United Airlines Revisits Airbus A350 Order for Fleet Renewal

United Airlines Reconsidering Airbus A350 Order: Strategic Implications for Fleet Renewal

United Airlines is at a critical crossroads in its fleet renewal strategy, as CEO Scott Kirby publicly signals a renewed interest in the long-standing, but repeatedly deferred, Airbus A350 order. This development comes at a time when United is preparing to retire its aging Boeing 767 fleet by 2030, and as international aviation competition intensifies. The decision carries weight not only for United’s operational future, but also for the broader U.S. aviation sector, as Kirby frames these moves within the context of a “trade deficit” in international air travel that he believes policymakers in Washington should address.

The reconsideration of the A350 order, which has been on the books since 2009 but has seen multiple conversions and delivery deferrals, marks a significant potential shift for an airline that has otherwise invested heavily in Boeing’s 787 Dreamliner program. United’s actions are being closely watched by industry observers, who see this as part of a broader strategy to cement United’s position as America’s leading international carrier while addressing capacity and competitive needs that may not be fully met by its current Boeing-centric widebody approach.

This article examines the historical evolution of United’s A350 order, the current strategic context, the role of CEO Scott Kirby’s public statements, and the implications for United’s future fleet and international competitiveness.

Historical Background of United’s Airbus A350 Order

United Airlines’ relationship with the Airbus A350 is one of the most complex and protracted in Commercial-Aircraft. The initial order dates back to 2009, when United committed to 25 A350-900s as part of a major fleet modernization plan. This was a notable shift for United, which had traditionally relied on Boeing for its widebody aircraft needs.

In 2013, United converted its A350-900 order to 35 A350-1000s, reflecting a desire for higher-capacity aircraft to serve long-range, high-demand markets. The Airlines then-CEO described the A350-1000 as a key part of replacing older, less efficient aircraft. However, this was not the end of the order’s evolution. In 2017, United again modified the order, reverting to 45 A350-900s, increasing the total number of aircraft but returning to the smaller variant, citing changes in market conditions and network strategy.

These repeated changes have pushed the expected Delivery of the first A350s into the 2030s, far beyond the original timeline. While United has never taken delivery of an A350, it retains one of the largest outstanding A350 orders among U.S. airlines. The order’s multiple modifications have allowed United to maintain flexibility in its fleet planning and to leverage negotiations with both Airbus and Boeing on pricing and delivery schedules.

“We will either take 100+ A350s or we will take zero.” — Scott Kirby, United Airlines CEO

Current Fleet Strategy and the Boeing 787 Dominance

United Airlines has made the Boeing 787 Dreamliner the cornerstone of its widebody fleet. In December 2022, United announced a historic order for 100 additional Boeing 787s, with options for another 100, making it the largest widebody order by a U.S. airline at that time. This move underscored United’s confidence in the 787’s operational and economic advantages.

The 787 fleet gives United significant flexibility, with the ability to deploy different variants (787-8, 787-9, 787-10) across its international network. As of 2025, United operates 76 787s and has 145 more on order. The airline has used these aircraft to launch new long-haul routes and increase frequencies, capitalizing on the 787’s fuel efficiency and passenger appeal.

United’s current widebody fleet also includes 53 Boeing 767s and a significant number of Boeing 777s. Many of these aircraft are approaching the end of their operational life, particularly the 767s, which United plans to retire by 2030. The scale of United’s 787 order is intended to replace these aging aircraft, but capacity gaps may still exist, especially as United pursues aggressive international expansion.

“By the end of the decade, we will be well into retiring the 767.” — Scott Kirby, United Airlines CEO

Strategic Shifts and CEO Scott Kirby’s Statements

Recent public statements from CEO Scott Kirby suggest a shift in United’s approach to the long-deferred A350 order. At the APEX Global Expo in 2025, Kirby noted that the timing for considering the A350 has improved as United accelerates its 767 retirement. He also indicated that economic factors, including a previously unfavorable Rolls-Royce engine contract, may now be more attractive due to rising engine prices industry-wide.

Kirby has framed the international aviation market as a “trade deficit” for the U.S., arguing that foreign carriers, often state-supported, dominate long-haul routes to and from the U.S., carrying two-thirds of the seats even though most passengers are U.S. citizens. This rhetoric positions United’s fleet decisions within a broader policy debate about competitiveness and national interests.

Industry observers note that Kirby’s stance on fleet simplification, once favoring an “all or nothing” approach to the A350, has softened. There is now more openness to integrating a smaller number of A350s, especially as United has successfully diversified its narrowbody fleet with Airbus A321s. This evolution reflects a recognition that flexibility and competitive positioning may outweigh the benefits of strict fleet commonality.

“Two-thirds of long-haul international seats to and from the United States are on foreign flag carriers, even though 60 percent of the passengers are US citizens.” — Scott Kirby

Fleet Modernization Timeline and Competitive Context

The retirement of United’s 53 Boeing 767s by 2030 creates a pressing need for replacement capacity. The 767s currently serve key transatlantic and other long-haul routes, and their phase-out aligns with the earliest possible deliveries of the deferred A350s. The A350-900, with seating capacity similar to United’s larger 767-400ERs, is a logical candidate for this role.

United’s Boeing 777 fleet also faces an uncertain future, with 55 777-200ERs and 22 777-300ERs in service. The A350-900 is positioned as a replacement for the 777-200ERs, but repeated deferrals have complicated the timeline. United’s expansion plans, including more than 600 daily flights from Chicago O’Hare by the end of the decade, mean that the airline’s capacity needs will likely exceed what the current 787 order can cover.

Industry-wide, both Boeing and Airbus have struggled with production delays and supply chain disruptions, making existing order positions more valuable. United’s deferred A350 slots could provide a strategic advantage, allowing for earlier deliveries than if the airline placed a new order today. This flexibility is critical as international travel demand recovers and competition for aircraft intensifies.

“The A350’s advanced materials and fuel-efficient engines deliver approximately 25% lower fuel burn compared to older widebody aircraft.” — Airbus

Industry and Economic Factors

The global widebody market is highly competitive, with U.S. carriers like United and Delta taking different approaches. Delta operates both the A330 and A350, while United has so far relied on Boeing for its widebodies. The dominance of foreign carriers in U.S.-originating international markets is a significant concern for United, especially as these airlines often benefit from government support and have invested heavily in premium products and network expansion.

Kirby’s “trade deficit” framing is part of a broader strategy to influence policy and public opinion. While U.S. airlines have historically received substantial support, such as pandemic-related aid and regulatory protections, Kirby argues that foreign subsidies tilt the playing field. However, the irony remains that a major Airbus order would itself contribute to the trade deficit he highlights.

Economic considerations for the A350 include not only acquisition costs but also operational efficiency, maintenance, and the potential for premium revenue on long-haul routes. The A350’s fuel efficiency and cabin technology could help United compete more effectively against foreign carriers, especially as environmental regulations and passenger expectations evolve.

Conclusion

United Airlines’ renewed consideration of its Airbus A350 order is a pivotal moment in its fleet strategy. After years of deferrals and modifications, the convergence of fleet retirement timelines, evolving economic conditions, and competitive pressures may finally tip the balance in favor of activating the A350 order. CEO Scott Kirby’s public statements reflect both the urgency of United’s capacity needs and a broader strategic vision for international competitiveness.

The outcome will shape United’s ability to maintain and expand its international network, compete with both domestic and foreign carriers, and manage operational costs in a challenging industry environment. As United approaches key fleet replacement decisions, the A350 order stands as both a symbol and a tool of its ambitions in the next era of global aviation.

FAQ

Q: When did United Airlines first order the Airbus A350?
A: United’s initial order for the Airbus A350-900 was placed in 2009.

Q: Why has United deferred its A350 order multiple times?
A: The order has been modified and deferred due to changing market conditions, evolving fleet needs, and United’s growing reliance on the Boeing 787 for widebody operations.

Q: What role does the A350 play in United’s future fleet plans?
A: The A350 is being considered as a replacement for United’s aging Boeing 767s and potentially the 777-200ERs, as part of a broader fleet modernization and international expansion strategy.

Q: How does United’s fleet strategy compare to its competitors?
A: United has focused on Boeing for its widebody fleet, while competitors like Delta operate both Airbus and Boeing widebodies. United’s reconsideration of the A350 could signal a shift toward greater fleet diversification.

Q: What are the main economic factors influencing United’s aircraft decisions?
A: Key factors include acquisition and operating costs, fuel efficiency, maintenance, delivery timelines, and the ability to compete for premium passengers on long-haul international routes.

Sources:
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