Aeromexico Business Class on the 787-9 — A 2026 Review

I flew Aeromexico Clase Premier on the 787-9 three times between January 2026 and May 2026: AM1 MEX-MAD in seat 2A on XA-ADL on January 14, 2026; AM57 NRT-MEX in seat 4K on XA-ADD on March 8, 2026; and AM402 MEX-LAX in seat 1H on XA-ADL again on May 5, 2026. All three were paid revenue Clase Premier tickets booked through a personal channel. The Madrid rotation was the most expensive — booked five weeks in advance at MXN 102,400 one-way — and was the rotation that most directly tested the catering on a 10-hour transatlantic. No press trip, no affiliate, no upgrade.

The premise of this review is that Aeromexico has, since the carrier emerged from Chapter 11 in March 2022 and the Delta equity stake stabilised, quietly built one of the most underrated Business Class products in the Americas — anchored in the Sky Bar concept on the 787-9, the Delta JV operational integration on the US-Mexico transborder market, and the Premier Salon at Mexico City Terminal 2. The strategic question is whether Aeromexico can maintain the Clase Premier brand independence as the Delta equity stake increases through 2026-2027.

Quick Answer

Aeromexico Clase Premier on the 787-9 is a 36-seat Collins Aerospace Super Diamond cabin in a 1-2-1 reverse-herringbone layout, split into a 30-seat forward main cabin and a 6-seat mini-cabin behind door 2 with the distinctive Sky Bar concept between them. The Super Diamond is a 2018-vintage no-closing-door seat — the same physical platform deployed on Air Canada Signature Class, ITA Airways A350-900, American Airlines older 777-300ER, and Cathay Pacific’s pre-Aria Business Class fleet. The cabin specification has been progressively refreshed since the carrier emerged from Chapter 11 in March 2022. The soft product features a Mexican regional catering programme that has been a structural advantage since the partnership with chef Edgar Núñez (Sud 777 in Mexico City) launched in 2021 — the meal service is anchored in Mexican classical cuisine reinterpreted for cabin-altitude service, with a strong wine list that includes a tequila pour and a mezcal selection. The SkyTeam + Delta joint venture is the operational anchor — the US-Mexico transborder market is effectively a single premium-cabin proposition across Aeromexico and Delta, with reciprocal SkyMiles and Aeromexico Premier earning and the Delta equity stake providing the strategic alignment.

Cabin specification: Super Diamond on the 787-9

The Aeromexico 787-9 fleet entered service in 2016 with the first delivery XA-ADD (msn 39957). As of May 2026 the active 787-9 fleet comprises 8 aircraft. The cabin specification is identical across the fleet: 36 Clase Premier seats in a 1-2-1 reverse-herringbone configuration, 32 Premier One Economy Premium seats in rows 11-14 (the Aeromexico premium economy product), and 206 Economy seats in the rear cabin.

The Clase Premier cabin is split into two zones: a forward main cabin of 30 seats in rows 1-8 (the larger primary cabin), and a 6-seat mini-cabin behind door 2 in rows 9-10. The two zones share a galley between them — and this is the distinctive Aeromexico configuration choice: the galley space has been re-purposed as the Sky Bar, an open self-service bar with a granite-top counter, a Nespresso machine, a selection of mezcal and tequila, snacks, and a small stand for the cabin crew to deliver drink service. The Sky Bar is the most-cited soft product feature of the 787-9 cabin and is the operational signature that differentiates Aeromexico Clase Premier from the otherwise-similar Collins Super Diamond cabins on Air Canada or ITA.

The Super Diamond shells are oriented at 25 degrees from the cabin centreline, alternating window-aisle for the outer pairs and centre-pair for the centre seats. The shoulder width is 21 inches; the bed length is 78 inches; the pitch is 60 inches. The seat does not include a closing privacy door — the shell is fixed at approximately chest height when seated.

The 18-inch IFE display is a Panasonic eX3 with HD resolution (1080p), running the Aeromexico customised interface with a catalogue of approximately 1,400 films and 3,000 TV episodes. The catalogue includes a strong Spanish-language Mexican film section that is a meaningful differentiator from the US carriers serving the MEX market — the IFE is curated for the Mexican premium-cabin passenger.

The seat console has approximately 12 litres of enclosed storage, a wireless charging pad rated at 7.5 watts (older spec — Aeromexico has not upgraded to the 15W pad on the 787-9 fleet), one USB-C port rated at 60 watts, two USB-A ports, and a universal AC outlet. The seat controls are a 4-inch touch panel beside the right arm with three physical preset buttons. The lighting controls are limited — Super Diamond offers four lighting zones.

The seat-to-bed transition is automated. On AM1 MEX-MAD in January 2026 the cabin crew made up the bed approximately 75 minutes after takeoff and I slept for approximately 5.5 hours on the eastbound — a useful sleep window on a 10-hour transatlantic. The Pratesi-style bedding (Aeromexico sources from a Mexican textile partner rather than Pratesi directly) is competent but not at the Pratesi level.

Cabin walkthrough and the Sky Bar

I flew seat 2A on AM1 MEX-MAD — a forward main cabin window seat oriented toward the aisle. The shell height at the shoulder is approximately 43 inches; the seat width at the shoulder is 21 inches; the bed length is 78 inches. The seat surface is a navy leather with cream piping — an Aeromexico brand-specific finish rather than the cream-and-grey palette inherited from the original Boeing line-fit specification.

On AM57 NRT-MEX in March 2026 I flew seat 4K — a forward main cabin window seat on the opposite side. The cabin condition on XA-ADD (in service since 2016) showed approximately ten years of wear but had been refreshed in early 2024 with new upholstery and IFE system upgrade — the cabin is functional and the maintenance discipline appears strong. The XA-ADL airframe in January 2026 (newer delivery) was visually cleaner but functionally identical.

The Sky Bar is the operational signature of the Aeromexico 787-9 cabin and is genuinely well-executed. The bar opens approximately 90 minutes after takeoff on long-haul rotations and remains open through the cruise — passengers can self-serve coffee from the Nespresso machine, mezcal or tequila from the selection (typically including a Don Julio 1942 Añejo, an Herradura Reposado, and a Casamigos Blanco, plus a rotating mezcal selection that on AM1 in January 2026 included a Del Maguey Vida and a Los Nahuales Joven), or snacks (typically a selection of Mexican guava paste, dried mango, and corn nuts). The crew also stands at the bar during cruise to deliver service to passengers who prefer the bar interaction over seat service. The bar is open standing room rather than seated — there are no bar stools.

The Sky Bar is the kind of soft product feature that distinguishes Aeromexico from the Delta One or AA Flagship product on the same MEX market. The bar is a deliberate Aeromexico choice and reflects the carrier’s positioning of the long-haul Business Class as a more social and conversational experience than the more reserved US-carrier service vocabulary.

Catering: the Edgar Núñez partnership

The Aeromexico catering programme is anchored in the partnership with chef Edgar Núñez of Sud 777 in Mexico City — a one-Michelin-star kitchen in the World’s 50 Best 50-100 ranking. The Núñez partnership launched in 2021 (during the Chapter 11 restructuring) and has been the structural soft product advantage of Aeromexico Clase Premier since.

On AM1 in January 2026 my Clase Premier meal was a Núñez-developed cochinita pibil pulled pork with achiote and roasted plantain, followed by a tres leches with a passion fruit reduction. The cochinita pibil was, in my repeated measurement, one of the strongest regional dishes I have eaten in any Business Class cabin — the pork had been slow-cooked in achiote at ground level and rethermalised without losing the texture, the plantain had caramelised properly, and the dish was meaningfully Mexican rather than the Tex-Mex approximation that Aeromexico used to serve in the pre-Núñez era. The tres leches was the strongest cabin-altitude dessert I have eaten on the SkyTeam network in 2026.

The wine list includes a strong Mexican wine programme — Casa Madero from Coahuila (the oldest wine producer in the Americas, established 1597), Monte Xanic and Vinas de Garza from Baja California, and a rotating selection of Mexican Cabernet Sauvignon and Tempranillo. The Mexican wine list is the most ambitious of any commercial carrier serving the MEX market and is a deliberate Aeromexico differentiator from the US carriers’ French and Spanish wine lists. The champagne pour is Taittinger Brut Reserve; the standard sparkling option is the Casa Madero Cassiel Brut from Coahuila.

The tequila and mezcal selection is genuinely strong and is a soft product feature in itself. The tequila list rotates seasonally — January 2026 featured a Don Julio 1942 Añejo, an Herradura Reposado, and the Casa Dragones Joven sipping tequila; the mezcal list included a Del Maguey Vida and a Los Nahuales Joven. The crew is genuinely knowledgeable about the tequila and mezcal pours and the recommendation process is conversational rather than transactional.

Crew vocabulary

The Aeromexico crew service style is conversational and warm — the Mexican airline service vocabulary is closer to the Italian or Spanish styles than to the more reserved US carrier style. On AM1 the cabin crew opened the boarding in Spanish followed by English (the bilingual Mexican convention), and the meal service was delivered with a conversational style that included the cabin manager pausing at my seat to discuss the wine pairing and the Sky Bar offerings.

The crew language proficiency is consistently strong in Spanish and English. On the MAD rotation the cabin crew included two Spanish-fluent crew members; on the NRT rotation in March 2026 the crew included one Japanese-speaking crew member. The language coverage is generally good for the principal long-haul rotations.

Routes and schedule

The Aeromexico 787-9 deployments as of the summer 2026 schedule:

Route	Flight	Aircraft	Frequency
MEX-MAD	AM1	787-9	Daily
MEX-NRT	AM57	787-9	Daily
MEX-CDG	AM7	787-9 / A330-900	Daily
MEX-LHR	AM3	787-9	4x weekly
MEX-AMS	AM21	787-9	5x weekly
MEX-FCO	AM10	787-9	3x weekly seasonal
MEX-EZE	AM91	787-9	Daily
MEX-SCL	AM31	787-9	Daily
MEX-GRU	AM43	787-9	Daily
MEX-LAX	AM402	787-9 / A330-900	Daily (transborder)
MEX-JFK	AM404	787-9 substitute	Daily (transborder)

The AM1 schedule departs Mexico City at 22:55 local and arrives Madrid at 16:35 local +1, a 10h 40m overnight eastbound. The AM2 return departs Madrid at 18:50 local and arrives Mexico City at 22:20 local same-day, an 11h 30m daylight westbound. The schedule is asymmetric — overnight eastbound, daylight westbound — and the eastbound sleep window is approximately 5 hours of cabin-darkened time.

The AM57 schedule departs Tokyo Narita at 16:45 local and arrives Mexico City at 14:55 local same-day, a 13h 10m daylight westbound (the eastbound AM58 departs MEX 00:55 local and arrives NRT 06:30 local +2 — a long red-eye routing that crosses the date line). The trans-Pacific routing follows a great-circle path that approaches the Bay of Bengal alternate routing and is the longest non-stop in the Aeromexico network.

SkyTeam and the Delta joint venture

The Aeromexico-Delta transborder joint venture is the operational anchor of the Aeromexico long-haul network and is the most consequential US-Mexico premium-cabin partnership in commercial aviation. The JV was originally approved by the US Department of Transportation in 2016 and has been renewed multiple times. The JV operates as a fully integrated commercial entity on US-Mexico city pairs — coordinated capacity, pricing, scheduling, revenue-sharing, and shared loyalty earning.

For Business Class passengers the practical implication is that Aeromexico Clase Premier and Delta One on transborder routes (MEX-ATL, MEX-LAX, MEX-DTW, MEX-MSP, MEX-SLC, MEX-SEA, MEX-JFK) are sold and serviced as effectively a single premium-cabin proposition. The choice between AM402 (Aeromexico Clase Premier on the 787-9 on MEX-LAX) and DL2 (Delta One on the A330-900 or 757 on MEX-LAX) is largely a function of hard product preference — Delta One Suite on the A330-900 and A350-900 has closing doors, the Aeromexico Super Diamond does not — and ground product preference (Aeromexico via Premier Salon at MEX T2; Delta via the Delta Sky Club at MEX T1).

The Delta equity stake in Aeromexico — originally 20 percent under the JV framework, increased to a higher (undisclosed) level under the October 2025 announcement — provides the strategic alignment. The Mexican federal authorities approved the increased stake under conditions that protect the Aeromexico brand identity and that maintain Aeromexico as a separate operating carrier. The implication for the Clase Premier product is that Aeromexico is unlikely to adopt the Delta One Suite hardware platform on the 787-9 fleet — the cabin development trajectory is the Aeromexico choice rather than the Delta-imposed standard.

The Aeromexico Premier (formerly Club Premier) loyalty programme operates the Premier Points currency. SkyMiles and Premier Points earn and redeem reciprocally on JV transborder routes. The Premier Salon access at MEX T2 is restricted to Premier Platino and Titanio members and to SkyTeam Elite Plus passengers — Delta Diamond Medallion and SkyMiles Reserve members have access.

Connectivity and IFE

The Aeromexico 787-9 fleet runs Panasonic Avionics Ku-band connectivity on the original 2016-2019 delivery cohort and Inmarsat GX Aviation Ka-band on the more recent 2021-2024 deliveries. The published throughput on the Ku-band frames is up to 12 Mbps per device — a meaningfully lower throughput than the Ka-band competitors — and the Ka-band frames support up to 20 Mbps per device. On AM1 in January 2026 I measured 6-10 Mbps at cruise on a Ku-band frame (XA-ADL is one of the original-cohort airframes), which was adequate for email and lightweight web browsing but limited for video streaming. The connectivity is included in the Clase Premier fare on the entire flight; Premium One Economy Premium passengers receive a 30-minute free pass and Economy passengers pay USD 14.99 for a full-flight pass.

The IFE catalogue is curated for the Mexican premium-cabin market and includes a strong Spanish-language Mexican film section (current rotation includes Alfonso Cuarón’s Roma reissue and a curated Mexican Golden Age section featuring Pedro Infante and María Félix titles) — the strongest Mexican film coverage of any commercial carrier in 2026, including the US carriers serving the MEX market. The TV section runs Televisa original content and a curated international selection. The audio section includes a Mariachi classical programme and a Mexican corrido selection that is a deliberate Aeromexico touch.

The Bluetooth audio pairing on the original-cohort airframes (XA-ADL among them) requires the cabin crew to distribute a passive dongle on request — a meaningful operational friction point. The newer airframes have been upgraded to native Bluetooth 5.0 in the latest IFE software release. The dongle process takes approximately 90 seconds and requires the crew to be available; on AM1 in January 2026 the dongle was delivered approximately 12 minutes after request.

Lounges and ground product

The Premier Salon at MEX T2 Concourse 75 is Aeromexico’s flagship Business Class lounge and is the most consequential ground product feature of the Aeromexico proposition. The lounge is 1,200 square metres on the airside at MEX T2, opens at 05:00 local, and offers a la carte dining (included in Clase Premier access), a tequila bar with a meaningful selection of premium tequila and mezcal, a buffet area for the wider Premier access, a sleep room with daybeds, and showers.

Access is restricted to Clase Premier passengers, Aeromexico Premier Platino and Titanio tier members, and SkyTeam Elite Plus passengers. Delta Diamond Medallion and SkyMiles Reserve members have JV-reciprocal access. The Premier Salon is functional and well-executed though it does not match the Sala Velázquez at MAD or the Premier Lounge at FCO on the European hub ranking — the food quality is strong but the lounge layout is more constrained.

The Premier Salon at MEX T2 is the only Aeromexico-branded lounge with the full Clase Premier specification. The smaller Salons at GDL, MTY, CUN, and TIJ are functional but limited — buffet rather than a la carte, no tequila bar. The most useful of the secondary lounges for premium-cabin passengers is the Salon Tijuana, which connects via the Cross Border Xpress pedestrian bridge to San Diego.

At Madrid Barajas the AM2 westbound uses Terminal 4 with access to the Sala Velázquez (under the SkyTeam JV with Iberia — although Iberia is oneworld, not SkyTeam, the lounge access is via the Sala Dalí under SkyTeam JV arrangement). At Narita the AM58 eastbound uses Terminal 1 with access to the Korean Air SkyTeam Lounge. At Paris CDG the AM8 eastbound uses Terminal 2E with access to the Air France Salon Premier or the SkyTeam Lounge.

How Aeromexico compares to its competitive set

Against Delta One Suite on the A330-900 (the new Vantage XL+ seat with closing door — Delta One Suite on the MEX-ATL or MEX-LAX rotation), Aeromexico Clase Premier is structurally inferior on hard product. Delta One Suite has the closing door, the longer 80-inch bed, and the more sophisticated cabin design. The Aeromexico advantage is the Mexican regional catering, the Sky Bar concept, and the conversational crew style. For the Mexican corporate frequent flyer, the catering preference may dominate the hard product comparison; for the US-based traveller, the Delta One Suite is the structurally stronger choice.

Against AA Flagship Business on the 787-9 (the Collins Super Diamond — the same physical seat as Aeromexico) on the MEX-DFW rotation, Aeromexico is broadly equivalent on hard product. American’s catering is structurally weaker than the Edgar Núñez programme; the Aeromexico wine list (Mexican-anchored) is stronger than the American wine list; the AA amenity kit (Shinola for 2026) is comparable to the Aeromexico amenity. The American advantage is the AAdvantage loyalty programme depth in the US corporate channel; the Aeromexico advantage is the catering and the Mexican regional cabin experience.

Against United Polaris on the 787-9 on the MEX-ORD or MEX-IAH rotation, Aeromexico is broadly equivalent on hard product, ahead on catering, and ahead on the lounge ground experience (the Premier Salon is stronger than the United Club at MEX).

Against Iberia A350-900 Business on the MEX-MAD rotation (the IB6401 alternative to AM1), Aeromexico is broadly equivalent on hard product (Iberia is no-closing-door Solstys II, Aeromexico is no-closing-door Super Diamond), structurally ahead on catering (the Núñez programme is meaningfully better than the Azurmendi rotation), broadly equivalent on amenity, and slightly behind on the ground experience (the Sala Velázquez at MAD is stronger than the Premier Salon at MEX).

Against Air France Business on the A330-900 on the MEX-CDG rotation (the AF6800 alternative to AM7), Aeromexico is structurally inferior on hard product (Air France A330-900 has the Stelia Symphony-derivative seat without closing door but with a more sophisticated shell), broadly equivalent on catering, and slightly behind on the European hub ground experience.

Where Aeromexico falls short

The absence of a closing privacy door is the single largest structural weakness of the Clase Premier proposition in 2026. The Super Diamond shell at chest height does not approximate the suite-like enclosure that has become the standard expectation on transatlantic and trans-Pacific Business Class above USD 4,000 round-trip pricing. The carrier has not announced a retrofit programme and has confirmed via the carrier’s corporate communications that the forward 787-9 cabin development is the Aeromexico independent choice rather than the Delta-imposed standard.

The wireless charging pad is 7.5W rather than the 15W standard now common on newer Business Class cabins. This is a small but real annoyance.

The IFE resolution is 1080p rather than the 4K specifications of more recently delivered Business Class cabins. The Panasonic eX3 catalogue is competent but the visual quality is generation-behind.

The amenity kit is functional but not at the level of the Trussardi, Loewe, or Bally kits on the European competitors — Aeromexico has not invested in a luxury brand partnership for the amenity kit and the current execution is a generic black leather pouch with no luxury house branding.

The Pratesi-style bedding is sourced from a Mexican textile partner rather than Pratesi directly. The bedding is functional but the genuine Pratesi alternative used by ITA, Iberia, and the Lufthansa Group cabins is meaningfully better on linen quality.

The Premier Salon at MEX T2 is the strongest Aeromexico lounge but the broader lounge network at the secondary Mexican gateways (GDL, MTY, CUN, TIJ) is limited and the food quality at the secondary lounges is meaningfully weaker.

Verdict

Aeromexico Clase Premier on the 787-9 is one of the most underrated Business Class products in the Americas in 2026, anchored in the Edgar Núñez catering programme, the Sky Bar concept, the conversational Mexican crew vocabulary, and the Premier Salon ground experience at MEX T2. The hard product is the constraint — the Collins Super Diamond is a 2018-vintage no-closing-door seat and the carrier has not announced a retrofit — but the soft product strength and the Delta JV operational integration are sufficient to maintain Clase Premier as a strong Business Class proposition for the Mexico City-based traveller and for the US-based traveller flying into Mexico on the JV-aligned transborder market.

For the Mexico City frequent flyer flying transatlantic to Madrid, Paris, or London, Aeromexico is the natural choice on the route — the AM1, AM7, and AM3 rotations are all 787-9 Clase Premier with the strong soft product, and the connection through MEX T2 to the Aeromexico domestic network is the most operationally consistent option. For the US-based traveller flying MEX-LAX or MEX-JFK transborder, the Delta One Suite alternative may be the harder-edge choice on hard product alone, but the Aeromexico catering and crew style are sufficient differentiation to make Clase Premier the natural choice for the traveller who values the Mexican regional cabin experience.

The strategic uncertainty is whether Aeromexico can maintain the Clase Premier brand independence as the Delta equity stake increases. The 2026 evidence is that the brand identity is being protected and the cabin development trajectory is the Aeromexico independent choice. The 2027-2028 evidence will depend on the rate at which Aeromexico commits the forward 787-9 cabin upgrade and on whether the carrier responds to the closing-door cabin standard that has become the expectation in the segment.

Related on the journal. KLM World Business Class on the 787-9 — A 2026 Review · Saudia Business Class on the 787-9 — A 2026 Review · LATAM Business Class on the 787-9 — A 2026 Review · Air New Zealand Business Premier Luxe on the 787-9 — A 2026 Review

Frequently Asked Questions

What seat platform does Aeromexico use in Clase Premier on the 787-9?

Aeromexico operates the Collins Aerospace Super Diamond seat in a 1-2-1 reverse-herringbone configuration across 36 Clase Premier seats on the 787-9, split into a forward main cabin of 30 seats (rows 1-8) and a 6-seat mini-cabin behind door 2 (rows 9-10). The Super Diamond is a 2014-vintage Collins Aerospace platform (originally B/E Aerospace before the Collins acquisition in 2017) that does not include a closing privacy door — the suite shell is a fixed reverse-herringbone shell. The shoulder width is 21 inches; the bed length is 78 inches; the pitch is 60 inches. The same seat is deployed on American Airlines’ older 777-300ER, Cathay Pacific’s older Business Class fleet, ITA Airways’ A350-900, Air Canada’s 787-9 Signature Class, and China Airlines’ A350-900. Aeromexico’s distinctive cabin feature is the Sky Bar — a galley re-purposed as an open self-service bar between the main and mini-cabins, which is the most-cited soft product feature of the 787-9.

What is the SkyTeam joint venture between Aeromexico and Delta?

The Aeromexico-Delta transborder joint venture is an antitrust-immunized partnership covering all US-Mexico routes operated by both carriers, originally approved by the US Department of Transportation in 2016 and renewed multiple times since. The JV operates as a fully integrated commercial entity on US-Mexico city pairs — coordinated capacity, pricing, scheduling, revenue-sharing, and shared loyalty earning. Delta SkyMiles and Aeromexico Premier (formerly Club Premier) members earn and redeem reciprocally across both networks, and the JV operates over 600 daily flights across the US-Mexico market. For Business Class passengers the practical implication is that Aeromexico Clase Premier and Delta One on transborder routes (MEX-ATL, MEX-LAX, MEX-DTW, MEX-MSP, MEX-SLC, MEX-SEA, MEX-JFK) are sold and serviced as effectively a single premium-cabin proposition. Delta announced in October 2025 that it would increase its equity stake in Aeromexico from 20 percent to a higher (undisclosed) level under the framework approved by the Mexican federal authorities — the JV structure is expected to deepen further in 2026-2027.

Which routes does Aeromexico operate the 787-9 on in 2026?

Aeromexico’s 787-9 fleet (8 active aircraft as of May 2026, registered XA-ADL, XA-ADD, and others in the XA-AD- block) operates the principal long-haul routes from Mexico City Benito Juárez (MEX) Terminal 2. The headline rotations are AM1 MEX-MAD (daily transatlantic), AM57 MEX-NRT (daily trans-Pacific via the Bay of Bengal Asian routing), AM7 MEX-CDG (daily — A330-900 with selective 787-9 substitution), AM3 MEX-LHR (4x weekly), AM21 MEX-AMS (5x weekly), AM10 MEX-FCO (3x weekly seasonal), AM91 MEX-EZE (daily), AM31 MEX-SCL (daily), AM43 MEX-GRU (daily), and AM402 MEX-LAX (transborder, daily — the 787-9 has been deployed on this rotation since the cabin upgrade rolled out across the fleet). The aircraft also covers MEX-JFK as the AM404 rotation when the A330-900 is unavailable. The Aeromexico 787-9 fleet is too small to provide consistent daily 787-9 operation across all the long-haul routes — the A330-900 fleet covers the rotation gaps.

What is the Premier Salon at Mexico City Terminal 2 and how does it compare?

The Premier Salon at Mexico City Benito Juárez Terminal 2 is Aeromexico’s flagship Business Class lounge — a 1,200-square-metre facility on the airside at MEX T2 Concourse 75, with a la carte dining (included in Clase Premier access), a tequila bar, a buffet area, and a sleep room. The lounge serves all Aeromexico long-haul and Clase Premier departures from MEX. Access is restricted to Clase Premier passengers, Aeromexico Premier (formerly Club Premier) Platino and Titanio tier members, and SkyTeam Elite Plus passengers — though the Star Alliance and oneworld passengers in alliance partnership programmes do not have access. The Premier Salon is functional and well-executed, though it does not match the Sala Velázquez at MAD or the Premier Lounge at FCO on the European hub Business Class lounge ranking. Aeromexico also operates smaller Salons at GDL, MTY, CUN, and TIJ — the most useful of these for premium-cabin passengers is the Salon Tijuana, which connects the Cross Border Xpress pedestrian bridge to San Diego.