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Airbus delivered more commercial aircraft than Boeing in 2025, while Boeing reported more net orders. Airbus reported 793 deliveries; Boeing reported 600. For orders on the same net basis, Boeing reported 1,173 and Airbus 889. These figures describe different parts of the competitive picture: they do not, by themselves, establish market share, profitability, safety, aircraft superiority or the ability to sustain future deliveries.
How Boeing and Airbus compare in 2025
The latest completed-year comparison in the available company releases is calendar 2025. The table keeps company-reported figures separate from EUROCONTROL’s third-party figures, whose Boeing delivery count differs.
| Measure | Airbus | Boeing |
|---|---|---|
| Commercial aircraft deliveries in 2025 | 793, reported by Airbus on January 12, 2026 (Airbus) | 600, reported by Boeing in its January 27, 2026 results release (Boeing) |
| Net orders in 2025 | 889, reported by Airbus (Airbus) | 1,173 Commercial Airplanes net orders, reported by Boeing (Boeing) |
| Gross orders in 2025 | 1,000, reported by Airbus (Airbus) | 1,175, reported by EUROCONTROL (EUROCONTROL); Boeing’s results release lists net orders, not this gross figure |
| Year-end commercial-aircraft backlog | 8,754 aircraft, reported by Airbus (Airbus) | Over 6,100 aircraft, per Boeing’s results release; Boeing separately reported BCA backlog value of $567.290 billion as of December 31, 2025 in its 2025 Form 10-K |
EUROCONTROL reports 585 Boeing deliveries in 2025, rather than Boeing’s 600. Its review does not reconcile the delivery-count difference or fully detail all scope differences. Treat the figures as distinct attributed reports rather than selecting one as definitive. For orders, keep the basis clear: gross orders count orders before cancellations and other adjustments; net orders reflect adjustments. Airbus reported both, while the Boeing results release figure is net.
What the delivery and order totals do—and do not—show
Deliveries measure completed handovers
On the company-reported delivery totals, Airbus delivered 193 more aircraft than Boeing in 2025. EUROCONTROL’s count still places Airbus ahead, but gives Boeing 585 rather than 600. Deliveries show aircraft handed over during that year; they are not a direct measure of production capacity, revenue per aircraft, or profitability.
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Orders are not deliveries
Boeing’s 1,173 net orders exceed Airbus’s 889 net orders for 2025, while Airbus reported 1,000 gross orders. Comparing Airbus’s gross count with Boeing’s net count would mix definitions. EUROCONTROL’s 1,175 Boeing gross orders provide a gross-to-gross comparison against Airbus’s 1,000, but the figures come from different reporting sources.
An order count is not a market-share calculation: it does not account for aircraft value, segment, cancellations over time, or when an aircraft might be delivered. It also does not establish which manufacturer is more profitable or produces the better or safer aircraft.
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Backlog: aircraft count versus dollar value
Airbus said its year-end backlog was 8,754 commercial aircraft. Boeing said it had more than 6,100 commercial airplanes in backlog. Boeing’s SEC filing also reported $567.290 billion in BCA backlog value at December 31, 2025. That dollar value is not directly comparable with Airbus’s aircraft count: one is a monetary measure and the other is a unit count. The sources cited here do not supply a matching Airbus backlog-value figure.
A backlog indicates orders awaiting fulfillment, not a guaranteed delivery schedule. Timing depends on production, suppliers, certification and customer arrangements; the count alone does not show how quickly either company can convert orders into deliveries.
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Aircraft mix changes the competitive picture
Both companies delivered aircraft across narrow-body and wide-body categories, but totals conceal differences in product mix. Airbus reported 607 A320-family deliveries in 2025. EUROCONTROL reported 447 Boeing 737 MAX deliveries. These are family-specific figures from different sources, so they offer context rather than a complete, consistently measured family-by-family comparison.
EUROCONTROL’s 2025 overview says narrow-bodies dominated both manufacturers’ deliveries. That makes narrow-body output especially important to the annual totals, but the figures do not establish comparable economics by family or segment.
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Execution and program constraints matter
Order books and delivery totals are backward-looking indicators; the ability to deliver future aircraft depends on execution. Boeing’s 2025 Form 10-K describes recovery of 737 production during the year, continued certification work on the 737-7 and 737-10, and a planned first 777-9 delivery in 2027. These are company disclosures and plans, not guarantees that production or certification schedules will proceed as expected.
Boeing CEO Kelly Ortberg described the company’s assessment in its 2026 results release: “We made significant progress on our recovery in 2025 and have set the foundation to keep our momentum going in the year ahead,” (Boeing). This is management’s characterization of Boeing’s recovery, not an independent assessment or a comparable Airbus statement.
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Is Boeing still in a duopoly with Airbus?
Airbus’s 2024 annual report says the historical period when the mainline commercial-aircraft market was primarily a Boeing–Airbus duopoly has ended as deliveries of China’s C919 increase (Airbus 2024 annual report). This is Airbus’s characterization of market structure. It does not mean the C919 has displaced Boeing or Airbus in current deliveries, and the 2025 figures above remain a comparison of the two established manufacturers.
What a fair Boeing-versus-Airbus comparison requires
- Compare deliveries for the same calendar year and identify the source, particularly where reported counts differ.
- Compare gross orders with gross orders or net orders with net orders.
- Keep backlog aircraft counts separate from backlog value.
- Look at family and narrow-body/wide-body mix, not just company totals.
- Consider production stability, certification status and schedule risk before treating an order book as future deliveries.
The available figures do not provide comparable aircraft-level economics, independently verified safety rankings or a complete segment-by-segment market-share calculation. Any claim about those outcomes needs evidence beyond annual delivery and order counts.
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