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Boeing ranks first and Airbus second in a historical comparison of commercial jet deliveries—but the available figures count aircraft delivered, not aircraft verified as completed in factories. The distinction matters: the title’s phrase “aircraft built” implies a production count that this comparison does not establish.
Which commercial jet makers rank highest by deliveries?
The International Council on Clean Transportation (ICCT) lists these eight manufacturers in descending order in a historical commercial-jet delivery comparison. The figures are dataset counts, not a current count of active producers or confirmed factory-build totals.
| Rank | Manufacturer | Commercial jet deliveries |
|---|---|---|
| 1 | Boeing | 20,303 |
| 2 | Airbus | 15,796 |
| 3 | Douglas | 2,883 |
| 4 | Embraer | 2,760 |
| 5 | Bombardier | 1,812 |
| 6 | Tupolev | 845 |
| 7 | Fokker | 432 |
| 8 | Ilyushin | 386 |
The ICCT working-paper extract reports these totals. Its exact cutoff date, inclusion rules and treatment of manufacturer groups could not be verified from the available material, so the ranking is best read as the order shown in that historical table—not as a definitive, methodology-normalized lifetime ledger.
Why deliveries are not the same as aircraft built
A delivery count records aircraft handed over to customers; a production-completion count would record aircraft finished in factories. The two can differ because completed aircraft may await delivery, and sources may use different dates and definitions. The ICCT figures support a ranking by deliveries, not an exact ranking by factory output.
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Orders and backlog are different again. Boeing’s SEC filing defines cumulative firm orders as cumulative commercial jet deliveries plus undelivered firm orders. That combined measure cannot be used as a delivery or production total. See Boeing’s SEC filing for the company’s definition.
Why newer totals do not match the historical ranking
Airbus reports a larger, differently scoped total
Airbus’s live orders-and-deliveries page showed 17,233 deliveries across its commercial aircraft families when accessed in 2026, including 12,841 A320-family deliveries. That is higher than the 15,796 Airbus deliveries in the ICCT extract. The figures have different cutoffs and may also differ in scope, so they should not be added together or treated as directly comparable. The page also provides year-to-date 2026 totals, which will change as deliveries occur. Airbus orders and deliveries.
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Company-wide lifetime totals can include other aircraft
Airbus separately says it has built more than 15,500 commercial aircraft during its 50-plus-year history. That company statement is not an apples-to-apples total for every producer in the ICCT table. Airbus history.
Embraer illustrates the scope issue. Its 2025 report says the company delivered 78 commercial jets during that year, while its more-than-9,000 aircraft delivered since its 1969 founding includes business, defense and other aircraft. The broader lifetime number cannot stand in for a commercial-jet total. Embraer 2025 report.
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What the ranking says about today’s market—and what it does not
Cumulative historical deliveries and present-day market share answer different questions. IATA reports that Boeing and Airbus together accounted for 86% of all aircraft deliveries in 2024; that figure covers aircraft deliveries generally, not necessarily commercial jets alone. The same report says the COMAC C919 had 16 deliveries through 2024. The C919 count shows a small current delivery base in that period, not how COMAC would rank on a like-for-like lifetime commercial-jet measure. IATA’s 2025 supply-chain report.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.How to interpret manufacturer rankings
For a rigorous comparison, each maker needs the same observation date and the same definition of an aircraft counted. A production ranking should use documented factory completions; a delivery ranking should use customer handovers. The scope should also say whether it includes turboprops, business aircraft or military derivatives, and how it treats predecessor companies, mergers, transferred programs and licensed production.
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Those choices are especially important here: the table includes historical manufacturers such as Douglas, Fokker and Tupolev alongside current producers, while the source’s precise grouping rules are not confirmed. The safest conclusion is limited to what the comparison establishes: Boeing leads the listed historical delivery counts, with Airbus second and the six other manufacturers following in the order shown.
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