Alaska Airlines, the fifth largest carrier in North America by passengers carried (partly thanks to its historic mergers and acquisitions of both Virgin America and Hawaiian Airlines, operates a robust network of flights in the United States. Based out of Seattle Tacoma International Airport (SEA), the airline focuses on flights along the West Coast of the USA, and operates to over 100 destinations both domestically and within the Bahamas, Belize, Canada, Costa Rica, Mexico, and Guatemala, and now Japan, with South Korea, Italy, Iceland and the United Kingdom – soon to take off.
Hawaiian Airlines, which operates nine domestic lounges in its network, and is set to reshape its network, with the introduction of widebody aircraft, thanks to Hawaiian Airlines, and is also introducing its own Boeing 787-9 Dreamliner by next year. The airline currently operates out of six hubs, with its largest at Seattle, alongside Anchorage, Los Angeles, Portland, San Diego, and San Francisco. Other focus cities for the carrier include Boise and San Jose.
Lounge Access At Alaska Airlines
Photo: Alaska Airlines
Free lounge access is available for passengers traveling on Alaska Airlines, in first class (over 2,100 miles / 3,379 kilometers), or holding the airline’s Mileage Plan status of MVP Gold 75K or MVP Gold 100K. First class passengers on flights to and from Hawaii, or international long-haul, can also benefit from complementary lounge access at any of the airline’s operating hubs. Lounge access is available for purchase, with the carrier offering $100 off to those who can reach the carrier’s 30K mileage milestone, alongside eligible Alaska Airlines Visa Signature or Alaska Airlines Visa Business cardholders.
The cost of a standard membership, named Alaska Lounge, is $595, which grants access to all nine lounge locations, plus The Plumeria Lounge (Hawaiian Airlines lounge at Honolulu Daniel K. Inouye International Airport). This can be upgraded to Alaska Lounge+, at $795, which provides access to all Alaska lounges, The Plumeria Lounge, and 90 partner lounges. Passengers can renew and join the Alaska Lounge programme at lounge locations or by contacting the airline’s customer care team. Lounge memberships are non-refundable once purchased.
Benefits to members include access to the airline’s suite of lounges, access for yourself, with two accompanying guests, or immediate family. All guests will need to provide a valid boarding pass for that day of travel on an Alaska Airlines flight, oneworld member airlines, or other global airline partners. Inside, guests can sit back and relax in comfortable seating, enjoying complimentary food, local draft beer, West Coast wines, and house spirits. A handcrafted espresso bar is on offer, alongside the airline’s renowned pancakes, which are cooked especially for early morning passengers.
In Anchorage
Photo: Alaska Airlines
Located in the Ted Stevens International Airport (ANC), Concourse C, the newly expanded Alaska Lounge offers a wide variety of seating and vantage points out to the picturesque airport runway. Guests are welcomed with complimentary seasonal foot and premium beverages, while also being able to recharge personally and their devices with power outlets near most seats. The lounge is designed to specifically reflect the character of Anchorage, with blended modern interiors that take inspiration from the beauty of the state.
The space now offers up to 140 guests, more than double the 65 it had previously, with an additional 2,600 square feet of floorspace. Amenities include high-speed WiFi, free snacks, fruit, soups, and other delicious treats, alongside a fully stocked bar, showcasing beer, wine, spirits, and other non-alcoholic offerings. For the corporate traveler, business facilities are available, including workstations and printers.
Photo: Alaska Airlines
The lounge is open daily from 05:00 through to 01:00 the next morning, and is located in Concourse C, nearby to Gate C1. This lounge is just one of many that are set to be rejuvenated as part of a multi-million-dollar project that is set to upgrade the Alaska Lounge experience. This lounge specifically is also part of the $60 million project, which is the ‘Great Land Investment Plan‘, which is to enhance travel experiences throughout the state of Alaska.
Seattle/Tacoma International Airport (SEA)
Photo: Alaska Airlines
The north satellite lounge is the flagship facility for the Seattle-based carrier. Located in Seattle-Tacoma International Airport’s (SEA) north satellite (N Gates), all passengers can access the lounge airside from underground trains from both the Main Terminal North and Concourse C.
Past the reception desk, there are many dedicated seating areas, from tables to banquette seating to chaise lounge chairs. A beautiful fireplace is the centerpiece of a circular sofa that soaks in not only the heat, but also the expansive views of the panorama outside. With an array of food options, barista coffee, and a fully stocked bar, guests can refuel and relax before their next flight.
Photo: Alaska Airlines
This lounge is one of three that Alaska Airlines operates at SEA which, alongside D Concourse (near Checkpoint 4), are open daily to meet all flights between 05:00 and 23:00. The third lounge is near gate C-16, Concourse C, available for guests between 05:00 and 19:00. All three of these lounges are also available for one-off guest passes, for $65 per person (subject to availability on the day). Alaska also plans to open a new flagship lounge in Seattle by 2027.
In San Francisco
Photo: Alaska Airlines
The carrier’s newest, and perhaps most stunning lounge is now open in the Harvey Milk Terminal 1 at San Francisco International Airport (SFO). With a floorspace of around 11,000 square feet, it’s a prime example of how Alaska is committed to expanding its network to elevate the pre-flight experience. Open spaces, with large windows that allow natural light, complemented by warm woods and leathers, create a relaxing and bespoke environment.
Alaska’s approach to SFO is to be ‘transported to a tranquil retreat’, which treats its guests with handcrafted espressos available from a fully staffed barista station, or if it’s time for a cold one, there’s refreshing local craft beer or West Coast wines on offer. Complimentary food and beverages are available to satisfy any guests, whether it be the famous pancakes in the morning, or popular sourdough bread with spreads and other treats that reflect the Bay Area.
Located in the airport’s Terminal 1, near Gate B6, this lounge is open daily between 05:00 and 00:00, and is the airline’s largest in the state of California. Most seats include plug-in outlets for devices, and as a first for the airline, the lounge also has TalkBox booths, allowing ultimate privacy for those needing to make personal or business calls in private.
A New Lounge For Portland – Coming Soon!
Photo: Alaska Airlines
Currently, Portland International Airport (PDX) passengers have two lounges to choose from: Concourse B and Concourse C. However, the carrier is set to debut a brand new lounge in 2026, which will cover 13,000 square feet and carry the airline’s signature Pacific-Northwest vibe. This lounge will have double the seating it previously offered, this time with a cozy fireplace, paired with beautiful views of the terminal below.
Alaska Airlines remains Portland’s largest carrier and operates flights on both its Alaska Airlines mainline aircraft and through its regional carrier, Horizon Air. The airline, according to Aviation Source News, operates more than 110 peak daily flights from the airport to 55 domestic destinations.
The airport’s two lounges are located near the entrance to Concourse B (open daily from 04:30 to 12:30), and Concourse C – Gate 35, from 04:30 to 22:30.
Other Alaska Lounges
Photo: Robin Guess | Shutterstock
Apart from the lounges already featured, Alaska Airlines has additional lounge locations in New York and Los Angeles. For those departing from John F. Kennedy International Airport (JFK), the space is located in Terminal 7, up on the Mezzanine level, near security. This lounge is open daily between 05:30 and 18:00. Near gate 64, in Terminal 6, is where you’ll find the lounge at Los Angeles International Airport (LAX). Serving all departing passengers from California’s busiest airport, which, according to Visit California, recorded more than 6.4 million passengers passing through the airport doors in July 2025. The lounge at LAX is open from 05:00 to 23:00 daily.
Alaska Lounge+ members can also access Admirals Club locations when departing on same-day Alaska, Hawaiian or American Airlines flights, which still grants guests complimentary access for both them and immediate family or two guests, at locations including (but not limited to), Atlanta, Boston, Charlotte, Chicago, Dallas, Denver, Mexico City, Philadelphia, Pittsburgh, St Louis, Tampa and Washington D.C (Raegan). Other partner lounges include select Qantas Club locations across the airline’s Australian, New Zealand, Singapore, Hong Kong, and London Heathrow lounge network.
Other partner lounges are available at Chicago, Minneapolis, Philadelphia (United Club), Honolulu (The Plumeria Lounge), Las Vegas (The Club LAS), Phoenix (Escape Lounge), and San Diego (Aspire Lounge). Alaska Airlines also plans to open a new lounge at San Diego, partnered with a new combined Alaska / Hawaiian Airlines lounge at HNL, and is part of a broader expansion plan where Alaska plans to double its lounge footprint by the end of 2027.
The Boeing 787 Dreamliner (specifically the Boeing 787-9 variant) is currently the most popular widebody aircraft on the market. It was built to replace the Boeing 767, complement the Boeing 777, and compete with the Airbus A330 (now A330neo) and the A350 that entered service four years after the Dreamliner. It also helped to doom the Airbus A380 as well as the Boeing 747-8i.
Even though Boeing slashed production of the 787 during the pandemic by shutting the assembly line in Seattle, it is currently being delivered in higher numbers than other widebody aircraft. Boeing is also working to expand its production in North Charleston, South Carolina, and ramp up production. Here is what to know about the Boeing 787’s deliveries in 2025 and beyond.
The Number Of Boeing 787s Delivered By Mid-2025
Photo: eric1207cvb | Shutterstock
As of mid-2025, Boeing’s records show it has a total unfulfilled backlog of 993 Boeing 787s on order from a total of 2,199 firm orders. This has made the Boeing 787 the best-selling widebody aircraft in history. But while Boeing wins that accolade, Airbus’ A320 family is the best-selling commercial jet in history and is becoming the most delivered commercial jet.
When it comes to deliveries, Boeing has delivered 399 of its 787-8 variant Dreamliners, 681 of its mid-sized 787-9s, and 126 of the 787-10s. That is a total of 1,206 Boeing 787s delivered since the first example entered service in 2011. While the rival Airbus A350, which entered service in 2015, has proven to be a popular aircraft, the Dreamliner has continued to outperform it in both orders and deliveries. A total of 1,428 A350s have been ordered, of which 669 have been delivered.
Orders for the Dreamliner continue to roll in, and in 2025, Boeing has amassed a total of 243 new orders for its Dreamliners. These are thanks in large part to Qatar Airways, which ordered 120 new 787s, while British Airways and Korean Air have also placed substantial orders. All orders have been for its 787-9 and 787-10 variants, and none are for the 787-8.
Boeing’s Past Dreamliner Delivery Rate
Photo: Peter Krocka | Shutterstock
Before the pandemic, the Boeing 787 was delivered in much larger numbers. Boeing was building them in both Everett in Seattle, and in North Charleston. In 2019, the last “normal” production year for the Dreamliner, Boeing delivered a total of 158 aircraft. In 2020, that dropped to just 53 and to only 14 examples in 2021. In the pandemic, Boeing shut down its Seattle assembly line for the 787.
In 2022, deliveries recovered somewhat to 31 examples and grew to around half the prepandemic rate of 73 in 2023. 2024 was another bad year for Boeing deliveries, with its total deliveries falling back to just 348 commercial aircraft (Airbus delivered 766 that year). In 2024, Boeing delivered 51 Dreamliners, although it has delivered 45 by mid-year 2025.
Boeing 787 Dreamliner deliveries by year since 2019 (per Boeing)
2019
158
2024
51
2020
53
2025 (mid-year)
45
2021
14
2025 (estimated)
75-80
2022
31
Planned end of 2025 rate
84 (seven per month)
2023
73
Total delivered (mid-2025)
1,206
While 2019 was the last “normal” production year for the Dreamliner, 2018 was the last “normal” year for Boeing’s commercial aircraft overall. In 2019, the second Boeing 737 MAX crashed, and Boeing’s deliveries have not recovered since. From 2015-2017, Boeing delivered between 748 and 763 aircraft, rising to 806 in 2018. Since then, the most it has delivered was in 2023, when it shipped 528 aircraft.
At the start of 2025, Boeing projected deliveries of 75 to 80 Dreamliners in 2025. That number includes both new-build jets and those currently in inventory that it has been unable to deliver. At the start of 2025, Boeing had an estimated 25 Boeing 787s built in previous years but stored before delivery. If those jets are delivered, then Boeing’s 2025 production would be 50-55 new aircraft.
787 orders and deliveries per Boeing mid-2025
Boeing 787-8
Boeing 787-9
Boeing 787-10
Total
Total number ordered (per Boeing, may include orders later canceled)
In 2019, Boeing was delivering the Dreamliner at a rate of 14 per month; by the start of 2025, that was just five per month, with plans to increase it to seven per month. Even so, that is only half of the pre-pandemic levels. Part of the issue is that Boeing is trying to restore its world-class quality control to its aircraft to ensure things like the Boeing 737 MAX crashes and the Alaska Airlines door plug blowout don’t happen again.
Leeham News says that when the expansion is finished in 2028, Boeing will have the capacity to reach a rate of 16 per month. If Boeing could deliver the aircraft at a rate of 16 per month, that would translate to 192 aircraft a year.
Story Of The Boeing 787-8
Photo: Minh K Tran | Shutterstock
The Boeing 787-8 was the first to debut, and it attracted a large percentage of the orders. However, the 787-9 hit the market in 2014, and since then it has attracted more orders, with new orders for the Boeing 787-8 drying up over time. Boeing only has 28 orders for the 787-8 remaining on its order book, over half (15) of which are for Emirates.
Since 2020, Boeing has only recorded eight new orders for the 787-8 variant. This suggests that the Boeing 787-8 may soon go out of production. Increased Dreamliner production means more 787-9s and 787-10s and not 787-8s. One of the reasons why the 787-9 is more popular is that the wings are better optimized for that variant than the 787-8 or 787-10.
Boeing 787-8
Boeing 787-9
Boeing 787-10
Range
7,305 nautical miles
7,565 nautical miles
6,330 nautical miles
Typical 3-class seating
248
296
336
Length
186 feet
206 feet
224 feet
The 787-9 is the longest ranged variant with a range of 7,565 nautical miles, compared with the 787-8’s 7,305 nautical mile range and the 787-10’s reduced 6,330 nautical mile range. The 787-8 is being outcompeted by both the 787-9 and the cheaper-to-operate but still large and long-range Airbus A321XLR. The A321XLR comes with a range of 4,700 nautical miles.
Boeing 787 Dreamliner Production To Recover By 2028
Photo: Mehdi Photos | Shutterstock
After a decade-long dip in production due to the pandemic and lingering concerns with Boeing’s quality controls, the Dreamliner appears set to meet and even exceed its previous delivery rates around 2028. In 2025, the Dreamliner’s deliveries will remain around half that of pre-pandemic numbers but above that of 2024.
The 2025 final delivery rate will hinge to some degree on when Boeing can move the already-built Lufthansa Dreamliners and any others it has lying around. The future appears bright for the Dreamliner (except the 787-8) with large numbers of orders continuing to be placed and Boeing looking to restore its previously high levels of production. One of the major areas of uncertainty for the Dreamliner and Boeing aircraft in general is the ongoing trade war.
Both Boeing and Airbus are part of the supply chain integrity coalition, which aims to change how parts are tracked from the production line to the boneyard.
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The Airbus A330-800neo is one of two variants in the Airbus A330neo family, with the other being the A330-900neo. The A330neo is an upgrade over the original A330 variants, with new engines, updated wingtips, interior improvements, and software upgrades. The A330-900, directly succeeding the A330-300, has proven effective and has even found love in the United Statesat Delta Air Lines. Contrastingly, the A330-800 has been shunned in the US.
In some ways, you can consider the start of the A330neo to be the original A350 program. To compete against the Boeing 787, Airbus took the A330 family and added new engines along with a carbon-composite wing and a new cockpit. Airlines largely rejected the concept, prompting Airbus to create a clean-sheet aircraft, the A350 XWB, and move up in size. The A330neo was developed in the 2010s to slot underneath the A350 in price and capability.
The Airlines That Don’t Want The Airbus A330-800
Photo: Dirk Daniel Mann | Shutterstock
The A330-800 is Airbus’s smallest widebody, and given that the US is home to more Boeing 767s (a similarly-sized twinjet) than any other nation in the world, you’d expect the European manufacturer to make significant efforts to sell this jet here. However, Airbus hasn’t sold a single A330-800to a US airline. This is especially surprising considering that the prior A330-200 has been reasonably successful in the country, being operated by Delta, Hawaiian, and, previously, American Airlines.
United Airlines currently flies 53 aging Boeing 767s, but has committed to the 787 to replace these planes. Hawaiian Airlines, a current A330-200 operator, ordered Boeing 787-9s to replace its Airbus widebodies, although these planes are now slated to remain in service while the Dreamliners get transferred to Alaska Airlines. For American Airlines, meanwhile, its 767 and A330 fleets were fully retired during the COVID-19 pandemic, with the 787 serving as their replacement.
Only four airlines in the US operate passenger widebodies in scheduled service, and by and large, they have opted for the similarly sized Boeing 787. This is despite the fact that these planes are replacing the Boeing 767 or Airbus A330, which are optimized for medium-haul routes, similar to the Airbus A330neo. Notably, Hawaiian Airlines formerly held orders for six Airbus A330-800s, but cancelled them in favor of the Dreamliners.
Why Delta Air Lines Isn’t Buying Them
Photo: Minh K Tran | Shutterstock
Delta Air Lines is the largest operator of the Airbus A330-900 in the world and the largest operator of the A330 series as a whole. It operates 11 A330-200s, 31 A330-300s, and 37 A330-900s with two more on order, but has never ordered the A330-800, and has not announced plans to obtain more A330neos. What’s surprising is that the A330-900s were slated to partially replace the Boeing 767-300ER fleet, an aircraft significantly smaller than the A330-900.
You’d expect Delta to replace these aircraft with the A330-800, given that it would be far closer in size to the 767. However, going with the larger A330-900 instead was a conscious choice. Delta is looking to upgauge its entire network, replacing A320s and 737s with A321neos and 737 MAX 10s, while 767s are to be replaced with larger widebodies. Delta is looking to lower per-seat economics, and larger aircraft variants are cheaper to operate per-seat than smaller variants.
Aircraft Types In Service With Delta
Aircraft Types On Order By Delta
Airbus A220-100
Airbus A220-300
Airbus A220-300
Airbus A321neo
Airbus A319-100
Airbus A330-900
Airbus A320-200
Airbus A350-900
Airbus A321-200
Airbus A350-1000
Airbus A321neo
Boeing 737 MAX 10
Airbus A330-200
Airbus A330-300
Airbus A330-900
Airbus A350-900
Boeing 717-200
Boeing 737-800
Boeing 737-900ER
Boeing 757-200
Boeing 757-300
Boeing 767-300ER
Boeing 767-400ER
Delta only has two A330-900s left on order. It’s expected that at least part of its remaining A350 order will displace existing A330-900s that can replace the remaining 767-300ERs, which would again be a system-wide upgauge. Meanwhile, it’s been heavily speculated that the Atlanta-based carrier is looking to order Boeing 787-10s. With a possible delivery date in the early 2030s, these could replace older A330s and the Boeing 767-400ER, while also being a significant upgauge over both types.
Why The Airbus A330-800 Is Not Selling
Photo: Markus Mainka I Shutterstock
In the US, Delta is looking to upgauge its entire network, while other carriers are focusing on the Boeing 787. However, the A330-800 has also sold poorly around the world, with only eight total orders, while the A330-900 has received nearly 440. Seven have already been delivered: four to Kuwait Airways, two to Uganda Airlines, and one to Air Greenland. One more example is reported to have been ordered in an executive configuration.
The A330-800 is a direct replacement for the Airbus A330-200, which, in Delta’s premium-heavy configuration, seats 223 passengers. At the other end of the spectrum, Hawaiian’s leisure-focused A330-200s seat 278. With the new winglets and more efficient Rolls-Royce Trent 7000, the A330-800 now has a range of 8,100 NM (15,000 km) at a Maximum Takeoff Weight of 251 tonnes, and this is the issue.
The A330-200 that the A330-800 is based on was developed as a shrink of the original A330-300 (replaced by the A330-900). As such, the A330-200/800 is more expensive to operate per-seat than its larger counterparts. In the past, the A330-200 sold due to its additional range, but as the A330-300 grew more capable, sales for the A330-200 dried up. With the A330-900 now having up to 7,350 NM (13,600 km) of range, almost no airline is willing to sacrifice economics for the extra miles.
The Decline Of Short-Fuselage Variants
Photo: Wirestock Creators | Shutterstock
In airliner design, manufacturers typically create the base design (Airbus A320, Boeing 757-200, Airbus A330-300, Boeing 777-200), then they will either shrink the fuselage (Airbus A319, Airbus A330-200) or stretch the fuselage (Boeing 757-300, Boeing 777-300). Shrinking typically results in a more capable plane with higher per-seat costs, while a stretched variant boasts the best per-seat costs but also has less range.
Manufacturers don’t always develop their aircraft in this manner (both Airbus A350 variants are optimized for their size), but this is typically how commercial aircraft are designed. This approach generally proved successful, as the A330-200 made up 46% of passenger A330ceo sales, while the A319, A320, and A321 were all popular. For first-generation A320 variants, only the A318 was a sales flop, with this variant being a shrink of a shrink.
Today, however, the A330-800 is far from the only reengined shrink that’s been unpopular. The A319neo has only received 57 orders, while slightly over 300 orders have been received for the Boeing 737 MAX 7. The 777-8’s development has been paused, and even sales for the Boeing 787-8 have slowed down dramatically. As the larger version of an airliner becomes more capable, such as during a re-engine program, demand for the shrink disappears.
Why Airbus Doesn’t Care About Selling A330-800s
Photo: EA Photography | Shutterstock
From a manufacturer’s position, a shrink allows you to capture a broader segment of the market by addressing the shortcomings of the original model. However, such jets are priced lower than a larger model, but cost practically the same to produce, thereby generating lower profit margins. Manufacturers prefer to sell larger variants whenever possible, as they generate the highest profits.
When significant demand exists for a smaller aircraft that is more capable, manufacturers will price it competitively. The sale price is a significant component in whether an airliner wins an order, and, as such, selling an A330-200 may have yielded lower profits than an A330-300 in the past, but this was still preferable over losing an order to the Boeing 767.
With the A330-800, however, airlines aren’t lining up to buy it, and Airbus spent little on developing it. The A330-900 captures nearly all of the market, and this variant generates higher profit margins. As such, Airbus is incentivized to price the A330-900 competitively, while the A330-800 has low demand and generates lower profits, so Airbus likely budges little on pricing. This lowers demand for the A330-800 even further, but Airbus would still rather sell more A330-900s.
The Bottom Line
The Airbus A330-800 has been sold to three airlines. This is the only widebody in Air Greenland’s fleet and is used for flights to Copenhagen, directly replacing an Airbus A330-200. For Kuwait Airways and Uganda Airlines, the type serves as a small, efficient, cheap widebody that has incredible capability. Kuwait Airways also operates the A330-900, making it easier for the airline to integrate it into the fleet.
While the A330-800 has so far proven a sales dud, Airbus is not focused on the variant’s individual orderbook. Rather, Airbus aims to make money on the A330neo program as a whole, and selling more A330-900s appears to be a winning strategy for the European planemaker. As such, the A330-800 will likely go down as one of the industry’s rarest birds, similar to other reengined shrinks like the Airbus A319neo.
Alaska Airlines
Seattle-Tacoma International Airport’s
San Francisco International Airport
Delta Air Lines
