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

This article summarizes reporting by Reuters and Tim Hepher.

Report: AirAsia Nears Deal for 100 Airbus A220 Jets

AirAsia is reportedly in advanced negotiations to acquire approximately 100 Airbus A220 aircraft, a move that would signify a major strategic pivot for the Southeast Asian budget carrier. According to exclusive reporting by Reuters, the airline is “closing in” on the agreement, which would mark its first entry into the dedicated regional jet market.

Industry sources indicate that the deal could be finalized soon, with the upcoming Singapore Airshow, scheduled for February 3–8, 2026, viewed as a probable venue for an official announcement. If completed, this acquisition would diversify AirAsia’s fleet, which has been dominated by larger narrowbody aircraft for over a decade.

Details of the Potential Acquisition

The reported agreement involves a firm order for around 100 jets. While specific variants have not been confirmed by the airline, industry analysis suggests the carrier is targeting the A220-300, the larger variant of the family, which is favored by low-cost carriers for its higher seating capacity and unit cost efficiency.

Based on 2025 list prices, a deal for 100 A220-300 jets would be valued at approximately $9.15 billion. However, large-scale orders of this magnitude typically attract significant discounts from manufacturers, meaning the actual transaction value would likely be substantially lower.

“Airbus is closing in on a deal to sell around 100 A220 jets to AirAsia…”

, Reporting by Tim Hepher, Reuters

This potential order comes as AirAsia completes a significant corporate restructuring. In January 2026, AirAsia X completed its acquisition of Capital A’s aviation assets, consolidating short-haul and long-haul operations under a unified “AirAsia Group” umbrella. This streamlined structure appears to be facilitating a more cohesive, group-wide fleet strategy.

Strategic Rationale: Right-Sizing the Network

For years, AirAsia has operated a standardized fleet of Airbus A320 and A321 aircraft. The introduction of the A220 would represent a departure from the single-type fleet model often strictly adhered to by low-cost carriers (LCCs). However, the move aligns with a post-pandemic industry trend toward “right-sizing” capacity.

The A220-300, typically seating between 130 and 160 passengers, sits below the capacity of the A320neo (180+ seats). This allows the airline to:

• Serve Thinner Routes: Profitably operate on routes where demand is insufficient to fill an A320 but too high for turboprops.
• Open New Markets: Utilize the A220’s range (up to 3,450 nautical miles) to connect secondary cities in Indonesia, Vietnam, and potentially Northern Australia directly to major hubs like Kuala Lumpur.
• Improve Efficiency: Leverage the aircraft’s reported 25% reduction in fuel burn per seat compared to previous-generation jets, supporting the group’s sustainability and cost-reduction goals.

AirPro News Analysis

The Shift from Volume to Precision

We view this potential order as a signal that AirAsia is moving from a “survival mode” strategy to one of “smart growth.” Historically, LCCs in Southeast Asia have chased volume on trunk routes using the largest possible narrowbodies (like the A321). By opting for the A220, AirAsia acknowledges that the next phase of growth lies in connecting secondary and tertiary markets that cannot support 180-seat aircraft.

Furthermore, this is a significant win for the Airbus A220 program in a region where it has faced stiff competition. Reports indicate that AirAsia also evaluated the Embraer E195-E2. Selecting the A220 reinforces Airbus’s dominance in the carrier’s fleet, despite the A220 having a different cockpit and supply chain than the A320 family.

Fleet Evolution and Competitor Context

AirAsia launched in 1996 with Boeing 737-300s before transitioning to an all-Airbus fleet to standardize maintenance and training. Introducing a second fleet type adds complexity, but the operational savings of the A220 on specific routes appear to outweigh the costs of diversification.

According to market reports, the deal is not yet signed, and negotiations regarding pricing and delivery slots are ongoing. However, the timing aligns with the industry’s recovery trajectory, where airlines are locking in delivery slots for the late 2020s to secure future capacity.

Frequently Asked Questions

What is the value of the deal?

At list prices, 100 A220 jets are valued at roughly $9.15 billion, though the final price will likely be much lower due to bulk discounts.

When will the deal be announced?

Sources suggest an announcement could be made during the Singapore Airshow, which runs from February 3–8, 2026.

Why is AirAsia buying smaller jets?

The A220 allows the airline to fly profitably on routes with lower passenger demand (“thin routes”) that are not economical for larger A320 aircraft.

Sources

• Reuters
• MarketScreener
• FlightGlobal

This article is based on an official press release from TrueNoord.

TrueNoord Finalizes Sale of Two Embraer E190s to South Africa’s Airlink

Regional aircraft lessor TrueNoord has announced the completion of a sale involving two Embraer E190 aircraft to Airlink, South Africa’s premier independent regional airline. The transaction, which was finalized in December 2025, marks a strategic shift for the operator as it seeks to bolster its supply-chain resilience.

According to the official announcement, the aircraft were previously on lease to the U.S. carrier Breeze Airways. Unlike traditional fleet expansions aimed at increasing capacity, Airlink has acquired these specific airframes primarily to harvest engines and critical components. This move is designed to support the operational reliability of the airline’s existing fleet amidst ongoing global supply chain constraints.

Strategic Acquisition for Fleet Support

The aviation industry continues to navigate a complex environment characterized by shortages of spare parts and maintenance delays. Airlink’s decision to purchase these older E190 airframes outright reflects a growing trend among operators to secure their own supply lines rather than relying solely on delayed OEM shipments.

In the company statement, Airlink CEO de Villiers Engelbrecht emphasized the necessity of this approach to maintain service levels.

“Securing these aircraft is a strategic move to safeguard the reliability of our Embraer fleet. By acquiring additional engines and components, we can mitigate the impact of global supply chain disruptions and maintain the high standards of service our customers expect.”

, de Villiers Engelbrecht, CEO of Airlink

While the airline is assessing options for the future operation of these airframes, the immediate priority remains the availability of spares, specifically GE CF34 engines, to keep their active fleet flying.

Transaction Details and Partners

The two Embraer E190s were marketed by TrueNoord following their lease term with Breeze Airways. TrueNoord, a specialist regional aircraft lessor headquartered in Amsterdam, manages a fleet of over 100 regional aircraft. This transaction highlights the lessor’s ability to remarket assets across different continents, moving aircraft from a U.S. operator to an African carrier to solve specific operational challenges.

Richard Jacobs, Chief Commercial Officer at TrueNoord, noted the collaborative nature of the deal:

“Further strengthening our existing relationship with this leading African operator, our joint collaborative efforts ensured the sale was finalised in a timely, streamlined and efficient manner. Additional thanks also go to the aircraft’s previous lessee, Breeze, for their support throughout the process.”

, Richard Jacobs, CCO, TrueNoord

Deepening Regional Partnerships

This sale builds upon an established relationship between the two companies. In April 2023, TrueNoord novated the leases of two other E190s to Airlink from Nordic Aviation Capital (NAC). However, the 2025 transaction differs significantly as it involves the outright transfer of ownership rather than a leasing arrangement.

Airlink currently operates a fleet of approximately 70 aircraft, predominantly consisting of Embraer regional jets. While this acquisition focuses on older airframes for parts, the airline is simultaneously pursuing modernization. In mid-2025, Airlink finalized agreements to lease 10 new Embraer E195-E2 aircraft, signaling a dual strategy of maintaining current reliability while investing in future efficiency.

AirPro News Analysis

The decision by Airlink to purchase aircraft specifically for “part-out” purposes underscores the severity of the current aftermarket supply chain crisis. For regional operators, the inability to source engines or landing gear can ground viable aircraft for months. By internalizing the supply chain through the acquisition of whole aircraft, Airlink is effectively buying insurance against downtime.

From a lessor’s perspective, TrueNoord’s ability to sell older assets to operators for teardown represents an effective exit strategy for aircraft that may be nearing the end of their leasing viability in primary markets. We expect to see more of these “strategic spare” acquisitions in 2026 as airlines prioritize operational continuity over pure capacity growth.

Sources

• TrueNoord