I’ve already reported that Delta plans to announce service to Singapore and Manila. They’re also planning to launch New York JFK and Los Angeles to Seoul, which leverages their joint venture with Korean Air and Korean’s Seoul-Incheon hub for onward connections in Asia according to aviation watchdog JonNYC.
Jon tells us that Delta isn’t done with additional non-stop Asia routes from the Continental U.S. – and those will come from both Los Angeles and from Seattle:
So with regard to Delta’s next moves internationally; SIN, MNL, and LAX/JFK-ICN are definitely in the immediate future. It’s further stated that future Asia expansion will launch out of LA -and- Seattle, mentioning ICN as an ideal hub for onward Asian travel but mentioning that…
— JonNYC (@xJonNYC) November 4, 2025
They aren’t done with their Seattle hub, even though or perhaps because Alaska is getting aggressive and beginning to go international from Seattle. On the other hand, Delta views its European network as “pretty full.” They fly extensively to Europe now. So we should look to Asia and the Mideast/Africa – but especially Asia – for new routes they’ll add as they bring on more widebody aircraft.
Expressing that the DL European network "is pretty full" and future expansion would be to Asia and Middle East/Africa (emphasis on Asia.)
— JonNYC (@xJonNYC) November 4, 2025
U.S. – Asia has been strong. That’s been good for United. And we haven’t seen a building back of U.S. – China flying, which before the pandemic had way too much capacity in large measure due to Chinese government policies which encouraged airlines to ‘squat’ on routes, flying them without demand today in case they wanted to fly them in the future (only one Chinese carrier is allow to fly each route).
Those China routes significantly depressed yields on flights between the U.S. and Asia generally, because Chinese carriers sold connecting itineraries at a discount in order to fill seats on empty planes. However trade tensions between the U.S. and China, China’s slow opening from Covid, and lobbying by U.S. airlines has kept those flights at bay.
With Delta looking towards Asia that suggests we won’t see secondary U.S. cities getting flights to Europe, such as:
- Pittsburgh – Paris: summer seasonal ended in 2018
- Indianapolis – Paris: launched Ma 2018, suspended for Covid and never returned
- Hartford – Amsterdam: legacy Northwest route 15 years ago
- Memphis – Amsterdam: ended in 2012 (Memphis was a Northwest hub)
I always assume though that for operational efficiencies you’ll see flights between non-Delta hubs and Europe on Air France or KLM (or Virgin Atlantic) rather than on Delta. That’s because the flights wouldn’t have a Delta hub on either end (while Air France, KLM, et al have hubs in Paris, Amsterdam). Delta would need to position both planes and crew for the flights, adding cost, on routes that start out as likely more marginal to begin with (which is why they aren’t being flown already).
And we have plenty of evidence that Europe ‘isn’t hot’ with Delta dropping New York JFK – Brussels, Geneva and London Gatwich and with Munich not having returned this year.
well, first, DL has dropped precisely ONE European destination – Geneva – with the rest of the destinations being reshuffled between other hubs. LGW is being consolidated to LHR which multiple carriers are doing.
and, I have said for years that DL would rebuild its TPAC system and would use its A350s to cost efficiently do what a hub in Tokyo or even ICN could never do. NW’s hub was built around a Asian hub; DL realized that you have to fly nonstop from the mainland US to many destinations in Asia.
DL already has more flights from the Eastern US to more cities in E. Asia. Growth will heavily come from the west coast to Asia – from both SEA and LAX – and also from JFK.
DL has never been shy about growing its network but it does it methodically. The A350-1000s will be a game changer in terms of economics and capability; nothing AA or UA has will rival the 35K and even most other airlines that operate the 35K will not have airplanes w/ the range and cargo capability – which matters to Asia – that DL will have.
The delays from Airbus in delivering the 35Ks just means that DL will be receiving many more aircraft much faster than they planned which means that new routes will come faster than anyone has ever seen DL do across the Pacific.
I’ve been saying for years this would be coming… it is great to see it happening now.
Delta used to fly New York to Tokyo. They eliminated that long before the pandemic. New York’s self-styled premium airline should be flying to Tokyo.
I assume Delta could resume Japan to Hawaii flights. They used to have a strong network there too.
Maybe Delta can get in bed with Trump’s DOT and out of “national interest” start flying Los Angeles to Guam. I’m sure they’d get a subsidy out of it.
I would imagine Bangkok and Kuala Lumpur, which Northwest and later Delta once served, have to be on the table too. The question is whether you can fill a Los Angeles or New York to Kuala Lumpur flight seven days a week. I don’t know the answer to that question. We know the Seattle to Taipei flight has not been good, although the flight times are awful for anyone who needs to fly to Seattle for the connection.
This is good to see. My question is kind of an aside – why hasn’t Delta been able to make Geneva work? It’s a major business hub & European HQ for many US companies.
It’s inexcusable for the World’s Most Premium™ Air Line to not have a daily direct flight on a Flagship Premium™ Signature™ A350 equipped with Premium™ Delta One™ Suites™ departing from Atlanta gate T8 to an airstrip on the roof of factory that makes Ed Bastian’s sneakers in Bangladesh or Viet Nam or whatever.
About time! Here in Amsterdam & Paris in a terrible Airbnb never again! Can’t even turn around in the shower lol hotel & even hostels offer a better shower experience.
Delta used to have flights to Bejing (from SEA and DTW) prior to covid-19, and just about all international flights was halted because of the pandemic. It does appear with Delta adding NEW service other than returning to PEK, Delta is abandoning it (I guess). Maybe BOM might be returning again. ATL to PVG is also missing.
Mike,
GVA is not a major business center. It has heavy amounts of NGO traffic but it is also a Star Alliance hub in a medium sized market which allows LX and UA to dominate the market, not unlike what DL is able to do in DTW, MSP and SLC.
FNT,
DL operated JFK-NRT as part of the NRT hub. It did not choose to apply for JFK-HND when the option became available but DL does still fly HNL-HND – although I would bet they could trade HNL for JFK if they could.
part of DL’s methodical approach to rebuilding its TPAC network will be to add JFK to E. Asia flights.
Consider, though, that if these rumors of LAX-MNL and LAX-SIN plus LAX-ICN are true, DL will become the largest international carrier at LAX, matching DL’s position as the largest domestic carrier and also likely eliminating any possibility for UA to claim the title of largest int’l airport at both LAX and SFO.
and nearly all of the growth from DL is coming on flights outside of HND – which is a replacement for everything that was left after the NRT hub was pulled down – as well as ICN which is well on its way to becoming the largest hub in Asia.
in other words, over the space of about 10 years, DL will have rebuilt its TPAC system from a failed NRT hub system to one that is composed of multiple nonstop flights from LAX, SEA and JFK to major non-DL or JV hubs in E. Asia plus flights from DL’s interior US hubs plus what will probably be the largest US carrier operation in Asia at ICN.
If even half of the stuff that is rumored takes place over the next 5 years, a whole lot of people who were convinced DL could not compete with UA will have no choice but to admit they were wrong.
I’m all for more TPAC. I hope we will be pleasantly surprised with a350 base at JFK sooner than expected; though, for now, the focus on LAX and SEA is understandable. Tim, clearly DAL’s long-haul, nonstop capabilities and investments are far superior to NWA, namely because the technology (the aircraft) have gotten better; and, the a35K is indeed the ‘game-changer’ to enable it.
Delta does not have the hubs for major international expansion like United. Singapore is Star Alliance so if they attempt to add it out of LAX then United can as well. The same with Manila if they try adding it out of LAX. LAX can be overly saturated and SEA is not the powerhouse Delta thinks it is.
@ Tim — Yeah, but United still rules.
One wonders if tim is paid or who is leaking tim internal info if he truly did know the strategy years prior
But one thinks it’s just another case of a broken clock being right twice a day, like most of the rest of Tim’s bluster in his replies today.
@AeroB13a — So, Ben’s comment sections weren’t enough for ya, eh?
aero,
or perhaps, just maybe, I can see the big picture and know that a big reason DL merged with NW was to gain a Pacific network.
and I understand the reasons why what they did before didn’t work and how their strategies will work.
SFO is undoubtedly the best TPAC hub ANY airline on either side of the Pacific can have. But that doesn’t mean that no other airline can make other hubs work.
DL is the largest airline at both LAX and NYC in terms of total flights; on top of their presence at ATL, DTW, MSP and SLC, DL has a huge advantage that UA does not have in building a comprehensive TPAC network. SEA is DL’s only competitive hub and DL has a substantial headstart in int’l over AS.
Nearly all of UA”s current TPAC system outside of CA is to Tokyo; there is huge opportunity for DL to do more than UA can ever do.
and DL clearly believes, likely rightly, that UA is the size in international flights from LAX because it has had no viable int’l competition. AA wasn’t it. it will be “fun” to watch DL’s entrance to LAX-HKG to see how well DL does from LAX. After all, UA ended LAX-AKL and LAX-BNE after DL started service. DL starts LAX-MEL very shortly.
DL already has a more comprehensive network from east of the Rockies to E. Asia than any other airline.
DL isn’t challenging UA’s ability to run double daily to everywhere in the Pacific Rim if that’s what UA wants.
DL is challenging the notion that UA can dominate E. Asia to the exclusion of everyone else and esp. from LAX.
I suspect that a whole lot of people that believe(d) that UA is invincible will find they are wrong.
Oh Tim…
you really do just keep going with the tired old talking points that only you believe…
“or perhaps, just maybe, I can see the big picture and know that a big reason DL merged with NW was to gain a Pacific network.”
Yet they dismantled that, didn’t they? It’s amusing you think it matters ten years later. I’d imagine any corporate contracts left over from that are LONG LONG gone.
Delta is temporarily the largest metal in LAX yet it’s well known AA has more long term gates at LAX once their construction is done and Oneworld is already about 1/4 to 1/3 larger than Skyteam+Latam at LAX, to say nothing of southern california, overall.
Alaska? Twice the size at Seattle as Delta. If Alaska manages to get into the Pacific OW TVs, especially, Delta is pretty much done in Seattle. Alaska will easily have the better partners with JL and QF vs Delta.
You love to boast of how smart you are yet you’ve been saying the same thing for years now about Delta pacific expansion but Delta still doesn’t have any profitable place for international Pacific growth. They’re already the smallest dent in mileage programs in SoCal and half the size of AS in Seattle.
“Nearly all of UA”s current TPAC system outside of CA is to Tokyo; there is huge opportunity for DL to do more than UA can ever do.”
There’s a reason it’s to Tokyo.. because there’s no backtracking to major asian economies when you connect in Tokyo… unlike ICN which flies over a G7 country to connect.
“DL already has a more comprehensive network from east of the Rockies to E. Asia than any other airline.”
This line though.. you just write the most idiotic things. Delta — the carrier too scared to even bid on JFK-HND… ok, tim. Live your weird dream.
Do better. You sound like your normal tone deaf and idiotic self. It shouldn’t be this easy to refute what you say, especially when you’ve had years to practice to saying the exact same things.
But I’ll agree with aero on this, you may be leaking insider info that you shouldn’t, buddy. 😉 Doesn’t your Seeking Alpha have some guidelines about insider trading?
@MaxPower — Now it’s officially a roast. I wish we’d actually start prosecuting for insider-trading; both-sides, all-sides, anyone, everyone. Until the ‘adults’ are back in-charger, unfortunately, it’ll just be more grift, lies, corruption, and American Greed (like that CNBC show).
You’ve been absent, Max.
Clearly I pushed you over the threshold and you have no choice but to respond.
It doesn’t take insider information to realize that DL knew 25 years ago that it needed to have a major presence in Asia. It tried multiple strategies including merging w/ NW to gain a NRT hub but DL is now building a network that is just like what it has over the Atlantic – a combination of nonstops from multiple hubs to major destinations as well as a strong JV hub at ICN.
The simple reality is that Tokyo’s ship has sailed as a competitive hub to E. Asia. The Japanese made a fatal mistake in not building NRT large enough and then in diverting the most valuable local Tokyo traffic to HND.
You still cling to the notion that AS is part of AA; it simply is not. AS is slightly better run than AA but they are competitors.
CX is not a part of any JV with AA.
DL, on its own metal is well on track to have not only the largest domestic and int’l network at LAX on DL metal but to continue to build DL’s JV partners across the Pacific.
You do realize DL + KE + OZ is easily the largest bloc right now; as KE realigns OZ flights, much of their capacity will be flown by DL. The timing of all this DL growth was known years ago when KE announced its merger with OZ.
I know the next few years will be difficult for you, Max, as DL rebuilds a TPAC network that is stronger and more profitable than anything any US airline has had.
Refill your Prozac Rx regularly and you will be ok.
nice to see you never change, Tim. When unable to respond to points, you just insult.
But thanks for reaffirming. Delta’s desire for a TPAC network was a failure and they completely dismantled it with NW. Fast forward ten years later and Delta has no real TPAC hub with any strength to speak of. They can do the usual “win LAX” with the usual LAWA against them and with fewer gates than AA and in a much smaller network position vs UA and AA partners.
Seattle…? I know you hate that Delta pushed Alaska into AA’s waiting arms but… are they in a JV? no. is the West Coast Alliance a big thing? yes. It is. It’s almost amusing that you bury your head in the sand about it. AA would be perfectly happy to let OneWorld passengers fly via SEA if AS builds up as they’re expected to do.
I’d respond to your other nonsense, but frankly, no one except you believes any of that anyway.
As always, so nice to see you’ve missed me and monitor my activity to know when I’m gone.
No surprise that i occupy so much of your brain that you monitor when I’m gone 😉
Get a job and a life, pal. You love to emphasize how much of a loser you are.
1990,
please do tell us how you made your money.
You don’t fly around as much as you do because you relied on socialism and government aid.
It’s amazing how there are people who win under the free enterprise system and then turn around and condemn it.
and, again, what max can’t stand is that I can figure out how airlines work and what DL’s intention across the Pacific when it made it first flight to Tokyo almost 40 years ago.
There are people that can’t stand when other people are right, esp. about DL, who some see as the great Satan.
DL will rebuild its TPAC system and has learned not just from its own mistakes and strategies but also from those of others.
Max will need to be medicated for the next five years as DL adds one TPAC flight after another.
“I know the next few years will be difficult for you, Max, as DL rebuilds a TPAC network that is stronger and more profitable than anything any US airline has had.”
Tim, the most amusing thing about you is you think others lose sleep over a business building a new network.
Pal, that’s only you. I’m simply noting that Delta’s plans will not be easy given their lack of a west coast hub where there anywhere near the biggest long term on any metric. I could care less if Delta succeeds. They’re a company and probably a part of some of my mutual funds. Only you have a neurotic obsession with a company that fired you.
And if you think AA corporate sales is scared to put customers on oneworld partner, Cathay, you’re more of an idiot than you come across. You have such a delta-centric vision of the world. Delta has no decent non-JV partners — AA and UA do. Delta has to buy friends.
Of course CX isn’t a JV partner, you numbskull. Does that mean AA just “hates” having the biggest network for their customers to HKG? No. it really doesn’t and you’re the only one dumb enough to attempt to make those weak arguments because your mind doesn’t think beyond Delta’s forced hand of buying friends to turn into JVs given lack of decent non-JV skyteam partners.
Your ignorance doesn’t cease to amuse.
People doubt that DL can compete with SQ – not realizing that they can compete on price – but I remember when they flew within Asia from Narita and those crews provided some of the very finest and kindest cabin service I’ve ever had on any airline – and the price was always right. They didn’t seem to be American Cabin Crew and I guess they were able to do that with the overseas Narita base.
@Tim Dunn — Woah, I still fly plenty; TATL this week; TPAC this month; self-made, not OPM. Enforcing our laws isn’t ‘communism,’ sir; it’s rule of law, it’s still capitalism, and with rules.
Mak,
people seem to forget that UA flies to SIN, they compete with SQ, and they are generally rated lower than DL for in-flight service in most surveys.
The notion that airline X can’t compete because airline Y has such great service is simply not connected to reality; DL gets higher average fares across the Pacific than UA which is how it ends up with a higher profit per ASM. UA is focused on volume and market share while DL is focused on serving the cities that need to be served as part of a TPAC system.
Max,
you once again prove that you live in a world of denial if it requires you to admit that DL really can and does achieve what you don’t think it can.
UA WAS roughly twice the TPAC size of multiple airlines including DL, KE, and CX. Just because UA is so much larger doesn’t mean that other airlines can’t compete; in fact, the evidence is pretty clear that UA is the one that flies too much capacity to maximize profits.
And DL DOES have TWO west coast hubs – and DL is the largest at LAX no matter how badly you work to deny that reality by trying to count alliance partners.
The simple fact is that DL is generating much higher profits than any other airline; they simply wouldn’t keep adding if what they have on the west coast didn’t work – but it did.
As for your childish need to drag CX into the discussion, it says volumes that AA and DL both discontinued HKG but it is DL that is reinstating service and doing it on a route that AA once flew.
it clearly hurts you to admit but DL can and will be a serious competitor to UA again – not just to Tokyo – where DL has more flights to the US than any other US airline on its own metal – but also ICN – which is the best connecting hub in Asia – and DL is working its way down the Pacific Rim.
The A350-1000 is simply the game changer than UA and AA could have had but they waffled and DL will have the most capable and efficient aircraft over the Pacific.
DL also has a long track record of winning the most corporate traffic of all US airlines – and perhaps all airlines in the world.
again, the next five years will be hard for you as you are proven wrong.
Take your meds and accept that DL is going to do what makes sense for DL.
AA is no longer a serious player in the international game.
UA has failed to generate the profits comparable to DL even with UA’s massive int’l route system.
DL is going to rapidly grow its international network and still remain the most profitable US airline.
I know it is your worst nightmare but DL is going to do precisely what you said they could not.
Honestly, Gary, the only new information here seems to be that DL is planning to add new TPAC routes from both LAX and SEA. That is based on pronouncements from JonNYC, who is often a reliable source, so I am willing to believe it for now.
It will be interesting to see which airports get which Asian destinations. I am hoping SEA gets more new service as it is my home airport. So far, the Battle of Seattle has served consumers well so I am hopeful that both AS and DL will continue to expand. SEA enjoys a geographical advantage over LAX for East Asia flights and there is considerable O/D demand. The local market is smaller than LAX but is also still somewhat underserved while LAX is not. In order for SEA TPAC flights to work for connecting premium traffic, DL will need to restore at least some DeltaOne transcon service to go with the shiny new DeltaOne Lounge at SEA.
such a good laugh, Tim.
You’re truly the laughing stock of the aviation commenting section. You can’t even think of new things to reply to me.
Props to you for the awful attempts to seem relevant at people you don’t even know.
But I do know you… you were fired by the very entity you love to death. 😉
Be less obvious on a.net in your next life…
of course, the next step from you, Max, is to resort to personal attacks when you can’t win the debate on the basis of facts.
You desperately want to believe that DL can’t grow its TPAC presence esp. from the west coast. The simple fact is that they not only already are but will do even more of it, accelerating their growth as the 35Ks are delivered.
Steve,
you are correct that there is nothing more definitive to be said about DL’s TPAC growth. Jon is saying the same things I have said on aviation social media for years including specific routes which google can easily confirm.
Unlike what some people think, DL is growing and there simply is not a huge competitive response. That is possible when you are the most profitable US airline and already the largest domestic airline at both LAX and NYC.
We have now been multiple months since DL announced LAX-HKG and -ORD and UA hasn’t announced anything “punitive” in DL markets. UA dropped LAX-AKL and LAX-BNE on its own metal when DL started service to those cities. LAX-MEL is next up.
DL already serves more cities in the South Pacific from LAX than UA; UA’s advantage to E. Asia from LAX shrinks by the day.
And SEA is a viable TPAC hub for DL and they will keep growing it.
DL is typically very tight-lipped about growth and new routes so you have to assume that DL is making all this noise because it intends to lay out what it intends to do and is ready to ensure its routes succeed. DL simply already has a fleet advantage over UA flying the Pacific with an all new generation fleet from the mainland to Asia and that will grow with the 35K.
DL is about twice the size of AA across the Pacific so the notion that AA can do anything that will change the outcome of DL’s growth is laughable.
There might be some more announcements soon but as the date for the 35Ks to be delivered gets delivered and the 359s are freed up next winter, the pace of announcements will increase.
Let’s keep in mind that several of DL’s senior leaders are close to retirement; they have a few things left on their to-do list to complete; rebuilding Asia/Pacific and growing into major markets across Asia, the Middle East and Africa are undoubtedly on their list to accomplish before they hand the baton to their successors.
There is nothing new about these routes. Northwest served MNL, SIN, BKK, TPE, KHH, GUM, and a few more that don’t immediately come to mind. They are simply returning, not going to new places.
Additionally, aggressive is not a word I would use to describe Alaska… They didn’t start the war and takeover, Delta did. I recall immediately after the NW/DL merger their hostility toward Continental as they kicked CO out of the World Lounge in ORD. UAL stepped up and allowed CO President’s club members to use their lounges which in the end may have had a lot to do with the UAL/CO merger. Aggressive is a word I use to describe Delta.