According to ch-aviation data, Delta's current widebody lineup includes 11 Airbus A330-200s, 31 A330-300s, 37 A330-900neos, 38 A350-900s, and a total of 60 Boeing 767s (39 -300ER and 21 -400ER variants). As part of ongoing renewal plans, Delta expects deliveries of additional Airbus A220-300s (66), A321neo (74), two more A330-900neos, six more A350-900s, and starting in 2026 will begin taking delivery of twenty Airbus A350-1000s. In addition, by 2027 the carrier anticipates receiving up to one hundred Boeing MAX 10 jets.
Delta has announced plans to retire its aging Boeing 767 fleet by decade’s end and phase out older variants of its Boeing 757 aircraft while upgrading others with new interiors.
If rumors are confirmed and Delta moves forward with a Boeing Dreamliner order—most likely for the larger-capacity but shorter-range Boeing 787-10—it would mark a departure from its all-Airbus widebody approach. Aviation insider JonNYC and industry analyst Tim Dunn have commented on these developments. According to OMAAT’s Tim Dunn: "it was likely 'never realistic that DL would have a 100% widebody fleet.'"
Delta’s past focus on Airbus was influenced by several factors including fuel efficiency; management previously determined that models like the A330-300 and A330-900neo offered between fifteen and twenty-five percent better fuel economy than older Boeings they replaced. These changes aligned with company sustainability goals while also reducing operational costs. At earlier points in time, the Boeing 787 did not meet size or range needs required for replacing some routes flown by the airline's existing widebodies.
Despite investing heavily in its mixed Airbus and residual Boeing long-haul fleets—and recognizing that diversifying manufacturers can be costly—Delta sees value in supplier diversification. Introducing another manufacturer could help mitigate risks related to potential delays or technical issues affecting only one supplier.
The Boeing 787 family offers different ranges depending on model: approximately 7,305 nautical miles for the -8 variant; about 7,565 nautical miles for the -9; and roughly 6,330 nautical miles for the -10 version. The largest Dreamliner variant also accommodates up to 336 passengers in a dual-class layout.
This is not Delta's first reconsideration regarding new Boeings; after merging with Northwest Airlines in 2008—and inheriting an order for eighteen Boeing 787-8 jets—Delta canceled those orders in favor of additional Airbus aircraft. Industry-wide experience shows that overreliance on one manufacturer can create vulnerabilities if technical issues arise across similar airframes.
If finalized, this purchase would make Delta one of the last major North American legacy carriers to operate Dreamliners; airlines such as Aeromexico (Mexico), Air Canada and WestJet (Canada), American Airlines, Hawaiian Airlines, United Airlines—and soon Alaska Airlines via its merger with Hawaiian—already fly members of this family.
While United has placed large orders for both Dreamliners and rival Airbus models like the A350—with future deliveries planned—the competition between these advanced long-haul aircraft remains strong worldwide.
Delta maintains multiple hubs across major U.S. cities including Atlanta Hartsfield-Jackson International Airport; Boston Logan International Airport; Detroit Metropolitan Wayne County Airport; Los Angeles International Airport; Minneapolis-St Paul International Airport; New York JFK Airport; LaGuardia Airport; Salt Lake City International Airport; Seattle-Tacoma International Airport.
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