Despite this liberalized framework, other factors have discouraged US airlines from flying to Fiji. Fiji's overall market size is relatively small; its national carrier has only 14 aircraft serving 27 destinations worldwide. By comparison, some secondary tourist markets in Europe have seen successful launches by US carriers such as United Airlines in recent years.
Distance is another major consideration. Nadi International Airport—the main international gateway in Fiji—is over 4,700 nautical miles from San Francisco, making it further away than similar South Pacific destinations already served by US airlines like Papeete in Tahiti. Such distances require widebody aircraft due to fuel and crew cost implications.
United Airlines has favored launching long-haul routes with its Boeing 787-8 fleet but only operates twelve of these jets. Any potential new route must be evaluated against other opportunities for profitability and strategic value. Delta Air Lines faces similar constraints with its own widebody fleet; deploying aircraft on a route to Fiji would mean foregoing other potentially more lucrative options elsewhere.
American Airlines maintains the smallest widebody fleet among the three major US carriers—132 twin-aisle jets compared to Delta’s 177 and United’s 227—and tends to focus on domestic operations or high-demand international destinations. Instead of operating its own flights to places like Fiji, American relies on partnerships through global alliances.
Fiji Airways is a full member of oneworld and codeshares with several global airlines including American Airlines and Alaska Airlines. As part of these partnerships, travelers can book itineraries from the US to Fiji through American or Alaska even though those segments are operated by Fiji Airways aircraft.
Delta recently announced cuts to its Los Angeles–Tahiti service amid competition from other carriers serving that region—a development suggesting limited appetite for further expansion into distant South Pacific markets where competitors are well established.
Hawaiian Airlines does operate close enough geographically that it could theoretically serve Nadi with narrowbody jets like the Airbus A321neo but instead focuses primarily on higher-demand connections between Hawaii and North America or Asia-Pacific regions.
Fiji Airways itself was founded in 1947 (originally as Air Pacific) and today is majority-owned by the Fijian government with Qantas holding a minority stake. The airline continues to expand cautiously; its Dallas route launched only recently in late 2024.
For most Americans planning trips to Fiji today, booking through alliance partners remains standard practice: “On certain days of the week, [American Airlines] will sell you a one-stop trip that'll take you all the way to Nadi,” according to information provided about their codeshare arrangements with Fiji Airways.
Industry analysis suggests that unless there is substantial growth in demand or changes in competitive dynamics or aircraft availability, it is unlikely that any US carrier will prioritize direct service to Fiji soon—even United Airlines given its hub strength at San Francisco and ongoing widebody orders.
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