Atlanta, Georgia, is only the 36th most populous city in the United States, as it has just over 500,000 residents. However, the entire Atlanta metro area is home to over six million residents, making it one of the most populated metro areas in the US. Because of this, it is no wonder that it is home to an extremely busy airport, Hartsfield-Jackson Atlanta International Airport (ATL).
However, interestingly enough, Hartsfield-Jackson is considered to be the busiest airport in the world. In 2024 alone, the airport saw over 100 million total passengers pass through its doors. This was significantly higher than even the second-busiest airport in the world, Dubai International Airport (DXB) in Dubai, United Arab Emirates, which saw just over 92 million passengers. Furthermore, Hartsfield-Jackson Airport has one of the most unique airport layouts in existence. Whereas many airports have expanded to several different terminals over the years, such as Los Angeles International Airport (LAX), which operates nine terminals, or Dallas/Fort Worth International Airport (DFW), which operates five terminals, the Atlanta airport has kept only its two main terminals. Let’s take a closer look at why this busy airport only operates two terminals, as well as how it manages to maintain its significant operations under this unique configuration.
The Early Days Of Hartsfield-Jackson Atlanta International Airport
Hartsfield-Jackson Atlanta International Airport (ATL) can first be traced back to the mid-1920s. The airport first began with a five-year lease on 287 acres that covered an abandoned auto racetrack called the Atlanta Speedway. This airport, which was signed into effect by Mayor Walter Sims, was originally named Candler Field, after Coca-Cola executive and former mayor, Asa Candler. Candler Field first began commercial operations on September 15, 1926, with a Florida Airways mail plane flying from Jacksonville, Florida.
However, several airlines joined the field’s operations in the late 1920s and early 1930s. This included Pitcairn Aviation, which later became known as Eastern Air Lines, and began in May 1928. In June 1930, Delta Air Service began its operations, which marked the start of the dominance that Delta Air Lines would see for many years to come. Both Eastern Air Lines and Delta Air Lines would utilize this airport as their main hubs.
In the 1940s, Candler Field was utilized as a military airfield by the United States Army Air Force. The airport became increasingly busy during the 1940s, when it was renamed Atlanta Municipal Airport. More than one million passengers passed through the airport in 1948. This led to both Delta and Eastern increasing their operations from the airport, with Southern Airways also joining the mix.
In mid-1956, Capital Viscounts began operating scheduled flights with turbine airliners. However, in 1957, Atlanta Municipal Airport saw its first jet airliner land on its runway, a prototype Sud Aviation Caravelle. Later that year, Atlanta Airport executives commissioned work for a new $21 million terminal, later designated as the Jet Terminal.
In September 1959, Atlanta Municipal Airport began operating scheduled commercial flights with jets when Delta Air Lines began flying Douglas DC-8s through the airport. The airport officially opened its new Jet Terminal in May 1961. This terminal was the largest in the country and could handle over six million passengers per year, due to its six-pier concourses radiating from a central building.
This allowed the airport to begin operating transatlantic flights. The first was a Delta Air Lines and Pan Am DC-8 flight to Europe via Washington, DC. However, the first scheduled nonstop international flight was operated by Eastern Air Lines to Mexico City and Jamaica in 1971, the same year the airport was renamed to William B. Hartsfield Atlanta Airport. Nonstop flights to Europe began in 1978 when Delta Air Lines flew to London Gatwick Airport (LGW).
A History Of The Introduction Of The Midfield Terminal
The new Jet Terminal caused a significant increase in air traffic at the Atlanta airport. To help accommodate this new traffic, Mayor Maynard Jackson commissioned work for a new terminal, which became the present midfield terminal complex, in 1977. The new complex, which initially consisted of a North and South Terminal, Concourses A through D, and half of Concourse T, opened in September 1980. This new terminal was designed to accommodate up to 55 million passengers annually.
In 1987, the airport further extended Concourse T, which was mostly used for international traffic. However, before the 1996 Summer Olympics in Atlanta, the airport also opened up a new Concourse E, converting Concourse T to domestic flights. The airport also introduced its fifth runway in the early 2000s. Since then, the airport has operated the following runways:
Runway
Length (m)
Length (ft)
Surface
8L/26R
2,743 meters
9,000 feet
Concrete
8R/26L
3,048 meters
9,999 feet
Concrete
9L/27R
3,776 meters
12,390 feet
Concrete
9R/27L
2,743 meters
9,000 feet
Concrete
10/28
2,743 meters
9,000 feet
Concrete
The airport’s fifth runway was officially opened in 2006, and it was used to ease traffic problems caused by the significant number of smaller aircraft on the larger runways. This allowed the airport to begin operating with triple simultaneous landings. The airport was also officially renamed to Hartsfield-Jackson Atlanta International Airport (ATL) in 2003. In 2012, ATL opened its international terminal and Concourse F, with the terminal on the other side, which was introduced in the 1980s, becoming the domestic terminal.
The Current Operations At Hartsfield-Jackson Atlanta International Airport
Photo: Delta Air Lines
The Hartsfield-Jackson Atlanta International Airport has grown to serve over 100 million passengers annually since the introduction of its new terminal, first reaching this milestone in 2015. It has also become one of the world’s busiest airports, topping the charts multiple times over the past several years. Historically, Delta Air Lines and Eastern Air Lines dominated the Atlanta airport in the 1970s. However, United Airlines, Southern Airways, Piedmont Airlines, Northwest Airlines, and TWA also had a presence at the airport. This changed in 1978 after airlines were deregulated.
Eastern Air Lines was the largest airline at the airport during the 1970s. However, Delta Air Lines adopted the hub-and-spoke route system, utilizing ATL as a hub between the Midwest and Florida. When the new terminal opened in 1980, Delta had a significant presence, operating Concourse A and most of Concourse B. Its presence increased heavily after Eastern ceased operations in 1991. The airline maintained a monopoly in ATL, with American Airlines deciding to create a hub in Miami and TWA abandoning its hub at the airport in 1994.
Today, Hartsfield-Jackson Atlanta International Airport handles over 2,000 daily arrivals and departures. The airport serves more than 150 domestic destinations and 70 international destinations. Delta Air Lines remains the dominant airline of the airport, flying around 75% of the flights. Some of the airline’s most popular destinations include: Cancún International Airport (CUN), Mexico City International Airport (MEX), Toronto Pearson International Airport (YYZ), Punta Cana International Airport (PUJ), and Sangster International Airport (MBJ) in Montego Bay, Jamaica. Additionally, some of the other unique international destinations flown from ATL include:
How Many Busy Airports Have Utilized Multiple Terminals
Photo: Chicago O’Hare International Airport
Airports around the world have grown significantly, especially as air travel demand has continued to grow. Because of this, global airports have had to scale their operations to accommodate more passengers, aircraft, and airline partners. One of the most effective ways to manage this growth is through airport expansion.
Historically, many airports have opted to expand through the addition of multiple terminals. This allows airports to efficiently distribute traffic and streamline passenger flow. Smaller regional airports can often manage with one or two terminals, but major international hubs usually outgrow that simplicity due to the sheer complexity of operation required for the extreme amount of air traffic.
Additionally, many large airports operate as hubs for airlines. This means that large airports often dedicate entire terminals to specific carriers or airline alliances. This allows for smoother connections within alliances, like SkyTeam or Star Alliance, reduces congestion, and centralizes resources such as lounges, gates, and check-in areas. Finally, aircraft movement is a major factor in expanding terminals. More terminals spaced across the airfield help reduce aircraft taxi times, minimize delays, and support multiple simultaneous arrivals and departures.
Why Hartsfield-Jackson Atlanta International Airport Only Utilizes Two Terminals
Photo: Markus Mainka | Shutterstock
Interestingly enough, ATL is unique among major airports in that it operates with only two terminals. The airport is made up of the domestic terminal, which consists of Terminal South and Terminal North, and the International Terminal, which also includes Terminal F. However, although it only includes two terminals, the airport’s operations are set up due to a highly efficient and centralized design.
Overall, Hartsfield-Jackson Atlanta International Airport utilizes a single linear concourse layout. From the main terminal complex, passengers have access across seven parallel concourses. Passengers can connect to each concourse via an underground train or pedestrian walkways. Furthermore, since ATL is dominated by Delta Air Lines, which flies nearly 75% of all operations, there is no need to divide terminals between designated airlines.
In general, the two-terminal system utilized by ATL works because of the overall layout of the airport. It was specifically designed for centralized operations, dating back to the introduction of early terminals at the airport. The layout also minimizes walking distances and supports massive traffic levels without requiring the complexity of multiple terminal buildings.
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.
Hartsfield-Jackson Atlanta International Airport
Dubai International Airport
Los Angeles International Airport
Dallas/Fort Worth International Airport
Delta Air Lines
United Airlines
SkyTeam
Star Alliance
