Delta Air Lines has just revealed plans for its latest Delta One Lounge… and rather oddly, it’s at an airport that already has a Delta One Lounge.
In this post:
Delta One Lounge coming to LAX Terminal 2
Delta is known for its excellent Delta One One Lounges, and there are currently four locations, in Boston (BOS), Los Angeles (LAX), New York (JFK), and Seattle (SEA).
The Delta One Lounge LAX opened back in 2024, located in Terminal 3, and it offers a great experience. At only 10,000 square feet, it pales in comparison to the one at JFK, which is around 40,000 square feet. But still, Delta’s network at LAX also isn’t as big.
So that brings us to the news — Delta plans to open a new Delta One Lounge at LAX Terminal 2. Construction will start very shortly, and the lounge is expected to welcome its first guests at some point in 2027.
Details remain very limited as of now, though it sounds like there will be transportation directly to the lounge from Delta One check-in and the exclusive security line. Terminal 2 is getting a larger redevelopment, and this is the first stage of that, as more work to the entire terminal space is expected to take place in 2028 and beyond.
With time, we should learn more details about when exactly the lounge will open, how big it will be, and what the amenities will be like (a la carte dining is a given, but beyond that, we’ll see). Among the premium international lounges of the “big three” US carriers, this is the first time that we’ve seen two of these lounges at one airport… and LAX isn’t even among Delta’s biggest hubs!
I am curious how they’re going to manage crowding between the two lounges. People will probably go to the lounge closer to their gate, or maybe to the Terminal 3 lounge, out of habit. How will Delta properly distribute guests, especially since ideally you don’t want to tell a business class passenger to schlep to Terminal 2, after they’ve arrived at the Terminal 3 lounge?
Separately, Delta also plans to open a new Sky Club in Terminal 2, and that should also open next year. Again, details are limited, but this is a major investment in the airport.
Does Delta have big plans for LAX, or what’s going on?
Typically, the “big three” US carriers love their fortress hubs, where they dominate the market, and control a majority of the traffic. This allows them to efficiently funnel passengers into their larger network, and also gives them more pricing power.
LAX is unique in that it’s an airport where American, Delta, and United, all have a hub. It’s the only airport where that’s the case. Over the years, we’ve seen the airlines kind of take turns being the slightly dominant airline (I guess you could say they’re LAX vers), but it’s just a really tough market.
You’d think LAX would be super lucrative, but it’s just not anywhere close to the most profitable hubs, due to the amount of competition. On the international front, you have so much service from foreign airlines. Furthermore, given how market share is distributed pretty equally, it’s also hard for any one airline to make huge money on credit cards, or to have much pricing power.
As things currently stand, there’s no denying that the Delta One Lounge LAX gets busy late at night (before the transpacific flights), but other than that, the lounge doesn’t get that crowded.
What’s odd about Delta is that it has spent recent years building up its hub in SEA as a long haul gateway, largely as an alternative to LAX. However, with growth constraints, plus the pressure of being number two behind Alaska, we’e now seen Delta shift growth back to LAX.
In the coming days, the airline will launch flights out of LAX to Hong Kong (HKG), and then plans to launch Manila (MNL) flights in 2027. Side note — that HKG route is going to buh-leed money, particularly with current oil prices.
Anyway, one wonders if the new Delta One Lounge LAX is just intended to serve this increased demand that we already know about, or if Delta has something bigger up its sleeve. I tend to think history repeats itself, and I can’t imagine any ramp-up will be terribly profitable. But perhaps Delta views it as part of a larger strategic interest.
Bottom line
Delta has revealed that it plans to open a second Delta One Lounge at LAX Terminal 2 in 2027, complementing the one that opened in Terminal 3 in 2024. Admittedly the current Delta One Lounge is rather small, but still, this is the first time we’ve seen a US carrier open two premium international business lounges at the same airport.
We know Delta plans to grow at LAX, though I’m curious just how much growth is in the cards.
What do you make of a second Delta One Lounge LAX?
As a sidebar, AA has a lounge in the TBIT at LAX as well. Around Gate 152 +/-. Perhaps a gate or so away from BA's usual gate.
Perhaps the current D1 lounge will be converted to a SkyClub and the new D1 lounge will be the only D1 lounge?
No. The current D1 Lounge will serve D1 flights out of T3. The new one is for D1 flights out of T2.
LAX is my home airport, which is a blessing and curse as an award traveller. T2 has been under construction for a while, but once it opens, DL will have serious real estate at LAX and will dwarf AA's T4 upgrades. I think DL might make a play for expanded Europe connectivity from LAX. MNL will be their ~6th Asia destination and they've done well with their Australia routes. They only fly to CDG after...
LAX is my home airport, which is a blessing and curse as an award traveller. T2 has been under construction for a while, but once it opens, DL will have serious real estate at LAX and will dwarf AA's T4 upgrades. I think DL might make a play for expanded Europe connectivity from LAX. MNL will be their ~6th Asia destination and they've done well with their Australia routes. They only fly to CDG after letting VS take the LHR route. International carriers have little to no competition on other routes that DL flies to from other hubs.
LAX vers hahah... I love this joke.
They should spend that money on getting new product on their premium transcons. It's so weird to have such great ground services and then blow it when you step on the plane. Even AA 321T are better than what they have as Delta One. I've flown AA exclusively since that trip. Delta One at LAX is great until you step on the plane.
Speaking of lounges, new Sidecar at LAS is pretty impressive. Menu order service. Lobster roll, truffle fries, impressive cocktails, aqua panna or pellegrino, small and relaxing reprieve from a typical crowded cc lounge. Amazing authentic service too. Great buildout. 10/10
This development illustrates broadly how Delta struggles in Seattle, which until now, has subsidized the SEA operation via profitability from other hubs. The reality is AS is SEA's airline, not Delta. The bulk of Delta's long haul intercontinental network out of SEA has not worked. LAX is their only alternative and it is not a great one. Yields are tough out of LAX. There is a lot of capacity and competition from Asian carriers across...
This development illustrates broadly how Delta struggles in Seattle, which until now, has subsidized the SEA operation via profitability from other hubs. The reality is AS is SEA's airline, not Delta. The bulk of Delta's long haul intercontinental network out of SEA has not worked. LAX is their only alternative and it is not a great one. Yields are tough out of LAX. There is a lot of capacity and competition from Asian carriers across the Pacific and for that matter, to Europe as well. Delta is pumping billions into LAX for years and so it needs to add there to show for it.
feel free to compare profits between DL and AS, or any other US airline this year.
If DL has figured out in 48 years of deregulation how to amass a collection of hubs that can bankroll DL's ventures on the west coast, then WTH has every other airline been doing for the past 48 years that they haven't figured out what DL has mastered?
If DL can make LAX and SEA work with the profits...
feel free to compare profits between DL and AS, or any other US airline this year.
If DL has figured out in 48 years of deregulation how to amass a collection of hubs that can bankroll DL's ventures on the west coast, then WTH has every other airline been doing for the past 48 years that they haven't figured out what DL has mastered?
If DL can make LAX and SEA work with the profits it gains from its other hubs including NYC and BOS plus ATL DTW MSP and SLC, then woe to the other airlines that choose to stand in DL's way
Whatever dude. At skyrocketing oil prices, subsidies won't matter much. But keep drinking the Kool-Aid.
just watch profits (or lack thereof) at each carrier worldwide and the cuts each carrier makes esp. post summer
DL is going to get stronger as a result of this crisis.
LAX will be a big beneficiary
TD: "feel free to compare profits between DL and AS, or any other US airline this year."
Okay. I'll compare DL to "ANY other US airline THIS year" just like you said.
Skywest, 1st Q 2026 Net Profit Margin: 10.56%
Delta, 1st Q 2026 Net Profit Margin: 6.87%
Anything else I can do for you?
"Someone familiar with the situation" at Delta told me that it is to specifically serve international long-haul flights departing from Terminal 2 gates.
And yet no Delta First Lounges in ATL, MSP and DTW, much bigger markets than LAX. Please someone explain this crooked logic to me.
Captive markets don't need extra investments to keep people spending money with DL. Competitive markets do.
It's really not hard to understand.
Those markets are "captured" on both the aggregate passenger, corporate contract, and credit card ubiquity, fronts. Do Delta doesn't have any reason to rush, at any of them.
The coastal hubs however, have fierce competition, and any carrier that falls behind on amenities, risks losing market and corporate clients. So they get priority.
"(I guess you could say they’re LAX vers)"
Is that a pun? If so, I didn't get it.
Gay joke. Gay men are typically tops, bottoms, or a mix of both (versatile/vers).
I'm surprised. Ben seems like the type who'd be -TERRIFIED- that someone might see his peen in a spa (where everyone else is nude anyway) or public shower, so it's sorta shocking to see a sex joke from him. lol
I have said for years that Delta intends to be the largest international carrier as well as domestic carrier at LAX.
This is just another step in that direction.
as for LAX-HKG, UA already is bleeding money on the route. DL is just going to push them over the edge.
remember, UA made $1.6 billion less than DL in 2025; that gap will grow as DL gains benefits from the refinery and UA finally...
I have said for years that Delta intends to be the largest international carrier as well as domestic carrier at LAX.
This is just another step in that direction.
as for LAX-HKG, UA already is bleeding money on the route. DL is just going to push them over the edge.
remember, UA made $1.6 billion less than DL in 2025; that gap will grow as DL gains benefits from the refinery and UA finally decides to settle w/ its labor unions for higher pay.
2026 and 2027 will be the years for DL to use its riches to take what it needs - more Asia and more Latin America.
@ Tim Dunn -- "as for LAX-HKG, UA already is bleeding money on the route. DL is just going to push them over the edge."
Lol, so to be clear, do you think Delta will bleed money on the route as well? Or instant, massive money maker?
DL could very well lose money, Ben.
But UA has far more capacity and cost in the market and it is doubtful that DL can't exceed UA's revenue per flight while having lower cost per passenger.
DL intends to consolidate its power on the west coast, to Asia and to Latin America in 2026 and 2027. They have the profits to outlast other carriers.
Just.
You.
Wait.
and See.
@ Tim Dunn -- "They have the profits to outlast other carriers." So you think Delta will do a bunch of unprofitable flying in order to "outlast" competitors? And they're going to do that rather than flying profitably out of their fortress hubs?
"DL could very well lose money, Ben."
There is no "could," there.
Someone posted the numbers a while back, and LAX-HKG is not only the lowest yielding longhaul route in United's entire system, but also the lowest for any USA airline departing the continental USA. United also doesn't command a notably smaller fare than Cathay.
Barring undisclosed subsidy of some sort, there's no world in which Delta, which has higher costs than either of those...
"DL could very well lose money, Ben."
There is no "could," there.
Someone posted the numbers a while back, and LAX-HKG is not only the lowest yielding longhaul route in United's entire system, but also the lowest for any USA airline departing the continental USA. United also doesn't command a notably smaller fare than Cathay.
Barring undisclosed subsidy of some sort, there's no world in which Delta, which has higher costs than either of those two, is going to come onto that route with a single flight, and command a higher fare than Cathay; and considering that its overall costs tend to be higher than United, it's going to be met with the same fate.
Delta is chasing network benefits long-term. They're going to lose their behind, on the per-segment "profitability" for this route, just like United is doing.
and DL knew all of that when it decided to enter the market.
Yes, DL will outlast other carriers who might end up a little smaller (and mayge alot smaller) after the dust settles on this crisis
and, no, Ben.
Not a bunch of unprofitable flying.
But perhaps a new major international route per year that is strategically important long term and where DL believes it can take share.
If DL and Amex' math...
and DL knew all of that when it decided to enter the market.
Yes, DL will outlast other carriers who might end up a little smaller (and mayge alot smaller) after the dust settles on this crisis
and, no, Ben.
Not a bunch of unprofitable flying.
But perhaps a new major international route per year that is strategically important long term and where DL believes it can take share.
If DL and Amex' math says DL needs to be in certain cities, then the math is much more in DL's favor than for someone that already flies a bunch of money-losing capacity.
I've said for years that the only reason why UA doesn't make profits as high as DL is because UA is so fixated on size that it flies so much money-losing capacity.
DL is just getting started in proving how shallow UA's profits really are
To butcher a quote "What you (intend) to do isn't necessarily what you're gonna do" - Gia Gunn. They can intend all they want, but getting the largest slice of the pie at LAX is very unlikely.
"As for LAX-HKG, "UA already is bleeding money on the route. DL is just going to push them over the edge."
Gonna add that to my "Things Tim Predicted that Didn't Come True" bingo card for a few years from now. But I'm gonna need a bigger card.
we might need a review of the shuttle to t22, must be pretty far away from the main terminals :)
@ Ben Holz -- Hah, whoops, thanks. Fixed.