Commercial Aviation
United Airlines Revisits Airbus A350 Order for Fleet Renewal
United Airlines considers activating its Airbus A350 order to replace Boeing 767s and enhance international competitiveness by 2030.
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.
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
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
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
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
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.
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.
Q: When did United Airlines first order the Airbus A350? Q: Why has United deferred its A350 order multiple times? Q: What role does the A350 play in United’s future fleet plans? Q: How does United’s fleet strategy compare to its competitors? Q: What are the main economic factors influencing United’s aircraft decisions? Sources:
United Airlines Reconsidering Airbus A350 Order: Strategic Implications for Fleet Renewal
Historical Background of United’s Airbus A350 Order
Current Fleet Strategy and the Boeing 787 Dominance
Strategic Shifts and CEO Scott Kirby’s Statements
Fleet Modernization Timeline and Competitive Context
Industry and Economic Factors
Conclusion
FAQ
A: United’s initial order for the Airbus A350-900 was placed in 2009.
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.
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.
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.
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.
AviationA2Z
Photo Credit: Airbus
Aircraft Orders & Deliveries
Qanot Sharq Receives First Airbus A321XLR in Central Asia
Qanot Sharq becomes Central Asia’s first operator of the Airbus A321XLR, expanding long-haul routes to North America and Asia from Tashkent.
This article is based on an official press release from Airbus and Qanot Sharq.
On December 19, 2025, Qanot Sharq, Uzbekistan’s first private airline, officially took delivery of its first Airbus A321XLR (Extra Long Range) aircraft. The delivery, facilitated through a lease agreement with Air Lease Corporation (ALC), marks a historic milestone for aviation in the region, as Qanot Sharq becomes the launch operator of the A321XLR in Central Asia and the Commonwealth of Independent States (CIS).
This aircraft is the first of four confirmed A321XLR units destined for the carrier. According to the official announcement, the airline intends to utilize the aircraft’s extended range to open new long-haul markets that were previously inaccessible to single-aisle jets, including planned services to North America and East Asia.
The newly delivered A321XLR is powered by CFM International LEAP-1A engines and features a two-class layout designed to balance capacity with passenger comfort on longer sectors. The aircraft accommodates a total of 190 passengers.
In addition to the seating configuration, the aircraft is fitted with Airbus’ “Airspace” cabin interior. Key features include customizable LED lighting, lower cabin altitude settings to reduce jet lag, and XL overhead bins that provide 60% more storage capacity compared to previous generation aircraft.
Nosir Abdugafarov, the owner of Qanot Sharq, emphasized the strategic importance of the delivery in a statement regarding the fleet expansion.
“The A321XLR’s exceptional range and efficiency will allow us to offer greater comfort and convenience while maintaining highly competitive operating economics.”
, Nosir Abdugafarov, Owner of Qanot Sharq
The introduction of the A321XLR allows Qanot Sharq to deploy a narrowbody aircraft on routes typically reserved for widebody jets. With a range of up to 4,700 nautical miles (8,700 km), the airline plans to connect Tashkent with destinations in Europe, Asia, and North America.
According to the airline’s strategic roadmap, the new fleet will support route expansion to Sanya (China) and Busan (South Korea). Furthermore, the airline has explicitly outlined plans to serve New York (JFK) via Budapest. While the A321XLR has impressive range, the distance between Tashkent and New York (approximately 5,500 nm) necessitates a technical stop. Budapest will serve as this intermediate point, potentially allowing the airline to tap into passenger demand between Central Europe and the United States, subject to regulatory approvals. AJ Abedin, Senior Vice President of Marketing at Air Lease Corporation, noted the geographical advantages available to the airline.
“Qanot Sharq is uniquely positioned to unlock the full potential of the A321XLR due to its strategic location in Uzbekistan, bridging Europe and Asia.”
, AJ Abedin, SVP Marketing, Air Lease Corporation
The delivery of the A321XLR signals a distinct shift in the competitive landscape of Uzbek aviation. Until now, long-haul flights from Tashkent,specifically to the United States,have been the exclusive domain of the state-owned flag carrier, Uzbekistan Airways, which utilizes Boeing 787 Dreamliners for non-stop service.
By adopting the A321XLR, Qanot Sharq appears to be pursuing a “long-haul low-cost” hybrid model. The A321XLR burns approximately 30% less fuel per seat than previous-generation aircraft, allowing the private carrier to operate long routes with significantly lower trip costs than its state-owned competitor. While the one-stop service via Budapest will result in a longer total travel time compared to Uzbekistan Airways’ direct flights, the lower operating costs could allow Qanot Sharq to offer more competitive fares, appealing to price-sensitive travelers and labor migrants.
Furthermore, the choice of Budapest as a stopover is strategic. If Qanot Sharq secures “Fifth Freedom” rights,which are currently a subject of regulatory negotiation,it could monetize the empty seats on the Budapest-New York sector, effectively competing in the transatlantic market while serving its primary base in Central Asia.
Sources: Airbus Press Release, Air Lease Corporation
Qanot Sharq Becomes First Central Asian Operator of Airbus A321XLR
Aircraft Configuration and Capabilities
Strategic Network Expansion
AirPro News Analysis: The Long-Haul Low-Cost Shift
Sources
Photo Credit: Airbus
Airlines Strategy
Kenya Airways Plans Secondary Hub in Accra with Project Kifaru
Kenya Airways advances plans for a secondary hub at Accra’s Kotoka Airport, leveraging partnerships and regional aircraft to boost intra-African connectivity.
This article summarizes reporting by AFRAA and official statements from Kenya Airways.
Kenya Airways (KQ) is moving forward with strategic plans to establish a secondary operational hub at Kotoka International Airport (ACC) in Accra, Ghana. According to reporting by the African Airlines Association (AFRAA) and recent company statements, this initiative represents a critical pillar of “Project Kifaru,” the airlines‘s three-year recovery and growth roadmap.
The proposed expansion aims to deepen intra-African connectivity by positioning Accra as a pivotal node for West African operations. Rather than launching a wholly-owned subsidiary, a model that requires heavy capital expenditure, Kenya Airways intends to utilize a partnership-driven approach, leveraging existing relationships with regional carriers to feed long-haul networks.
While the Kenyan government formally requested permission for the hub in May 2025, Kenya Airways CEO Allan Kilavuka confirmed in December 2025 that the plan remains under active study. A final decision on the full execution of the project is expected in 2026.
The core of the Accra strategy involves basing aircraft directly in West Africa to serve high-demand regional routes. According to details emerging from the planning phase, Kenya Airways intends to deploy three Embraer E190-E1 aircraft to Kotoka International Airport. These aircraft will facilitate regional connections, feeding passengers into the carrier’s long-haul network and supporting the logistics needs of the region.
This operational shift marks a departure from the traditional “hub-and-spoke” model centered exclusively on Nairobi. By establishing a presence in Ghana, KQ aims to capture traffic in a market currently dominated by competitors such as Ethiopian Airlines (via its ASKY partner in Lomé) and Air Côte d’Ivoire.
A key component of this strategy is the airline’s collaboration with Ghana-based Africa World Airlines (AWA). Kenya Airways signed a codeshare agreement with AWA in May 2022. This partnership allows KQ to connect passengers from its Nairobi-Accra service to AWA’s domestic and regional network, covering destinations like Kumasi, Takoradi, Lagos, and Abuja.
Industry observers note that this “capital-light” model reduces the financial risks associated with starting a new airline from scratch. Instead of competing directly on every thin route, KQ can rely on AWA to provide feed traffic while focusing its own metal on key trunk routes. The push for a West African hub comes as Kenya Airways navigates a complex financial recovery. The airline reported a significant milestone in the 2024 full financial year, posting an operating profit of Ksh 10.5 billion and a net profit of Ksh 5.4 billion, its first profit in 11 years. This resurgence provided the initial confidence to pursue the growth phase of Project Kifaru.
However, the first half of 2025 presented renewed challenges. The airline reported a Ksh 12.2 billion loss for the period, attributed largely to currency volatility and the grounding of its Boeing 787 fleet due to global spare parts shortages. These financial realities underscore the necessity of the proposed low-capital expansion model in Accra.
The strategy focuses on collaboration with existing African carriers rather than creating a new airline from scratch.
, Summary of Kenya Airways’ strategic approach
The viability of the Accra hub relies heavily on the Single African Air Transport Market (SAATM) and “Fifth Freedom” rights, which allow an airline to fly between two foreign countries. West Africa has been a leader in implementing these protocols, making Accra a legally feasible location for a secondary hub.
Furthermore, the African Continental Free Trade Area (AfCFTA) secretariat is headquartered in Accra. Kenya Airways is positioning itself to support the trade bloc by facilitating the movement of people and cargo between East and West Africa. The airline has already introduced Boeing 737-800 freighters to serve key destinations including Lagos, Dakar, Freetown, and Monrovia.
The decision to delay a final “go/no-go” confirmation until 2026 suggests a prudent approach by Kenya Airways management. While the West African market is lucrative, it is also saturated with aggressive competitors like Air Peace and the well-entrenched ASKY/Ethiopian Airlines alliance. By opting for a partnership model with Africa World Airlines rather than a full subsidiary, KQ avoids the “cash burn” trap that led to the collapse of previous pan-African airline ventures. If successful, this could serve as a blueprint for other mid-sized African carriers looking to expand without overleveraging their balance sheets.
What aircraft will be based in Accra? When will the hub become operational? How does this affect the Nairobi hub?
Kenya Airways Advances Plans for Secondary Hub in Accra Under ‘Project Kifaru’
Operational Strategy: The ‘Mini-Hub’ Model
Partnership with Africa World Airlines
Financial Context and ‘Project Kifaru’
Regulatory Landscape and Competition
AirPro News Analysis
Frequently Asked Questions
Current plans indicate that Kenya Airways intends to base three Embraer E190-E1 aircraft at Kotoka International Airport.
While planning is underway and government requests have been filed, a final decision on full execution is not expected until 2026.
Nairobi (Jomo Kenyatta International Airport) remains the primary hub. The Accra facility is designed as a secondary node to improve regional connectivity and feed traffic back into the global network.
Sources
Photo Credit: Embraer – E190
Commercial Aviation
Derazona Helicopters Receives First H160 for Energy Missions in Southeast Asia
Airbus delivers the first H160 to Derazona Helicopters in Indonesia, enhancing offshore oil and gas transport with advanced fuel-efficient technology.
This article is based on an official press release from Airbus Helicopters.
On December 19, 2025, Airbus Helicopters officially delivered the first H160 rotorcraft to Derazona Helicopters (PT. Derazona Air Service) in Jakarta, Indonesia. According to the manufacturer’s announcement, this delivery represents a significant regional milestone, as Derazona becomes the first operator in Southeast Asia to utilize the H160 specifically for energy sector missions, including offshore oil and gas transport.
The handover marks the culmination of a strategic acquisition process that began with an initial order in April 2021. Derazona, a historic Indonesian aviation company established in 1971, intends to deploy the medium-class helicopter for a variety of critical missions, ranging from offshore transport to utility operations and commercial passenger services.
The introduction of the H160 into the Indonesian market signals a shift toward modernizing aging fleets in the archipelago. Derazona Helicopters stated that the aircraft will play a pivotal role in their expansion within the oil and gas sector, a primary economic driver for the region.
In a statement regarding the delivery, Ramadi Widyardiono, Director of Production at Derazona Helicopters, emphasized the operational advantages of the new airframe:
“The arrival of our first H160 marks an exciting chapter for Derazona Helicopters. As the pioneer operator of this aircraft for energy missions in Southeast Asia, we are eager to deploy its unique capabilities to serve our various clients with the highest levels of safety and efficiency. The H160’s proven performance will be key to reinforcing our position as a leader in helicopter services in Southeast Asia.”
Airbus executives echoed this sentiment, highlighting the aircraft’s suitability for the demanding geography of Indonesia. Regis Magnac, Vice President Head of Energy, Leasing and Global Accounts at Airbus Helicopters, noted the importance of this partnership:
“We are proud to see the H160 enter service in Southeast Asia, cementing our relationship with Derazona as they become the region’s launch customer for energy missions. The H160 represents a true generational leap, built to be an efficient, reliable, and comfortable workhorse, perfectly suited for the demanding operational requirements of the Indonesian energy sector.”
According to technical data provided by Airbus, the H160 is designed to replace previous-generation medium helicopters such as the AS365 Dauphin and H155. The aircraft incorporates several proprietary technologies aimed at improving safety and reducing environmental impact.
Key technical features cited in the release include: Airbus claims the H160 delivers a 15% reduction in fuel burn compared to previous generation engines, aligning with the energy sector’s increasing focus on reducing Scope 1 and 2 emissions in their logistics supply chains.
The delivery of the H160 to Derazona Helicopters reflects a broader trend we are observing across the Asia-Pacific aviation market: the prioritization of “eco-efficient” logistics. As oil and gas majors face stricter carbon reporting requirements, the pressure cascades down to their logistics providers.
By adopting the H160, Derazona is not merely upgrading its fleet age; it is positioning itself competitively to bid for contracts with energy multinationals that now weigh carbon footprint heavily in their tender processes. The move away from legacy airframes like the Bell 412 or Sikorsky S-76 toward next-generation composite aircraft suggests that fuel efficiency is becoming as critical a metric as payload capacity in the offshore sector.
Who is the operator of the new H160? What is the primary use of this aircraft? How does the H160 improve upon older helicopters? When was this specific aircraft ordered? Sources: Airbus Helicopters Press Release
Derazona Helicopters Becomes Southeast Asia’s First H160 Energy Operator
Modernizing Indonesia’s Energy Fleet
Technical Profile: The H160
AirPro News Analysis
Frequently Asked Questions
The operator is PT. Derazona Air Service (Derazona Helicopters), an Indonesian aviation company headquartered at Halim Perdanakusuma Airport, Jakarta.
It will be used primarily for offshore energy transport (supporting oil rigs), as well as utility missions and VIP transport.
The H160 offers a 15% reduction in fuel consumption, significantly lower noise levels due to Blue Edge™ blades, and advanced Helionix® avionics for improved safety.
Derazona originally placed the order for this H160 in April 2021.
Photo Credit: Airbus
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