In previous decades when Airbus had fewer orders in its backlog and lower production rates, deliveries could be completed within two years. However, as demand has increased—especially after launching programs like the A320neo in 2010—the gap between order placement and delivery has grown longer.
Several factors can affect how quickly an airline receives its aircraft. Engine shortages have become a significant bottleneck; for example, CFM International has struggled to meet demand for LEAP-1A engines used on the A320neo family. This has resulted in finished aircraft waiting for engines before they can be delivered. Customization requests from airlines also extend timelines: widebody jets with tailored cabin interiors may require additional months of work beyond standard configurations.
Other variables include certification requirements for new models (such as the A321XLR), assembly line capacity at various global sites (including Hamburg in Germany; Toulouse in France; Tianjin in China; Mobile in Alabama), and unpredictable events like geopolitical tensions or pandemics.
Airbus executives have warned customers about current delays that can reach up to three years for some narrowbody models due to high demand relative to supply. Some airline leaders have expressed frustration over these setbacks. For instance: “inexcusable,” said Flyadeal’s CEO regarding delays caused by parts shortages leaving aircraft parked in Toulouse—a concern echoed by leasing companies who note that incremental delay notifications hinder planning efforts.
To maintain schedules despite late deliveries, airlines sometimes use wet leases from third-party operators or adjust route plans—decisions that can reduce passenger options and strain relationships with manufacturers.
Comparing production strategies between Airbus and Boeing reveals differences: while both employ just-in-time manufacturing systems designed to minimize inventory costs and increase efficiency across multiple global assembly lines (for Airbus), Boeing maintains larger inventories as buffers against disruptions but faces higher costs and less geographic flexibility.
Certain exceptions exist within Airbus’ processes: widebody jets like the A350 or military variants such as the A330 MRTT follow different timelines due to complexity or specialized adaptations. During the COVID-19 pandemic, Airbus implemented virtual handovers using digital inspection tools so deliveries could continue despite travel restrictions—though some airlines were hesitant about accepting planes they had not inspected physically.
Regulatory changes also pose risks; extended certification processes for innovations such as new fuel tank systems on certain models have led to further delays.
Looking forward, Airbus aims to increase monthly output of its A320-family jets by expanding capacity at facilities including Mobile (Alabama) and Tianjin (China). The goal is to reach 75 units per month by 2027 if suppliers can keep pace—a move intended to address backlogs but still subject to external uncertainties.
For now, airlines are advised to plan conservatively around possible schedule slips while passengers should expect continued waits between order announcements and first flights aboard new aircraft.
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