The Boeing 737 MAX 10 is Boeing’s long-awaited answer to the Airbus A321neo. The A321neo is the best-selling commercial aircraft variant of all time, and Boeing’s 737 MAX 9 is too small to offer competitive economics. Boeing, however, is promising that the 737 MAX 10, a stretch of the 737 MAX 9, will be different, with per-seat costs even lower than that of the A321neo. United Airlines is one of the biggest believers in this and has ordered 167 737 MAX 10s, in addition to its 737 MAX 8 and 737 MAX 9 orders.

United Airlines was perhaps the biggest champion for the 737 MAX 10 when it was first launched, but the continuous delays have led the Chicago-based carrier to swap many of its orders to the MAX 9 variant and remove the 737 MAX 10 from internal planning, with WestJet now being the plane’s launch operator. However, with the plane progressing through certification, United Airlines will soon get its hands on the Boeing version of history’s best-selling airliner. Here’s how it’ll fit into United’s fleet and network.

United Airlines And The Boeing 737 MAX 10

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United Airlines was one of over 10 airlines to launch the 737 MAX 10 in 2017, and at the time, it was set to be the 737 MAX 10s largest operator, although this is no longer the case. United Airlines holds orders for 167 737 MAX 10s, in addition to the 123 737 MAX 8s and 224 737 MAX 9s that it has ordered. United formerly held more orders for the plane, but converted many of these orders to the MAX 9 variant due to delays with the MAX 10, which was originally set to enter service in 2020.

Reportedly, United will install 189 seats on the 737 MAX 10, ten more than its 737 MAX 9s and 737-900ERs. This will consist of 20 United First seats and 169 economy seats (including 64 Economy Plus seats). This is the same amount of first class capacity as the 737-900ER/MAX 9, with 10 more economy seats. This will consist of one extra row of six seats along with a new row of only four seats, likely located at the mid-cabin emergency exits. The Airbus A321neo also has 20 United First seats, but has 11 more economy seats than the 737 MAX 10, for a capacity of 200 passengers.

With 167 examples, the 737 MAX 10 fleet will be large enough that you’ll find them at every United hub in the mainland US. While it’s not been confirmed, the 737 MAX 10 will also likely be ETOPS rated, as United’s entire Boeing 737 fleet is ETOPS rated. As such, you’ll find them operating high-demand routes to Hawaii and the Caribbean alongside the Airbus A321neo, in addition to domestic services. United had also planned to operate a subfleet of 737 MAX 10s with 22 Polaris seats, but these plans were canceled due to certification delays, with the Airbus A321neo taking this role instead.

More Large Narrowbodies For United Airlines

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In 2017, when United Airlines placed its initial order of 100 737 MAX 10s, the only large narrowbodies that it operated were 24 Boeing 757-300s with 234 seats. While United did (and continues to fly) the 757-200, it has retired nearly all domestic-configured 757-200s, with its remaining 757s featuring a long-haul interior with lie-flat seats. The 737-900ER, meanwhile, has 179 seats, significantly fewer than what an Airbus A321-200 or a Boeing 757-200 can fit.

In 2017, American Airlines was flying over 200 Airbus A321-200s, while Delta was actively taking delivery of Airbus A321-200s in addition to its massive fleet of Boeing 757-200s, most of which feature a domestic layout. The 737 MAX 10 would have allowed United to better compete with American and Delta. Furthermore, while American and Delta had already ordered the Airbus A321neo, United had not yet ordered the A321neo, instead waiting until 2019 to order the A321XLR, and 2021 to order the standard A321neo.

The 737 MAX 10 and A321neo offer superior operating economics compared to their smaller counterparts. With the NEO and MAX upgrades, these aircraft have also become significantly more capable than before, while the added weight of their larger engines has harmed the economics of the smaller A320neo/737 MAX variants in comparison. This is why large narrowbodies are becoming increasingly popular, and the 737 MAX 10 was United’s plan A to expand this category of aircraft.

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The United Next Project

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Although the term is often associated with United’s project to upgrade the interiors of its narrowbodies, the United Next project is actually a strategy to boost the carrier’s competitiveness in the United States domestic market. This involves expanding its domestic network, upgauging flights, reducing reliance on regional jets in major markets, and refurbishing its narrowbodies with the Signature Interior. Given the size of the US domestic market and the fact that United has traditionally been weaker here than American or Delta, the United Next project is tremendously important.

A 737 MAX 10 or A321neo will either retire an aging Airbus A320-200 or displace an aircraft like a Boeing 737-800 onto a route flown by a regional jet. This strategy of upgauging network-wide adds significant capacity while improving the economics of the network. While United has taken delivery of 123 737 MAX 8s, they were cheap, opportunistic buys that could be delivered quickly, as some of them were white-tails. American has ordered significantly fewer 737 MAX 8s than A321neos or 737 MAX 10s, while Delta’s orders of Airbus A220s are, in part, due to its pilot scope clauses.

Network-wide upgauging is a strategy that all three legacy carriers are following, but it’s most important for United Airlines given its historically weaker market position. As is, United Airlines has significantly grown its short-haul fleet, overtaking Delta Air Lines in this regard, and has upgauged many routes with larger aircraft. Given that the 737 MAX 10 will offer more capacity than any other narrowbody except the A321neo or 757-300, it’s a crucial component to this strategy.

Simplifying The United Narrowbody Fleet

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Currently, United Airlines operates the Airbus A319-100, A320-200, and A321neo, the Boeing 737-700/800/900/900ER/MAX 8/MAX 9, along with the Boeing 757-200 and 757-300. It’s actively retiring the A319-100 and A320-200, aiming to fully retire these two fleets by 2030. Meanwhile, United intends to reconfigure its relatively small Boeing 737-700 fleet with 24 United First seats, in an extremely premium-heavy configuration that will likely be used for fairly niche routes.

In most circumstances, the smallest mainline plane that United will operate will be the 166-seat Boeing 737-800 and 737 MAX 8. Above this will be the 179-seat 737-900ER and 737 MAX 9, which will slot underneath the 189-seat 737 MAX 10 or 200-seat A321neo. The 757-200 will be replaced by the Airbus A321XLR, while the 757-300 will be replaced by the A321neo and 737 MAX 10. It’s a significantly more streamlined fleet than currently, and United will have significantly more large narrowbodies than 166-seat aircraft.

The Boeing 757-300 is a unique aircraft as it’s significantly larger than any narrowbody currently on sale. However, size was only one of its benefits, as it’s also widely believed to have the lowest per-seat costs of any narrowbody of its generation. The Airbus A321neo, however, is reported to have bested the 757-300 in this regard, and with the 737 MAX 10 having competitive operating economics, this means that these two planes are the most direct replacements for the 757-300, even if they’re physically smaller.

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United Airlines And The Airbus A321neo

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2019 saw United Airlines place its first narrowbody order with Airbus for decades, when it ordered 50 Airbus A321XLRs. These planes would replace the carrier’s Boeing 757-200 fleet, but this order did not include the standard A321neo. That wouldn’t come until 2021, when United ordered 70 examples, and the carrier has significantly grown its Airbus orderbook since then. While it’s been speculated that these orders are part of an agreement to cancel United’s long-delayed Airbus A350 order, the A350s remain on the order books while the A321neo order continues to increase.

The A321neo essentially serves the same purpose as the 737 MAX 10 in United’s fleet, but delays with the MAX 10 have sent United to Airbus. Not only is the A321neo actively being delivered and therefore available, but the airline industry has been moving towards dual sourcing. In the case of United, splitting its orders between Boeing and Airbus has allowed the carrier to continue its growth plans despite 737 MAX 10 certification challenges, since the A321neo is available.

In total, United will operate over 200 A321neos, compared to 167 737 MAX 10s. For an airline with such a massive network, there exists a place for both aircraft types as they have different advantages over one another in a variety of scenarios. Instead, the factors that win an order are mainly pricing, delivery timeline, reliability, and contractual terms.