US-based legacy carrier 
Delta Air Lines is widely known for its measured approach to the expansion of its widebody fleet. With an order for 20 Airbus A350-1000s, and delivery set to begin in 2026, the carrier is signaling its commitment to modern, fuel-efficient widebody aircraft.
Despite such a commitment and rhetoric relayed to investors suggesting that the carrier is prioritizing overall fuel efficiency above pretty much everything else, the airline has left the Boeing 787 Dreamliner, arguably the most effective long-haul aircraft ever created, on the table. The airline has yet to order the aircraft and had no plans to do so, until recent analysis suggests they could be looking at one specific variant of the family.
Recent analysis by airline industry observers suggests that Delta may be close to ordering the Boeing 787-10, a variant of the Dreamliner family. This kind of move would mark a departure from a purely Airbus-heavy wide-body fleet. It would also raise some questions, as the purchase of these specific aircraft seems somewhat illogical given the last decade of the airline’s network and fleet strategy. There are, conversely, some arguments that can be made that favor using this aircraft.
The Boeing 787-10 In A Nutshell
The 
Boeing 787-10 is the largest member of the Dreamliner family, and it offers a stretch of the 787-9 that is optimized to serve high-density, medium-to-long-haul routes. The aircraft maintains a composite fuselage, advanced wing design, and next-generation engines that define the 787’s production line, delivering strong fuel burn improvements over older widebodies like the Boeing 767-300ER and early-generation Airbus A330s.
Where the 787-9 emphasizes long-range capabilities and operational flexibility, the 787-10’s value comes from its ability to monetize capacity and per-seat efficiency. Airlines typically configure the jet with around 320-340 seats, allowing for very competitive unit costs, especially on the busiest corridors. In terms of the jet’s cabin, the aircraft supports modern product offerings as it has large windows, a higher default cabin humidity, and a lower default cabin altitude.
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Category |
Specification |
|---|---|
|
Length |
224 feet (68.28 meters) |
|
Service ceiling |
43,100 feet (13,100 meters) |
|
Maximum takeoff weight |
574,000 lbs (260,400 kg) |
These are among the features that many passengers perceive as reducing fatigue on overnight flights. From an operational standpoint, the trade-off is ultimately going to be range. Compared with the 787-9, the 787-10 gives up several hundred miles of performance, which can constrain missions that face strong headwinds or plan to carry heavy cargo loads. The table above details some additional specifications for the Boeing 787-10, according to Boeing.
However, this range is still more than adequate for many transatlantic city pairs, intra-Asia trunk routes, or flights linking North America with northern South America or other parts of the Middle East. As a result, global carriers tend to view the 787-10 as a capable workhorse due to its ability to serve dense markets where filling seats is not an issue, but maximizing revenue per departure is more important than absolute range capability.
A Deeper Look At Delta’s Long-Haul Network
The Delta Air Lines long-haul network is built around a set of powerful coastal and mid-continent hubs that feed the carrier’s diverse international traffic flows. New York’s John F Kennedy International Airport (JFK) and Hartsfield-Jackson Atlanta International Airport (ATL) serve as anchors for most of the airline’s long-haul network. These hubs link major European capitals and secondary cities to destinations deep in the United States.
Boston Logan International Airport (BOS) and Detroit Metropolitan Wayne County Airport (DTW) both expand the airline’s east-to-west reach, catering to both corporate and leisure demand. Along the West Coast, Seattle-Tacoma International Airport (SEA) and Los Angeles International Airport (LAX) both serve as principal gateways to Asia, while Minneapolis-St. Paul International Airport (MSP) and Salt Lake City International Airport (SLC) handle a mix of services.
This network combines business-heavy trunk routes while also supporting growing leisure travel flows to the Mediterranean and secondary destinations across Europe. While American Airlines is undoubtedly a leader in service to the Latin American market, Delta does serve some key destinations on the South American continent.
Many of these markets benefit from high-frequency services and premium demand. At the same time, certain corridors can routinely support widebody gauge and stronger overall cargo flows, both of which make aircraft choice critical for the continued growth of the airline’s long-haul network.
Why Delta Air Lines Chose The Airbus A350 Over The Boeing 787
A surprising twist in Delta’s fleet strategy: will they diverge from their all-Airbus path?
Why Could The Boeing 787-10 Be A Good Fit For Delta’s Network?
For Delta, the 787-10’s biggest selling point would likely be its per-seat economics, especially on high-demand routes that do not require ultra-long-range jets. On many routes, such as those in and out of JFK, Atlanta, or Boston, stage lengths fall within the 787-10’s comfort zone and justify more seats than a typical A330-900 or 767. The aircraft itself could act as an efficient tool for Delta to improve gauge on some routes or consolidate multiple frequencies during shoulder seasons.
The aircraft’s cargo capabilities and modern cabin, with its large windows, quiet engines, and lower cabin altitude, will also align nicely with Delta’s emphasis on premium experience and high-yield corporate traffic. Operationally, the Boeing 787 family’s fuel efficiency and maintenance profile are appealing to many global carriers, providing a proven template that Delta could ultimately leverage.
If ordered in significant numbers, the 787-10 could help the airline accelerate the retirement of fuel-thirsty 767s and older A330 models, helping reduce widebody complexity. If used this way, the aircraft would not replace the A350, but would rather sit beneath it as a dense, transatlantic-focused workhorse that is tailored to markets where filling seats is rarely an issue in and of itself. This combination could gently lift margins on some of Delta’s strongest international corridors.
What Factors Might Limit The Boeing 787-10’s Ability To Be A Good Fit?
The case against the 787-10 certainly does exist, and it is grounded in criticism of the aircraft’s range and flexibility. While adequate for transatlantic missions, the aircraft’s performance margin shrinks on longer westbound legs, cargo-heavy flights, or potentially deeper South American and Middle Eastern routes. This limits redeployment options if the airline’s network priorities shift. Delta has historically prized flexibility, using the same widebodies on both its Atlantic and Pacific networks.
The Boeing 787-10’s shorter legs compared with the Airbus A350 family could box it into a narrower operational role. Fleet complexity is ultimately a major concern for the airline. Adding a Boeing widebody aircraft type alongside Airbus A330neos and A350s would ultimately require separate pilot training, simulators, spares, and maintenance programs, diluting the benefits that Delta is gradually building up with the scale of its Airbus widebody fleet.
Reputational and execution-oriented risks also exist. Delta Air Lines actually inherited a Boeing 787 order through its merger with Northwest Airlines, but ultimately didn’t take it up. The airline’s management team has been outspoken about preferring proven platforms already embedded in its system. As such, purchasing the Dreamliner would need to offer a strong economic case, not just overall appeal, to justify deviating from a fleet strategy the carrier has been refining for years.
Why In The World Does Delta Air Lines Fly The Airbus A350 And Not The Boeing 787?
Delta chose the A350 over the Boeing 787 as it had better confidence in Airbus, a strained relationship with Boeing, and more.
How Is Delta Air Lines Planning To Expand Its Widebody Fleet?
Delta’s long-haul fleet plan mostly centers on the operation of Airbus widebody jets. The carrier has steadily grown its A350-900 fleet and ordered the larger A350-1000 to take over roles that were once filled by outdated Boeing 777-200ER models. Deliveries of the larger model are expected to take place later in the decade.
Alongside these jets, Delta is beginning to lean heavily on the Airbus A330-900 as a versatile transatlantic workhorse and selective transpacific platform. The model offers an impressive balance of range, economics, and cabin comfort that is well-suited to many of Delta’s core markets.
As older Airbus A330 and Boeing 767 aircraft retire, the A350 and A3330neo families will have to shoulder most long-haul growth. In this context, a Boeing 787 order would likely be additive to the airline’s existing capabilities rather than fully transformative in and of itself.
The Bottom Line
For Delta Air Lines, the Boeing 787-10 is neither an obvious choice nor a clearly misguided idea. The jet’s strengths line up neatly with several of Delta’s realities, including strong demand on many transatlantic routes and a need to retire aging Boeing 767s.
The airline is also placing a continued emphasis on premium cabins, something which the aircraft can only help with. The aircraft also offers impressive cargo yields, which are naturally of importance to the carrier.
The Boeing 787-10 would likely be used by Delta on dense, range-appropriate routes, and these are places where the aircraft could undoubtedly lift margins and give planners another tool between the capacities of the Airbus A330-900 and the A350. Despite its benefits, Delta will have to carefully consider the drawbacks the model brings to the table.
