This article summarizes reporting by The Air Current and publicly available elements and public remarks

United Airlines Shifts Strategy with Major Boeing 787-10 Conversion

United Airlines has executed a significant adjustment to its widebody fleet strategy, converting 56 existing orders for the Boeing 787-9 Dreamliner into the larger 787-10 variant. According to reporting by The Air Current, this move is designed to address capacity needs created by the retirement of older aircraft and sets the stage for a high-stakes engine competition.

The converted aircraft are scheduled to begin delivery in 2028. This strategic pivot comes as the airline seeks to solidify its long-haul fleet for the late 2020s, balancing capacity growth with the retirement of its aging Boeing 777 fleet. While the airframe decision is settled, the choice of engine remains an open contest between incumbent supplier GE Aerospace and challenger Rolls-Royce.

Replacing the Boeing 777 Fleet

The primary driver behind this upgauging appears to be the replacement of United’s Boeing 777-200 aircraft, specifically those powered by Pratt & Whitney PW4000 engines. The Air Current reports that reliability issues and maintenance challenges associated with the PW4000 engines have created “pinch points” in United’s widebody network.

The Boeing 787-10 serves as a logical successor to the domestic and transatlantic 777-200. By converting 56 orders to the largest Dreamliner variant, United secures a modern replacement that closely matches the passenger capacity of the outgoing 777s. The 787-10 carries approximately 40 more passengers than the 787-9, offering superior seat-mile economics on high-density routes where the extreme range of the smaller -9 variant is not required.

Engine Competition: GE vs. Rolls-Royce

While United has committed to the Boeing airframe, it has not yet selected the engines for these 56 new jets. This decision breaks from the airline’s current exclusivity with GE Aerospace on the Dreamliner platform.

According to the reporting, this has sparked a “bake-off” between two major manufacturers:

• GE Aerospace: The incumbent supplier, whose GEnx-1B engines power United’s existing 787 fleet. GE offers the advantage of fleet commonality and a simplified supply chain.
• Rolls-Royce: The challenger, offering the Trent 1000 engine. A win for Rolls-Royce would be significant, breaking GE’s monopoly on United’s 787 fleet, though it would introduce the complexity of managing a second engine type.

AirPro News Analysis

By leaving the engine order open, United Airlines appears to be leveraging competitive tension to secure better pricing or support terms. While fleet simplification, operating a single engine type, typically reduces maintenance costs, the sheer size of this order (56 aircraft) provides Rolls-Royce a rare opening to regain footing in the North American market. We assess that United is willing to trade operational simplicity for financial leverage, signaling to GE that its incumbency is not guaranteed.

Status of the Airbus A350 Order

The restructuring of the Boeing order book has implications for United’s other widebody commitments. The airline maintains a firm order for 45 Airbus A350-900s, but the timeline for these aircraft has shifted.

The Air Current notes that deliveries for the A350 fleet have been deferred to 2030 or later. This suggests that while the A350 remains a long-term solution, likely intended to eventually replace the largest Boeing 777-300ERs, United is prioritizing the Boeing 787 family for its immediate fleet renewal needs through the end of the decade.

Frequently Asked Questions

Why did United convert the orders to the 787-10?

The 787-10 offers higher passenger capacity than the 787-9, making it a more direct replacement for the aging Boeing 777-200 fleet, particularly on high-demand domestic and transatlantic routes.

When will the new 787-10s enter service?

Deliveries for this specific batch of converted orders are scheduled to begin in 2028.

Has United selected an engine for these aircraft?

No. United has launched a competition between GE Aerospace and Rolls-Royce to supply engines for these 56 aircraft.

Sources: The Air Current, United Airlines Investor Relations