Delta Finally Orders the 787 Dreamliner. Here's Why It Took So Long.

Delta Air Lines just did something it avoided for over a decade: order the Boeing 787 Dreamliner. The airline announced today it’s buying 30 Boeing 787-10s with options for 30 more. But before you get excited about flying a new Delta Dreamliner, here’s the catch: deliveries don’t start until 2031.

That’s not a typo. Five years from now. Delta has been the lone holdout among the Big 3 U.S. carriers on the 787. United has operated Dreamliners since 2012. American since 2015. Delta? It bet on Airbus (A330neos, A350s) and squeezed every last mile out of its aging Boeing 767 fleet.

So why the change now? And what does this mean for passengers flying Delta’s international routes in the meantime?

Why Delta Avoided the 787 for So Long

The Boeing 787 entered service in 2011. United was the launch customer. American followed. Delta watched, and walked away.

The reasons were partly financial, partly relational. Delta has historically favored used aircraft over factory-fresh orders, letting its in-house maintenance division (Delta TechOps) extract value from older planes that other airlines discarded. The 767, 757, and even the MD-88 flew far longer at Delta than at competitors.

But the bigger factor was Boeing itself. Delta’s relationship with Boeing soured over the years, particularly after disputes over the 787’s development delays and pricing. When Delta needed new widebodies, it turned to Airbus: the A330neo in 2019, the A350-900, and more recently the A350-1000 (deliveries starting 2026).

The result? Delta became an Airbus widebody airline while United and American built mixed fleets with the 787 as a workhorse.

What Changed?

Three things:

1. The 767 is finally dying. Delta’s 767-300ERs, some over 30 years old, are leaving international service by 2028 and retiring completely by 2030. The airline needs replacements, and lots of them.

2. The A350 can’t do everything. The A350-900 and incoming A350-1000 are excellent aircraft, but Delta needs fleet diversity. The 787-10 offers a different capacity sweet spot: larger than the A330neo, smaller than the A350-1000, ideal for medium-demand transatlantic and South American routes.

3. Boeing needed a win. After years of 737 MAX problems and production issues, Boeing has been aggressively courting airlines. Delta’s order, announced during Boeing’s centennial push, signals a thaw in the relationship.

What the 787-10 Brings to Delta

The 787-10 is the largest Dreamliner variant: longer fuselage, more seats, but slightly less range than the 787-9. It’s optimized for high-demand routes where you need capacity but don’t need ultra-long-haul range.

Delta says the 787-10 will fly transatlantic and South American routes, exactly where the retiring 767s currently operate.

Cabin features confirmed:

• Delta One Suites (currently on 45% of Delta’s widebody Delta One seats)
• Delta Premium Select
• Delta Comfort+
• Main Cabin
• 1,000+ hours of free entertainment
• Free Delta Sync Wi-Fi

The 2031 Problem: What Flies Until Then?

Here’s the reality for SkyMiles members planning international travel in the next five years: you won’t be flying a Delta 787.

Delta’s international fleet through 2030:

The A350-1000 is the aircraft to watch. Deliveries start in 2026, and Delta is expected to install 50 Delta One Suites, more than any current Delta widebody. If you want the newest Delta international product before 2031, target routes where the A350-1000 gets deployed.

How Delta Compares to United and American on the 787

Delta is now the last of the Big 3 to order the Dreamliner, and the last to actually fly it. Even if you account for Alaska, they just unveiled their latest 787 Global Livery.

United and American have spent years refining their 787 products. United’s new “Elevated” 787-9 features 64 Polaris Suites, the most business class seats of any U.S. carrier widebody. American’s 787-9P has 51 Flagship Suites with doors.

Delta is starting from scratch. By the time their 787s arrive in 2031, competitors will have a decade of operational experience and likely another cabin refresh cycle under their belts.

What This Means for Award Travelers

Short term? Nothing changes. Delta’s international award availability will continue to depend on the A350 and A330 fleet.

Long term? The 787-10’s arrival in 2031 could mean:

• More premium seats on transatlantic routes (if Delta follows the premium-heavy trend)
• Better fuel economics allowing Delta to serve thinner routes profitably
• Fleet commonality with partners like Virgin Atlantic (which operates 787-9s)

For now, if you’re hunting SkyMiles awards on Delta’s best international products, target A350-900 routes. Use AwardFares to filter by aircraft type and find where Delta deploys its flagship widebody.

AwardFares Thoughts on Delta’s Dreamliner

This order makes sense strategically, but it’s hard to get excited about planes that won’t fly passengers until 2031.

Delta has been masterful at extracting value from old aircraft. The 767 fleet flew decades longer than anyone expected. But that strategy has a cost: while United and American passengers have enjoyed 787 cabins since the early 2010s, Delta flyers have been stuck with aging 767 interiors on many transatlantic routes.

The A350-1000 (arriving 2026) will help close that gap. But it’s telling that Delta felt the need to diversify beyond Airbus, signaling that even the world’s most Airbus-friendly U.S. airline sees value in having Boeing widebodies in the mix.

For SkyMiles members, the practical advice hasn’t changed: use the aircraft filter when searching for awards, target A350 routes for the best experience, and set alerts for premium cabin availability on high-demand international routes.

The 787 is coming to Delta. Just don’t hold your breath.

Quick Reference: Delta’s Widebody Fleet Roadmap