The global aircraft fleet is mainly dominated by 2 players – Boeing and Airbus. There are roughly 30000 aircrafts in service (passenger + cargo). The orderbook currently stands at around 18000 which is roughly 30% of the global fleet. At the current rate, it will take another 10 to 12 years to produce these many aircrafts. Adding to this, retirement of older aircrafts and it means there will be demand runway for at least 15 years if not longer.
Interestingly, only 1400 aircrafts were delivered in 2025 with aircraft delivering 793 aircrafts and Boeing delivering 600 aircrafts. Overall the industry is extremely supply constrained and the huge backlog will take decades to clear. Below are some key and interesting numbers.
Boeing & Airbus Fleet
Data current as of full-year 2025 (published January 2026) | All prices are manufacturer list prices; negotiated rates typically 30–60% lower
1. At a Glance — 2025 Scorecard
The following table compares both manufacturers across all major dimensions in a single view.
| Metric | Boeing | Airbus Commercial | Airbus Helicopters | Notes |
| 2025 Deliveries | 600 commercial + 131 defense | 793 aircraft | 392 helicopters | Boeing outsold Airbus on orders; Airbus led deliveries |
| 2025 Gross Orders | ~1,192 commercial | 1,000 from 57 customers | 544 from 205 customers | Boeing outsold Airbus commercially for the year |
| Backlog | 6,713 commercial | 8,754 (record) | N/A | Boeing backlog ~$535B commercial; total company $636B |
| Years of Backlog | ~11.4 years | ~11.1 years | — | Roughly equivalent at current rates |
| Primary Narrowbody | 737 MAX (4,869 backlog) | A320neo family (7,157 backlog) | H125, H135, H145 | A321neo is single most-ordered aircraft variant in history |
| Primary Widebody | 787 Dreamliner (88 delivered) | A350 family (57 delivered) | H160, H175, H225 | Boeing 787 leads widebody deliveries |
| Next-Gen Program | 777X — delayed to 2027 | A321XLR — first deliveries 2025 | H140 — 61 launch orders | Boeing took $4.9B 777X charge in Q3 2025 |
| Military Revenue | ~$26B (Boeing D,S&S) | €12.1B (Airbus D&S, FY24) | Included in D&S | Boeing 14th largest defense company globally |
| Narrowbody List Price | MAX 8: $121.6M | A320neo: $113.5M | — | Airlines typically pay 30–60% less after negotiation |
| Flagship Widebody Price | 777-9: $442.2M | A350-1000: $366.5M | — | Actual transaction prices ~40–60% of list |
Key context: Boeing delivered more military units (131 defense platforms + 600 commercial) while Airbus dominated commercial deliveries and held the larger backlog. Boeing outsold Airbus on commercial gross orders for the year, driven by a strong Q4. The 777X program’s latest delay to 2027 and $4.9B charge represent the most significant setback of 2025 for Boeing. Airbus celebrated a record year-end backlog of 8,754 aircraft and introduced the H140 helicopter, receiving 61 launch orders.
2. Commercial Aircraft
2.1 Boeing Commercial Fleet
Boeing delivered 600 commercial aircraft in 2025 — the most since 2018 — with 447 from the 737 MAX program, 88 from the 787 Dreamliner, 35 from the 777 family, and 30 from the 767 program. The 737 program stabilized at 38 aircraft per month, with FAA approval to increase to 42/month in Q4. The 787 reached 7/month. The 777X program suffered a further delay to 2027, accompanied by a $4.9B pre-tax charge.
| Family / Variant | Type | Seats | Range (nm) | 2025 Del. | Backlog | List Price (M USD) | Status / Notes |
| 737 FAMILY — NARROWBODY | |||||||
| 737 MAX 7 | Narrowbody | 138–153 | 3,850 | ~1 | ~290 | $99.7M | FAA cert. delays; very limited deliveries in 2025 |
| 737 MAX 8 | Narrowbody | 162–178 | 3,550 | ~370 | ~3,100 | $121.6M | Volume leader; ~38 aircraft/month production; dominant variant |
| 737 MAX 9 | Narrowbody | 178–193 | 3,550 | ~75 | ~400 | $128.6M | Growing share; door-plug incident resolved; FAA scrutiny easing |
| 737 MAX 10 | Narrowbody | 188–204 | 3,300 | 0 | ~1,080 | $134.9M | Largest MAX; awaiting FAA certification; no deliveries yet |
| 737 MAX 200 | Narrowbody HDC | Up to 230 | 3,550 | Few | — | $112.9M | High-density config; Ryanair primary customer |
| 737 NG (800/900) | Narrowbody (legacy) | 162–220 | 3,000–3,200 | ~1 | None | $96–102M | Out of production; ~4,200 still in active service globally |
| 787 DREAMLINER — WIDEBODY | |||||||
| 787-8 | Widebody | 242–359 | 7,355 | ~20 | ~200 | $248.3M | Smallest Dreamliner; used for medium long-haul |
| 787-9 | Widebody | 296–420 | 7,530 | ~55 | ~700 | $292.5M | Most popular variant; 7/month production; strong demand |
| 787-10 | Widebody | 330–440 | 6,330 | ~13 | ~176 | $338.4M | Highest-capacity Dreamliner; shorter range trades |
| 777 FAMILY — WIDEBODY | |||||||
| 777-200ER | Widebody (legacy) | 305–440 | 7,065 | 0 | 0 | $306M (legacy) | Out of production; still widely operated globally |
| 777-300ER | Widebody (legacy) | 365–550 | 7,370 | 0 | ~5 | $375.5M (legacy) | Last delivered 2024; Emirates largest operator (130+) |
| 777F (current) | Freighter | N/A (102t) | 4,900 | ~20 | ~56 | $352.3M | Production ends 2027 (ICAO emissions rule); FedEx, Qatar Cargo, Emirates top ops |
| 777-9 | Widebody (upcoming) | 400–426 | 7,285 | 0 | ~490 | $442.2M | First delivery pushed to 2027; $4.9B charge taken Q3 2025; 565 total family orders |
| 777-8 | Widebody (upcoming) | 384 | 8,730 | 0 | ~75 | $410.2M | Ultra-long range variant; follows 777-9 into service |
| 777-8F | Freighter (upcoming) | N/A | ~4,400 | 0 | ~160 | ~$380M est. | Deliveries from 2028; Qatar Airways (34+) launch customer |
| 767 & 747 — LEGACY PROGRAMS | |||||||
| 767-300ER | Widebody pax (legacy) | 218–351 | 6,385 | 0 | 0 | $197.1M | Pax production ended 2014; ~763 still in service (Delta, United) |
| 767-300F | Widebody freighter | N/A (52.7t) | 3,255 | ~10 | ~25 | $199.3M | Production ends 2027; FedEx/UPS final orders; compliance deadline |
| 767-2C / KC-46A | Military tanker (767-based) | N/A | — | 14 (military) | ~60 USAF | ~$147M (military) | Dual-use: commercial base, military variant; ongoing losses |
| 747-8I (pax) | Widebody jumbo | 467 | 8,000 | 0 | 0 | $418.4M | Production ended; Lufthansa main operator |
| 747-8F | Widebody freighter | N/A (133.1t) | 4,475 | 0 | 0 | $419.2M | Production ended; UPS, Atlas Air, Cargolux fleet |
2.2 Airbus Commercial Fleet
Airbus delivered 793 commercial aircraft in 2025 to 91 customers globally — the highest since the pandemic era. The A320neo family carried delivery performance with 607 deliveries, followed by 93 A220s, 57 A350s, and 36 A330s. The year-end backlog of 8,754 aircraft is a record, with the widebody backlog alone reaching a record 1,124. First deliveries of the A321XLR — which offers 4,700nm range as a narrowbody — began in 2025, representing a potential game-changer for transatlantic point-to-point aviation.
| Family / Variant | Type | Seats | Range (nm) | 2025 Del. | Backlog | List Price (M USD) | Status / Notes |
| A220 FAMILY — NARROWBODY | |||||||
| A220-100 | Narrowbody | 108–133 | 3,450 | ~18 | ~70 | $81.7M | Niche thin-route market; weak demand vs A220-300; Delta launched type |
| A220-300 | Narrowbody | 130–160 | 3,600 | ~75 | ~397 | $91.5M | Volume seller; Delta, airBaltic, Air Canada top operators |
| A320NEO FAMILY — NARROWBODY (7,157 total backlog) | |||||||
| A319neo | Narrowbody | 120–150 | 3,750 | ~5 | ~30 | $101.5M | Commercial near-failure; A220 eats into its market; only 91 total orders |
| A320neo | Narrowbody | 150–194 | 3,400 | ~140 | ~1,400 | $113.5M | Workhorse; IndiGo operates 173; ~55/month production target |
| A321neo | Narrowbody | 185–244 | 4,000 | ~350 | ~4,100 | $132.5M | Most ordered aircraft variant in history; redefined transatlantic flying |
| A321LR | Narrowbody long-range | 180–206 | 4,000 | Incl. A321 | — | ~$138M | Long-range sub-variant; replaces 757/767 on thin transatlantic routes |
| A321XLR | Narrowbody XLR | 180–244 | 4,700 | First deliveries 2025 | 500+ | ~$145M | Game-changer; 4,700nm range opens new point-to-point transatlantic routes |
| A330NEO FAMILY — WIDEBODY | |||||||
| A330-800neo | Widebody | 220–406 | 8,150 | ~5 | ~14 | $259.9M | Ultra-long range niche; only 14 on order; Kuwait Airways launched type |
| A330-900neo | Widebody | 260–440 | 7,200 | ~31 | ~280 | $296.4M | More popular variant; replaces A330-300; VietJet, Air France major customers |
| A350 FAMILY — WIDEBODY (57 total backlog 830) | |||||||
| A350-900 | Widebody | 300–440 | 8,100 | ~40 | ~480 | $317.4M | Strong seller; Singapore Airlines, Qatar Airways top operators; ~6/month production |
| A350-1000 | Widebody | 350–480 | 8,700 | ~17 | ~350 | $366.5M | Most expensive Airbus; replacing A380 on densest long-haul; SIA Singapore–NYC |
| A350-1000ULR | Widebody ultra-long | ~170 (3-class) | 10,000+ | 0 (2026 Qantas) | ~20 | ~$400M | World’s longest non-stop route capability; Singapore–New York in service |
| A350F | Widebody freighter | N/A (109t) | ~4,700 | 0 | ~50 | ~$370M est. | Delayed to 2027; Atlas Air largest customer; competes directly with 777-8F |
| A380 — LEGACY DOUBLE-DECK | |||||||
| A380-800 | Double-deck jumbo | 555–853 | 8,200 | 0 | 0 | $445.6M | Production ended 2021; Emirates (120+) dominant; Qantas, SIA retain fleets |
3. Military Aircraft
3.1 Boeing Defense, Space & Security
Boeing’s Defense, Space & Security (D,S&S) division delivered 131 platforms in 2025. The AH-64E Apache attack helicopter dominated with 61 deliveries (19 new, 42 remanufactured). Fixed-wing deliveries included 14 F/A-18 Super Hornets, 9 F-15EX Eagle IIs, 14 KC-46A tankers, and 6 P-8A Poseidons. The T-7A Red Hawk trainer program recorded zero deliveries due to continued delays. Total company backlog (including defense) reached $636B by Q3 2025.
| Platform | Category | 2025 Del. | Key Operators | Unit Cost (approx.) | Status / Notes | Role |
| AH-64E Apache Guardian | Attack helicopter | 61 (19 new, 42 reman) | US Army, Saudi Arabia, UAE, India, Greece, UK | ~$60M new / ~$20M reman | Largest 2025 defense delivery; 2,500+ total built; exported to 17+ nations; world’s leading attack helicopter | Close air support |
| CH-47F Chinook | Heavy-lift transport helicopter | 14 (3 new, 11 renewed) | US Army, UK, Netherlands, Australia, Canada | ~$40M new | 60 years in service; CH-47F Block II adds advanced avionics; critical for high-altitude ops in extreme terrain | Heavy airlift |
| MH-139A Grey Wolf | Multi-role helicopter | 9 | US Air Force (ICBM security) | ~$21M | Replacing Vietnam-era UH-1N Hueys; built on Leonardo AW139 platform; used for nuclear missile site security and SAR | ICBM site / SAR |
| F-15EX Eagle II | Fighter jet | 9 | US Air Force, Qatar (F-15QA), Saudi Arabia (F-15SA) | ~$87.7M | Final F-15 variant; advanced EPAWSS electronic warfare; 22,000 lbs payload; longest-serving US fighter program | Air superiority |
| F/A-18E/F Super Hornet | Carrier fighter | 14 | US Navy, Kuwait (pending) | ~$67M | Block III upgrade adds conformal fuel tanks, IRST sensor, advanced cockpit; Australian fleet retiring; production winding down | Carrier strike |
| KC-46A Pegasus | Aerial refueling tanker (767-based) | 14 | US Air Force, Japan ASDF, Israel IAF | ~$147M | Over $7B in losses to date; remote vision system issues resolving; 60 more on USAF order; dual boom/drogue refueling | Aerial refueling |
| P-8A Poseidon | Maritime patrol (737-based) | 6 | US Navy, UK RAF, Australia, India, Norway, Denmark, NZ | ~$180M | No direct competitor; NATO’s standard maritime patrol; anti-submarine warfare, ISR, SAR; based on 737-800 platform | ASW / ISR |
| T-7A Red Hawk | Advanced jet trainer | 0 (delayed) | US Air Force (351 planned) | ~$25M est. | Significant production delays; no deliveries in 2025; replacing T-38 Talon; first supersonic Boeing trainer; Boeing-Saab partnership | Pilot training |
| E-7A Wedgetail | AEW&C (737-based) | 0 (in dev) | US Air Force, Australia, Turkey, S. Korea, UK | ~$360M est. | US Air Force contract signed; development ongoing; to replace E-3 Sentry AWACS; MESA radar system; multi-domain battlespace management | Airborne early warning |
| VC-25B (Air Force One) | VIP transport (747-based) | 0 (in dev) | US Air Force (2 aircraft) | ~$4B+ program total | Massive delays and cost overruns; program plagued by supply chain issues; new interior and mission systems; entry TBD | Presidential transport |
3.2 Airbus Defence & Space
Airbus Defence & Space generated €12.1B in FY2024 revenue, with H1 2025 showing 17% year-on-year growth in its Air Power division. The A330 MRTT continues to dominate the non-US tanker market with 18 operator nations. The C295 tactical transport is Airbus’s best-selling military aircraft with 241 delivered and 238 in active operation. Indonesia received its first A400M in Q4 2025. Major sovereign orders in 2025 included Spain’s 100-helicopter order (helicopters, NH90s, H175M).
| Platform | Category | 2025 Del. | Key Operators | Unit Cost (approx.) | Status / Notes | Role |
| A330 MRTT | Strategic tanker/transport (A330-200 based) | ~4–6 est. | Australia, France, Saudi Arabia, NATO MMF, Singapore, UAE, Spain, UK, S. Korea, Thailand, Canada | ~$150–200M est. | 90%+ of non-US tanker market; 60+ delivered, 80+ ordered; 300,000+ flight hours; auto air-to-air refueling boom pioneer; Spain received 2nd unit Oct 2025 | Aerial refueling / multi-role |
| A400M Atlas | Military airlifter (turboprop) | ~10–15 est. | Germany, France, Spain, UK, Turkey, Belgium, Malaysia, Luxembourg, Indonesia | ~$100–120M est. | Bridges tactical and strategic airlift; first large military aircraft with fly-by-wire; STOL capability; Indonesia deliveries Q4 2025; gaining export traction after early delays | Strategic/tactical airlift |
| C295 | Tactical transport / multi-role | ~15 est. | Spain, India, Poland, Brazil, Chile, Colombia, Egypt, Ireland, Kazakhstan | ~$35–60M | Best-selling Airbus military aircraft; 329 ordered, 241 delivered, 238 in operation; 600,000+ flight hours; Ireland received final C295 in 2025; extreme-environment proven | Troop/cargo / maritime patrol |
| CN235 | Light transport / patrol (legacy) | 0 | Turkey, Indonesia, UAE, South Korea, US Coast Guard | ~$20–30M est. | Legacy program succeeded by C295; still operated and supported; joint CASA/Airbus development; suited for short strips and rough terrain | Light airlift / SAR |
| Eurofighter Typhoon | Combat aircraft (consortium) | ~18–24 est. | UK, Germany, Spain, Italy, Saudi Arabia, Qatar, Kuwait, Oman | ~$100–200M (config dependent) | Airbus holds ~33% workshare; 680+ delivered total; Tranche 4 (Typhoon 2000) in development; export campaigns ongoing in Middle East and Asia | Swing-role combat |
| A330 MRTT+ | Next-gen tanker (A330neo based) | 0 (in dev) | TBD | ~$180M+ est. | 8% fuel burn reduction vs MRTT; Rolls-Royce Trent 7000 engines; new composite wingtips; increased MTOW 242t; A330-800 base airframe; formal launch pending | Next-gen aerial refueling |
| FCAS / NGWS | 6th-gen fighter (tri-national) | 0 (in dev) | France, Germany, Spain | Program est. €100B+ | Airbus co-leads with Dassault and Indra; integrates AI, unmanned loyal wingmen, advanced sensors; entry into service ~2040s; most ambitious European defense program | Next-gen air combat |
4. Helicopters — Airbus Helicopters 2025
Boeing operates no civil helicopter business. Its rotorcraft (Apache, Chinook, Grey Wolf) are covered in Section 3 under Military. Airbus Helicopters is the world’s largest civil helicopter manufacturer, delivering 392 helicopters in 2025 and receiving 544 gross orders from 205 customers in 50 countries, achieving a 51% share of the civil and parapublic market. The headline launch of 2025 was the H140, a new next-generation light twin unveiled at VERTICON 2025, which secured 61 firm launch orders from EMS operators.
| Type | Category | 2025 Orders | Engines | Seats/Payload | Unit Cost (approx.) | Notes / 2025 Highlights | Primary Market |
| SINGLE-ENGINE LIGHT | |||||||
| H125 (AS350) | Light single | 129 | 1x Safran Arriel 2D | 6 seats | ~$2.5–3M | US law enforcement industry standard; 4th FAL opening in Vemagal, India; utility, firefighting, high-altitude ops | Law enforcement / utility |
| H130 (EC130) | Light single | 47 | 1x Safran Arriel 2B1 | 8 seats | ~$3M | Optimized for EMS and scenic tourism; widened cabin; popular in US and Europe for air medical | EMS / tourism |
| LIGHT TWIN-ENGINE | |||||||
| H135 (EC135) | Light twin | 45 | 2x P&W PW206B3 or Safran Arriel 2B2 | 7 seats | ~$6–8M | NPAS (UK police) ordered 7; Spain ordered 13; Austrian OAMTC operates 32; dominant EMS helicopter in Europe | EMS / law enforcement |
| H140 (NEW 2025) | Light twin (debut) | 61 launch orders | 2x Safran Arrano (planned) | 8–9 seats | TBD | Unveiled at VERTICON 2025; next-generation platform; Air Methods, Metro Aviation, DRF Luftrettung as launch customers; replaces H135 class | EMS / corporate |
| H145 (EC145) | Intermediate twin | 149 (best-seller) | 2x Safran Arriel 2E | 9–11 seats | ~$10–13M | Best-selling Airbus helicopter 2025; H145M military version: Germany +20 (total 82), Spain +50; first time leading orders ahead of H125 | EMS / SAR / military |
| MEDIUM TWIN-ENGINE | |||||||
| H160 | Medium twin | 30 | 2x Safran Arrano 1A | 12 seats | ~$15–18M | ~50% civil/parapublic market share in segment; first law enforcement config (French Gendarmerie); US offshore ops with PHI Aviation; firefighting delivery Hiroshima; H160M Guepard maiden flight July 2025 | Offshore / EMS / law enforcement |
| SUPER MEDIUM TWIN-ENGINE | |||||||
| H175 | Super medium twin | 15 | 2x P&W PW210E | 16 seats | ~$20–25M | Energy sector focus; long-range offshore oil & gas; search and rescue variants; 15 orders solidified position in super medium segment | Offshore energy / SAR |
| HEAVY TWIN / MILITARY | |||||||
| H215 (AS332 Super Puma) | Heavy twin | 8 (Greece firefighting) | 2x Safran Makila 1A | ~19 passengers | ~$25–30M | Greece ordered 8 for firefighting 2025; also used in offshore, SAR, military transport; proven heavy-lift capability | Firefighting / offshore |
| H225M (EC725 Caracal) | Military heavy | 10 (Morocco) | 2x Safran Makila 2A | ~28 troops | ~$45M | Morocco signed contract 2025; first deliveries to Iraq; H160M ‘Guepard’ is next-gen military light twin; Spain also ordered H175M (first H175 military orders) | Special ops / combat SAR |
| MILITARY PROGRAMS | |||||||
| NH90 (NATO program) | Medium military | 34 (incl. Spain 31) | 2x Rolls-Royce RTM322 or GE T700 | 20 troops | ~$40–60M | Spain ordered 31 NH90s (all three armed forces branches); Germany received first NH90 Sea Tiger ASW variant; Netherlands added 3; Greece follow-on support contract | Tactical transport / ASW |
| UH-72 Lakota | Light military (US) | — | 2x P&W PW206B | 8 troops | ~$6–8M | US Army primary training helicopter; 1,800+ produced at Columbus, MS facility; also used for MEDEVAC and light utility; graduates 1,500+ pilots/yr at Texas training academy | Training / MEDEVAC |
| MH-65 Dolphin | Coast Guard medium | — | 2x Safran Arriel 2C2 | — | — | US Coast Guard for 40+ years; 26,000+ lives saved; Airbus committed to supporting through 2037; maritime search and rescue primary platform | Maritime SAR |
5. Freighters & Cargo Aircraft
The freighter market is currently dominated by Boeing, which delivered approximately 30 dedicated freighters in 2025 (777F and 767-300F combined). Both programs face end-of-production in 2027 due to ICAO emissions compliance requirements. The 777-8F successor is not due until 2028, creating a transition gap. Airbus’s A350F — which directly competes with the 777-8F — was delayed again to 2027. Boeing continues to benefit from a large passenger-to-freighter conversion market with the 737-800BCF and 767-300BCF.
| Model | Maker | Payload | Range (nm) | Volume (m³) | 2025 Del. | List Price | Status / Notes |
| BOEING FREIGHTERS | |||||||
| 747-8F | Boeing | 133.1 tonnes | 4,475 | 858 | 0 | $419.2M | Production ended; UPS, Atlas Air, Cargolux top operators; 4-engine fuel economics limit new appeal vs twin-engine alternatives |
| 777F (current) | Boeing | 102 tonnes | 4,900 | 653 | ~20 | $352.3M | Gold standard heavy widebody freighter; production ends 2027 (ICAO emissions); FedEx, Qatar Cargo, Emirates SkyCargo, Cathay Cargo top operators; Qatar has 29 aircraft |
| 777-8F (future) | Boeing | ~118 tonnes est. | ~4,400 | ~700 est. | 0 | ~$380M est. | Deliveries from 2028; Qatar Airways launch customer (34 firm + 16 options); China Airlines (4 ordered); direct replacement for 777F; emissions compliant |
| 767-300F | Boeing | 52.7 tonnes | 3,255 | 438 | ~10 | $199.3M | Production ends 2027; FedEx (5) and UPS (12) final orders remaining; sweet spot between narrowbody converts and 777F; ICAO non-compliant from 2028 |
| 737-800BCF | Boeing (conversion) | ~23.9 tonnes | ~2,025 | ~215 | Conversions ongoing | ~$35–40M conv. | Boeing Converted Freighter; popular for e-commerce (Amazon Air); SF Airlines, Cargojet; 100th 767BCF also delivered recently |
| 767-300BCF | Boeing (conversion) | ~57 tonnes | ~3,255 | ~438 | Conversions ongoing | ~$35–50M conv. | Conversion of retired passenger 767s; extends airframe life 20+ years; 100th recently delivered to SF Airlines |
| AIRBUS FREIGHTERS | |||||||
| A350F | Airbus | ~109 tonnes | ~4,700 | ~680 est. | 0 | ~$370M est. | First delivery delayed to 2027 (Spirit AeroSystems supply chain); Atlas Air largest customer; will compete with 777-8F; A350 fuselage cross-section advantage for ULD loading |
| A330-200F (legacy) | Airbus | 70 tonnes | 4,000 | ~475 | 0 | $241.7M (legacy) | Out of production; DHL Aviation, Qatar Cargo main operators; no successor announced in medium widebody freighter segment; gap in Airbus portfolio |
| A320/321 P2F | Airbus (conversion) | ~27 tonnes | ~1,800 | ~172 (A320) | Conversions ongoing | ~$8–12M conv. | Passenger-to-Freight conversion; growing strongly with e-commerce boom; Vallair, EFW operators converting ex-passenger aircraft; Asia and Middle East market expanding |
6. Boeing vs. Airbus — Complete Head-to-Head
The following table provides a direct side-by-side comparison across every major dimension — deliveries, orders, pricing, programs, financial health, and market position.
| Category / Metric | Boeing | Airbus | Verdict / Analysis |
| Commercial deliveries 2025 | 600 aircraft | 793 aircraft | AIRBUS LEADS — delivered 32% more aircraft; Boeing still recovering from strike & MAX fallout |
| Commercial gross orders 2025 | ~1,192 aircraft | 1,000 aircraft | BOEING LEADS — outsold Airbus commercially for the year; driven by 787 and 777 order surge |
| Commercial backlog | 6,713 aircraft | 8,754 aircraft (record) | AIRBUS LEADS — record year-end backlog; A320neo family dominates at 7,157 unfilled orders |
| Years of backlog at rate | ~11.4 years | ~11.1 years | ROUGHLY EQUAL — both manufacturers have 11+ years of demand visibility |
| Narrowbody dominance | 737 MAX: 4,869 backlog; 447 delivered | A320neo family: 7,157 backlog; 607 delivered | AIRBUS LEADS decisively — A321neo is single most-ordered aircraft variant in history (7,000+ orders) |
| Widebody deliveries | 787: 88 units; 777: 35 units | A350: 57 units; A330neo: 36 units | BOEING LEADS widebody deliveries — 123 vs 93 for Airbus |
| Next-gen widebody | 777X — delayed to 2027; $4.9B charge; 565 orders held | A350-1000 in service; A321XLR first deliveries 2025 | AIRBUS LEADS — 777X is 7 years late; A350 already earning revenue and winning repeat orders |
| Narrowbody list price | MAX 7: $99.7M | MAX 8: $121.6M | MAX 10: $134.9M | A319neo: $101.5M | A320neo: $113.5M | A321neo: $132.5M | COMPARABLE — Airbus slightly cheaper at equivalent variants; negotiated prices 30–60% below list |
| Flagship widebody price | 777-9: $442.2M | 787-9: $292.5M | A350-1000: $366.5M | A350-900: $317.4M | AIRBUS LOWER PRICE — A350 family priced $75–100M below equivalent 777X |
| Freighter deliveries 2025 | ~30 (777F + 767F combined) | 0 (A350F delayed to 2027) | BOEING LEADS — Airbus has no new freighter deliveries; 777F remains gold standard heavy freighter |
| Military revenue | ~$26B (Boeing D,S&S division) | €12.1B (~$14.2B) Airbus D&S | BOEING LEADS in absolute terms — larger military business; but Airbus D&S up 17% YoY in H1 2025 |
| Military tanker (non-US) | KC-46A: only Japan + Israel internationally | A330 MRTT: 18 nations; 90%+ of non-US market | AIRBUS DOMINATES — A330 MRTT has become the global standard outside the US |
| Military transport / airlift | C-17 (ended); no new airlifter | A400M, C295, CN235 — all active | AIRBUS LEADS — active military airlifter portfolio; Boeing has no equivalent in production |
| Civil helicopters | None — Boeing has no civil helicopter business | 51% global market share; 392 delivered; H140 launched | AIRBUS WINS by default — completely dominates a market Boeing does not compete in |
| Military helicopters | AH-64 Apache, CH-47 Chinook, MH-139 (84 delivered) | NH90, H225M, H145M, H160M, UH-72 Lakota | DIFFERENT MARKETS — Boeing dominates heavy attack/lift; Airbus leads medium military |
| Production rate (narrowbody) | 38/month (MAX); agreed to increase to 42 | ~55/month (A320neo); targeting 75/month by 2027 | AIRBUS LEADS production scale significantly; Boeing ramping but still far behind |
| Financial health 2025 | Operating margin negative; $4.9B 777X charge; recovering | Profitable; strong H1 revenue; supply chain constraints only | AIRBUS MORE STABLE — Boeing still managing legacy losses; recovering momentum by year-end 2025 |
| R&D / Future programs | 777X (delayed), 737 MAX 10 (cert. pending), NMA cancelled | A321XLR (in service), A350F (2027), NGSA concept, FCAS | AIRBUS PIPELINE STRONGER — multiple near-term programs; Boeing’s pipeline has fewer near-term entries |
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