Delta’s Order For The Dreamliner

Credit: Shutterstock

Delta had previously held orders for 18 787-8s. These were placed by Northwest Airlines in 2005, and the carrier notably optioned its 787s with the Rolls-Royce Trent 1000, but Delta found that the 787-8 wasn’t a good fit for its network. In 2014, Delta also ordered 25 A330-900s and 25 A350-900s, using these planes for international expansion, and the 787-8s essentially served no purpose, especially since the carrier wasn’t ready to start replacing its Boeing 767s.

Fast forward to 2026, and Delta is in a very different position. Its Boeing 767-300ER fleet is reaching the end of its life, and Delta is using the Airbus A330-900 to replace this fleet. Meanwhile, the carrier is focusing on the Airbus A350 for long-haul expansion. The use of the A330-900 to replace the 767-300ER may seem odd given the large capacity increase, but the carrier is looking to dramatically upgauge across its network, and this is also part of the reason why the carrier ordered the 787-10.

The A330-900, A350-900, and 787-9 are all fairly similar in size, but the Boeing 787-10 is much larger. This will permit Delta to upgauge current A330-900 routes across the Atlantic and launch new routes with the A330-900, while also allowing it to displace A350-900s for additional expansion across the Pacific, where the A350’s range shines. With 30 787 options and 20 Airbus widebody options, the carrier also has a coherent strategy on replacing its A330-200/300 and 767-400ER fleets in the 2030s.

Dual Sourcing In The Industry

Credit: Shutterstock

Delta has been primarily ordering from Airbus in recent years, acquiring the A321neo, A330-900, and A350. However, Delta is a massive airline that easily operates large fleets of multiple aircraft types, and the carrier maintains close relations with Boeing even if it’s mainly favored Airbus in recent contests. In 2022, Delta ordered 100 Boeing 737 MAX 10s with 30 options, with the 787 order being its second major Boeing order in recent years.

Dual sourcing allows airlines to maintain relationships with both manufacturers and achieve favorable pricing. In addition, this also insulates airlines from any issues that may occur with one program, and Delta may have been able to get better delivery slots with the 787 than what Airbus could offer. As one of the world’s largest airlines, Delta is also a highly valuable customer for Boeing, and the manufacturer would have been determined to win Delta’s business by placing up to 60 787s.

In addition, Delta TechOps is a major source of revenue for the airline, and any aircraft order is therefore heavily tied to overhaul agreements with the respective engine manufacturer. With Delta having secured an overhaul agreement for the GEnx, this will bring significant revenue as Delta will be certified to overhaul the ever-popular engine for dozens of airlines worldwide. Delta TechOps is already certified to overhaul the Rolls-Royce Trent 1000, Trent 7000, and Trent XWB.

The Replacement For The Airbus A330 & Boeing 767

Credit: Shutterstock

Delta’s priority in renewing its widebody fleet is to replace the aging 767-300ER with the A330-900. The Atlanta-based carrier did not explicitly confirm that the 787-10 order will be to replace any widebodies, but in the 2030s, the 767-400ER and A330-200/300 will be up for replacement. The 767-400ERs received interior refurbishments in 2019, while the A330-200s and A330-300s will be receiving new cabins starting in 2027. As such, it’s likely that the 767-400ERs will be the first to go.

The initial firm order of 30 planes may be solely used for expansion, but Delta also has 30 787 options and 20 Airbus widebody options. Combined with its firm orders for A330-900s, A350s, and 787-10s, this will allow Delta to fully replace its 21 767-400ERs, 11 A330-200s, and 21 older A330-300s.

Delta also took delivery of ten additional A330-300s in the mid 2010s, but these planes are likely to stick around given how young they are. With these orders, Delta will have standardized around three widebody aircraft types and four aircraft variants, possibly five if the newer A330-300s stick around. Boeing’s sale of the 787 to Delta does give an inroad for it to sell even more 787s, including the 787-9, but Delta has thus far avoided the 787-9.

The 787-10 is mainly set to be used on transatlantic and South American routes, permitting Delta to significantly upgauge these routes, but the airline is focusing on the A350 for transpacific routes. Delta has preferred the A350’s superior range and excellent performance compared to the 787-9’s lower fuel burn and smaller size. It’s therefore unlikely that the 787-9 will find its way to Delta’s fleet.

How Delta Will Use Its Widebodies In The Future

Credit: Shutterstock

In the near future, Delta will be using all three variants of the Airbus A330, as well as the A350-900 and the A350-1000, along with the Boeing 767-400ER and 787-10. In the distant future, the 767s and A330-200s will be gone, along with most A330-300s, with Delta instead standardizing on the A330-900, A350-900, A350-1000, and 787-10, along with possibly its ten newer A330-300s delivered in the 2010s.

United Airlines is currently the only US operator of the 787-10, and it has 44 Polaris seats and 21 Premium Plus seats among its total capacity of 318. While Delta’s 787-10 orders are still about five years away, it will likely also install at least 300 seats in this plane, slotting above the 275-seat premium-heavy A350-900 and the comparatively dense A330-900 with 281 seats.

Meanwhile, Delta will be installing 314 seats on its A350-1000s with 53 DeltaOne suites, likely more than what it will install on the 787-10. The A330 is flown out of all of Delta’s hubs, while the A350 is not used in New York-JFK or Boston. Likely, it will be the Northeast hubs and Atlanta that primarily see the 787-10, since these are Delta’s primary hubs for transatlantic routes.

Meanwhile, Detroit’s European route portfolio is smaller. Given its lower range compared to the A350, it’s unlikely that Delta will use the 787-10 for transpacific flights, especially as the carrier aims to only use the A350 across the Pacific. Meanwhile, the A350-1000 will be used on Delta’s longest and most in-demand routes.

Comparing Delta Against American & United’s Widebody Strategies

Credit: Shutterstock

Whereas Delta’s 787 order is a recent strategic move that’s largely about adding capacity on transatlantic routes, American and United are all in on the Dreamliner. In 2022, United ordered 100 787s with 100 options and then later exercised 50 options. United ended up splitting these orders between 94 787-9s and 56 787-10s, with the 787-9s replacing the Boeing 767 while the 787-10s will replace the Boeing 777-200 and 777-200ER.

In total, United will have 221 787s, while 22 777-300ERs will remain in the Chicago-based carrier’s fleet long term. American Airlines has not ordered nearly the volume of widebodies as its peers, as its last order for twin-aisle aircraft was in 2018 when it ordered 22 787-8s and 25 787-9s. Five of the 787-8s were later converted to the 787-9. These planes were originally intended to serve as replacements for American’s Airbus A330 and Boeing 767 fleets, but these types were retired during the COVID-19 pandemic. As such, the current Dreamliners being delivered are mainly to restore American’s widebody fleet to pre-COVID levels.

Both American and United are planning to keep their 777-300ER fleets long-term, as these planes were delivered in the 2010s. American, however, differs from United in that it plans to keep its 777-200ERs as well, despite the fact that they’re of a similar vintage as those flown by United.

The carrier intends to refurbish all of its 777-200ERs with new interiors and a premium-heavy layout, which means that any future widebody order is likely to only occur in the distant future. Given American’s large 787 fleet and how it uses the 777-200ER, the 787-10 is sure to be the favorite going in.