Airbus is ahead of Boeing on commercial-aircraft deliveries in the latest comparable 2026 results: 351 aircraft to Boeing’s 314 in the first half of the year. Airbus also reported the larger numerical backlog, but the two companies’ backlog figures are not perfectly standardized. The midyear scorecard gives Airbus the lead so far; it cannot settle the full-year contest, which still depends on production, suppliers, deliveries and certification milestones.
How the 2026 scorecard compares
The latest comparable company results available here cover January through June 2026. They show deliveries and backlog at different points in the order-to-handover process, so each measure needs to be read on its own terms.
| Measure | Airbus | Boeing |
|---|---|---|
| Commercial deliveries, first half of 2026 | 351 aircraft (Airbus, first-half 2026 results) | 314 aircraft (Boeing, second-quarter 2026 results, July 28, 2026) |
| Commercial backlog at June 30, 2026 | 9,222 aircraft (Airbus, first-half 2026 results) | More than 6,200 aircraft, valued at $597 billion (Boeing, second-quarter 2026 results, July 28, 2026) |
| Gross and net commercial orders, first half of 2026 | 886 gross orders; 821 net orders (Airbus, first-half 2026 results) | Not stated in the cited second-quarter results summary |
Deliveries are aircraft handed over during a period. Orders are customer commitments, which may later be cancelled or changed; gross orders count commitments before cancellations, while net orders account for cancellations. Backlog is the unfilled order book. Airbus reports a backlog count, while Boeing also reports its backlog’s dollar value. The counts should not be treated as an exact like-for-like market-share measure: companies’ accounting treatment and cancellation assumptions may differ.
What the 2025 results say about momentum
The prior full-year results provide a baseline, not a prediction of the 2026 finish. Airbus delivered 793 commercial aircraft in 2025, up 4% year over year, and recorded 1,000 gross orders and 889 net orders. Its commercial-aircraft backlog stood at 8,754 at year-end. These figures were reported by Airbus in 2026 as part of its 2025 results.
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Boeing reported 600 commercial deliveries in 2025, its highest annual total since 2018. At year-end, it reported a commercial-aircraft backlog valued at $567 billion; that value is not directly comparable with Airbus’s aircraft-count backlog. Boeing’s 2025 results were reported in 2026.
Can Boeing catch up by year-end?
Airbus has targeted around 870 commercial deliveries in 2026, according to its 2025 results release. That is company guidance, not a guaranteed total: Airbus’s stated assumptions include no additional disruption to global trade or the world economy, air traffic, its supply chain, internal operations, or its ability to deliver products and services. The company also said its production ramp-up faced significant Pratt & Whitney engine shortages.
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Boeing is raising 737 production, but a higher production rate only translates into more deliveries if the operation can sustain it and aircraft are ready to hand over. In its second-quarter 2026 results, Boeing said the 737 program began transitioning to a rate of 47 aircraft per month during the quarter. Its 2025 SEC filing had described a plan to move from 42 to 47 per month in 2026 with FAA concurrence, following an agreed rate-readiness process. Boeing also said the Everett North Line began low-rate initial production in July 2026.
The first-half gap is 37 deliveries. It is a snapshot, not a full-year projection: subsequent delivery totals could widen or narrow it. The cited results do not establish what either company will deliver in the second half, and Airbus’s annual target cannot be treated as completed deliveries.
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Certification and safety oversight remain part of the contest
Boeing said in July 2026 that it anticipated 737-7 and 737-10 certification in 2026, with first deliveries in 2027; it also anticipated the 777X’s first delivery in 2027. These are Boeing’s stated expectations, not completed certifications or independent regulatory findings. Certification timing matters commercially because it affects when customers can receive aircraft and how Boeing can deploy its production capacity.
In an announcement dated July 17, 2026, the FAA said it had determined Boeing could safely resume issuing airworthiness certificates for new airplanes under the relevant delegated authority after a review. The FAA’s announcement also recounted earlier restrictions: it stopped allowing Boeing to issue certificates for 737 MAX aircraft in 2019 after the Lion Air and Ethiopian Airlines crashes, and for 787 aircraft in 2022 because of production-quality issues. The 2026 decision does not mean FAA oversight has ended or that every Boeing certification is complete.
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Boeing CEO Kelly Ortberg said in the company’s July 28, 2026 second-quarter release that its operations were more stable and key certification programs remained on plan, while emphasizing safety, quality and on-time performance. That is management’s assessment of progress; actual delivery and certification results remain the practical measures to watch.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Which aircraft markets matter most?
The rivalry is not one contest across a single interchangeable product. Single-aisle aircraft account for most of the demand in Airbus’s long-range outlook, while widebody aircraft serve a different part of airline fleet needs. Engine availability, production reliability, customer orders and cancellations, and the timing of new-aircraft certifications can affect the companies differently across those segments.
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Airbus’s 2025 Board report, published in 2026, forecasts approximately 43,420 new passenger and freighter aircraft deliveries over the next 20 years: about 34,250 single-aisle aircraft (roughly 80%) and 9,170 widebodies (roughly 20%). This is Airbus’s forecast, not an independently realized demand total. Boeing describes its Commercial Market Outlook as using traffic and capacity analysis alongside airline fleet data to forecast passenger and cargo demand and the aircraft operators will need over 20 years. The outlooks are company-produced projections; they should be judged by their assumptions and aircraft categories, not treated as independent proof of future sales.
For the 2026 comparison, the useful questions are whether either manufacturer can turn demand into sustained production, secure engines and other supplies, meet its delivery plans, and bring certified models to customers on schedule. The scorecard covers commercial aircraft only; it does not compare the companies’ total group revenue, defense orders or other businesses.
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