View source for Competition between Airbus and Boeing

{{Short description|Rivalry between the two biggest aircraft manufacturers}}
{{Use dmy dates|date=October 2020}}
[[File:Lufthansa Airbus A380 and Boeing 747 (16431502906).jpg|alt=A Lufthansa Airbus A380 in the air about to land. In the foreground, a Lufthansa Boeing 747-8, is on the ground taxiing on a taxiway.|thumb|280px|A [[Lufthansa]] [[Airbus A380]] and [[Boeing 747-8]] at [[Frankfurt Airport]]]]
The [[Competition (economics)|competition]] between [[Airbus]] and [[Boeing]] has been characterized as a [[duopoly]]<ref>{{cite news| url = https://www.ft.com/content/ddc28f31-e1af-4a81-8295-cbccf3141f49| title = How Boeing's troubles are upsetting the balance of power in aviation| last1 = Pfeifer| first1 = Sylvia| last2 = Georgiadis| first2 = Philip| last3 = Chávez| first3 = Steff| date = 28 Jan 2024| publisher = The Financial Times| access-date = 28 Jan 2024| quote ='The duopoly is working', says Nick Cunningham at Agency Partners a consultancy in London. 'There is no competition worth talking of yet...'}}</ref> in the large [[jet airliner]] market since the 1990s.<ref>Airlines Industry Profile: United States, Datamonitor, November 2008, pp. 13–14</ref>
The duopoly resulted from a series of mergers within the global [[Aerospace manufacturer|aerospace industry]], with Airbus beginning as a pan-European [[consortium]] while the American Boeing absorbed its former arch-rival, [[McDonnell Douglas]], in 1997. Other manufacturers, such as [[Lockheed Martin]] and [[Convair]] in the United States, and [[British Aerospace]] (now [[BAE Systems]]) and [[Fokker]] in Europe, were no longer able to compete and effectively withdrew from this market.
In the 10 years from 2007 to 2016<!-- These figures are CAREFULLY calculated from the figures below, other calculations may violate consistency.  -->, Airbus received orders for 9,985 aircraft and delivered 5,644, while Boeing received orders for 8,978 aircraft and delivered 5,718. During their period of intense competition, both companies regularly accused each other of receiving unfair [[subsidy|state aid]] from their respective governments.
In 2019, Airbus displaced Boeing as the largest aerospace company by revenue due to the [[Boeing 737 MAX groundings]], pulling in revenues of {{USD|78.9|link=y}} billion and {{USD|76}} billion respectively. Boeing recorded $2 billion in operating losses, down from $12 billion profits the previous year, while Airbus profits dropped from $6 billion to $1.5 billion.<ref name=Flight15sep2020>{{cite news |url= https://www.flightglobal.com/aerospace/airbus-displaces-boeing-as-aerospaces-biggest-company/140026.article |title= Airbus displaces Boeing as aerospace's biggest company |author= Murdo Morrison |date= 15 September 2020 |work= FlightGlobal }}</ref>
==Competing products==
===Passenger capacity and range comparison===
Airbus and Boeing have wide product ranges, including single-aisle and wide-body aircraft, covering a variety of combinations of capacity and range.
[[File:Narrowbodies passenger capacity and range comparison.png|thumb|upright=2|Narrowbodies passenger capacity and range comparison]]
{| class="wikitable sortable" style="text-align:right;"
|+ Single-aisle craft: Airbus,<ref name=AFF>{{cite web |url= https://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/Airbus-Family-Figures-booklet.pdf |title= Family figures |publisher= [[Airbus]] |date= April 2019 |access-date= 12 July 2018 |archive-date= 27 October 2019 |archive-url= https://web.archive.org/web/20191027145204/https://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/Airbus-Family-Figures-booklet.pdf }}</ref> 737<ref>{{cite web |url= http://www.boeing.com/commercial/737max#/technical-specs  |publisher= [[Boeing]] |title= 737 MAX}}</ref>
|-
! Type !! Length !! Span !! MTOW !! {{abbr|pax|Passenger capacity}} !! Range !! List price<ref name=AirbusPrices>{{cite press release |url= http://www.airbus.com/newsroom/press-releases/en/2018/01/airbus-2018-price-list-press-release.html |title= Airbus 2018 Price List |publisher= Airbus |date= 15 January 2018 |access-date= 19 January 2018 |archive-date= 16 January 2018 |archive-url= https://web.archive.org/web/20180116203838/http://www.airbus.com/newsroom/press-releases/en/2018/01/airbus-2018-price-list-press-release.html }}</ref><ref name=BoeingPrices>{{cite web |title= About Boeing Commercial Airplanes: Prices |url= http://www.boeing.com/company/about-bca/#/prices  |publisher= Boeing}}</ref><ref>{{cite web |url= http://commercialaircraft.bombardier.com/en/media/list-prices---commercial-aircraft---bombardier.html |archive-url= https://web.archive.org/web/20180203051357/http://commercialaircraft.bombardier.com/en/media/list-prices---commercial-aircraft---bombardier.html |archive-date= 3 February 2018 |title= List Prices - Commercial Aircraft |publisher= Bombardier Aerospace |date= January 2017 }}</ref>
|-
| style="text-align:left;"| [[Airbus A220|A220]]-100 || 35.0 m || 35.1 m || 60.8 t || 100–120 || {{convert|3400|nmi|km|abbr=on}} || US$79.5M
|-
| style="text-align:left;"| [[Airbus A220|A220]]-300 || 38.7 m || 35.1 m || 67.6 t || 120–150 || {{convert|3350|nmi|km|abbr=on}} || US$89.5M
|-
| style="text-align:left;"| [[A319neo]] || 33.8 m || 35.8 m || 75.5 t || 120–150 || {{convert|3700|nmi|km|abbr=on}} || US$101.5M
|-
| style="text-align:left;"| [[737 MAX]]-7 || 35.6 m || 35.9 m || 80.3 t || 138–153 || {{convert|3850|nmi|km|abbr=on}} || US$96.0M
|-
| style="text-align:left;"| [[A320neo]] || 37.6 m || 35.8 m || 79.0 t || 150–180 || {{convert|3400|nmi|km|abbr=on}} || US$110.6M
|-
| style="text-align:left;"| [[737 MAX]]-8 || 39.5 m || 35.9 m || 82.2 t || 162–178 || {{convert|3550|nmi|km|abbr=on}} || US$117.1M
|-
| style="text-align:left;"| [[737 MAX]]-9 || 42.1 m || 35.9 m || 88.3 t || 178–193 || {{convert|3550|nmi|km|abbr=on}} || US$120.2M
|-
| style="text-align:left;"| [[737 MAX]]-10 || 43.8 m || 35.9 m || 89.8 t || 188–204 || {{convert|3300|nmi|km|abbr=on}} || US$129.9M
|-
| style="text-align:left;"| [[A321neo]] || 44.5 m || 35.8 m || 97.0 t || 180–220 || {{convert|4000|nmi|km|abbr=on}} || US$129.5M
|}
As of 2016, [[Flight Global]] fleet forecast 26,860 single aisle deliveries for a $1,360 bn value at a compound annual growth rate of 5% for the 2016–2035 period, with a 45% market share for Airbus (12,090), 43% for Boeing (11,550), 5% for [[Bombardier Aerospace]] (1,340), 4% for [[Comac]] (1,070) and 3% for [[Irkut Corporation]] (810); Airbus predicted 23,531 and Boeing 28,140.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/analysis-flight-fleet-forecasts-single-aisle-outlo-428536/ |title= Flight Fleet Forecast's single-aisle outlook 2016-2035 |work= Flight Global |date= 16 August 2016}}</ref> Single-aisles generate a vast majority of profits for both, followed by legacy twin aisles like the A330 and B777: Kevin Michaels of AeroDynamic Advisory estimated the B737 to have a 30% profit margin and the B777 classic 20%.<ref>{{cite news |url= https://leehamnews.com/2017/02/20/pontifications-boeings-long-term-message-doesnt-resonate/ |title= Pontifications: Boeing's long-term message doesn't resonate |date= 20 February 2017 |work= Leeham Co.|access-date=14 January 2018}}</ref>
{{see also|Middle of the market}}
[[File:Widebodies passenger capacity and range comparison.png|thumb|upright=2|Widebodies passenger capacity and range comparison]]
{| class="wikitable sortable" style="text-align:right;"
|+ Widebodies : Airbus,<ref name=AFF/> 787,<ref>{{cite web |url= http://www.boeing.com/commercial/787/by-design |publisher= Boeing |title= 787 by design}}</ref> 777X,<ref>{{cite web |url= http://www.boeing.com/commercial/777x/by-design |publisher= Boeing |title= 777X by design }}</ref> 747<ref>{{cite web |url= http://www.boeing.com/commercial/747/ |publisher= Boeing |title= 747-8}}</ref>
|-
! Type !! length !! span !! MTOW !! pax !! range !! list price<ref name=AirbusPrices/><ref name=BoeingPrices/>
|-
| style="text-align:left;"| [[Boeing 787 Dreamliner|787]]-8 || 56.7 m || 60.8 m || 228.0 t || 242 || {{convert|7355|nmi|km|abbr=on}} || US$239.0M
|-
| style="text-align:left;"| [[A330neo]]-800 || 58.8 m || 64.0 m || 251.0 t || 257 || {{convert|8150|nmi|km|abbr=on}} || US$259.9M
|-
| style="text-align:left;"| [[A330neo]]-900 || 63.7 m || 64.0 m || 251.0 t || 287 || {{convert|7200|nmi|km|abbr=on}} || US$296.4M
|-
| style="text-align:left;"| [[Boeing 787 Dreamliner|787]]-9 || 63.0 m || 60.8 m || 254.0 t || 290 || {{convert|7635|nmi|km|abbr=on}} || US$281.6M
|-
| style="text-align:left;"| [[A350]]-900 || 66.8 m || 64.8 m || 283.0 t || 325 || {{convert|8100|nmi|km|abbr=on}} || US$317.4M
|-
| style="text-align:left;"| [[A350]]-900 ULR || 66.8 m || 64.8 m || 280.0 t || 325 || {{convert|9700|nmi|km|abbr=on}} || unknown
|-
| style="text-align:left;"| [[Boeing 787 Dreamliner|787]]-10 || 68.3 m || 60.2 m || 254.0 t || 330 || {{convert|6430|nmi|km|abbr=on}} || US$325.8M
|-
| style="text-align:left;"| [[777X]]-8 || 69.8 m || 71.8 m || 351.5 t || 365 || {{convert|8690|nmi|km|abbr=on}} || US$394.9M
|-
| style="text-align:left;"| [[A350]]-1000 || 73.8 m || 64.8 m || 319.0 t || 369 || {{convert|8693|nmi|km|abbr=on}} || US$366.5M
|-
| style="text-align:left;"| [[777X]]-9 || 76.7 m || 71.8 m || 351.5 t || 414 || {{convert|7525|nmi|km|abbr=on}} || US$425.8M
|-
| style="text-align:left;"| [[747-8]] || 76.3 m || 68.4 m || 447.7 t || 410 || {{convert|8000|nmi|km|abbr=on}} || US$402.9M
|-
| style="text-align:left;"| [[Airbus A380|A380]] || 72.7 m || 79.8 m || 575.0 t || 575 || {{convert|8000|nmi|km|abbr=on}} || US$445.6M
|}
As of 2016, [[FlightGlobal]] fleet forecast 7,960 twin aisle deliveries for a $1,284 bn value for the 2016–2035 period.<ref>{{cite news |url= https://www.flightglobal.com/asset/2509 |title= Flight Fleet Forecast Summary |work= Flight Global |date= 2016}}</ref> The B787 was predicted to take 31% of the market share, followed by the A350 with 27% and the B777 with 21%, then the A330 and A380 each taking 7%.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/insight-from-flightglobal-ascend-widebody-fleet-fo-429941/ |title= Ascend widebody fleet forecast |date= 13 October 2016 |work= Flight Global}}</ref> In June 2017, there were 1,038 orders for Airbus (41%) and 1,514 for Boeing (59%).<ref>{{cite news |url= https://www.flightglobal.com/asset/17061 |title= wide boys |date= June 2017 |work= Flight Global}}</ref>
{| class="wikitable sortable"
|+  Capacity
! Market
! colspan=2| North Atlantic<ref>{{cite web |url= https://centreforaviation.com/analysis/747-400-fleet-profile-air-france-cathay-pacific-and-saudia-retire-passenger-747-fleets-in-2016-261285 |title= 747-400 fleet profile: Air France, Cathay Pacific and Saudia retire passenger 747 fleets in 2016 |publisher= CAPA - Centre for Aviation |date= 18 January 2016}}</ref>
! colspan=2| Trans-pacific<ref>{{cite web |url= http://centreforaviation.com/analysis/singapore-airlines-to-resume-non-stop-us-services-with-a350-900-ulr-a-strategic-imperative-248462 |title= Singapore Airlines to resume non-stop US services with A350-900ULR: a strategic imperative |publisher= CAPA - Centre for Aviation |date= 15 October 2015}}</ref>
|-
! type !! data-sort-type=number|1H2006 !! data-sort-type=number|1H2016 !! data-sort-type=number|2005 !! data-sort-type=number|2015
|-
| A310/DC-10/MD-11 || 3% || 1% || 3% || –
|-
| A320/737 || 1% || 1%  || – || –
|-
| A330 || 16% || 26% || 3% || 10%
|-
| A340 || 10% || 6% || 11% || 1%
|-
| A380 || – || 3% || – || 4%
|-
| 747 || 15% || 9% || 49% || 10%
|-
| 757 || 6% || 9%  || – || –
|-
| 767 || 28% || 19% || 7% || 7%
|-
| 777 || 21% || 20% || 27% || 55%
|-
| 787 || – || 6% || – || 13%
|}
===Cargo capacity and range comparison===
{| class="wikitable sortable"
|-
! Type !! length !! span !! data-sort-type="number"|MTOW !! data-sort-type="number"|capacity !! range !! list price (USD)
|-
| [[Airbus A320 family|A320P2F]]<ref name="A320P2F">{{cite web |url= http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/efw-st-aerospace-and-airbus-to-launch-a320a321p2f-freighter-conversion-programme/ |title= EFW, ST Aerospace and Airbus to launch A320/A321P2F freighter conversion programme |publisher= Airbus |date= 17 June 2015 |access-date= 16 May 2017}}</ref>
| 37.6 m || rowspan=3 | 35.8 m || 78.0 t || 21.0 t || {{convert|2100|nmi|km|abbr=on}} || converted
|-
| [[Boeing 737 Next Generation|737-800BCF]]<ref name="BoeingFreight" />
| 39.5 m || 79.0 t || 22.7 t || {{convert|2000|nmi|km|abbr=on}} || converted
|-
| [[Airbus A320 family|A321P2F]]<ref name="A320P2F" />
| 44.5 m || 93.5 t || 27.0 t || {{convert|1900|nmi|km|abbr=on}} || converted
|-
| [[Boeing 767|767-300F]]<ref name="BoeingFreight">{{cite web |title= Freighters |url= http://www.boeing.com/commercial/freighters/ |publisher= Boeing |access-date= 13 May 2017}}</ref>
| rowspan=2 | 54.9 m || 47.6 m || rowspan=2 | 186.9 t || 52.5 t || {{convert|3260|nmi|km|abbr=on}} || $203.7M
|-
| [[Boeing 767|767-300BCF]]<ref name="BoeingFreight" />
| 50.9 m || 51.7 t || {{convert|3300|nmi|km|abbr=on}} || converted
|-
| [[Airbus A330|A330-200P2F]]<ref name="A330P2F">{{cite web |url= http://www.airbus.com/aircraftfamilies/freighter/a330p2f/ |title=A330P2F Passenger to Freighter |publisher= Airbus |access-date= 16 May 2017}}</ref>
| rowspan=2 | 58.8 m || rowspan=3 | 60.3 m || rowspan=3 | 233.0 t || 59.0 t || rowspan=2 | {{convert|4000|nmi|km|abbr=on}} || converted
|-
| [[Airbus A330|A330-200F]]<ref name=AFF />
| 70.0 t || $237.0M
|-
| [[Airbus A330|A330-300P2F]]<ref name="A330P2F" />
| rowspan=2 | 63.7 m ||  61.0 t || {{convert|3600|nmi|km|abbr=on}} || converted
|-
| [[Boeing 777|777F]]<ref name="BoeingFreight" />
| 64.8 m || 347.8 t || 102.0 t || {{convert|4970|nmi|km|abbr=on}} || $325.7M
|-
| [[Airbus A350|A350F]]<ref name=A350F-Facts-and-Figures>{{cite web |url= https://www.airbus.com/sites/g/files/jlcbta136/files/2022-03/Airbus-A350F-Facts-and-Figures-March-2022_0.pdf |publisher= [[Airbus]] |location= [[Toulouse]] |title= A350F Facts and Figures |date= March 2022 |access-date= 2 February 2023 |archive-date= 26 March 2023 |archive-url= https://web.archive.org/web/20230326032805/https://www.airbus.com/sites/g/files/jlcbta136/files/2022-03/Airbus-A350F-Facts-and-Figures-March-2022_0.pdf |url-status= live }}</ref>
| 73.79 m || 64.75 m || 319.0 t || 111.0 t || {{convert|5750|nmi|km|abbr=on}} || $???.?M
|-
| [[Boeing 747-8|747-8F]]<ref name="BoeingFreight" />
| 76.3 m || 68.4 m || 447.7 t || 137.7 t || {{convert|4120|nmi|km|abbr=on}} || $387.5M
|}
As Airbus builds only one new freighter, the [[A330-200F]], selling poorly with 42 orders including 38 already delivered, Boeing is almost in a monopoly and can keep producing the [[Boeing 767|767F]] and [[Boeing 777|777F]] while the 767 and older 777 passenger variants are not selling anymore.<ref>{{cite news |url= https://aviationweek.com/commercial-aviation/airbus-faces-dominant-boeing-freighter-market#comment-1109584 |title= Airbus Faces Dominant Boeing In Freighter Market |date= 24 September 2019 |work= [[Aviation Week & Space Technology]]}}</ref>
=== Small single aisles ===
{{See also|Airbus A220#A220 rebranding}}
In October 2017, Airbus took a 50.01% stake in the [[Bombardier CSeries]] programme.<ref name=16oct2017jointPR>{{cite press release |title=Airbus and Bombardier Announce C Series Partnership |date=16 October 2017 |url=http://www.airbus.com/newsroom/press-releases/en/2017/10/airbus-bombardier-cseries-agreement.html |website=Airbus}}</ref>
In December 2017, Boeing confirmed that it was holding discussions with [[Embraer]] for its airliner business.<ref>{{cite press release |date= 21 December 2017 |title= Boeing and Embraer Confirm Discussions on Potential Combination |url=http://boeing.mediaroom.com/2017-12-21-Boeing-and-Embraer-Confirm-Discussions-on-Potential-Combination |website=Boeing}}</ref>
Airbus took control of the CSeries on 1 July 2018 and renamed it [[Airbus A220]].<ref>{{Cite press release |url=https://www.airbus.com/newsroom/press-releases/en/2018/07/airbus-introduces-the-a220-100-and-a220-300.html |title=Airbus introduces the A220-100 and A220-300 |date= 10 July 2018 |website=Airbus}}</ref>
On 5 July 2018, a [[Boeing-Embraer joint venture]] was announced for Embraer's [[airliner]]s, valued at $4.75&nbsp;billion, for which Boeing was to invest $3.8&nbsp;billion for an 80% holding.<ref name=5jul2018PR>{{cite press release |title= Boeing and Embraer to Establish Strategic Aerospace Partnership to Accelerate Global Aerospace Growth |date=5 July 2018 |url=http://boeing.mediaroom.com/2018-07-05-Boeing-and-Embraer-to-Establish-Strategic-Aerospace-Partnership-to-Accelerate-Global-Aerospace-Growth |website=Boeing}}</ref>
The [[Embraer E-Jet E2 family]] competes with the Airbus A220.
However, the deal was terminated by Boeing on 24 April 2020.<ref>{{cite press release|url=https://boeing.mediaroom.com/2020-04-25-Boeing-Terminates-Agreement-to-Establish-Joint-Ventures-with-Embraer|title=Boeing Terminates Agreement to Establish Joint Ventures with Embraer|date=25 April 2020 |publisher= Boeing}}</ref>
===Single aisles: A320 vs 737===
[[File:United Airlines Airbus A320 and Boeing 737-800 on final approach at San Francisco.jpg|thumb|[[United Airlines]] Airbus A320 (foreground) and Boeing 737-900 (background) on final approach]]
[[File:737 vs a320 family deliveries per model 1967-2018.png|thumb|737 vs A320 family deliveries per model 1967–2018]]
<!--1. Section: Introduction-->Airbus sold well the [[A320 family]] aircraft to low-cost startups and offering a choice of engines could make them more attractive to airlines and lessors than the single-sourced [[Boeing 737 family]], but CFM engines are extremely reliable.<!--<ref name=MRO29aug2018>--> While the [[Boeing 737 Next Generation|737NG]] series outsold the [[A320 family|A320ceo family]] since its introduction in 1988, in 2001,<ref name=interaviaFeb2003>{{cite news |author= Cochennec, Yonn |title= What goes up |url= http://findarticles.com/p/articles/mi_hb3126/is_669_58/ai_n28992671/pg_2/?tag=content;col1 |archive-url= https://archive.today/20120708132832/http://findarticles.com/p/articles/mi_hb3126/is_669_58/ai_n28992671/pg_2/?tag=content;col1 |archive-date= 8 July 2012 |work= Interavia Business & Technology |date= February 2003}}</ref> and in 2007,<ref>{{cite news |author= Kingsley-Jones, Max |url= http://www.flightglobal.com/news/articles/boeing-airbus-2007-orders-race-closes-with-diplomatic-220884 |title= Boeing-Airbus 2007 orders race closes with 'diplomatic' finish |work= Flight Global |date= 22 January 2008}}</ref> the last became the best-selling jet airliner in 2002,<ref name=interaviaFeb2003/> and in 2005–2006.<ref>{{cite press release|title=Airbus A320 Family passes the 5,000th order mark|url=https://www.airbus.com/newsroom/press-releases/en/2007/01/airbus-a320-family-passes-the-5-000th-order-mark.html|publisher=Airbus|date=25 January 2007}}</ref>
<!--2. Section: Aircraft orders-->In January 2016, the 737NG series was still lagging around 900 orders with 7,033 against 7,940 of the A320ceo family. For the new re-engined variants, The [[737 MAX]] series had 3,072 orders since its introduction in August 2011 and the [[A320neo family]] got 3,355 in the same time frame or in total 4,471 since its launch in December 2010. The six-month head-start of the A320neo allowed Airbus to rack up 1,000 orders.<ref>{{cite web |url= http://airwaysnews.com/blog/2016/01/26/a320neo-vs-737-max-pt-i/ |title= ANALYSIS: A320neo vs. 737 MAX: Airbus is Leading (Slightly) – Part I |date= 27 January 2016 |work= [[Airways News]] |access-date= 28 January 2016 |archive-url= https://web.archive.org/web/20160129053434/http://airwaysnews.com/blog/2016/01/26/a320neo-vs-737-max-pt-i/ |archive-date= 29 January 2016 |df= mdy-all }}</ref> Through August 2016, [[Airbus]] had a 59.4% market share of the re-engined single aisle market, while Boeing had 40.6%; Boeing had doubts on over-ordered A320neos by new operators and expected to narrow the gap with potential orders from established airlines.<ref>{{cite news |url= https://leehamnews.com/2016/09/22/boeing-positioned-narrow-market-share-gap/ |title= Boeing positioned to narrow market share gap |date= 22 September 2016 |work= Leeham Co.}}</ref> In July 2017, however, Airbus still had sold 1,350 more A320neos than Boeing had sold 737 MAXs.<ref>{{cite web |url= https://airinsight.com/big-duopoly-race/ |title= The Big Duopoly Race |date= 10 July 2017 |work= Airinsight |author= Addison Schonland}}</ref> In August 2018, the A321 had outsold the 737-900 three to one, as the A321neo was again dominating the 737-9 MAX, to be joined by the 737-10 MAX.<ref name=MRO29aug2018>{{cite news |url= http://aviationweek.com/asset-utilization/how-a320-overtook-737-and-mro-implications |title= How The A320 Overtook The 737, And MRO Implications |date= 29 August 2018 |author= Alex Derber |work= Aviation Week Network}}</ref> In October 2019, ultimately, the A320 family surpassed the Boeing 737 to become the highest-selling airliner with a total order of 15,193 and respectively 15,136 aircraft at the end of the month.
[[File:Airbus A320-271N - N549VL - Volaris El Salvador & Boeing 737-8 MAX - N801AK - Alaska Airlines - La Aurora International Airport, Guatemala City.jpg|thumb|A [[Volaris]] [[Airbus A320neo family|A320neo]] taxiing with an [[Alaska Airlines|Alaska]] [[Boeing 737 MAX|737 MAX]] in the background. The two series are latest developments succeeding the existing competition of [[Airbus A320 family|A320 family]] versus the [[737 Next Gen|737 Next Generation]].]]
By July 2021, Airbus (including the A220) had a 65% share of the single-aisle backlog compared to Boeing's 35% share.<ref name=Leeham14jul2021>{{cite news |url= https://leehamnews.com/2021/07/14/hotr-boeings-backlog-market-share-vs-airbus-falls-below-40/ |title= Boeing's backlog market share vs Airbus falls below 40% |work= Leeham News |date= July 14, 2021}}</ref>
<!--3. Section: Aircraft deliveries/production-->In terms of deliveries, as of October 2019, Boeing had shipped 10,563 aircraft of the 737 series since the first delivery to [[Lufthansa]] in late 1967, with a further 4,573 on firm order. Airbus had shipped 9,086 A320 family aircraft since the first delivery to [[Air France]] in early 1988, with another 6,107 on firm order<ref name="Airbus_Orders_2">{{cite web|url=http://www.airbus.com/no_cache/company/market/orders-deliveries|title=Orders & deliveries viewer|publisher=[[Airbus]]|access-date=11 January 2019|archive-url=https://web.archive.org/web/20121230235718/http://www.airbus.com/no_cache/company/market/orders-deliveries/|archive-date=30 December 2012}}</ref> and for comparison, Boeing delivered 9,037 aircraft within the same time frame.<ref name="Historic Boeing 1988-2018">{{cite web |title=Boeing Orders & Deliveries |url=http://www.boeing.com/commercial/ |publisher=Boeing Press Calculations |access-date=13 January 2019 |archive-url=https://web.archive.org/web/19991002201937/http://www.boeing.com/commercial/#/orders-deliveries |archive-date=2 October 1999 |url-status=bot: unknown }}</ref><ref name="Boeing_O-D">{{cite web |url=http://www.boeing.com/commercial/#/orders-deliveries|title= Orders and Deliveries search page |publisher=Boeing |date=31 December 2019 |access-date=14 January 2019}}</ref> To date, with its 21 years ahead of introduction, the 737 series aircraft had been delivered nearly 1,500 more than the A320 family and within the same time frame, the last had 49, slightly more deliveries than its competitor. To increase delivery, Boeing ramped up 737 monthly production from 47 in 2017 to 57 in 2019, whilst Airbus from 46 to 60 and both consider accelerating further despite supplier strain.<ref>{{cite news |url= http://aviationweek.com/commercial-aviation/airbus-and-boeing-consider-higher-narrowbody-production |title= Airbus And Boeing Consider Higher Narrowbody Production |date= 9 February 2018 |author= Jens Flottau |magazine= Aviation Week & Space Technology}}</ref>
<!--4. Section: Aircraft in Service-->By September 2018, there were 7,251 A320ceo family aircraft in service versus 6,757 737NGs, while at the year end there were overall 7,506 A320 family versus 7,310 Boeing 737.<!--<ref name=MRO29aug2018>-->
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{{GraphChart|width=600|height=200|yGrid=
|type=line
|xAxisTitle=Year
|x=1988,1989,1990,1991,1992,1993,1994,1995,1996,1997,1998,1999,2000,2001,2002,2003,2004,2005,2006,2007,2008,2009,2010,2011,2012,2013,2014,2015,2016,2017,2018,2019,2020,2021,2022,2023
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* {{legend|green|[[Airbus A320 family#Orders and deliveries|Airbus A320 family deliveries]]<ref name="Airbus_Hist_OD">{{cite web |url=http://www.airbus.com/fileadmin/media_gallery/files/reports_results_reviews/Summary_Historial_Orders_Deliveries_1974-2009.xls |archive-url=https://web.archive.org/web/20101223185526/http://www.airbus.com/fileadmin/media_gallery/files/reports_results_reviews/Summary_Historial_Orders_Deliveries_1974-2009.xls |archive-date=December 23, 2010 |title =  Historical Orders and Deliveries 1974–2009 |website=[[Airbus|Airbus S.A.S.]] |date=January 2010 |format=Microsoft Excel |access-date=10 December 2012|url-status=live}}</ref><ref name="Airbus_O_D">{{Cite web |url=https://www.airbus.com/aircraft/market/orders-deliveries.html |title=Airbus O&D |website=[[Airbus|Airbus S.A.S.]] |date=31 December 2020 |access-date= 8 January 2021}}</ref>}}
* {{legend|blue|[[Boeing 737#Orders and deliveries|Boeing 737 series deliveries]]<ref name="Boeing_Hist_Deliveries">{{cite web |url=http://active.boeing.com/commercial/orders/displaystandardreport.cfm?&optReportType=HistAnnDel |title= Historical Deliveries |publisher=[[Boeing]] |date= December 2015 |access-date=February 5, 2016|archive-url=https://web.archive.org/web/20200226093221/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?&optReportType=HistAnnDel|archive-date=February 26, 2020}}</ref><ref>{{Cite web |url=http://www.boeing.com/company/about-bca/#/market |title=Boeing: About Boeing Commercial Airplanes |publisher=[[Boeing]] |date=31 December 2020 |access-date= 13 January 2021}}</ref>}}
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<noinclude>
=== Twin aisles ===
[[File:Do-see-do Turkish Airlines Boeing 787 -8 TC-LLM Singapore Airlines Airbus A350 9V-SGD DSC 0086.jpg|thumb|The 787 Dreamliner and A350 XWB are both the latest cleansheet designs coming from the two manufacturers. Despite their virtual flagship statuses, the two series do not directly compete in the same size and range segments.]]
In November 2017, for its chief [[Willie Walsh (businessman)|Willie Walsh]], [[International Airlines Group]] budget carrier [[Level (airline)|Level]] benefits more from its two [[A330-200]] lower [[cost of ownership]] than its 6t higher [[fuel economy in aircraft|fuel burn]] ($3,500) on a Barcelona-Los Angeles flight: it will introduce three more as there aren't enough [[B787]] pilots.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/iag-lauds-ownership-cost-benefit-of-level-a330s-442905/ |title= IAG lauds ownership-cost benefit of Level A330s |date= 6 November 2017 |author= David Kaminski Morrow |work= Flightglobal }}</ref>
In early 2018, of the 2,673 twin-aisle orders excluding the Airbus A330CEO and quad engine planes (the A380 and B747-8), Boeing had 1,603 (60%) and Airbus 1,070 (40%).<ref>{{cite news |url= https://www.flightglobal.com/news/articles/data-snapshot-airbus-and-boeing-are-head-to-head-in-445593/ |title= Airbus and Boeing are head-to-head in the widebody sector |date= 6 February 2018 |work= Flightglobal}}</ref>
By July 2021, Boeing had a 52% share of the widebody backlog compared to 48% for Airbus.<ref name=Leeham14jul2021/>
The ultra-long-range variants of new types enable new routes between far away city pairs: the 9,700 nmi [[Airbus A350 XWB#A350-900ULR|Airbus A350-900 ULR]] entered service in 2018 and the {{cvt|8700|to|9100|nmi|km}} [[Boeing 777-8]] is expected in 2022.<!--<ref name=AvWeek17May2018>-->
[[Singapore Airlines]] planned to reintroduce the world's [[longest flight]] between Singapore and New York {{cvt|8285|nmi|km}} in 2018 with an A350-900 ULR, [[Qantas]] hopes to fly from Sydney to New York, which is {{cvt|8650|nmi|km}}, or Sydney to London, which is {{cvt|9200|nmi|km}}, within four years for the [[Kangaroo route|Project Sunrise]], and [[Air New Zealand]] wish to operate to the US East Coast, where Auckland and New York are {{cvt|7670|nmi|km}} apart.<ref name=AvWeek17May2018>{{cite news |url= http://aviationweek.com/commercial-aviation/airbus-boeing-size-asia-pacific-carrier-opportunities |title= Airbus, Boeing Size Asia-Pacific Carrier Opportunities |date= 17 May 2018 |author= Adrian Schofield |work= Aviation Week & Space Technology}}</ref>
The Singapore-New York A350-900ULR will have a low density premium-focused configuration with only 161 seats: 94 premium economy and 67 business.<ref>{{cite news |title=A350-900ULR: Singapore Airlines could be the sole customer |url=https://centreforaviation.com/analysis/reports/a350-900ulr-singapore-airlines-could-be-the-sole-customer-431110 |access-date=12 September 2018 |work=CAPA - Centre for Aviation |date=11 August 2018 |language=en}}</ref>
=== Jumbo twin aisles: A380 vs 747 ===
[[File:Airbus A380 versus Boeing 747 full stop.svg|200px|thumb|Cross-section comparison of the Airbus A380 (full-length double deck) and the front section of Boeing 747-400 (upper deck only in forward section)]]
During the 1990s both companies researched the feasibility of a passenger aircraft larger than the [[Boeing 747]], which was then the largest airliner in operation. Airbus subsequently launched a full-length [[double-deck aircraft]], the [[Airbus A380|A380]], a decade later while Boeing decided the project would not be commercially viable and developed the third generation 747, [[Boeing 747-8]], instead.<ref>{{Cite news|title=Boeing, partners expected to scrap Super-Jet study|work=[[Los Angeles Times]] |date=10 July 1995|url= https://www.latimes.com/archives/la-xpm-1995-07-10-fi-22333-story.html|access-date=30 December 2011}}</ref> The Airbus A380 and the Boeing 747-8 are therefore in direct competition on long-haul routes.
Rival performance claims by Airbus and Boeing appear to be contradictory, their methodologies unclear, and neither is validated by a third-party source.{{citation needed|date=August 2014}} Boeing claims the 747-8I to be over 10% lighter per seat and have 11% less fuel consumption per passenger, with a trip-cost reduction of 21% and a seat-mile cost reduction of more than 6%, compared to the A380. The 747-8F's empty weight is expected to be 80 tonnes (88 tons) lower, with 24% less fuel burnt per mass and 21% lower trip costs and 23% lower ton-mile costs than the A380F.<ref>{{cite web|url=http://www.boeing.com/commercial/747family/747-8_background.html |title=Boeing 747-8 Family background |publisher=Boeing |date=14 November 2005 |access-date=21 May 2011}}</ref> On the other hand, Airbus claims the A380 to have 8% less fuel consumption per passenger than the 747-8I and in 2007 Singapore Airlines CEO Chew Choong Seng stated the A380 was performing better than both the airline and Airbus had anticipated, burning 20% less fuel per passenger than the airline's [[Boeing 747-400|747-400]] fleet.<ref name="SIA's Chew: A380 pleases">{{Cite news |title=SIA's Chew: A380 pleases, Virgin Atlantic disappoints |work=ATW Online |date=13 December 2007 |url=http://www.atwonline.com/news/story.html?storyID=11132 |access-date=13 December 2007 |archive-url=https://web.archive.org/web/20071215175343/http://www.atwonline.com/news/story.html?storyID=11132 |archive-date=15 December 2007 }}</ref> Emirates' [[Tim Clark (airline executive)|Tim Clark]] also claims that the A380 is more fuel economic at Mach 0.86 than at 0.83.<ref>{{cite web|last=Flottau|first=Jens|title=Emirates A350-1000 Order 'In Limbo'|url=http://www.aviationweek.com/Article.aspx?id=/article-xml/awx_11_21_2012_p0-519980.xml|work=[[Aviation Week]]|access-date=22 November 2012|date=21 November 2012|quote=Clark points out that 'the faster you fly [the A380], the more fuel-efficient she gets; when you fly at [Mach] 0.86 she is better than at 0.83.'|archive-date=2 March 2013|archive-url=https://web.archive.org/web/20130302200958/http://www.aviationweek.com/Article.aspx?id=/article-xml/awx_11_21_2012_p0-519980.xml|url-status=dead}}</ref> An independent analysis shows a fuel consumption per seat of 3.27 L/100&nbsp;km for the A380 and 3.35 L/100&nbsp;km for the B747-8I; a hypothetical [[re-engine]]d A380neo would have achieved 2.82 to 2.65 L/100&nbsp;km per seat depending on the options taken.<ref>{{cite web|url=http://leehamnews.com/2014/02/03/updating-the-a380-the-prospect-of-a-neo-version-and-whats-involved/ |title=Updating the A380: the prospect of a neo version and what's involved |date= 3 February 2014 |work= Leeham News}}</ref>
Airbus emphasises the longer range of the A380 while using up to 17% shorter runways.<ref>{{cite web |url=http://www.airbus.com/presscentre/presskits/?eID=dam_frontend_push&docID=20260 |title=A380 family presskit |date=1 January 2012 |access-date=8 February 2012 |archive-url=https://web.archive.org/web/20120604024857/http://www.airbus.com/presscentre/presskits/?eID=dam_frontend_push&docID=20260 |archive-date=4 June 2012 }}</ref> The A380-800 has {{convert|478|m2|sqft}} of cabin floor space, 49% more than the 747-8, while commentators noted the "downright eerie" lack of engine noise, with the A380 being 50% quieter than a 747-400 on takeoff.<ref>{{cite magazine |url=http://www.time.com/time/business/article/0,8599,1942120,00.html#ixzz108QAXPDm |first=Bill |last=Saporito |title=Can the A380 Bring the Party Back to the Skies? |magazine=[[Time (magazine)|Time]] |date=23 November 2009 |access-date=21 September 2010 |archive-url=https://web.archive.org/web/20100919053627/http://www.time.com/time/business/article/0%2C8599%2C1942120%2C00.html#ixzz108QAXPDm |archive-date=19 September 2010 }}</ref> Airbus delivered the 100th A380 on 14 March 2013.<ref>[http://www.airbus.com/newsevents/news-events-single/detail/the-a380-global-fleet-spreads-its-wings-as-deliveries-hit-the-century-mark/ "The A380 global fleet spreads its wings as deliveries hit the 'century mark'"] {{webarchive|url=https://web.archive.org/web/20160303172216/http://www.airbus.com/newsevents/news-events-single/detail/the-a380-global-fleet-spreads-its-wings-as-deliveries-hit-the-century-mark/ |date=3 March 2016 }}. Airbus, 14 March 2013.</ref> From 2012, Airbus was to offer, as an option, a variant with improved maximum take-off weight allowing for better payload/range performance. The precise increase in maximum take-off weight is still unknown. British Airways and Emirates were to be the first customers to take this offer.<ref>{{cite web|url=http://www.flightglobal.com/articles/2009/05/14/326544/british-airways-and-emirates-will-be-first-for-new-longer-range.html |title=British Airways and Emirates will be first for new longer-range A380 |publisher=[[FlightGlobal]] |access-date=21 May 2011}}</ref>
As of December 2015, Airbus had 319 [[Airbus A380#Orders and deliveries|orders]]<ref>{{cite web|title=Orders & Deliveries|url=http://www.airbus.com/presscentre/corporate-information/orders-deliveries/|publisher=Airbus|access-date=22 November 2015|archive-date=21 November 2014|archive-url=https://web.archive.org/web/20141121102102/http://www.airbus.com/presscentre/corporate-information/orders-deliveries}}</ref> for the passenger version of the A380 and was not then offering the [[Airbus A380#Variants proposed but not produced|A380-800 freighter]]. Production of the A380F was to be suspended until A380 production lines settled; no firm availability date was given.<ref name="fedex_cancel">{{Cite news|last=Quentin Wilber|first=Dell|title=Airbus bust, Boeing boost|newspaper=The Washington Post|date=8 November 2006|url=https://www.washingtonpost.com/wp-dyn/content/article/2006/11/07/AR2006110701506.html|access-date=30 December 2011}}</ref> A number of original A380F orders, notably [[FedEx]] and the [[United Parcel Service]], were cancelled following [[Airbus A380#Production and delivery delays|delays to the A380 program]] in October 2006. Some A380 launch customers converted their A380F orders to the passenger version or switched to the 747-8F or 777F aircraft.<ref name="the_times_20061003">Robertson, David (3 October 2006). [https://web.archive.org/web/20070212080138/http://business.timesonline.co.uk/tol/business/industry_sectors/engineering/article659591.ece "Airbus will lose €4.8bn because of A380 delays"]. ''[[The Times]]''.</ref><ref>Schwartz, Nelson D. (1 March 2007). [https://money.cnn.com/magazines/fortune/fortune_archive/2007/03/05/8401277/index.htm "Big plane, big problems"]. CNN.</ref>
At Farnborough in July 2016, Airbus announced that in a "prudent, proactive step", starting in 2018, it expected to deliver 12 A380 aircraft per year, down from 27 deliveries in 2015. The firm also warned production might slip back into the red on each aircraft produced at that time, though it anticipated production would remain in the black for 2016 and 2017. The firm expected that healthy demand for its other aircraft would allow it to avoid job losses from the cuts.<ref>{{cite web|url=https://www.nytimes.com/2016/07/13/business/international/airbus-cuts-delivery-goal-for-a380-jumbo-jets.html|title=Airbus to Sharply Cut Production of A380 Jumbo Jets|first=Nicola|last=Clark|date=12 July 2016|access-date=13 January 2018|website=[[The New York Times]]}}</ref><ref>{{cite web|url=https://www.wsj.com/articles/airbus-cuts-a380-production-plans-1468344670|title=Airbus Cuts A380 Production Plans|first1=Robert|last1=Wall|first2=Jon|last2=Ostrower|date=12 July 2016|access-date=13 January 2018|website=[[The Wall Street Journal]]}}</ref>
As of June 2014, Boeing had 51 [[Boeing 747-8#Operators|orders]] for the 747-8I passenger version and 69 for the 747-8F freighter.<ref>{{cite web|title=747 model summary|url=http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=747&optReportType=AllModels&cboAllModel=747&ViewReportF=View+Report|publisher=Boeing|access-date=3 August 2014|archive-date=28 September 2018|archive-url=https://web.archive.org/web/20180928195003/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=747&optReportType=AllModels&cboAllModel=747&ViewReportF=View+Report}}</ref>
In February 2019, Airbus announced the end of A380 production by 2021, after its main customer, Emirates, dropped an order for 39 of the aircraft. Airbus was to build 17 more A380s before closing the production line, taking the total number of expected deliveries of the aircraft type to 251.<ref name="cnn20190214">{{Cite web|url=https://www.cnn.com/2019/02/14/business/a380-airbus-news-emirates/index.html|title=End of the superjumbo: Airbus is giving up on the A380|author=Jethro Mullen and Charles Riley|date=14 February 2019 |publisher=CNN|access-date=14 February 2019}}</ref> At the time, 747 backlog and production rates were sufficient to sustain production until late 2022.<ref>{{cite news |url= http://aviationweek.com/commercial-aviation/current-orders-maintain-747-8-production-through-late-2022 |title= Current Orders To Maintain 747-8 Production Through Late 2022 |date= 8 February 2019 |author= Guy Norris |work= Aviation Week & Space Technology}}</ref>
As of 31 January 2020, Boeing had no outstanding unfulfilled orders for the 747-8I passenger version and 17 for the 747-8F freighter;<ref>{{cite web |title=747 Model Summary Through January 2020 |url=http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=747&optReportType=AllModels&cboAllModel=747&ViewReportF=View+Report |publisher=Boeing |access-date=25 February 2020 |archive-date=28 September 2018 |archive-url=https://web.archive.org/web/20180928195003/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?cboCurrentModel=747&optReportType=AllModels&cboAllModel=747&ViewReportF=View+Report }}</ref> Airbus had 11 A380s remaining to be delivered.<ref>{{cite web |title=Orders and deliveries |url=https://www.airbus.com/aircraft/market/orders-deliveries.html |website=Airbus |access-date=25 February 2020 |language=en}}</ref>
===EADS/Northrop Grumman KC-45A vs Boeing KC-767===
{{main|KC-X}}
The announcement in March 2008 that Boeing had lost a US$40&nbsp;billion refuelling aircraft contract to Northrop Grumman and Airbus for the [[EADS/Northrop Grumman KC-45]] with the [[United States Air Force]] drew angry protests in the [[United States Congress]].<ref>{{cite news|url=http://news.bbc.co.uk/1/hi/business/7272272.stm |title=Air tanker deal provokes US row, BBC, 1 March 2008 |work=BBC News |date=1 March 2008 |access-date=21 May 2011}}</ref> Upon review of Boeing's protest, the [[Government Accountability Office]] ruled in favour of Boeing and ordered the USAF to recompete the contract. Later, the entire call for aircraft was rescheduled, then cancelled, with a new call decided upon in March 2010 as a [[fixed-price contract]].
Boeing later won the contest against Airbus (Northrop having withdrawn) and US Aerospace/Antonov (disqualified), with a lower price, on 24 February 2011.<ref name="cancel">{{cite web |title = The USAF's KC-X Aerial Tanker RFP: Canceled |url = http://www.defenseindustrydaily.com/the-usafs-kcx-aerial-tanker-rfp-03009/ |date = 13 March 2011 |work=Defense Industry Daily|access-date=13 January 2018}}</ref> The price was so low some in the media believe Boeing would take a loss on the deal; they also speculated that the company could perhaps break even with maintenance and spare parts contracts.<ref>Leeham News and Comment: [http://leehamnews.wordpress.com/2011/07/12/how-will-boeing-profit-from-tanker-contract/ How will Boeing profit from tanker contract?] {{webarchive|url=https://web.archive.org/web/20110717180712/http://leehamnews.wordpress.com/2011/07/12/how-will-boeing-profit-from-tanker-contract/ |date=17 July 2011 }}, 12 July 2011, visited: 3 February 2012</ref> In July 2011, it was revealed that projected development costs rose $1.4bn and will exceed the $4.9bn contract cap by $300m. For the first $1bn increase (from the award price to the cap), the US government would be responsible for $600m under a 60/40 government/Boeing split. With Boeing being wholly responsible for the additional $300m ceiling breach, Boeing would be responsible for a total of $700m of the additional cost.<ref>{{citation|title=Boeing tanker strategy shifts $600 million to taxpayer|url=http://military.einnews.com/article.php?oid=vp8J3klRS5XoPw|archive-url=https://web.archive.org/web/20111006132024/http://military.einnews.com/article.php?oid=vp8J3klRS5XoPw|archive-date=6 October 2011|date=11 July 2011|author=Jim Wolf|publisher=Reuters}}</ref><ref>{{cite web|url=http://blog.al.com/live/2011/07/mccain_blasts_boeing_overruns.html|title=John McCain blasts Boeing overruns on Air Force tanker contract|website=Blog.al.com|date=15 July 2011 |access-date=14 January 2018}}</ref><ref>Defensenews.com: [https://archive.today/20120905143845/http://www.defensenews.com/story.php?i=7214822&c=AME&s=AIR Boeing Lowers KC-46 Cost Estimate], 27 July 2011, visited: 3 February 2012</ref>{{Clarify|date=July 2011}}
==Modes of competition==
===Outsourcing===
Because many of the world's airlines are wholly or partially government-owned, aircraft procurement decisions are often taken according to political criteria in addition to commercial ones. Boeing and Airbus seek to exploit this by subcontracting the production of aircraft components or assemblies to manufacturers in countries of strategic importance in order to gain a competitive advantage overall.
For example, Boeing has maintained longstanding relationships since 1974 with Japanese suppliers including [[Mitsubishi Heavy Industries]] and [[Kawasaki Heavy Industries]] by which these companies have had increasing involvement on successive Boeing jet programs, a process which has helped Boeing achieve almost total dominance of the Japanese market for commercial jets. Outsourcing was extended on the 787 to the extent that Boeing's own involvement was reduced to little more than project management, design, assembly, and test operation, outsourcing most of the actual manufacturing all around the world. Boeing has since stated that it "outsourced too much" and that future airplane projects will depend far more on its own engineering and production personnel.<ref>{{cite news | title = Albaugh: Boeing's 'first preference' is to build planes in Puget Sound region | work = [[The Seattle Times]]| date = 1 March 2010 | url = http://seattletimes.nwsource.com/html/businesstechnology/2011228282_albaugh02.html | access-date = 16 June 2010 | first=Dominic | last=Gates |author-link=Dominic Gates}}</ref>
Partly because of its origins as a consortium of European companies, Airbus has had fewer opportunities to outsource significant parts of its production beyond its own European plants. However, in 2009 Airbus opened an assembly plant in [[Tianjin]], [[China]] for production of its A320 series airliners,<ref>{{cite news | title = Airbus' China gamble | work = [[Flight International]] | date = 28 October 2008 | url = http://www.flightglobal.com/articles/2008/10/28/317890/airbus-china-gamble.html | access-date = 15 November 2008 }}</ref> and opened a [[Airbus Mobile|similar assembly plant]] in [[Alabama]], [[United States]], in 2015.<ref name="Airbus Mobile opens">{{cite web |title=Airbus officially opens U.S. Manufacturing Facility |url=https://www.airbus.com/newsroom/press-releases/en/2015/09/airbus-officially-opens-u-s-manufacturing-facility.html |website=Airbus |access-date=19 July 2020 |date=14 September 2015 |quote=Airbus inaugurated operations at its first ever U.S. Manufacturing Facility. The plant – which assembles the industry-leading family of A319s, A320s and A321s}}</ref>
===Technology===
Airbus sought to compete with the well-established Boeing in the 1970s through its introduction of advanced technology. For example, the [[Airbus A300|A300]] made the most extensive use of [[composite material]]s yet seen in an aircraft of that era, and by automating the [[flight engineer|flight engineer's]] functions, was the first [[widebody]] jet to have a two-person flight crew. In the 1980s Airbus was the first to introduce digital [[fly-by-wire]] controls into an airliner (the [[Airbus A320 family|A320]]).
With Airbus now an established competitor to Boeing, both companies use advanced technology to seek performance advantages in their products. Many of these improvements are about weight reduction and [[fuel efficiency]]. For example, the Boeing 787 Dreamliner is the first large airliner to use 50% composites for its construction. The [[Airbus A350 XWB]] features 53% composites.<ref>{{cite web|title=Qatar Airways A350 XWB factsheet|url=http://www.airbus.com/presscentre/presskits/?eID=maglisting_push&tx_maglisting_pi1%5BdocID%5D=42440|website=Airbus.com|access-date=28 September 2016|archive-url=https://web.archive.org/web/20150905115116/http://www.airbus.com/presscentre/presskits/?eID=maglisting_push&tx_maglisting_pi1%5BdocID%5D=42440|archive-date=5 September 2015}}</ref>
===Engine choices===
The competitive strength in the market of any airliner is considerably influenced by the choice of engine available. In general, airlines prefer to have a choice of at least two engines from the major manufacturers [[GE_Aerospace|General Electric]], [[Rolls-Royce_Holdings|Rolls-Royce]] and [[Pratt & Whitney]]. However, engine manufacturers prefer to be a single source and often succeed in striking commercial deals with Boeing and Airbus to achieve this.
In 2008, the competition was developing between two sides as Airbus selected the [[Rolls-Royce Trent XWB]] alone for the [[Airbus A350]], while GE avoided a $1&nbsp;billion development competing with its [[Boeing 777#Second generation models|Boeing 777HGW]] exclusive [[GE90]].<ref>{{cite news |title=Engines the thrust of the Boeing-Airbus battle |newspaper=[[The Australian]] |date=4 April 2008 |url=http://www.theaustralian.news.com.au/story/0,25197,23479281-23349,00.html |archive-url=https://web.archive.org/web/20080408052900/http://www.theaustralian.news.com.au/story/0,25197,23479281-23349,00.html |archive-date=8 April 2008 |first=Geoffrey |last=Thomas}}</ref>
In 2013, Boeing rejected a Rolls-Royce engine for the [[777X]] to favor General Electric's [[GE9X]].<ref>{{cite magazine |url=http://aviationweek.com/awin/ge-rolls-out-boeing-seeks-777x-approval |title=GE In, Rolls Out As Boeing Seeks 777X Approval |date=18 March 2013 |author=Guy Norris |magazine=Aviation Week & Space Technology}}</ref>
In 2014, Rolls-Royce secured its exclusivity to power the [[A330neo]] with the [[Trent 7000]].<ref>{{cite news |url= http://www.flightglobal.com/news/articles/analysis-rolls-and-airbus-how-the-latecomer-excelled-401791/ |title= Rolls and Airbus – how the latecomer excelled |work= Flightglobal |date= 21 July 2014 |author= Max Kingsley Jones}}</ref>
Other aircraft providing a single engine offering include the [[Boeing 737 MAX]] ([[CFM LEAP]]) or the [[Airbus A220]] ([[Pratt & Whitney PW1000G|P&W GTF]]); while those with multiple sources include the [[Boeing 787]] ([[GEnx]]/[[Trent 1000]]) or the [[Airbus A320neo]] (P&W GTF/CFM LEAP).
===Currency and exchange rates===
Boeing's production costs are mostly in [[United States dollar]]s, whereas Airbus's production costs are mostly in [[euro]]. When the dollar appreciates against the euro the cost of producing a Boeing aircraft rises relatively to the cost of producing an Airbus aircraft, and conversely when the dollar falls relative to the euro it is an advantage for Boeing. There are also possible currency risks and benefits involved in the way aircraft are sold. Boeing typically prices its aircraft only in dollars, while Airbus, although pricing most aircraft sales in dollars, has been known to be more flexible and has priced some aircraft sales in Asia and the Middle East in multiple currencies. Depending on currency fluctuations between the acceptance of the order and the delivery of the aircraft this can result in an extra profit or extra expense—or, if Airbus has purchased insurance against such fluctuations, an additional cost regardless.<ref>{{cite journal|url=https://www.wsj.com/articles/SB10001424052748704317704574503291415066898|title=Strong Euro Weighs on Airbus, Suppliers|journal=[[The Wall Street Journal]]|date= 30 October 2009|page=B3}}</ref>
===Safety and quality===
Most aircraft dominating the companies' current sales, the [[Boeing 737 Next Generation|Boeing 737-NG]] and [[Airbus A320 family|Airbus A320]] families and both companies' [[Wide-body aircraft|wide-body]] offerings, have good safety records. Older model aircraft such as the [[Boeing 707]], [[Boeing 727]], [[Boeing 737]]-100/-200, [[Boeing 747]]-100/SP/200/300, [[Airbus A300]], and [[Airbus A310]], which were first flown during the 1960s, 1970s, and 1980s, have had higher rates of fatal accidents. Both companies tend to avoid safety comparisons when selling their aircraft to airlines or comparisons on product quality.<ref>{{cite web|url=http://www.boeing.com/news/techissues/pdf/statsum.pdf |title= Statistical Summary of Commercial Jet Airplane Accidents - Worldwide Operations - 1959–2015 |publisher= Boeing |date= July 2016}}</ref> According to Airbus's [[John Leahy (executive)|John Leahy]] in 2013, the [[Boeing 787 Dreamliner battery problems]] would not cause customers to switch airplane suppliers.<ref>{{cite web|last=Robert Wall & Andrea Rothman|title=Airbus Says A350 Design Is 'Lower Risk' Than Troubled 787|url=https://www.bloomberg.com/news/articles/2013-01-17/airbus-says-a350-design-lower-risk-than-troubled-boeing-787|publisher=[[Bloomberg L.P.|Bloomberg]]|access-date=17 January 2013|date=17 January 2013|quote='I don't believe that anyone's going to switch from one airplane type to another because there's a maintenance issue,' Leahy said. 'Boeing will get this sorted out.'}}</ref> The [[Boeing 737 MAX groundings|grounding of the Boeing 737 MAX]] following two high-profile crashes is also unlikely to significantly benefit Airbus at least short-term, as both the 737 MAX and A320neo production lines have backlogs of several years and changing manufacturers requires significant crew training.<ref>{{cite news|title=Airbus cannot build fast enough to replace Boeing's 737 Max|first1=Sylvia|last1=Pfeiffer|first2=Josh|last2=Spero|url=https://www.ft.com/content/a495bc06-49a6-11e9-bbc9-6917dce3dc62|date=18 March 2019|access-date=15 April 2019|newspaper=[[Financial Times]]}}</ref><ref>{{cite news|title=Ugly As The 737 MAX Situation Is, Boeing Is Insulated By Airlines' Fear Of Missing Out|first=Richard|last=Aboulafia|url=https://www.forbes.com/sites/richardaboulafia/2019/03/18/boeing-737-max-airbus/|work=Forbes|date=18 March 2019|access-date=15 April 2019}}</ref>
=== Aircraft prices ===
Airbus and Boeing publish list prices for their aircraft but the actual prices charged to [[airlines]] vary; they can be difficult to determine and tend to be much lower than the list prices. Both manufacturers are engaged in a [[price competition]] to defend their [[market share]].<ref>{{cite web |author= Tim Hepher |date= 9 July 2012 |title= How plane giants descended into global 'price war' |work=[[Reuters]] |url= https://www.reuters.com/article/uk-airshow-airbus-boeing-idINLNE86800N20120709 |access-date= 30 June 2017 |archive-date= 24 September 2015 |archive-url= https://web.archive.org/web/20150924165325/http://www.reuters.com/article/2012/07/09/uk-airshow-airbus-boeing-idINLNE86800N20120709 |url-status= live }}</ref>
The actual transaction prices may be as much as 63% less than the list prices, as reported in 2012 in ''[[The Wall Street Journal]]'', giving some examples from the ''[[Flight International]]'' subsidiary Ascend:<ref>{{cite web |title= The Secret Price of a Jet Airliner |author= Daniel Michaels |date= 9 July 2012 |work=[[The Wall Street Journal]] |url= https://www.wsj.com/articles/SB10001424052702303649504577494862829051078}}</ref>
{| class="wikitable sortable" style="text-align:right;"
|-
! Model !! List price 2012, US$M !! Market price !! % Discount
|-
| style="text-align:left;" | [[Boeing 737]]-800  || 84 || 41 || 51%
|-
| style="text-align:left;" | [[Boeing 737]]-900ER || 90 || 45 || 50%
|-
| style="text-align:left;" | [[Boeing 777]]-300ER || 298 || 149 || 50%
|-
| style="text-align:left;" | [[Airbus A319]] || 81 || 30 || 63%
|-
| style="text-align:left;" | [[Airbus A320]] || 88 || 40 || 55%
|-
| style="text-align:left;" | [[Airbus A330]]-200 || 209 || 84 || 60%
|}
In May 2013, ''[[Forbes]]'' magazine reported that the [[Boeing 787]] offered at $225&nbsp;million was selling at an average of $116m, a 48% discount.<ref>{{cite web |url= https://www.forbes.com/sites/afontevecchia/2013/05/21/boeing-bleeding-cash-as-787-dreamliners-cost-200m-but-sell-for-116m-but-productivity-is-improving/ |date= 21 May 2013 |title= Boeing Bleeding Cash As 787 Dreamliners Cost $200M But Sell For $116m, But Productivity Is Improving |author= Agustino Fontevecchia |work= [[Forbes]]}}</ref>
For Ascend's Les Weal, Launch customers obtain good prices on heavier aircraft, lessors are large buyers and benefit too, like airlines as [[Singapore Airlines]] or [[Cathay Pacific]] since their name gives credibility to a program.<!--<ref name=Challenges13june2013/>-->
In its annual report, [[Air France]] cites a €149&nbsp;million ($195&nbsp;million) A380, a 52% cut, while in an October 2011 financial release [[Doric Nimrod Air]] notes $234&nbsp;million for its A380 [[Aircraft lease|lease]]d to [[Emirates (airline)|Emirates]].<!--<ref name=Challenges13june2013/>-->
Teal group's [[Richard Aboulafia]] notes that Boeing's [[pricing power]] for the [[777-300ER]] was better when it was alone in its long-haul, large capacity twinjet market but this advantage dissipates with the [[A350-1000]] coming.<ref name=Challenges13june2013/>
For Leeham's Scott Hamilton, small orders are content with 35–40% discount but large airlines sometimes attain 60% and customers with old ties with Boeing like [[American Airlines|American]], [[Delta Air Lines|Delta]] or [[Southwest Airlines|Southwest]] get a [[Most-Favoured-Customer Clause]] guaranteeing them no other customer gets a lower price.<!--<ref name=Challenges13june2013/>-->
[[Wells Fargo]] indicates Southwest, the largest 737 customer with 577, got a unit price of $34.7&nbsp;million for its 737 MAX order of 150 in December 2011, a 64% discount.<!--<ref name=Challenges13june2013/>-->
[[Ryanair]] got 53% in September 2001 and claims to obtain at least the same on its last 175 orders.<!--<ref name=Challenges13june2013/>-->
The Airbus-Boeing [[#World Trade Organization litigation|WTO proceedings]] indicates [[EasyJet]] got a $19,4&nbsp;million unit price on its A319 order for 120 in 2002, a 56% discount at the time, the same kind of rebate [[Lion Air]] got for its A320 order of 234 on 18 March 2013.<ref name=Challenges13june2013/>
Each sale includes an [[inflation|escalation rate]] covering the workforce and raw material costs increases and as acquisition cost represents 15% of the 20-year [[total cost of ownership]], discussions also include the delivery date, [[fuel economy in aircraft|fuel consumption]] guarantees, financial incentives, maintenance, and training.<!--<ref name=Challenges13june2013/>-->
At Airbus, final price in large campaigns is validated by a committee comprising sales head [[John Leahy (executive)|John Leahy]], program director [[Tom Williams (executive)|Tom Williams]], financial principal [[Harald Wilhelm]] and CEO [[Fabrice Brégier]] who has the final cut.<ref name=Challenges13june2013/>
Those discounts were presented again in [[Le Nouvel Observateur]]'s Challenges.fr again with Ascend valuations in 2013:<ref name=Challenges13june2013>{{cite web |language=fr |url=http://www.challenges.fr/salon-du-bourget-2013/20130612.CHA0743/le-vrai-prix-des-avions-d-airbus-et-de-boeing.html |title=Le vrai prix des avions d'Airbus et de Boeing |date=13 June 2013 |author=Vincent Lamigeon |website=Challenges.fr |access-date=28 January 2015 |archive-url=https://web.archive.org/web/20150409070546/http://www.challenges.fr/salon-du-bourget-2013/20130612.CHA0743/le-vrai-prix-des-avions-d-airbus-et-de-boeing.html |archive-date=9 April 2015 }}</ref>
{| class="wikitable sortable" style="text-align:right;"
|-
! Model !! List price 2013 !! Market price !! Discount
|-
| style="text-align:left;" | [[Boeing 747-8]]  || 351.4 || 145.0 || 59%
|-
| style="text-align:left;" | [[Airbus A320]]-200 || 91.5 || 38.75 || 58%
|-
| style="text-align:left;" | [[Airbus A330]]-200 || 239.4 || 99.5 || 58%
|-
| style="text-align:left;" | [[Boeing 737]]-800 || 89.1 || 41.8 || 53%
|-
| style="text-align:left;" | [[Boeing 777]]-300ER || 315.0 || 152.5 || 52%
|-
| style="text-align:left;" | [[Airbus A380]] || 403.9 || 193.0 || 52%
|-
| style="text-align:left;" | [[Airbus A320neo]] || 100.2 || 49.2 || 51%
|-
| style="text-align:left;" | [[Boeing 737 MAX]]-8 || 100.5 || 51.4 || 49%
|-
| style="text-align:left;" | [[Boeing 787]]-8  || 206.8 || 107.0 || 48%
|-
| style="text-align:left;" | [[Airbus A350]]-900 || 287.7 || 152.0 || 47%
|}
In 2014, Airways News indicated discounted list prices for long haul liners :<ref>{{cite web |url= http://airwaysnews.com/blog/2014/11/25/analysis-delta-order-for-a350-a330neo-hinged-on-pricing-availability/ |title= UPDATED ANALYSIS: Delta Order for A350; A330neo Hinged on Pricing, Availability |author= Vinay Bhaskara |work= Airways News |date= 25 November 2014 |archive-url= https://web.archive.org/web/20151117045118/http://airwaysnews.com/blog/2014/11/25/analysis-delta-order-for-a350-a330neo-hinged-on-pricing-availability/ |archive-date= 17 November 2015 }}</ref>
{| class="wikitable sortable" style="text-align:right;"
|-
! Model !! List price 2014 !! Market price !! Discount
|-
| style="text-align:left;" | [[Airbus A330-900]] || 275.6 || 124.0 || 55%
|-
| style="text-align:left;" | [[Airbus A350-900]] || 295.2 || 159.4 || 46%
|-
| style="text-align:left;" | [[Boeing 777-200LR]] || 296.0 || 118.4 || 60%
|-
| style="text-align:left;" | [[Boeing 787-9]] || 249.5 || 134.7 || 46%
|}
On 24 December 2014, [[Transasia Airways]] announced a commitment to four A330-800s, list price $241.7m, for $480m or $120m each.<ref name="GE A338neo">{{cite web|title=TransAsia to take four A330-800neo jets|url=http://www.flightglobal.com/news/articles/transasia-to-take-four-a330-800neo-jets-407442/|author=DAVID KAMINSKI-MORROW|work=Flight Global|date= 24 December 2014}}</ref> At the end of 2015, the [[sale and leaseback]] of new [[Airbus A350]]-900 from [[GECAS]] to [[Finnair]] value them at €132.5M ($144M)<ref>{{cite press release |url= http://www.finnairgroup.com/mediaen/mediaen_7.html?Id=xml_2074448.html |title= Finnair has entered into a memorandum of understanding on the sale and leaseback of two A350 aircraft |publisher= [[Finnair]] |date= 23 December 2015 }}</ref>
In order to close the production gap between the [[Boeing 777|B777]] classic and the new [[Boeing 777X|777X]], Boeing is challenged by a $120m market price for the -300ERs. Competitive pressure from the [[Bombardier CSeries]] and [[Embraer E-Jet E2 family|E-Jet E2]] lead Boeing to pursue the development of the [[737 MAX]]-7 despite low sales,<ref>{{cite web |title= In strategy shift, Boeing backs 7 MAX: sources |date= 22 February 2016 |website= Leeham news and comment |url= https://leehamnews.com/2016/02/22/in-strategy-shift-boeing-backs-7-max-sources/}}</ref> and to sell the [[Boeing 737 Next Generation|Boeing 737]]-700 at $22m to [[United Airlines]], 27% of the 2015 list price and well below what Embraer or Bombardier could offer for their aircraft.<ref>{{cite web |url= https://www.forbes.com/sites/scotthamilton5/2016/03/08/united-boeing-and-the-competitors/ |title= Boeing Gives United A Smoking Deal On 737s To Block Bombardier From Gaining Traction |work= [[Forbes]] |date= 8 March 2016}}</ref>
[[Moody's]] Investors Service estimates [[Delta Air Lines]] paid $40&nbsp;million each for its 37 [[A321]]ceo order on 29 April 2016, an "end-of-the-line model pricing" of 35% of the $114.9&nbsp;million list price.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/analysis-delta-sees-long-upgauge-runway-ahead-with-424852/ |title= ANALYSIS: Delta sees long upgauge runway ahead with A321s |work= [[FlightGlobal]] |date= 2 May 2016}}</ref> Likewise, [[Air Caraïbes]] subsidiary French Blue received its [[A330-300]] for $100&nbsp;million in September 2016.<ref>{{cite web |url= https://www.pressreader.com/france/ouest-france-la-baule-guérande/20160913/281715499072854 |title= Premier vol français (et vendéen) low-cost long courrier |work= [[Ouest France]] |date= 13 September 2016 |language= fr}}</ref>
{| class="wikitable sortable" style="text-align:right;"
|+ May 2016 market prices<ref>{{cite web |url= https://airinsight.com/aircraft-pricing-list-vs-market/ |title= Aircraft Pricing - List vs. market |work= Airinsight |date= 16 May 2016}}</ref>
|-
! Aircraft !! List ($m) !! Mkt Value ($m) !! Discount !! Seats !! Mkt/Seat
|-
| style="text-align:left;" | [[Airbus A380|A380]]
|432.6||236.5||45%||544||434743
|-
| style="text-align:left;" | [[Boeing 777|B777]]-300ER
|339.6||154.8||54%||368||420652
|-
| style="text-align:left;" | [[Airbus A350|A350-900]]
|308.1||150.0||51%||325||461538
|-
| style="text-align:left;" | [[Boeing 787|B787-9]]
|264.6||142.8||46%||290||492414
|-
| style="text-align:left;" | [[Boeing 787|B787-8]]
|224.6||117.1||48%||242||483884
|-
| style="text-align:left;" | [[A330]]-300
|256.4||109.5||57%||277||395307
|-
| style="text-align:left;" | [[A330]]-200
|231.5||86.6||63%||247||350607
|-
| style="text-align:left;" | [[A321]]
|114.9||52.5||54%||185||283784
|-
| style="text-align:left;" | [[A320neo]]
|107.3||48.5||55%||165||293939
|-
| style="text-align:left;" | [[Boeing 737|B737-900ER]]
|101.9||48.1||53%||174||276437
|-
| style="text-align:left;" | [[Boeing 737|B737-800]]
|96.0||46.5||52%||160||290625
|-à
| style="text-align:left;" | [[A320]]
|98.0||44.4||55%||150||296000
|-
| style="text-align:left;" | [[Airbus A319|A319]]
|89.6||37.3||58%||124||300806
|-
| style="text-align:left;" | [[Boeing B737|B737-700]]
|80.6||35.3||56%||128||275781
|-
|}
This appears in the manufacturer's [[accounting]]: in their annual reports, Boeing values its 5,700 airliners [[Order fulfillment#Processes#order booking|order book]] at $416&nbsp;billion using the contractual prices while Airbus has a backlog of 6,900 worth €1,010 ($1,200) billion at catalog prices, but when updating to more stringent [[IFRS]]-15 rules, [[Credit Suisse]] estimates it will be revised to €500&nbsp;billion from 945.<ref>{{cite news |url= https://www.bloomberg.com/gadfly/articles/2017-11-13/airbus-loses-its-1-trillion-order-book |title= Airbus Loses Its $1 Trillion Order Book |author= Chris Bryant |agency= Bloomberg |date= 13 November 2017}}</ref>
Airbus will disclose its backlog value in its 2018 [[annual report]] at the latest.<ref>{{cite news |url= https://www.reuters.com/article/us-airbus-results-prices/airbus-keeps-plane-pricing-secrets-just-a-little-longer-idUSKBN1HY2MN |date= 27 April 2018 |title= Airbus keeps plane pricing secrets just a little longer |author= Tim Hepher |work= Reuters}}</ref>
In January 2018, Airbus and Boeing raised their list prices by 2% and 4%, further obscuring [[Transparency (market)|pricing transparency]] as discount levels will rise and with the growing importance of aftermarket services, following the [[Power by the Hour]] engine maker model.<ref>{{cite news |url= https://www.airinsight.com/the-meaningless-game-of-list-prices/ |title= The Meaningless Game of List Prices |date= 19 January 2018 |author= Ernest S. Arvai |work= AirInsight}}</ref>
In February 2018, [[Hawaiian Airlines]] cancelled its order for six [[Airbus A330-800]]s to replace them with [[Boeing 787]]-9s priced less than $100–115m, close to their production cost of $80–90m, while their normal sales price is around $125m.<ref>{{Cite news |url= https://leehamnews.com/2018/02/20/boeing-displaces-airbus-hawaiian-wins-787-9-deal-airline-cancels-a330-800-order/ |title= Boeing displaces Airbus at Hawaiian, wins 787-9 deal; airline cancels A330-800 order |date= 20 February 2018 |work= Leeham }}</ref>
By mid 2019, market values are pressured downward by [[oil price|cheap fuel]] at $2-per-gallon down from $3 in 2011–2014, and low [[aircraft lease]] rates reaching less than 0.7% per month while lessors manage 45% of the deliveries.<!--ref name=Flight10jul2019-->
It is exacerbated for Boeing amid the [[Boeing 737 MAX groundings]]: the value of a new 737 MAX 8 was reduced by 5% from 49.1&nbsp;million to $46.7&nbsp;million, while a new A320neo stays at $49.1&nbsp;million according to [[FlightGlobal]] affiliate Ascend.<!--ref name=Flight10jul2019-->
The [[A330neo]] was developed at a fraction of the 787's cost, so Airbus can compete aggressively on price while the A330neo can almost match the 787's performance: Boeing had to discount the dreamliner to win recent deals and 787-9 values eroded from the low-$140&nbsp;million range to the mid-$130&nbsp;million range.<ref name=Flight10jul2019>{{cite news |url= https://www.flightglobal.com/news/articles/analysis-boeing-faces-pricing-pressure-as-airbus-e-459590/ |title= Boeing faces pricing pressure as Airbus encroaches |date= 10 July 2019 |author= Jon Hemmerdinger |work= Flightglobal}}</ref>
===Production planning===
Former Airbus executive [[John Leahy (executive)|John Leahy]] indicated that Airbus has [[overbooked]] orders in its backlog, just as Boeing does, and uses internal algorithms to anticipate defections in order to maintain steady production.<ref>{{cite news |url= https://leehamnews.com/2019/01/28/too-many-orders-yes-says-consultant-no-says-ex-super-salesman/ |title= Too many orders? Yes, says consultant. No, says ex-super-salesman |date= 28 January 2019 |work= Leeham News}}</ref>
==Effect of competition on product plans==
The [[Airbus A320 family|A320]] has been selected by 222 operators (Dec. 2008), among these several [[low cost carrier|low-cost operators]], gaining ground against the previously well established [[Boeing 737|737]] in this sector; it has also been selected as a replacement for [[Boeing 727|727]]s and aging [[Boeing 737|737]]s by many full-service airlines such as [[Star Alliance]] members [[United Airlines]], [[Air Canada]], and [[Lufthansa]]. After dominating the very large aircraft market for four decades, the Boeing 747 faced a challenge from the A380. In response, Boeing offered the stretched and updated [[Boeing 747-8|747-8]], with greater capacity, [[fuel efficiency]], and range. Frequent delays to the Airbus A380 program caused several customers to consider cancelling their orders in favour of the refreshed 747-8.<ref name="times_delays_20061004">{{cite news | url=http://business.timesonline.co.uk/article/0,,9077-2387999,00.html|title=Airbus will lose €4.8bn because of A380 delays | first=David | last=Robertson | work=The Times | date=4 October 2006 | location=London}}{{dead link|date=September 2024|bot=medic}}{{cbignore|bot=medic}}</ref> In February 2019 Airbus announced the end of the A380 production after the remaining orders would be delivered. By June 2019, 154 Boeing 747-8 were ordered and 134 delivered, while 290 Airbus A380 were ordered and 238 delivered.
Boeing pursued and then cancelled several projects, including the [[Boeing Sonic Cruiser|Sonic Cruiser]]. Boeing's current platform for fleet rejuvenation is the Boeing 787 Dreamliner, which uses technology from the Sonic Cruiser concept.
Boeing initially ruled out producing a re-engined version of its 737 to compete with the [[Airbus A320neo family]] launch planned for 2015, believing airlines would be looking towards the [[Boeing Yellowstone Project|Boeing Y1]] and a 30% fuel saving, instead of paying 10% more for fuel-efficiency gains of only a few percents. Industry sources believe that the 737's design makes re-engining considerably more expensive for Boeing than it was for the Airbus A320. However, there was considerable demand. Southwest Airlines, which uses the 737 for its entire fleet (680 in service or on order), said it was not prepared to wait 20 years or more for a new 737 model and threatened to convert to Airbus.<ref>{{cite journal | last=Associated | first=The | url=http://www.businessweek.com/ap/financialnews/D9KS9BBO0.htm | archive-url=https://web.archive.org/web/20110124225255/http://www.businessweek.com/ap/financialnews/D9KS9BBO0.htm | url-status=dead | archive-date=24 January 2011 | title=Southwest waiting to hear Boeing's plan for 737 | journal=BusinessWeek | date=20 January 2011 | access-date=16 February 2013}}</ref> Boeing eventually bowed to airline pressure and in 2011 approved the [[Boeing 737 MAX|737 MAX]] project, scheduled for first delivery in 2017.
==Orders and deliveries==
{{Orders for and deliveries of Airbus and Boeing aircraft}}
It took Boeing 42 years and 1 month to deliver its 10,000th 7series aircraft (October 1958 – November 2000), and 42 years and 5 months for Airbus to achieve the same milestone (May 1974 – October 2016).<ref>{{cite news |url= https://www.flightglobal.com/news/articles/analysis-how-airbus-went-from-zero-to-10000-430347/ |title= How Airbus went from zero to 10,000 |date= 14 October 2016 |work= Flight Global}}</ref> Boeing deliveries considerably exceeded that of Airbus throughout the 1980s. In the 1990s, this lead narrowed significantly but Boeing remained ahead of Airbus. In the 2000s, Airbus assumed the lead in narrow-body aircraft. By 2010, little difference remained between Airbus and Boeing in both the wide-body or narrow-body categories or the range on offer.
By July 2021, Airbus had a 62% share of the airliner backlog compared to 38% for Boeing.<ref name=Leeham14jul2021/>
===Orders and deliveries by year===
<!-- Significant orders and deliveries by year -->
The significant orders in a year were +2,094 Airbus aircraft in 2023 and respectively −1026 Boeing aircraft in 2020, while the significant deliveries in a year were 863 Airbus aircraft in 2019 and 4 aircraft in 1974 respectively.
{{sticky header}}{{sort under}}
{| class="wikitable sortable sticky-header-multi sort-under" style="text-align:center;"
|+ Figures in {{blue|'''blue'''}} indicate the year leader for deliveries. Figures in {{green|'''green'''}} indicate the year leader for orders.
|-
! colspan="11" | Boeing<ref name="Boeing_O_D_summ">{{cite web |date=30 September 2024 |title=Boeing: Orders and Deliveries |url=https://www.boeing.com/commercial/#/orders-deliveries |access-date=10 October 2024 |publisher=[[Boeing]]}}</ref>
! rowspan="3" | Year
! colspan="10" | Airbus<ref name="Airbus_O_D_summ">{{Cite web |date=30 September 2024 |title=Airbus Orders and Deliveries |url=https://www.airbus.com/en/products-services/commercial-aircraft/market/orders-and-deliveries |access-date=10 October 2024 |website=[[Airbus]] |format=XLS}}</ref>{{r|Airbus_Hist_OD}}
|-
!colspan=9 style="background: #f8f9faff;" | <span style="font-weight:normal"> Deliveries per model</span>
! rowspan=2 | Deliveries
! rowspan=2 | Orders
! rowspan=2 | Orders
! rowspan=2 | Deliveries
!colspan=8 style="background: #f8f9faff;" | <span style="font-weight:normal">Deliveries per model</span>
|-
![[Boeing 707|707]]!![[Boeing 717|717]]!![[Boeing 727|727]]!![[Boeing 737|737]]
![[Boeing 747|747]]!![[Boeing 757|757]]!![[Boeing 767|767]]!![[Boeing 777|777]]!![[Boeing 787|787]]
![[Airbus A220|A220]]!![[Airbus A300|A300]]!![[Airbus A310|A310]]!![[Airbus A320|A320]]
![[Airbus A330|A330]]!![[Airbus A340|A340]]!![[Airbus A350|A350]]!![[Airbus A380|A380]]
|-
|21 ||||91||55||22||||||||
|{{blue|'''189'''}}
|{{green|'''181'''}}
! 1974
| 20
! 4
| ||4||||||||||||
|-
|7 ||||91||51||21||||||||
|{{blue|'''170'''}}
|{{green|'''117'''}}
! 1975
| 16
! 8
| ||8||||||||||||
|-
|9 ||||61||41||27||||||||
|{{blue|'''138'''}}
|{{green|'''170'''}}
! 1976
| 1
! 13
| ||13||||||||||||
|-
|8 ||||67||25||20||||||||
|{{blue|'''120'''}}
|{{green|'''228'''}}
! 1977
| 16
! 15
| ||15||||||||||||
|-
|13 ||||118||40||32||||||||
|{{blue|'''203'''}}
|{{green|'''485'''}}
! 1978
| 73
! 15
| ||15||||||||||||
|-
|6 ||||136||77||67||||||||
|{{blue|'''286'''}}
|{{green|'''321'''}}
! 1979
| 127
! 26
| ||26||||||||||||
|-
|3 ||||131||92||73||||||||
|{{blue|'''299'''}}
|{{green|'''374'''}}
! 1980
| 47
! 39
| ||39||||||||||||
|-
|2 ||||94||108||53||||||||
|{{blue|'''257'''}}
|{{green|'''223'''}}
! 1981
| 54
! 38
| ||38||||||||||||
|-
|8 ||||26||95||26||2||20||||
|{{blue|'''177'''}}
|{{green|'''110'''}}
! 1982
| 17
! 46
| ||46||||||||||||
|-
|8 ||||11||82||22||25||55||||
|{{blue|'''203'''}}
|{{green|'''155'''}}
! 1983
| 7
! 36
| ||19||17||||||||||
|-
|8 ||||8||67||16||18||29||||
|{{blue|'''146'''}}
|{{green|'''182'''}}
! 1984
| 35
! 48
| ||19||29||||||||||
|-
|3 ||||||115||24||36||25||||
|{{blue|'''203'''}}
|{{green|'''412'''}}
! 1985
| 92
! 42
| ||16||26||||||||||
|-
|4 ||||||141||35||35||27||||
|{{blue|'''242'''}}
|{{green|'''346'''}}
! 1986
| 170
! 29
| ||10||19||||||||||
|-
|9 ||||||161||23||40||37||||
|{{blue|'''270'''}}
|{{green|'''366'''}}
! 1987
| 114
! 32
| ||11||21||||||||||
|-
|0 ||||||165||24||48||53||||
|{{blue|'''290'''}}
|{{green|'''657'''}}
! 1988
| 167
! 61
| ||17||28||16||||||||
|-
|5 ||||||146||45||51||37||||
|{{blue|'''284'''}}
|{{green|'''563'''}}
! 1989
| 421
! 105
| ||24||23||58||||||||
|-
|4 ||||||174||70||77||60||||
|{{blue|'''385'''}}
|{{green|'''456'''}}
! 1990
| 404
! 95
| ||19||18||58||||||||
|-
|14||||||215||64||80||62||||
|{{blue|'''435'''}}
|{{green|'''240'''}}
! 1991
|101
! 163
| ||25||19||119||||||||
|-
|5 ||||||218||61||99||63||||
|{{blue|'''446'''}}
|{{green|'''230'''}}
! 1992
|136
! 157
| ||22||24||111||||||||
|-
|0 ||||||152||56||71||51||||
|{{blue|'''330'''}}
|{{green|'''220'''}}
! 1993
| 38
! 138
| ||22||22||71||1||22||||
|-
|1 ||||||121||40||69||41||||
|{{blue|'''272'''}}
|112
! 1994
|{{green|'''125'''}}
! 123
| ||23||2||64||9||25||||
|-
|  ||||||89 ||25||43||37||13||
|{{blue|'''207'''}}
|{{green|'''379'''}}
! 1995
|106
! 124
| ||17||2||56||30||19||||
|-
|||||||76 ||26||42||43||32||
|{{blue|'''219'''}}
|{{green|'''664'''}}
! 1996
|326
! 126
| ||14||2||72||10||28||||
|-
|||||||135||39||46||42||59||
|{{blue|'''321'''}}
|{{green|'''532'''}}
! 1997
|460
! 182
| ||6||2||127||14||33||||
|-
|||||||282||53||54||47||74||
|{{blue|'''510'''}}
|{{green|'''606'''}}
! 1998
|556
! 229
| ||13||1||168||23||24||||
|-
|||12||||320||47||67||44||83||
|{{blue|'''573'''}}
|355
! 1999
|{{green|'''476'''}}
! 294
| ||8||||222||44||20||||
|-
|||32||||282||25||45||44||55||
|{{blue|'''483'''}}
|{{green|'''588'''}}
! 2000
|520
! 311
| ||8||||241||43||19||||
|-
|||49||||299||31||45||40||61||
|{{blue|'''525'''}}
|314
! 2001
|{{green|'''375'''}}
! 325
| ||11||||257||35||22||||
|-
|||20||||223||27||29||35||47||
|{{blue|'''381'''}}
|251
! 2002
|{{green|'''300'''}}
! 303
| ||9||||236||42||16||||
|-
|||12||||173||19||14||24||39||
! 281
|239
! 2003
|{{green|'''284'''}}
|{{blue|'''305'''}}
| ||8||||233||31||33||||
|-
|||12||||202||15||11||9 ||36||
! 285
|272
! 2004
|{{green|'''370'''}}
|{{blue|'''320'''}}
| ||12||||233||47||28||||
|-
|||13||||212||13||2 ||10||40||
! 290
|1002
! 2005
|{{green|'''1055'''}}
|{{blue|'''378'''}}
| ||9||||289||56||24||||
|-
|||5 ||||302||14||||12||65||
! 398
|{{green|'''1044'''}}
! 2006
|790
|{{blue|'''434'''}}
| ||9||||339||62||24||||
|-
|||||||330||16||||12||83||
! 441
|{{green|'''1413'''}}
! 2007
|1341
|{{blue|'''453'''}}
| ||6||||367||68||11||||1
|-
|||||||290||14||||10||61||
! 375
|662
! 2008
|{{green|'''777'''}}
|{{blue|'''483'''}}
| || ||||386||72||13||||12
|-
|||||||372||8 ||||13||88||
! 481
|142
! 2009
|{{green|'''281'''}}
|{{blue|'''498'''}}
| || ||||402||76||10||||10
|-
|||||||376||0||||12||74||
! 462
|530
! 2010
|{{green|'''574'''}}
|{{blue|'''510'''}}
| || ||||401||87||4||||18
|-
|||||||372||9 ||||20||73||3
! 477
|805
! 2011
|{{green|'''1419'''}}
|{{blue|'''534'''}}
| || ||||421||87||0||||26
|-
|||||||415||31||||26||83||46
|{{blue|'''601'''}}
|{{green|'''1203'''}}
! 2012
|833
! 588
| || ||||455||101||2||||30
|-
|||||||440||24||||21||98||65
|{{blue|'''648'''}}
|1355
! 2013
|{{green|'''1503'''}}
! 626
| || ||||493||108||||||25
|-
|||||||485||19||||6||99||114
|{{blue|'''723'''}}
|1432
! 2014
|{{green|'''1456'''}}
! 629
| || ||||490||108||||1||30
|-
|||||||495||18||||16||98||135
|{{blue|'''762'''}}
|768
! 2015
|{{green|'''1080'''}}
! 635
| || ||||491||103||||14||27
|-
|||||||490||9||||13||99||137
|{{blue|'''748'''}}
|668
! 2016
|{{green|'''731'''}}
! 688
| 7|| ||||545||66||||49||28
|-
|||||||529||14||||10||74||136
|{{blue|'''763'''}}
|912 <!--Note: as of 31 December, Boeing has included 21 P-8 maritime patrol, 15 KC-46 military tanker, two C-40 military cargo and two B747 PAR (US Presidential Aircraft Replacement) in its 2017 civilian net total, subtract from published figure accordingly-->
! 2017
|{{green|'''1109'''}}
! 718
| 17|| ||||558||67||||78||15
|-
|||||||580||6|| ||27||48||145
|{{blue|'''806'''}}
|{{green|'''893'''}}
! 2018
|747
! 800
| 33||  ||||626||49|| ||93||12
|-
|||||||127||7|| ||43||45||158
! 380
| −87
! 2019
|{{green|'''768'''}}
|{{blue|'''863'''}}
| 48||  ||||642||53||  ||112||8
|-
|   ||	||	|| 43	||  5 	||  || 30 || 26|| 53
! 157
| −1026
! 2020
| {{green|'''268'''}}
|{{blue|'''566'''}}
|  38 ||	||	|| 446	||  19 || 	|| 59	|| 4
|-
|   ||	||	|| 263	||  7	||  || 32 || 24 || 14
! 340
| 479
! 2021
| {{green|'''507'''}}
|{{blue|'''611'''}}
|  50 || ||	|| 483	||  18 || || 55	|| 5
|-
| || || || 387 || 5 || || 33 || 24 || 31
! 480
| 774
! 2022
| {{green|'''820'''}}
|{{blue|'''661'''}}
|  53 || || || 516 || 32 || || 60 ||
|-
|
|
|
|396
|1
|
|32
|26
|73
!528
|1314
!2023
|{{green|'''2094'''}}
|{{blue|'''735'''}}
|68
|
|
|571
|32
|
|64
|
|-
|&mdash;
|&mdash;
|&mdash;
|238
|&mdash;
|&mdash;
|16
|11
|40
!305
|141
!2024
|{{green|'''730'''}}
|{{blue|'''559'''}}
|53
|&mdash;
|&mdash;
|444
|24
|&mdash;
|38
|&mdash;
|-
! 1,010||155||1,831||11,898||1,573||1,049||1,319||1,738||1,150
! 21,688
! colspan="3" | Totals until 2024
! 15,756
! 367||561||255||11,707||1,615||377||623||251
|-
| colspan="9" | Deliveries per model
!Deliveries
!Orders
!Year
!Orders
!Deliveries
| colspan="8" | Deliveries per model
|-
! colspan=11 | Boeing
! colspan=1 |
! colspan=10 | Airbus
|-
![[Boeing 707|707]]!![[Boeing 717|717]]!![[Boeing 727|727]]!![[Boeing 737|737]]!![[Boeing 747|747]]
![[Boeing 757|757]]!![[Boeing 767|767]]!![[Boeing 777|777]]!![[Boeing 787|787]]
! colspan=5 | <div class="floatleft">&nbsp; &nbsp; Total</div> Backlog <div class="floatright">Total &nbsp; &nbsp;</div>
![[Airbus A220|A220]]!![[Airbus A300|A300]]!![[Airbus A310|A310]]!![[Airbus A320|A320]]
![[Airbus A330|A330]]!![[Airbus A340|A340]]!![[Airbus A350|A350]]!![[Airbus A380|A380]]
|-
|&mdash;||&mdash;||&mdash;||4,191|| &mdash;||&mdash;|| 88 || 466 || 717
! 5,462
| 31 October 2024
!
| 31 October 2024
! 8,769
| 545 ||&mdash;||&mdash;|| 7,287 || 220 ||&mdash;|| 717 ||&mdash;
|}
The former [[McDonnell Douglas]] [[MD-80]], the [[McDonnell Douglas MD-90|MD-90]] and the [[McDonnell Douglas MD-11|MD-11]] are included in Boeing deliveries since MD's August 1997 merger with Boeing.
As of January 2024, the manufactures plan to increase the production of their models:<ref>{{Cite web |last=Oestergaard |first=Kasper |date=2024-01-15 |title=Airbus and Boeing Report December and Full Year 2023 Commercial Aircraft Orders and Deliveries |url=https://flightplan.forecastinternational.com/2024/01/15/airbus-and-boeing-report-december-and-full-year-2023-commercial-aircraft-orders-and-deliveries/ |access-date=2024-02-20 |website=Flight Plan |language=en-US}}</ref>{{Efn|Figures regarding Boeing by 2025/26, A220 and A350 by 2025, A320neo family by 2026 and A330 by 2024}}
* Airbus A220 to 168 per year
* Airbus A320neo family to 900 per year and Boeing 737MAX to 600 per year
* Airbus A330 to 48 per year and Boeing 787 to 120 per year
* Airbus A350 to 108 per year and Boeing 777 to 48 per year
=== Backlog over time ===
This shows the backlog for each year on December 31:<ref>{{Cite web|title=AIRBUS Results|url=https://www.airbus.com/sites/g/files/jlcbta136/files/2021-07/Airbus-Summary-Results-1989-2017.pdf|website=airbus.com|language=en|access-date=2022-11-20}}</ref><ref>{{Cite book|title=Aerospace Industry Report, 4th ed|url=https://books.google.com/books?id=20kdCwAAQBAJ&dq=3%2C443+boeing&pg=PA280|via=book.google.co.uk| isbn=9780988183728 |language=en|access-date=2022-11-20| last1=Materna | first1=Robert | last2=Mansfield | first2=Robert E. | last3=Walton | first3=Robert O. | date=16 November 2015 | publisher=Lulu.com }}</ref>
{| class="wikitable"
|-
!        !! 2023 !! 2022 !! 2021  !! 2020  !! 2019  !! 2018  !! 2017  !! 2016  !! 2015  !! 2014  !! 2013  !! 2012  !! 2011  !! 2010  !! 2009  !! 2008  !! 2007  !! 2006  !! 2005  !! 2004  !! 2003  !! 2002  !! 2001  !! 2000
|-
| Airbus || 8,598 || 7,239 || 7,082 || 7,184 || 7,482 || 7,577 || 7,260 || 6,874 || 6,787 || 6,386 || 5,559 || 4,682 || 4,437 || 3,552 || 3,488 || 3,705 || 3,421 || 2,533 || 2,177 || 1,500 || 1,454 || 1,505 || 1,575 || 1,626
|-
| Boeing || 5,626 || 4,578 || 4,250 || 4,223 || 5,625 || 5,951 || 5,856 || 5,715 || 5,896 || 5,789 || 5,080 || 4,373 || 3,771 || 3,443 || 3,375 || 3,714 || 3,427 || 2,455 || 1,809 || 1,097 || 1,110 || 1,152 || 1,363 || 1,612
|-
| Difference || {{font color | blue | '''2,972''' }} || {{font color | blue | '''2,661''' }}|| {{font color | blue | '''2,832''' }}|| {{font color | blue | '''2,961''' }}|| {{font color | blue | '''1,857''' }}|| {{font color | blue | '''1,626''' }}|| {{ font color | blue | '''1,404''' }} || {{ font color | blue | '''1,159''' }} || {{ font color | blue | '''891''' }} || {{ font color | blue | '''597''' }} || {{ font color | blue | '''479''' }} || {{ font color | blue | '''309''' }} || {{ font color | blue | '''666''' }} || {{ font color | blue | '''109''' }} || {{ font color | blue | '''113''' }} || {{ font color | red | '''9''' }} || {{ font color | red | '''6''' }} || {{ font color | blue | '''78''' }} || {{ font color | blue | '''368''' }} || {{ font color | blue | '''403''' }} || {{ font color | blue | '''344''' }} || {{ font color | blue | '''353''' }} || {{ font color | blue | '''212''' }} || {{ font color | blue | '''14''' }}
|}
Figures in {{ font color | blue | '''blue''' }} indicate a lead for Airbus. Figures in {{ font color | red | '''red''' }} indicate a lead for Boeing.
=== Airliners in service ===
{| class="wikitable" style="text-align:center;"
|+ World Airline Census
|-
! Year/Aircraft
![[Boeing 707|707]]!![[Boeing 717|717]]!![[Boeing 727|727]]!![[Boeing 737|737]]!![[Boeing 747|747]]!![[Boeing 757|757]]!![[Boeing 767|767]]!![[Boeing 777|777]]!![[Boeing 787|787]]
! style="border-right: 1px solid black;" | Boeing<ref name="Time Period Reports">[http://active.boeing.com/commercial/orders/index.cfm?content=timeperiodselection.cfm&pageid=m15523 Time Period Reports.] boeing.com</ref>
![[Airbus A220|A220]]!![[Airbus A300|A300]]!![[Airbus A310|A310]]!![[Airbus A320|A320]]!![[Airbus A330|A330]]!![[Airbus A340|A340]]!![[Airbus A350|A350]]!![[Airbus A380|A380]]
!Airbus
!Ratio
!Total
|-
!style="text-align:left;" | 2006<ref>{{cite web|url=http://www.flightglobal.com/assets/getAsset.aspx?ItemID=14954|title=Western-built jet and turboprop airliners|website=Flightglobal.com|access-date=14 January 2018}}</ref>
|68||155||620||4,328||989||996||862||575||
! style="border-right: 1px solid black;" | 8,593
| ||408||199||2,761||418||306||||
! 4,092
|2.09:1
|'''12,685'''
|-
!style="text-align:left;" | 2007<ref>{{cite web|url=http://www.flightglobal.com/assets/getAsset.aspx?ItemID=18906|title=WESTERN-BUILT JET AND TURBOPROP AIRLINERS|website=Flightglobal.com|access-date=14 January 2018}}</ref>
|63||155||561||4,583||985||1,000||880||640||
! style="border-right: 1px solid black;" | 8,867
| ||392||193||3,095||481||330||||
! 4,491
|1.97:1
|'''13,358'''
|-
!style="text-align:left;" | 2008<ref>{{cite web|url=http://www.flightglobal.com/assets/getasset.aspx?ItemID=24736|title=WESTERN-BUILT JET AND TURBOPROP AIRLINE|website=Flightglobal.com|access-date=14 January 2018}}</ref>
|61||154||500||4,761||955||980||873||714||
! style="border-right: 1px solid black;" | 8,998
| ||387||194||3,395||533||330||||4
! 4,843
|1.86:1
|'''13,841'''
|-
!style="text-align:left;" | 2009<ref>[https://upload.wikimedia.org/wikipedia/commons/4/41/World_Airliner_Census_2009.pdf]{{dead link|date=January 2018|bot=InternetArchiveBot|fix-attempted=yes}}</ref>
|58||142||442||4,928||947||970||864||780||
! style="border-right: 1px solid black;" | 9,131
| ||376||188||3,737||607||345||||16
! 5,269
|1.73:1
|'''14,400'''
|-
!style="text-align:left;" | 2010<ref>{{cite web|url=https://www.flightglobal.com/assets/getAsset.aspx?ItemID=35827|title=WESTERN-BUILT JET AND TURBOPROP AIRLINE|website=Flightglobal.com|access-date=14 January 2018}}</ref><ref>{{cite web|url=http://www.flightglobal.com/news/articles/airliner-census-2010-fleet-growth-marginal-and-idle-jets-at-record-high-346301/ |title=Airliner Census 2010 – fleet growth marginal and idle jets at record high |work=Flight Global |date=23 August 2010 |access-date=6 February 2014}}</ref>
|39||147||398||5,153||915||945||863||858||
! style="border-right: 1px solid black;" | 9,318
| ||348||160||4,092||675||342||||30
! 5,647
|1.65:1
|'''14,965'''
|-
!style="text-align:left;" | 2011<ref>[https://upload.wikimedia.org/wikipedia/commons/f/f9/World_Airliner_Census_2011.pdf]{{dead link|date=January 2018|bot=InternetArchiveBot|fix-attempted=yes}}</ref>
|10||130||250||5,177||736||898||837||924||
! style="border-right: 1px solid black;" | 8,962
| ||296||121||4,392||766||332||||50
! 5,957
|1.50:1
|'''14,919'''
|-
!style="text-align:left;" | 2012<ref>[https://upload.wikimedia.org/wikipedia/commons/8/80/World_Airliner_Census_2012.pdf]{{dead link|date=January 2018|bot=InternetArchiveBot|fix-attempted=yes}}</ref>
|2||143||169||5,357||690||860||838||1,017||15
! style="border-right: 1px solid black;" | 9,091
| ||262||102||4,803||848||312||||76
! 6,403
|1.42:1
|'''15,494'''
|-
!style="text-align:left;" | 2013<ref>[https://upload.wikimedia.org/wikipedia/commons/6/67/WorldAirlinerCensus2013.pdf]{{dead link|date=January 2018|bot=InternetArchiveBot|fix-attempted=yes}}</ref>
|||148||109||5,458||627||855||821||1,094||68
! style="border-right: 1px solid black;" | 9,180
| ||234||84||5,170||927||298||||106
! 6,819
|1.35:1
|'''15,999'''
|-
!style="text-align:left;" | 2014<ref>{{cite web|url=http://www.flightglobal.com/news/articles/analysis-the-changing-size-and-shape-of-the-world-airliner-402837/|title=ANALYSIS: The changing size and shape of the world airliner fleet|work=Flightglobal.com|access-date=14 January 2018|date=22 August 2014}}</ref><ref>{{cite web|url=https://d1fmezig7cekam.cloudfront.net/VPP/Global/WorldAirlinerCensus2014.pdf|title=World Airliner Census 2014|website=D1fmezig7cekam.cloudfront.net|access-date=14 January 2018}}</ref>
|||154||87||5,782||585||812||795||1,188||163
! style="border-right: 1px solid black;" | 9,564
| ||216||71||5,632||1,020||266||||136
! 7,341
|1.30:1
|'''16,905'''
|-
!style="text-align:left;" | 2015<ref>{{cite web|url=https://d1fmezig7cekam.cloudfront.net/VPP/Global/Flight/fint-archive/feature-images/AirlinerCensus2015.pdf|title=World Airliner Census 2015|website=D1fmezig7cekam.cloudfront.net|access-date=14 January 2018}}</ref>
|||136||69||6,135||571||738||765||1,265||286
! style="border-right: 1px solid black;" | 9,965
| ||207||62||6,050||1,095||227||5||167
! 7,813
|1.28:1
|'''17,778'''
|-
!style="text-align:left;" | 2016<ref>{{cite web|url=https://www.flightglobal.com/asset/12798|title=12798|website=Flightglobal.com|access-date=13 January 2018}}</ref><ref>{{cite web|url=https://www.flightglobal.com/news/articles/analysis-flightglobal-airliner-census-reveals-fleet-428019/|title=ANALYSIS: FlightGlobal airliner census reveals fleet developments|date=8 August 2016|website=Flightglobal.com|access-date=13 January 2018}}</ref>
|||154||64||6,512||515||688||742||1,324||423
! style="border-right: 1px solid black;" | 10,422
| ||210||47||6,510||1,154||196||29||193
! 8,339
|1.25:1
|'''18,761'''
|-
!style="text-align:left;" | 2017<ref>{{cite web|url=https://www.flightglobal.com/asset/18365|title=WorldCensus2017.pdf|website=Flightglobal.com|access-date=13 January 2018}}</ref><ref>{{cite web|url=https://www.flightglobal.com/news/articles/analysis-787-stars-in-annual-airliner-census-439552/|title=ANALYSIS: 787 stars in annual airliner census|date=14 August 2017|website=Flightglobal.com|access-date=13 January 2018}}</ref>
|||154||57||6,864||489||689||744||1,387||554
! style="border-right: 1px solid black;" | 10,938
| ||211||37||6,965||1,214||176||92||212
! 8,907
| 1.23:1
|'''19,845'''
|-
!style="text-align:left;" | 2018<ref>{{Cite web | url=https://www.flightglobal.com/asset/24536 |title = WorldAirlineCensus2018.PDF}}</ref>
| ||148||44||7,310||462||666||742||1,416||675
! style="border-right: 1px solid black;" | 11,463
|39||212||31||7,506||1,265||159||185||223
! 9,620
|1.19:1
|'''21,083'''
|-
!style="text-align:left;" | 2019<ref>{{Cite journal | url=http://dl.magazinedl.com/magazinedl/Flight%20International/2019/Flight%20International%20-%2030%20July%202019%28magazinedl.com%29.pdf |title = World Airline Census |journal=[[Flight International]] |date=July 2019 |archive-url=https://web.archive.org/web/20201101213946/http://dl.magazinedl.com/magazinedl/Flight%20International/2019/Flight%20International%20-%2030%20July%202019(magazinedl.com).pdf |archive-date=1 November 2020}}</ref>
| ||145||40||7,132||461||655||729||1,424||808
! style="border-right: 1px solid black;" | 11,394
|77||202||25||7,913||1,270||135||282||233
! 10,137
|1.12:1
|'''21,531'''
|-
!style="text-align:left;" | 2020<ref>{{Cite news|title=World Airliner Census 2020|url=https://www.flightglobal.com/download?ac=73559|website=Flight Global}}</ref>
|
|91
|34
|5,743
|327
|479
|544
|1,041
|728
! style="border-right: 1px solid black;" |8,987
|105
|185
|14
|6,269
|755
|59
|293
|18
!7,698
|1.17:1
|'''16,685'''
|-
!style="text-align:left;" | 2023<ref>{{Cite web |title=Boeing Commercial Airplanes |url=https://www.boeing.com/content/theboeingcompany/us/en/company/about-bca |access-date=2024-03-29 |website=www.boeing.com |language=en-US}}</ref><ref>{{Cite web |date=15 January 2024 |title=Orders, Deliveries and Operators December 2023 |url=https://www.airbus.com/sites/g/files/jlcbta136/files/2024-01/ODs-December-2023-Airbus-Commercial-Aircraft-Ib01c.xlsx |website=Airbus}}</ref>
|
|105
|36
|6,500
|441
|582
|269
|1,163
|1,113
! style="border-right: 1px solid black;" |10,208
|314
|219
|52
|10,562
|1,469
|202
|585
|233
!13,636
|1:1.3
|'''23,844'''
|-
! !![[Boeing 707|707]]!![[Boeing 717|717]]!![[Boeing 727|727]]!![[Boeing 737|737]]!![[Boeing 747|747]]!![[Boeing 757|757]]!![[Boeing 767|767]]!![[Boeing 777|777]]!![[Boeing 787|787]]
! style="border-right: 1px solid black;" | Total
![[Airbus A220|A220]]!![[Airbus A300|A300]]!![[Airbus A310|A310]]!![[Airbus A320|A320]]!![[Airbus A330|A330]]!![[Airbus A340|A340]]!![[Airbus A350|A350]]!![[Airbus A380|A380]]
! Total
!
!
|}
==Controversies==
[[File:B-18901@PEK (20170306131206).jpg|thumb|The [[Boeing 787 Dreamliner]] (Air China, registration B-7898) competes with the [[Airbus A350]] (China Airlines, registration B-18901) and [[Airbus A330neo]].]]
===Subsidies===
Boeing has continually protested over launch aid in the form of credits to Airbus, while Airbus has argued that Boeing receives illegal subsidies through military and research contracts and tax breaks.<ref>{{cite web | url=http://www.airbus.com/fileadmin/media_gallery/files/press_centre/Airbus_report_on_Boeing_Subsidies_-May_2010.pdf | title=Don't Let Boeing Close The Door On Competition | access-date=9 January 2011 | archive-url=https://web.archive.org/web/20101223230920/http://www.airbus.com/fileadmin/media_gallery/files/press_centre/Airbus_report_on_Boeing_Subsidies_-May_2010.pdf | archive-date=23 December 2010 }}</ref>
In July 2004, [[Harry Stonecipher]] (then CEO of Boeing) accused Airbus of abusing a 1992 bilateral EU-US agreement regarding large civil aircraft support from governments. Airbus is given reimbursable launch investment (RLI, called "launch aid" by the US) from European governments with the money being paid back with interest, plus indefinite royalties if the aircraft is a commercial success.<ref name="timetradewar">{{cite news | url=http://www.timesonline.co.uk/article/0,,2095-1631948,00.html | archive-url=https://web.archive.org/web/20060114200645/http://www.timesonline.co.uk/article/0%2C%2C2095-1631948%2C00.html | date=29 May 2005 | archive-date=14 January 2006 | access-date=22 October 2014 | title=Trade war threatened over £379m subsidy for Airbus | location=London | work=The Times | first1=Dominic | last1=O'Connell | first2=Andrew | last2=Porter }}</ref> Airbus contends that this system is fully compliant with the 1992 agreement and [[World Trade Organization|WTO]] rules. The agreement allows up to 33 percent of the program cost to be met through government loans which are to be fully repaid within 17 years with interest and royalties. These loans are held at a minimum interest rate equal to the cost of government borrowing plus 0.25%, which would be below market rates available to Airbus without government support.<ref name="BBCAirbusBoeingQA">{{cite news|url=http://news.bbc.co.uk/2/hi/business/3722888.stm|access-date=22 October 2014|title=Q&A: Boeing and Airbus | work=BBC News | date=7 October 2004}}</ref> Airbus claims that since the signing of the EU-US agreement in 1992, it has repaid European governments more than US$6.7&nbsp;billion and that this is 40% more than it has received.
Airbus argues that [[pork barrel]] military contracts awarded to Boeing (the second largest US defense contractor) are in effect a form of subsidy (see the [[KC-X|KC-X program]]). The US government support of technology development via [[NASA]] also provides support to Boeing. In its recent products such as the 787, Boeing has also received support from local and state governments.<ref>{{cite news| url=http://www.economist.com/business/displayStory.cfm?story_id=3793314 | newspaper=The Economist | title=See you in court | date=23 March 2005}}</ref> Airbus's parent, [[Airbus|EADS]], is itself a military contractor, paid to develop and build projects such as the [[Airbus A400M]] transport and various other military aircraft.<ref>{{cite web |url=http://www.eads.net/1024/en/businet/defence/mas/mas.html |title=EADS Military Air Systems Website, retrieved September 3, 2009 |website=eads.net |date=13 May 2011 |access-date=21 May 2011 |archive-url=https://web.archive.org/web/20100413231454/http://www.eads.net/1024/en/businet/defence/mas/mas.html |archive-date=13 April 2010 }}</ref>
In January 2005, European Union and United States trade representatives [[Peter Mandelson]] and [[Robert Zoellick]] agreed to talks aimed at resolving increasing tensions. The talks were unsuccessful; the parties did not reach a settlement and the dispute became more acrimonious.
===World Trade Organization litigation===
{{Quote box|align=right|width=30%|quote=We remain united in our determination that this dispute shall not affect our cooperation on wider bilateral and multilateral trade issues. We have worked together well so far, and intend to continue to do so.|source=Joint EU-US statement<ref>{{cite web |url=http://www.defense-aerospace.com/article-view/feature/57874/analysis:-us-reopens-aircraft-subsidy-dispute.html |work=Defense Aerospace |date=31 May 2005 |title=EU, US face off at WTO in aircraft spat |access-date=1 October 2009 |archive-date=28 April 2019 |archive-url=https://web.archive.org/web/20190428162116/http://www.defense-aerospace.com/article-view/feature/57874/analysis:-us-reopens-aircraft-subsidy-dispute.html |url-status=dead }}</ref>}}
On 31 May 2005, the United States filed a case against the [[European Union]] for providing allegedly illegal subsidies to Airbus. Twenty-four hours later, the European Union filed a complaint against the United States, protesting support for Boeing.<ref name="airtraderow">{{cite news |url=http://news.bbc.co.uk/2/hi/business/4594581.stm |work=BBC News |date=31 May 2005 |title=Flare-up in EU-US air trade row | access-date=2 January 2010}}</ref>
Increased tensions, due to support for the Airbus A380, escalated toward a potential trade war as the launch of the [[Airbus A350]] neared. Airbus preferred launching the A350 program with the help of state loans covering a third of the development costs, although stated that it would launch without these loans if required. The A350 competes with Boeing's most successful project in recent years, the [[787 Dreamliner]]. EU trade officials questioned the nature of the funding provided by NASA, the [[United States Department of Defense|Department of Defense]], and in particular the form of R&D contracts that benefit Boeing; as well as funding from US states such as Washington, Kansas, and Illinois, for the development and launch of Boeing aircraft, in particular, the 787.<ref>{{cite news |url=https://www.theguardian.com/business/2009/aug/14/us-uk-trade-row-airbus |work=The Guardian |date=14 August 2009 |title= US accuse Britain of stoking trade row with £340m Airbus loan |first = Dan |last = Milmo | location=London}}</ref> An interim report of the [[WTO]] investigation into the claims made by both sides was made in September 2009.<ref>{{cite web |url=http://www.eubusiness.com/news-eu/wto-trade-dispute-us.bq/ |website=EU Business |date=5 September 2009 |title=US refuses to disclose WTO ruling on Boeing-Airbus row |access-date=1 October 2009 |archive-date=19 March 2012 |archive-url=https://web.archive.org/web/20120319035127/http://www.eubusiness.com/news-eu/wto-trade-dispute-us.bq |url-status=dead }}</ref>
In March 2010, the WTO ruled that European governments unfairly financed Airbus.<ref>{{cite news | url = https://www.usatoday.com/money/industries/manufacturing/2010-03-24-boeingairbus24_ST_N.htm | work=USA Today | date = 3 March 2010 | access-date = 16 June 2010 | title = WTO says Europe subsidises Airbus, Boeing's rival, unfairly }}</ref> In September 2010, a preliminary report of the WTO found unfair Boeing payments broke WTO rules and should be withdrawn.<ref>{{Cite news | url = https://www.reuters.com/article/idUSTRE68E47T20100915 | work = Reuters | date = 15 September 2010 | title = EU claims victory in WTO case versus Boeing | location=Paris}}</ref> In two separate findings issued in May 2011, the WTO found, firstly, that the US defence budget and NASA research grants could not be used as vehicles to subsidise the civilian aerospace industry and that Boeing must repay $5.3&nbsp;billion of illegal subsidies.<ref>{{cite web|last=Freedman |first=Jennifer M. |url=https://www.bloomberg.com/news/2011-03-31/boeing-received-at-least-5-3-billion-of-illegal-government-aid-wto-rules.html |title=WTO Says U.S. Gave at Least $5.3 Billion Illegal Aid to Boeing |publisher=Bloomberg |access-date=21 May 2011}}</ref> Secondly, the WTO [[Appellate Body]] partly overturned an earlier ruling that European Government launch aid constituted unfair subsidy, agreeing with the point of principle that the support was not aimed at boosting exports and some forms of public-private partnership could continue. Part of the $18bn in low interest loans received would have to be repaid eventually; however, there was no immediate need for it to be repaid and the exact value to be repaid would be set at a future date.<ref>{{Cite news|url=https://www.bbc.co.uk/news/business-13443055 |title=BBC News: WTO Airbus ruling leaves both sides claiming victory |website=bbc.co.uk |date=19 April 2011 |access-date=21 May 2011}}</ref> Both parties claimed victory in what was the world's largest trade dispute.<ref>{{Cite news |last=Lewis |first=Barbara |url=https://www.reuters.com/article/uk-wto-airbus-idUSLNE74I01M20110519 |title=WTO gives mixed verdict on Airbus appeal |work=Reuters |date=19 May 2011 |access-date=21 May 2011 |archive-date=29 July 2011 |archive-url=https://web.archive.org/web/20110729085810/http://www.reuters.com/article/2011/05/19/uk-wto-airbus-idUSLNE74I01M20110519 |url-status=live }}</ref><ref>{{cite web|url=http://logisticsweek.com/air/2011/05/wto-final-ruling-decisive-victory-for-europe/ |title=WTO final ruling: Decisive victory for Europe |work=LogisticsWeek |date=25 March 2011 |access-date=21 May 2011}}</ref><ref>{{Cite news|url=https://www.washingtonpost.com/business/economy/us-claims-victory-in-airbus-boeing-case/2011/05/18/AFF6qY6G_story.html?wprss=rss_homepage |title=U.S. claims victory in Airbus-Boeing case |newspaper=The Washington Post |date=17 May 2011 |access-date=21 May 2011 |first=Suzy |last=Khimm}}</ref>
On 1 December 2011, Airbus reported that it had fulfilled its obligations under the WTO findings and called upon Boeing to do likewise in the coming year.<ref>{{cite web|title=Airbus satisfy WTO obligations|url=http://www.airbus.com/newsevents/news-events-single/detail/airbus-reports-full-european-implementation-of-wto-findings/}}</ref> The United States did not agree and had already begun complaint procedures prior to December, stating the EU had failed to comply with the [[Dispute Settlement Body|DSB]]'s recommendations and rulings, and requesting authorisation by the DSB to take countermeasures under Article 22 of the DSU and Article 7.9 of the SCM Agreement. The European Union requested the matter be referred to arbitration under Article 22.6 of the DSU. The DSB agreed that the matter raised by the European Union in its statement at that meeting be referred to arbitration as required by Article 22.6 of the DSU however on 19 January 2012 the US and EU jointly agreed to withdraw their request for arbitration.<ref>{{cite web|title=European Communities &mdash; Measures Affecting Trade in Large Civil Aircraft|url=http://www.wto.org/english/tratop_e/dispu_e/cases_e/ds316_e.htm}}</ref>
On 12 March 2012, the appellate body of the WTO released its findings confirming the illegality of subsidies to Boeing whilst confirming the legality of repayable loans made to Airbus. The WTO stated that Boeing had received at least $5.3&nbsp;billion in illegal cash subsidies at an estimated cost to Airbus of $45&nbsp;billion. A further $2&nbsp;billion in state and local subsidies that Boeing is set to receive have also been declared illegal. Boeing and the US government were given six months to change the way government support for Boeing is handled.<ref>{{cite web|url=http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/sweeping-loss-for-boeing-in-wto-appeal/ |title=Sweeping Loss for Boeing in WTO Appeal |website=Airbus.com |date=16 January 2014 |access-date=6 February 2014}}</ref> At the DSB meeting on 13 April 2012, the United States informed the DSB that it intended to implement the DSB recommendations and rulings in a manner that respects its WTO obligations and within the time-frame established in Article 7.9 of the SCM Agreement. The European Union welcomed the US intention and noted that the 6-month period stipulated in Article 7.9 of the SCM Agreement would expire on 23 September 2012. On 24 April 2012, the European Union and the United States informed the DSB of Agreed Procedures under Articles 21 and 22 of the DSU and Article 7 of the SCM Agreement.<ref>{{cite web|title=United States &mdash; Measures Affecting Trade in Large Civil Aircraft &mdash; Second Complaint|url=http://www.wto.org/english/tratop_e/dispu_e/cases_e/ds353_e.htm}}</ref>
On 25 September 2012, the EU requested discussions with the US, because of the alleged non-compliance of the US and Boeing with the WTO ruling of 12 March 2012. On 27 September 2012, the EU requested the WTO to approve EU countermeasures against the USA's subsidy of Boeing. The WTO approved the creation of a panel to rule on the dispute; this ruling was originally scheduled for 2014 but, because of the complexity of the case, was deferred to be decided not before 2016. The EU wanted permission to place trade sanctions of up to 12&nbsp;billion US$ annually against the USA. The EU believed this amount represents the damage the illegal subsidies of Boeing cause to the EU.<ref>{{cite web|url=http://europa.eu/rapid/pressReleasesAction.do?reference=IP/12/1036&format=HTML&aged=0&language=EN&guiLanguage=en |title=WTO Boeing case: EU requests to impose countermeasures against the US |publisher=European Commission |date=27 September 2012 |access-date=28 September 2012}}</ref><ref>{{cite web |url=http://www.airbus.com/newsevents/news-events-single/detail/next-chapter-in-eight-year-old-wto-conflict-boeings-wto-default-prompts-12-bn-in-annual-sancti/ |title=Next chapter in eight year old WTO conflict: Boeing's WTO Default Prompts $ 12 Bn in Annual Sanctions |publisher=Airbus |date=27 September 2012 |access-date=28 September 2012 |archive-url=https://web.archive.org/web/20121007012417/http://www.airbus.com/newsevents/news-events-single/detail/next-chapter-in-eight-year-old-wto-conflict-boeings-wto-default-prompts-12-bn-in-annual-sancti/ |archive-date=7 October 2012 }}</ref>
On 19 December 2014, the EU requested WTO mediated consultations with the US over the tax incentives given by the state of Washington to large civil aircraft manufacturers which they believed violated the earlier WTO ruling, on 22 April 2015 at the request of the EU a WTO panel was set up to rule on the complaint.<ref>{{cite web|url=https://www.wto.org/english/tratop_e/dispu_e/cases_e/ds487_e.htm|title=WTO - dispute settlement - the disputes - DS487|website=Wto.org|access-date=13 January 2018}}</ref> The tax incentives given by the state of Washington and believed to be the largest in US history<ref>{{cite news|url=https://www.washingtonpost.com/blogs/govbeat/wp/2013/11/12/washington-just-awarded-the-largest-state-tax-subsidy-in-u-s-history/|title=Washington just awarded the largest state tax subsidy in U.S. history|author=Reid Wilson|date=12 November 2013|newspaper=The Washington Post}}</ref> surpassing the previous record of $5.6bn over 30 years awarded by the state of New York to the aluminum producer Alcoa in 2007. The $8.7bn over 40 years incentive to Boeing to manufacture the 777X in the state includes $4.2bn from a 40% reduction in business taxes, £3.5bn in tax credits for the firm, a $562m tax credit on property and buildings belonging to Boeing, a $242m sales tax exemption for buying computers and $8m to train 1000 workers,<ref>{{cite web|url=https://www.wsj.com/articles/SB10001424052702303722104579242612164575226|title=Boeing Holds Bake-Off for Biggest Tax Breaks|author=Jon Ostrower|date=10 December 2013|work=WSJ}}</ref> Airbus alleges this is larger than the budgeted cost of Boeing's 777X development program and the EU argues amounts to an entire publicly funded free aircraft program for Boeing, the legislation was an extension of the duration of a tax break program given to Boeing for Dreamliner development that had already been ruled illegal by the WTO in 2012.<ref>{{cite news|url=http://uk.reuters.com/article/uk-trade-aircraft-subsidies-idUKKBN0DW1GL20140516|archive-url=https://web.archive.org/web/20200522052857/https://uk.reuters.com/article/uk-trade-aircraft-subsidies-idUKKBN0DW1GL20140516|url-status=dead|archive-date=22 May 2020|title=Exclusive: EU may challenge $8.7 billion U.S. tax breaks in Boeing-Airbus trade dispute - sources|work=Reuters UK|date=16 May 2014}}</ref> Boeing defends the allegation by arguing the subsidies are available to anyone however for an aircraft to qualify for the tax breaks a company must manufacture aircraft wings and perform all final assembly for an aircraft model or variant exclusively in the state.<ref>{{cite web|url=http://www.mcclatchydc.com/news/nation-world/national/economy/article24780445.html|title=Washington state's Boeing tax breaks are illegal, Europe charges|work=mcclatchydc}}</ref>
In September 2016, the WTO found that Airbus did not remedy the harm to Boeing from illegal subsidies, and the EU immediately [[appeal]]ed for a final decision in late spring 2018.<!--<ref name=SeattleTimes10feb2018>-->
Boeing expected the 2016 decision would largely be upheld with sanctions of $10 to $15&nbsp;billion, possibly levied by punitive [[US government]] [[tariff]]s, but that the EU would [[retaliate]] strongly.<!--<ref name=SeattleTimes10feb2018>-->
The EU case against Boeing filed as a [[countersuit]] lags the US case and the decision on Boeing's appeal will not come out until late in 2018 or even in 2019.<ref name=SeattleTimes10feb2018>{{cite news |url= https://www.seattletimes.com/business/boeing-aerospace/boeings-biggest-trade-fight-could-spark-a-u-s-confrontation-with-europe/ |title= Boeing's biggest trade fight could spark a U.S. confrontation with Europe |date= 10 February 2018 |author= Dominic Gates |newspaper= The Seattle Times}}</ref>
Both are [[market exposure|exposed]] with a [[Order fulfillment#Processes#order booking|backlog]] of 644 Boeing orders in the EU and 1,340 Airbus orders in the US, but this is mitigated as many are from [[aircraft lessor|lessor]]s, to be delivered elsewhere, and as Airbus has an assembly line in Alabama.<ref>{{cite news |url= https://leehamnews.com/2018/02/14/next-round-airbus-boeing-wto-battle-nears/ |title= Next round in Airbus-Boeing WTO battle nears |date= 14 February 2018 |work= Leeham}}</ref>
On 15 May 2018, in its EU appeal ruling, the WTO concluded that the [[Airbus A380|A380]] and A350 received improper [[subsidies]] through repayable launch aids or low [[interest rate]]s, like previous airliners, which could have been avoided.<!--<ref name=Leeham15May2018>-->
Boeing claimed victory but Airbus countered it is thin with 94% of the [[complaint]]s rejected, as launch aids are legal but at market interest rates, not lower: [[Violation of law|violation]]s will be corrected.<!--<ref name=Leeham15May2018>-->
US tariffs, probably on other industries, may take up to 18 months to get WTO approval, but EU could retaliate over Washington State 787 subsidies and [[tax break]]s for the [[777X]].<ref name=Leeham15May2018>{{cite news |url= https://leehamnews.com/2018/05/15/wto/ |title= WTO issues ruling on EU appeal in Airbus-Boeing complaint |date= 15 May 2018 |work= Leeham News}}</ref><!-- similar comments : https://airinsight.com/the-wto-rules-on-boeing-airbus-dispute/ https://www.flightglobal.com/news/articles/opinion-latest-wto-ruling-should-be-a-catalyst-for-448697/-->
The US will pursue penalties if an agreement cannot be reached but is willing to reach a [[Settlement (litigation)|settlement]] with the European Union.<ref>{{cite news |url= https://www.bloomberg.com/news/articles/2018-05-28/u-s-is-said-to-open-door-to-talks-with-eu-on-airbus-settlement |title= U.S. Is Said to Open Door to Talks With EU on Airbus Settlement |author= Bryce Baschuk and Benjamin D Katz |date= 28 May 2018 |agency= Bloomberg}}</ref>
=== Tariffs ===
On 9 April 2019, the US Government announced that it would pursue penalties by placing tariffs on Airbus and other European Union goods over Airbus' improper subsidies, in an apparent act of retaliation. In response, [[Bruno Le Maire]], France's financial minister, said that a "friendly" solution should be made.<ref>{{Cite news|url=https://www.cnn.com/2019/04/09/business/us-eu-tariffs-airbus/index.html|title=US threatens tariffs on $11 billion of European goods over Airbus subsidies|last1=Shane|first1=Daniel|work=CNN|access-date=9 April 2019|last2=Kottasová|first2=Ivana}}</ref><ref>{{Cite news|url=https://www.washingtonpost.com/business/2019/04/09/broadside-against-airbus-us-launches-aircraft-tariffs/|title=In a broadside against Airbus, U.S. pursues aircraft tariffs|newspaper=The Washington Post|access-date=9 April 2019}}</ref><ref>{{Cite web|url=https://markets.businessinsider.com/news/stocks/trumps-tariffs-hit-airbus-rolls-royce-remy-cointreau-iag-2019-4-1028096712|title=Trump's tariff threat is hitting Airbus, Rolls-Royce, and Rémy Cointreau shares as traders weigh fallout {{!}} Markets Insider|last=Theron|first=Mohamed|website=markets.businessinsider.com|access-date=9 April 2019}}</ref><ref>{{Cite news|url=https://www.reuters.com/article/us-usa-trade-eu-france-idUSKCN1RL0VI|title=France urges 'friendly' solution to EU-U.S. aircraft subsidy dispute|date=9 April 2019|work=Reuters|access-date=9 April 2019}}</ref> On 1 July, the US Government proposed more tariffs for the same reason.<ref>{{Cite news|url=https://www.wsj.com/articles/u-s-proposes-more-european-tariffs-pending-airbus-case-11562026415|title=U.S. Proposes More European Tariffs Pending Airbus Case|last=Zumbrun|first=Joshua|work=The Wall Street Journal|access-date=2 July 2019}}</ref>
On 24 September the same year, it was announced that the WTO would authorize the US to place the tariffs. The WTO stated that the $8 billion USD of EU goods could be affected by the tariffs.<ref>{{Cite news|url=https://www.bloomberg.com/news/articles/2019-09-25/u-s-can-sanction-nearly-8-bln-of-eu-goods-over-airbus-aid-k0zigcr2|title=U.S. Can Tariff About $8 Billion of EU Goods Over Airbus Aid|last1=Baschuk|first1=Bryce|date=25 September 2019|work=Bloomberg|access-date=28 September 2019|last2=Stearns|first2=Jonathan|last3=Donnan|first3=Shawn}}</ref>
The WTO announced the allowed level of punitive tariffs on 30 September, around $5-10 billion down from the $25 billion asked for, then the [[US Trade Representative|USTR]] should issue a list of products to be taxed from year-end.<!--ref name=AvWeek27sep2019-->
By mid-2020, the WTO is slated to determine the allowed EU punitive tariffs, as the EU claims $20&nbsp;billion in damages.<!--ref name=AvWeek27sep2019-->
It would damage both sides, with Boeing having the most to lose as US Aerospace and defense exports to Europe totals $30.5&nbsp;billion, while imports are $23.6&nbsp;billion.<ref name="AvWeek27sep2019">{{cite news|url=https://aviationweek.com/commercial-aviation/new-tariffs-will-leave-airbus-smarting-hurt-boeing-more|title=New Tariffs Will Leave Airbus Smarting But Hurt Boeing More|last1=Bruno|first1=Michael|date=27 September 2019|work=Aviation Week & Space Technology|last2=Flottau|first2=Jens}}</ref>
On 2 October 2019, the WTO approved US tariffs on $7.5&nbsp;billion worth of European goods,<ref>{{cite news|url=https://www.reuters.com/article/us-wto-aircraft-timing/wto-decision-on-u-s-aircraft-subsidy-retaliation-rights-due-at-1400-gmt-idUSKBN1WH0SI|title=U.S. wins backing for $7.5 billion tariffs on EU in jet subsidy clash|last1=Blenkinsop|first1=Philip|date=2 October 2019|work=Reuters|last2=Tim|first2=Hepher}}</ref> and officially authorized them on 14 October, despite the European Union urging for a negotiated settlement.<ref>{{Cite news|url=https://www.reuters.com/article/us-wto-aircraft-idUSKBN1WT0T2|title=WTO clears U.S. to target EU goods with tariffs over Airbus|last=Nebehay|first=Stephanie|date=14 October 2019|work=Reuters|access-date=14 October 2019|language=en}}</ref><ref>{{Cite news|url=https://www.bloomberg.com/news/articles/2019-10-13/eu-seeks-to-halt-u-s-tariffs-over-airbus-aid-in-last-gasp-plea|title=EU Seeks to Halt U.S. Tariffs Over Airbus Aid in Last-Gasp Plea|last=Stearns|first=Jonathan|date=13 October 2019|work=Bloomberg|access-date=14 October 2019}}</ref>
After midnight on 18 October, the US tariffs went into effect. The tariffs target Airbus, wine, and other European goods.<ref>{{Cite news|url=https://www.cbsnews.com/news/us-tariffs-on-european-goods-airbus-planes-wine-cheese-whiskey-much-more-today-2019-10-18/|title=U.S. slaps new tariffs on European wine, whiskey, planes and much more|date=18 October 2019|work=CBS news|access-date=18 October 2019}}</ref><ref>{{Cite news|url=https://www.france24.com/en/20191018-us-imposes-record-7-5-billion-tariffs-on-eu-goods-targeting-wine-and-airbus-1|title=US imposes record $7.5 billion tariffs on EU goods, targeting wine and Airbus|date=18 October 2019|work=France 24|access-date=18 October 2019}}</ref>
On 15 February 2020, the US government announced that it would increase tariffs on Airbus aircraft from 10% to 15%. Airbus expressed regret at the statement.<ref>{{Cite news|url=https://www.reuters.com/article/us-airbus-wto-idUSKBN2090BU|title=Airbus regrets U.S. tariffs, hopes for change when WTO authorizes EU retaliation|date=15 February 2020|work=Reuters|access-date=18 February 2020|language=en}}</ref> The increased tariffs went into effect on 17 February.<ref>{{Cite web|url=https://www.aerotime.aero/clement.charpentreau/24561-united-states-raises-tariffs-on-airbus-aircraft-from-10-to-15|title=United States raises tariffs on Airbus aircraft from 10% to 15%|website=AeroTime |date=17 February 2020 |access-date=18 February 2020}}</ref><ref>{{Cite web|url=https://www.ainonline.com/aviation-news/air-transport/2020-02-17/us-ups-import-duty-rate-new-airbus-aircraft|title=U.S. Ups Import Duty Rate on New Airbus Aircraft|last=Buyck|first=Cathy|website=Aviation International News|language=en|access-date=18 February 2020}}</ref> In an attempt to reduce the threat of retaliatory tariffs by the European Union on exports from Washington state, Boeing requested on 19 February that the [[Washington State Legislature]] suspend its preferential business-and-occupation tax rate, which saves Boeing around $100&nbsp;million annually. The WTO ruled in March of the previous year that the tax breaks for Boeing by the state of Washington constituted illegal US subsidies, but determined that, except for the tax break which Boeing requested suspension of, the European Union had no grounds to seek damages.<ref>{{Cite news|last1=Cornfield|first1=Jerry|url=https://www.heraldnet.com/business/boeing-asks-that-its-big-state-tax-break-be-revoked/|title=Boeing asks that its big state tax break be suspended|date=19 February 2020|work=[[The Herald (Everett)|The Everett Daily Herald]]|access-date=3 March 2020|publisher=[[Sound Publishing]]|last2=Podsada|first2=Janice}}</ref>
On 30 September 2020, the WTO approved the European Union's retaliatory tariffs on $4.1 billion worth of US goods, this is in addition to the previous unimplemented sanction allowing the EU the right to impose tariffs of up to $8.2 billion on US goods and services.<ref>{{Cite news|last1=Hepher|first1=Tim|last2=Shalal|first2=Andrea|date=30 September 2020|title=WTO backs EU tariffs on $4 billion U.S. goods over Boeing subsidies - sources|work=Reuters|url=https://www.reuters.com/article/wto-aircraft-idUSKBN26L076|access-date=30 September 2020}}</ref><ref>{{Cite web|last=Baschuk|first=Bryce|date=30 September 2020|title=EU Eyes Tariffs Against the U.S., Putting Economy at Risk|url=https://www.bloomberg.com/news/articles/2020-09-30/eu-eyes-tariff-strike-against-the-u-s-putting-recovery-at-risk|access-date=30 September 2020|website=www.bloomberg.com}}</ref><ref>{{Cite web|last=Baschuk|first=Bryce|date=30 September 2020|title=Transatlantic Tensions Set to Flare on WTO Ruling for EU Tariffs|url=https://www.bloomberg.com/news/newsletters/2020-09-30/supply-chains-latest-u-s-eu-tensions-to-flare-on-wto-ruling|access-date=30 September 2020|website=www.bloomberg.com}}</ref> On 11 October, acting [[European Commissioner for Trade]] [[Valdis Dombrovskis]] urged the US to withdraw its tariffs, reiterating retaliatory action.<ref>{{Cite news|last1=Acharya|first1=Bhargav|last2=Hardcastle|first2=Elaine|date=11 October 2020|title=EU trade chief calls on U.S. to drop tariffs in Airbus-Boeing dispute: FT|work=Reuters|url=https://in.reuters.com/article/usa-trade-eu-airbus-idUSKBN26W0IL|access-date=11 October 2020|archive-date=17 October 2020|archive-url=https://web.archive.org/web/20201017090514/https://in.reuters.com/article/usa-trade-eu-airbus-idUSKBN26W0IL|url-status=dead}}</ref> Two days later, on 13 October, the WTO authorized the EU's tariffs.<ref>{{Cite web|date=13 October 2020|title=EU given green light to hit US with tariffs in Airbus-Boeing ruling|url=https://www.ft.com/content/3198d2ef-c3bb-44b9-a1e0-b27d9c1483de|access-date=15 October 2020|website=Financial Times}}</ref> The next day, on 14 October, the US finally offered to remove their tariffs if Airbus would refinance the state loans at a level of interest that assumed a 50% product failure rate. The EU criticized the deal as "unacceptable" due to its cost estimated to be around $10 billion along with the [[Impact of the COVID-19 pandemic on aviation|impact of the COVID-19 pandemic on the aviation industry]]. The US argued that European tariffs on US goods were unnecessary as the local tax subsidies for Boeing had ended while Airbus countered that the US was still applying import tariffs even though the A380 was no longer in production. Further talks with the WTO regarding the tariffs are scheduled for 26 October, however, the tariffs may only go into effect depending on the results on the [[2020 United States presidential election]].<ref>{{Cite news|last1=Hepher|first1=Tim|last2=Shalal|first2=Andrea|last3=Blenkinsop|first3=Philip|date=15 October 2020|title=Exclusive: U.S. offers tariff truce if Airbus repays billions in aid - sources|work=Reuters|url=https://www.reuters.com/article/uk-wto-aircraft-exclusive-idUKKBN2701AF|access-date=15 October 2020}}</ref><ref>{{Cite news|date=15 October 2020|title=Trump, EU Lob Tariff Threats in Escalating Fight Over Airplanes|language=en|work=Bloomberg.com|url=https://www.bloomberg.com/news/articles/2020-10-15/trump-says-u-s-to-strike-harder-if-eu-starts-4-billion-tariffs|access-date=16 October 2020}}</ref><ref>{{Cite news|date=13 October 2020|title=EU Weighs When to Hit U.S. Products With Tariffs Approved by WTO|language=en|work=Bloomberg.com|url=https://www.bloomberg.com/news/articles/2020-10-13/timing-of-eu-tariff-strike-on-u-s-may-hinge-on-election-winner|access-date=16 October 2020}}</ref> On 9 November the WTO announced that the EU's tariffs would still go into effect,<ref>{{Cite news|title=EU hits US goods with tariffs in Airbus-Boeing dispute|url=https://www.ft.com/content/92b23bb8-9def-4aea-983e-80f7ab2ab5cf|access-date=2020-11-09|website=Financial Times|date=9 November 2020 }}</ref> though the EU indicated it was hopeful a settlement could be reached with the new US administration in 2021.<ref>{{cite news |title=EU imposes tariffs on $4bn of US goods in Boeing row |url=https://www.bbc.com/news/business-54877337 |work=BBC News |date=9 November 2020}}</ref><ref>{{Cite news|date=2020-11-09|title=EU puts tariffs on US but hopes for change with Biden|language=en|work=ABC News|agency=Associated Press|url=https://abcnews.go.com/International/wireStory/eu-advances-plan-slap-tariffs-us-goods-boeing-74102142|access-date=2020-11-10}}</ref> On 13 November Bruno Le Maire said a settlement could potentially be reached in several weeks.<ref>{{Cite news|last=Horobin|first=William|date=2020-11-13|title=Le Maire Sees Airbus, Boeing Spat Compromise Possible in Weeks|work=Bloomberg News|url=https://www.bloomberg.com/news/articles/2020-11-13/le-maire-sees-airbus-boeing-spat-compromise-possible-in-weeks|access-date=2020-11-15}}</ref> Both sides resumed negotiations on 2 December.<ref>{{Cite news|date=2020-12-02|title=U.S., EU Renew Push to Settle Boeing-Airbus Subsidy Dispute|language=en|work=Bloomberg.com|url=https://www.bloomberg.com/news/articles/2020-12-02/u-s-eu-renew-push-to-settle-dispute-on-boeing-airbus-subsidies|access-date=2020-12-25}}</ref> In an attempt to reduce tensions, the United Kingdom dropped its own tariffs on US goods on 8 December.<ref>{{Cite news|date=2020-12-08|title=U.K. to Drop Tariffs on U.S. Goods in Airbus-Boeing Dispute|language=en|work=Bloomberg.com|url=https://www.bloomberg.com/news/articles/2020-12-08/u-k-to-drop-tariffs-on-u-s-goods-in-airbus-boeing-dispute|access-date=2020-12-25}}</ref>
On 30 December 2020, the US government announced that it would widen its current tariffs on EU goods, it said it was unfair that the duties for the EU sanctions upon the US were calculated during the COVID-19 outbreak when US exports were smaller than usual increasing the number of US goods to which tariffs needed to be applied to reach the WTO's approved sanction value.<ref>{{Cite news|date=2020-12-30|title=U.S. Widens Tariffs on EU Imports in Airbus, Boeing Fight|language=en|work=Bloomberg.com|url=https://www.bloomberg.com/news/articles/2020-12-30/u-s-adjusts-tariffs-on-eu-products-hit-in-airbus-boeing-fight|access-date=2020-12-31}}</ref> The widening took effect on 12 January 2021.<ref>{{Cite web|last=Kaminski-Morrow|first=David|date=2021-01-11|title=Airbus dismayed as US tariffs sting aircraft structure shipments|url=https://www.flightglobal.com/aerospace/airbus-dismayed-as-us-tariffs-sting-aircraft-structure-shipments/141905.article|access-date=2021-01-16|website=Sky Comparison}}</ref>
On 4 March 2021, the US government suspended its tariffs on UK goods as part of resolving the dispute.<ref>{{Cite news|last1=Mayes|first1=Joe|last2=Baschuk|first2=Bryce|date=2021-03-04|title=U.S. Suspends Tariffs on U.K. Goods in Airbus-Boeing Dispute|work=Bloomberg.com|url=https://www.bloomberg.com/news/articles/2021-03-04/u-s-suspends-tariffs-on-u-k-goods-in-airbus-boeing-dispute|access-date=2021-03-05}}</ref> The next day, on 5 March, the US and EU both suspended their tariffs on their respective goods for the same reason.<ref>{{Cite news|date=2021-03-05|title=U.S., EU Agree to Suspend Tariffs in Boeing-Airbus Dispute|work=Bloomberg.com|url=https://www.bloomberg.com/news/articles/2021-03-05/u-s-eu-agree-to-suspend-11-5-billion-of-tariffs-in-plane-spat|access-date=2021-03-23}}</ref><ref>{{Cite web|last=Josephs|first=Leslie|date=2021-03-05|title=U.S., EU to suspend tariffs in effort to resolve Boeing-Airbus subsidy dispute|url=https://www.cnbc.com/2021/03/05/us-eu-to-suspend-tariffs-in-effort-to-resolve-boeing-airbus-trade-dispute.html|access-date=2021-03-05|website=CNBC}}</ref> On 22 March, US trade representative [[Katherine Tai]] held a meeting with EU trade commissioner Valdis Dombrovskis and UK trade secretary [[Liz Truss]] to begin negotiations to end the dispute.<ref>{{Cite news|last=Martin|first=Eric|date=2021-03-22|title=U.S. Speaks with EU, U.K. About Resolving Airbus-Boeing Dispute|work=Bloomberg.com|url=https://www.bloomberg.com/news/articles/2021-03-22/u-s-speaks-with-eu-u-k-about-resolving-airbus-boeing-dispute|access-date=2021-03-23}}</ref>
On 15 June 2021, the US and EU reached a truce, suspending the tariffs for five years.<ref>{{Cite news|last1=Erlanger|first1=Steven|last2=Shear|first2=Michael D.|date=2021-06-15|title=U.S. and E.U. End Aviation Trade Spat and Turn to China's Rise|work=The New York Times|url=https://www.nytimes.com/2021/06/15/business/US-EU-Airbus-Boeing.html|access-date=2021-06-15|issn=0362-4331}}</ref> The two sides agreed that future research and development funding would be given out transparently and without advantaging domestic producers.<ref>{{Cite news|last1=Amaro|first1=Silvia|last2=Josephs|first2=Leslie|date=2021-06-15|title=U.S. and EU resolve 17-year Boeing-Airbus trade dispute|url=https://www.cnbc.com/2021/06/15/us-and-eu-truce-boeing-airbus-dispute.html|access-date=2021-06-16|work=CNBC}}</ref>
== See also ==
* [[Airbus Corporate Jets]]
* [[Boeing Commercial Airplanes]]
* [[Competition in the Regional jet market]]
* [[List of civil aircraft]]
== Notes ==
{{notelist}}
==References==
{{Reflist}}
==Sources==
* {{Citation|last=Newhouse|first=John|title=Boeing versus Airbus|publisher=Vintage Books|year=2007|location=USA|isbn=978-1-4000-7872-1}}
==External links==
*[http://www.airbus.com/ Official Airbus website]
*[http://boeing.com/ Official Boeing website]
*[https://web.archive.org/web/20040612115251/http://www.airbusmilitary.com/ Official Airbus Military website]
*[http://www.abcdlist.nl/main.html Complete production lists of all Airbus models]
*[http://news.bbc.co.uk/2/hi/business/3722888.stm BBC Q&A: Boeing and Airbus]
{{EADS}}
{{Boeing}}
{{Airbus aircraft}}
{{Boeing airliners}}
{{DEFAULTSORT:Competition Between Airbus vs Boeing}}
[[Category:Aerospace companies]]
[[Category:Airbus]]
[[Category:Boeing]]
[[Category:Multinational aircraft manufacturers]]
[[Category:Transportation rivalries]]