyTeam network.

The 787-9 Cabin Configuration

Aeromexico’s 787-9 Clase Premier cabin contains 36 seats arranged in a 1-2-1 reverse-herringbone configuration. The cabin splits into two zones: 30 seats in the forward cabin spanning the majority of the business class footprint, and 6 seats in a small rear mini-cabin behind the principal galley. The 1-2-1 layout provides direct aisle access from every seat.

The seat platform is the Collins Aerospace Super Diamond — the same underlying platform deployed by American Airlines on the 777-300ER Flagship Business, Cathay Pacific on the A330 business class, and several other operators globally. The Super Diamond is a mature, well-established reverse-herringbone seat that delivers reliable hardware quality without the closed-suite features of the newer Vantage XL Plus or Thompson VantageSolo platforms.

The published seat dimensions: 60 inches of pitch and 20 inches of seat width. The configuration delivers lie-flat bed mode for sleep on long-haul rotations, with the cabin styling using Aeromexico’s signature deep blue and accent purple colourway.

The Delta-Aeromexico Joint Venture

The Delta-Aeromexico joint venture is the principal commercial framework underwriting Aeromexico’s long-haul network. The JV coordinates schedule, pricing, and revenue share on US-Mexico cross-border services and provides the SkyTeam loyalty infrastructure that gives Aeromexico its principal differentiator against the South American carrier peer set.

For SkyMiles members building US-Mexico premium-cabin programmes, Clase Premier on a JV-coordinated Aeromexico route is structurally accessible through SkyMiles award redemption and the broader SkyTeam award framework. The redemption math varies across routes and calendar windows; the principal use case is the high-yield US-Mexico business corridor where SkyMiles balances can fund Clase Premier without committing to a Delta-metal rotation.

Clase Premier in the 2026 Latin America Carrier Set

In 2026, Clase Premier on the 787-9 is one of three principal South and Central American business class products operating with 1-2-1 direct-aisle-access seating. The peer set:

  • LATAM Premium Business on the Vantage XL-equipped 787-9: 30 seats in 1-2-1 staggered configuration. Materially comparable on hardware to Aeromexico Clase Premier.
  • Avianca Business Class on the Safran Cirrus-equipped 787-8: 28 seats in 1-2-1 reverse herringbone. Also competitive on hardware.

Copa Dreams Class on the 737 MAX 9 operates a structurally different narrowbody-based product and sits in a separate competitive category. The closed-suite competitive set (Delta One Suite, American Flagship Suite, Polaris 2.0, JetBlue Mint Suite, BA Club Suite, Qatar Qsuite) sits a tier above all three South American 1-2-1 platforms on the cabin hardware differentiation that closed doors provide.

For corporate travel managers building Mexico-bound or Central America-bound premium programmes, Clase Premier on the 787-9 is a competent recommendation with the Delta-Aeromexico JV loyalty economics adding structural value for SkyMiles-aligned travellers.

Sources

Public reporting tracked for this analysis includes Upgraded Points, The Points Guy, Aeromexico, SeatMaps.com, and AwardFares.

Frequently asked questions

How is Aeromexico Clase Premier configured on the 787-9?
36 seats in 1-2-1 reverse-herringbone configuration, with 30 seats in the forward cabin and a 6-seat rear mini-cabin. The seat platform is the Collins Aerospace Super Diamond. Every seat has direct aisle access. Cabin pitch is 60 inches; seat width is 20 inches.
Where does the Aeromexico 787-9 fit in the broader fleet?
Aeromexico operates the 787-9 as the principal long-haul wide-body, alongside the older 787-8. Both feature the same Clase Premier reverse-herringbone product but on different sub-fleet seat platforms. The 787-9 is the carrier's most-deployed long-haul platform on routes from Mexico City to North America, Europe, and selected Asia-Pacific and South American destinations.
How does Clase Premier compare to peer Latin American business class products?
On hardware, Clase Premier on the 787-9 is broadly comparable to LATAM Premium Business on the Vantage XL-equipped 787-9 and to Avianca's Safran Cirrus-equipped 787-8. All three deliver 1-2-1 direct-aisle-access business class seating. The Delta-Aeromexico joint venture provides the principal SkyTeam loyalty linkage and differentiates Aeromexico from the broader South American carrier set on US-Mexico and connecting itineraries through the Delta SkyMiles network.
What is the MEX-NLU split and how does it affect operations?
Aeromexico operates a split-hub configuration between Mexico City International (MEX, also known as Benito Juárez) and Felipe Ángeles International (NLU), the secondary Mexico City airport that opened in 2022. The split is a function of federal aviation policy and capacity allocation rather than a carrier-driven operational choice. NLU-departing rotations require materially different ground-transport timing from central Mexico City versus MEX-departing rotations.