Boeing outdelivered Airbus for the first time since the 737 MAX crisis — 143 jets to 114. But a Pratt & Whitney engine shortage, not Boeing’s resurgence alone, is driving the reversal.
Boeing Co. outdelivered Airbus SE in commercial aircraft for the first time since the 737 MAX crisis began in 2018, handing over 143 jets in the first quarter of 2026 to its European rival’s 114.
The 29-aircraft advantage marks the clearest statistical signal yet that the Arlington, Virginia-based manufacturer is translating its quality-first strategy into measurable market gains. Boeing’s first-quarter total represents a 10% year-over-year increase; Airbus posted a 16% decline over the same period. But Boeing’s win was shaped as much by Airbus’s production troubles as by its own recovery.
The 737 MAX drove the quarter. Of Boeing’s 143 commercial deliveries, 114 were narrowbody 737 variants — roughly 80% of the total and the program’s strongest first-quarter showing since 2018. The 787 Dreamliner contributed 15 widebody deliveries, up from 13 a year earlier, while freighter programs accounted for 14 additional handovers.
Airbus delivered 25 fewer A320neo-family aircraft than it did a year earlier — a shortfall that industry analysts equate to more than $3 billion in missed revenue at list prices. The cause: Pratt & Whitney’s persistent failure to supply Geared Turbofan, or GTF, engines on schedule.
The GTF powers roughly 40% of the global A320neo fleet and 100% of the A220. A powder-metal contamination recall launched in 2023 left more than 500 narrowbody aircraft grounded worldwide as of late 2025, forcing Pratt & Whitney to choose between supplying spare engines to the grounded in-service fleet and delivering new powerplants to Airbus assembly lines. Airbus contends it is losing on both fronts.
“We have a contract with our friends from Pratt & Whitney, but they are not respecting our contractual rights, so we have begun a process to resolve this,” Airbus CEO Guillaume Faury told reporters in February 2026.
The dispute has progressed to formal legal proceedings, with Airbus seeking damage compensation for missed delivery targets. RTX Corp. CEO Chris Calio said it remains in active dialogue with Airbus and reported that overall engine output increased 39% in the fourth quarter of 2025. Airbus has characterized that pace as insufficient.
Boeing faces its own constraints — but they are internal and largely manageable. A wiring defect discovered on roughly 25 undelivered 737 MAXs in March slowed that month’s handovers to 46 aircraft, down from 51 in February. Boeing Chief Financial Officer Jay Malave said the repairs required only a few extra days per airframe and that the disruption would not affect the company’s annual delivery guidance of approximately 500 narrowbody aircraft. About 10 deliveries slid from March into the second quarter.
The quarter’s most prominent customer was United Airlines, which accepted 29 Boeing jets — 25 737 MAX 9s and four 787-9 Dreamliners — at a pace of roughly two aircraft per week. United now operates 600 active 737s, making it the third-largest operator of the type globally, behind only Southwest Airlines and Ryanair.
Boeing’s production ambitions extend beyond its Renton, Washington, assembly lines. The company is preparing to open a fourth 737 MAX line at its Everett, Washington, facility — called the North Line — in mid-summer 2026. Housed in space vacated by the end of 747 production, the line will initially operate at a reduced pace to accommodate FAA conformity checks. It will handle primarily the 737 MAX 10 variant, freeing Renton to maintain faster flow rates for the MAX 8 and MAX 9 models.
The next rate milestone of 47 aircraft per month, which some observers had expected Boeing to reach in late 2026, is now anticipated for 2027 as the manufacturer works through FAA stability requirements and supplier readiness. The long-term target stands at 63 aircraft per month.
Boeing’s commercial aircraft division lost $2.1 billion in 2024 and $632 million in 2025. Malave told investors in March 2026 that he expects flat or possibly positive margins for the division in the current year, driven by the 737 delivery ramp and a reduction in rework costs. Defects at Boeing’s Spirit AeroSystems facilities, acquired in late 2025 for $4.7 billion, decreased 40% in early 2026 compared to the previous year.
The backlog picture underscores how much ground Boeing has yet to recover. Airbus reported 9,031 aircraft on order as of March 31, representing more than 10 years of production at current rates, against Boeing’s approximately 6,719 — roughly 10.1 years of coverage. To meet its annual target of 870 deliveries, Airbus must average 84 aircraft per month over the final nine months of 2026, more than double its first-quarter output.
Whether Boeing extends its delivery lead depends on the FAA’s willingness to approve rate increases and on the Everett North Line opening on schedule. Whether Airbus reclaims its customary position depends almost entirely on Pratt & Whitney.
Key Takeaways
- Boeing outdelivered Airbus 143 to 114 in Q1 2026 — its first quarterly win since the 2018 MAX crisis, a 10% year-over-year gain against Airbus’s 16% decline.
- The 737 MAX provided 114 of Boeing’s 143 deliveries; a late-quarter wiring defect pushed roughly 10 units into Q2 without affecting annual guidance.
- Pratt & Whitney’s GTF engine shortage cut Airbus A320neo deliveries by 25 jets year-over-year, prompting formal legal proceedings between the two companies.
- United Airlines absorbed 25 737 MAX 9s and four 787-9s in Q1, ranking as the third-largest 737 operator globally.
- Airbus’s backlog of 9,031 aircraft against Boeing’s approximately 6,719 keeps the long-term competitive balance firmly contested.