United Airlines initially ordered 25 A350-900s in 2009 before switching to the larger -1000 variant and increasing its commitment to 35 jets as replacements for its retiring Boeing 747-400s. However, facing regulatory deadlines and attractive pricing from Boeing for the 777-300ER, United opted for Boeing's offer instead. The carrier later converted its Airbus order back to the -900 model and pushed deliveries back several times; these are now expected no earlier than 2030.
Fleet commonality has been a central factor in these decisions. By focusing on fewer aircraft types, airlines can reduce costs associated with training pilots and maintaining planes.
This approach will soon change as Delta Air Lines has placed an order for 20 Airbus A350-1000s with options for an additional 20 aircraft. Deliveries are scheduled to begin next year, making Delta the first US operator of this larger variant. Ed Bastian, Delta’s Chief Executive Officer, stated:
“The A350-1000 will be the largest, most capable aircraft in Delta’s fleet and is an important step forward for our international expansion. The aircraft complements our fleet and offers an elevated customer experience, with more premium seats and best-in-class amenities, as well as expanded cargo capabilities.”
Delta plans to use these jets on high-demand international routes out of its major hubs. This move aligns with Delta’s strategy of simplifying its widebody fleet around Airbus models after previously canceling inherited orders for Boeing 787s from Northwest Airlines.
The Airbus A350-1000 is notable for being seven meters longer than the -900 variant and typically seats between 375–400 passengers across three cabins—about forty more than its smaller sibling. It also boasts a range of approximately 9,000 nautical miles thanks to advanced Rolls-Royce Trent XWB engines delivering increased thrust compared to those on the -900 model.
Globally, over one hundred A350-1000s are currently flying commercial routes according to ch-aviation data (https://www.ch-aviation.com/). Leading operators include Qatar Airways—with twenty-five active aircraft—and British Airways and Cathay Pacific with eighteen each. Other significant users are Virgin Atlantic, Japan Airlines, Etihad Airways, Ethiopian Airlines, Air Caraïbes Atlantique, French Bee, Air France (which recently adjusted part of its order), Lufthansa, Air India, Korean Air, Qantas (which will receive a specialized ultra-long-range version), Air China, EVA Air—and soon Delta Air Lines.
Scheduled data from Cirium indicates there are over four thousand four hundred flights operated by the type this month alone (https://www.cirium.com/). Popular routes include transatlantic services such as London Heathrow–New York JFK by Virgin Atlantic.
The upcoming introduction of Delta’s new flagship marks a shift in US airline strategy regarding large twin-engine jets; until now American carriers have relied primarily on Boeing’s widebody products due largely to considerations around operational simplicity and existing commitments.
With more than one hundred units already delivered worldwide—and hundreds more on order—the entry of the Airbus A350-1000 into a major US carrier's fleet signals a noteworthy development in North American long-haul aviation.
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