“For years, premium economy was basically economy with 4 extra inches of legroom and a better glass of wine,” said Kelvin Fu, an airline distribution technology expert.

Not anymore. Wider seats, deeper recline, better meals, larger screens and more thoughtful service have transformed what passengers can expect from the experience. Airlines are also devoting something particularly valuable aboard an aircraft: space.

Premium economy is now the fastest-growing choice among travelers surveyed for Going’s 2026 State of Travel and Flight Deals Report, climbing from 16 percent to 20 percent in a year. Nearly six in 10 travelers also said they plan to splurge on premium cabin seating in 2026.

Emirates is rapidly expanding premium economy across its fleet, Air France has doubled the number of premium-economy seats on some retrofitted Boeing 777-300ERs, and Hawaiian Airlines and Turkish Airlines plan to introduce dedicated premium economy cabins beginning in 2028. The challenge now lies in convincing travelers the space between economy and business class is worth paying for.

© Lufthansa

A BIGGER PIECE OF THE CABIN
“Premium economy has evolved from a middle ground between economy and business class into one of the most strategically important products in long-haul aviation,” said Simon Newton-Smith, senior vice president, Americas, EL AL Israel Airlines.

Carriers back that importance with valuable aircraft real estate. At EL AL, Premium Class has become a core part of the long-haul experience aboard its Boeing 787 Dreamliners and retrofitted Boeing 777 aircraft. Passengers receive adjustable headrests, footrests and additional recline, along with the same meals served in business class, created by Michelin- starred chef Assaf Granit.

Seat design is changing, too. Lufthansa’s Allegris premium-economy seat uses a fixed-shell design, allowing passengers to recline without encroaching on the space behind them. The seat features a 39- inch pitch, a leg rest, a 15.6-inch 4K screen, wireless charging and additional personal storage. Other airlines are making room for considerably larger cabins. Global aviation data and analytics company Cirium found Air France doubled the number of premium-economy seats from 24 to 48 on a group of retrofitted Boeing 777-300ERs.

Cathay Pacific increased the cabin from 34 to 48 seats on its updated Boeing 777s, a 41 percent jump. Those extra rows represent a significant commitment when every square foot of an aircraft has to earn its keep. And analytics suggest premium economy isn’t simply an upsell at booking: Airlines see it as a cabin worth designing aircraft around.

© Air Canada

THE PRICE OF COMFORT
The appeal becomes more complicated when it is time to book. A better seat does not automatically make the jump from economy worthwhile, particularly when the fare begins creeping toward that of business class.

“For most travelers, I believe the decision comes down to value,” said Jimmy Yoon, head of Points Intelligence, point.me. “Everyone wants more space, but the real question is where does premium economy land in terms of price, whether it’s in cash or points.”

The JD Power 2026 North America Airline Satisfaction Study found satisfaction among premium-economy passengers jumped 14 points year over year, compared with a six-point gain in economy and basic economy. Delta Air Lines ranked highest in premium economy-class satisfaction for the fourth consecutive year, with a score of 736, followed by Alaska Airlines at 720 and JetBlue at 701. The turnaround is particularly notable after satisfaction in the category fell seven points in 2025.

The numbers suggest more travelers are willing to consider the upgrade. Over the past two months, point.me recorded 30–40 percent more clicks on premium economy compared with the same period last year.

© Delta Air Lines

What passengers get for that extra money can also change dramatically from one flight to another. Different aircraft within the same airline may have different premium-economy seats, particularly as carriers introduce new cabins alongside new aircraft deliveries and retrofit older fleets.

“For travelers, they need to be careful with which aircraft they book, as the premium-economy seats can be different, depending on the aircraft,” Yoon said.

Then there is the narrowing price gap with the cabin ahead. “On some routes I now find myself pricing premium economy against business and realizing the decision isn’t obvious, which was not true five years ago,” said frequent traveler David Salamon.

MAKING MORE ROOM
Perhaps the clearest sign of where premium economy is heading can be found in products passengers cannot book yet. Hawaiian Airlines will introduce a dedicated premium economy cabin aboard its Airbus A330s beginning in 2028, part of a tip-to-tail retrofit of the wide-body fleet. The overhaul falls under Hawaiian’s five-year, $600 million-plus Kahu‘ewai Investment Plan. Alex Da Silva, communications director, said the decision follows the strong performance of its existing Extra Comfort product.

© Air France

“Extra Comfort has historically performed exceptionally well, and so we are responding to growing guest demand for more premium experiences,” said Da Silva. Turkish Airlines is also entering the category, with plans to introduce premium economy on newly delivered Airbus A350s beginning in 2028, followed by retrofits across its existing wide-body fleet.

“For many years, our two-cabin model was well-suited to our network structure and competitive business-class proposition,” a Turkish Airlines spokesperson said. “What has changed is the maturity of the premium-economy market, the growth of premium leisure demand and the evolution of passenger expectations.”

The airline said the new cabin will complement, rather than replace, economy or business class and will become part of a broader product portfolio designed to support its premium revenue mix. Emirates, meanwhile, is expanding a product already in the air. The airline expects to have roughly 4 million premium-economy seats available annually by the end of 2026, about twice the capacity it projected for the end of 2025. Its multibillion-dollar retrofit program encompasses 219 aircraft, bringing refreshed cabins to its Airbus A380s and Boeing 777s as new Airbus A350s enter the fleet.

© Emirates

SELLING THE DIFFERENCE
Building a better premium economy cabin is only part of the challenge. Airlines also have to show travelers staring at a booking screen what the higher fare actually buys. Kelvin Fu calls it the “display problem.” As cofounder of travel distribution technology company Letsfly, he works with content from more than 650 airlines, connecting airline inventory with travel sellers.

“An airline spends millions upgrading the cabin, but on an OTA [online travel agency] or aggregate search engine, it just shows up as a generic ‘Premium Economy’ tag with a 50 percent price markup,” said Fu. “If the traveler can’t visually see the upgraded meal, the extra legroom or the lounge access right there on the checkout screen, they just think it’s an overpriced coach seat.”

Fu expects the cabin itself to become more varied over the next five years, potentially including different tiers of premium economy with stripped-down and fully loaded versions. Air Canada is already moving in that direction. In July the airline introduced Premium Economy Basic on select international routes, creating a lower-priced entry point that keeps the same premium-economy seat, meal service and priority airport services. It removes benefits such as complimentary advance seat selection, a second checked bag, refunds and eUpgrade eligibility.

“Over the next five years, I expect premium economy will continue to close the gap between economy and business class,” said EL AL’s Newton-Smith. “As aircraft and passenger expectations evolve, it will remain one of aviation’s fastest-growing segments, driven by travelers who prioritize comfort, convenience and value.”