In terms of new orders for July specifically, activity slowed compared to June. Boeing recorded a total of 31 gross orders (30 for the 737 MAX and one for the Dreamliner), while Airbus received three orders for the A320neo family and four for the A330neo. However, Airbus also saw cancellations match its new orders during July. For example, Air Lease Corporation cancelled an order for seven A350 Freighters due to market uncertainty.
Over a longer period—the first half of this year—Boeing secured more gross orders than Airbus: Boeing had logged a total of 699 gross orders compared to Airbus’s figure of 501. Much of Boeing’s recent success comes from strong demand in regions such as the Middle East; notably Qatar Airways contributed significantly to new Dreamliner contracts.
Both manufacturers continue working toward ramping up production after several years marked by supply chain challenges and certification delays. The COVID-19 pandemic disrupted manufacturing globally; at Boeing these issues were compounded by ongoing repercussions from previous crashes involving its MAX model in late-2018 and early-2019. Certification delays still affect newer versions like the MAX 7 and MAX 10 as well as widebody models such as the upcoming Boeing 777X.
Backlog data indicates robust demand remains despite these obstacles. As of July's end:
- Boeing held outstanding orders for a total backlog of 6,563 jets, which includes nearly five thousand units across all variants of its popular narrowbody series (including military adaptations), hundreds more across widebodies like the Dreamliner (993) and future models like those in the expanding 777X lineup.
- Airbus reported an even larger overall backlog at 7,634 aircraft. This is driven primarily by continuing high demand for its single-aisle families such as the A321neo—including long-range XLR variants—and solid interest in widebodies like various configurations within both A350 families.
Despite facing similar industry-wide difficulties—such as component shortages leading airlines worldwide to keep older fleets operational longer—both companies are planning further increases in output rates to meet growing backlogs.
While China’s COMAC continues development on new twin-aisle competitors aiming at this duopoly market—and Russian manufacturers attempt to revive domestic jet production—the global sector remains dominated by these two Western firms alongside regional jet specialist Embraer since Bombardier exited large jet manufacturing.
“Airbus continues to retain its position as the world's largest planemaker,” according to company statements outlining current performance metrics relative to competitors.
The coming months will show whether either manufacturer can accelerate deliveries further or if current constraints persist through year-end.
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