CHICAGO- United Airlines (UA) CEO Scott Kirby told pilots that American Airlines (AA) could eventually be forced to reduce its hub operations at Chicago O’Hare International Airport (ORD). The plan comes as United Airlines prepares to surge to 600 daily departures from the airport.
American Airlines’ position in Chicago has weakened in recent years, while United has aggressively expanded its fleet, network, and gate access. Kirby suggested these dynamics could leave American unable to sustain a full hub presence at O’Hare.
Photo: Aero Icarus | FlickrUnited Airlines Expansion Plans
Kirby’s comments were first highlighted by aviation watchdog JonNYC, who shared a recap of a recent pilot standards meeting at United’s Flight Training Center in Denver (DEN).
While some flight count projections had already been met, United confirmed its ambitious growth trajectory.
https://t.co/ejF7UnAXjh
“Recap of Kirby and team comments from a standards meeting last week at the Flight Training Center.
A lot seems accurate, though the flight count plans for ORD and DEN were already reached next year.” https://t.co/ejF7UnAXjh
— JonNYC (@xJonNYC) September 7, 2025
United expects more than 100 new aircraft deliveries in 2026, with the Airbus A321XLR enabling expanded European service by late 2025.
The airline will also hire at least 2,400 new pilots that year. However, hiring is being accelerated earlier than planned because hotel shortages near the Denver training center prevent a large influx of trainees later in the year.
Chicago O’Hare (ORD) will grow into United’s busiest hub, surpassing even Denver (DEN) and Houston (IAH).
With 600 daily departures, United will strengthen its dominance and, according to Kirby, siphon more business away from American Airlines.
Photo: Clément AlloingFleet Modernization and Deployment
United’s fleet expansion extends across multiple hubs. New Boeing 787s will be based at Los Angeles (LAX), San Francisco (SFO), and Newark (EWR). Some San Francisco 777s will be reassigned to Newark (EWR) and Washington Dulles (IAD).
The airline plans to keep Boeing 767-300s in service until the early 2030s, extending their lifecycle with additional heavy maintenance checks.
The carrier also confirmed major strategic shifts:
- United will no longer be the launch customer for the Boeing 737 MAX 10, converting orders to the MAX 9 due to certification delays.
- Washington Dulles (IAD) will double its international capacity with new gates.
- United will not pursue mergers or acquire used aircraft, but is actively pursuing slots and gates at major airports. These efforts include acquiring New York JFK (JFK) slots from JetBlue to support up to 20 daily flights, and potentially bidding on Spirit Airlines assets should they become available.
A key decision is due by the end of 2025 on a replacement for the Boeing 777 fleet. The Airbus A350 remains an option, though delivery timelines have been pushed far into the future.
United’s A350 order history reflects shifting strategies:
- 2009: Ordered 25 A350-900s.
- 2013: Converted to 35 A350-1000s.
- 2017: Converted again to 45 A350-900s.
Deliveries are now deferred until 2030 and beyond.
Photo: James Cridland | FlickrAmerican’s Weakening Position
American Airlines has scaled back in Chicago over the last five years, rebuilding more slowly than United after the pandemic.
It reduced international service and retired widebody aircraft like the Airbus A330 and Boeing 767.
Delays in Boeing 787 deliveries further limited long-haul options. At the same time, removing premium seats cut into the airline’s ability to compete for high-value business travelers.
Revenue trends confirm the erosion of its premium base. Between 2012 and 2016, revenue from frequent flyers dropped sharply.
In 2012, 50% of revenue came from just 13% of flyers, but by 2016, 45% of revenue required contributions from 38% of customers. This shift forced American to rely more on low-fare passengers.
Management decisions also played a role. Under US Airways leadership, including Scott Kirby when he served as American’s President, the airline devalued its AAdvantage loyalty program and prioritized competing with ultra low cost carriers like Spirit and Frontier.
For a high cost legacy airline, this approach proved unsustainable.
Photo: Dylan T | FlickrGate Allocation and Market Impact
United’s growth at O’Hare is reinforced by gate availability. The city of Chicago has reallocated gates away from American to United, despite American’s objections that such moves violate its lease agreements.
This expansion of United’s footprint gives it a structural advantage in maintaining higher flight volumes and connectivity.
For consumers, the implications are significant. As American’s role diminishes, competition at O’Hare could weaken, leading to higher fares.
Kirby himself suggested that American may be forced to “de-hub” ORD. Importantly, de-hubbing does not mean American would abandon Chicago, but rather scale back operations to reduce financial losses.
Photo: Scott Kirby LinkedIn PageUnited CEO’s Bold Predictions
United CEO Kirby has a history of bold statements, including his claim that the ultra low cost carrier business model is “dead.” He frequently contrasts United’s performance with that of American, his former employer, often in mocking terms.
His latest forecast underscores the competitive pressure American faces as United cements its lead in Chicago.
The long-term question is whether United can sustain margins as it grows capacity and expands internationally, especially if economic conditions tighten.
What is clear is that United’s Chicago strategy gives it a built-in advantage, one that continues to grow as its rival struggles to keep pace.
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American Airlines CEO Hits Back at United Scott Kirby’s Criticism
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