---
title: "Narrowbody Deliveries: Can the Duopoly Build What It Sold?"
slug: narrowbody-deliveries
type: data-index
sector: aerospace
canonical_url: https://deepstoryresearch.com/data/narrowbody-deliveries
series: [sa_backlog, backlog_shift, rate_targets, ytd_scorecard, output_mix, engine_throughput]
series_count: 6
data_point_count: 18
data_as_of: 2026-07
source_quality: curated_snapshot
tier: free
generated_at: 2026-08-14
---

# Narrowbody Deliveries: Can the Duopoly Build What It Sold?
_Can the single-aisle duopoly build what it has already sold?_

> Deepstory Research context file · **Free tier** · <https://deepstoryresearch.com/data/narrowbody-deliveries>
> Self-contained AI briefing. Drop into an LLM window or RAG pipeline.

## AI research use contract

- Treat this file as source-grounded context, not a live database. Quote `source_ref` and `data_as_of` when using numbers.
- Separate `FACT`, `ESTIMATE`, `FORECAST`, `TARGET`, and `INFERENCE`. If a row basis is unclear, say it is unclear.
- Prefer T1/T2 sources for hard facts; use T3/T4 sources as context that should be checked before money, legal, medical, operational, or policy decisions.
- Keep answer structure clean: first say what the data says, then what you infer, then what would change the conclusion.

## Research upgrade checklist

- Always separate PRODUCTION rate from DELIVERY rate — Boeing has been drawing down parked inventory, so the two diverge.
- Treat every announced rate as a target with a date, never as a run-rate; note the 2025 realised monthly average alongside it.
- Add Pratt & Whitney GTF unit throughput the moment RTX publishes a citable figure — this index currently measures only the LEAP half of the engine market.
- Track backlog month on month, not just its level; direction separates an order story from a production story.
- Add A320-family and 737 deliveries per year as separate series once a primary per-family annual table is sourced.

## TL;DR — index summary

Airbus and Boeing carry 12,999 unbuilt single-aisle aircraft between them — about four fifths of a combined 16,136-aircraft backlog, or roughly a decade of production at 2025 rates. Both have announced rates neither has ever achieved: Airbus 75 A320-family aircraft a month by end-2027 against a 2025 average of 50.6, Boeing 52 a month against 37.3 and with **no published FAA approval** for the step. The constraint appears to be shifting: LEAP engine deliveries grew 41% in H1 2026, well ahead of airframe output, which moves the bottleneck back onto final assembly.

## What this index covers

Six series on single-aisle capacity: unfilled orders by programme at 31 July 2026, the month-on-month backlog shift, announced end-state monthly rates, the 2026 year-to-date delivery and order scorecard, June 2026 output split by body type, and GE Aerospace LEAP growth rates.

**Series in this index:**

- `sa_backlog` — How many single-aisle aircraft are sold and unbuilt, by programme.
- `backlog_shift` — Which way each single-aisle backlog moved between end-June and end-July 2026.
- `rate_targets` — What monthly rate each single-aisle programme has publicly committed to.
- `ytd_scorecard` — Deliveries and gross orders for each OEM, January to July 2026.
- `output_mix` — What share of each OEM’s monthly output is single-aisle.
- `engine_throughput` — How fast LEAP engine output is growing.

**Entities tracked:** Airbus, Boeing, CFM International / GE Aerospace (LEAP), Pratt & Whitney (GTF, omitted for lack of a citable figure), FAA.

## Key findings

- Single-aisle backlog at 31 July 2026: A320neo family 7,574, 737 MAX 4,817, A220 574, 737 NG 34 — 12,999 aircraft, ~81% of the two OEMs’ combined book (fi-jul-2026).
- In July 2026 the A320neo backlog grew 113 aircraft while the 737 backlog fell 37 — the books are diverging faster than the output is (fi-jun-2026 / fi-jul-2026).
- Announced targets vs 2025 realised monthly averages: A320 family 75 vs 50.6 (+48%), 737 52 vs 37.3 (+40%), A220 13 vs 7.8 (+67%). No single-aisle programme at either company has run at its own target rate (airbus-h1-2026 / boeing-q2-2026).
- YTD through July 2026: Airbus 418 deliveries and 1,090 gross orders; Boeing 367 and 483. The delivery gap is 14%, the order gap is a factor of 2.3 (airbus-od-jul26 / fi-jul-2026).
- 92% of Airbus’s June 2026 output was single-aisle against 67% of Boeing’s — the same rate story lands very differently on the two income statements (fi-jun-2026).
- LEAP deliveries rose 41% in H1 2026 and LEAP unit volume 24% in Q2, ahead of airframe delivery growth in the low teens (ge-q2-2026).

## Evidence basis map

The free tables above show `source_ref` but not the row-level `value_basis`. This section mirrors the visible rows only, so AI tools can separate observed values from estimates, forecasts, targets, and derived values.

| series | row | source_ref | value_basis |
| --- | --- | --- | --- |
| sa_backlog | programme=A320neo family; aircraft=7574 | fi-jul-2026 | Airbus backlog table, end of July 2026 |
| sa_backlog | programme=737 MAX; aircraft=4817 | fi-jul-2026 | Boeing backlog table, end of July 2026 |
| sa_backlog | programme=A220; aircraft=574 | fi-jul-2026 | Airbus backlog table, end of July 2026 |
| sa_backlog | programme=737 NG; aircraft=34 | fi-jul-2026 | Boeing backlog table, end of July 2026 — residual NG orders |
| backlog_shift | programme=A320neo family; jun_2026=7461; jul_2026=7574 | fi-jun-2026 | End-of-June backlog table (7,461) against end-of-July table (7,574) in the companion report |
| backlog_shift | programme=737 (MAX + NG); jun_2026=4888; jul_2026=4851 | fi-jun-2026 | June table reports 737 as a single combined line (4,888); July table splits MAX 4,817 + NG 34, summed to 4,851 so both months are on the same basis |
| backlog_shift | programme=A220; jun_2026=581; jul_2026=574 | fi-jun-2026 | End-of-June backlog table (581) against end-of-July table (574) |
| rate_targets | programme=A320 family; rate_per_month=75 | airbus-h1-2026 | TARGET, not achieved: "A320 Family: 70–75 aircraft/month by end 2027, stabilising at 75" |
| rate_targets | programme=737 MAX; rate_per_month=52 | boeing-q2-2026 | TARGET, not achieved: stated step beyond the 47/month transition begun in Q2 2026; no FAA approval date published |
| rate_targets | programme=A220; rate_per_month=13 | airbus-h1-2026 | TARGET, not achieved: "A220: monthly rate of 13 aircraft targeted in 2028" |
| ytd_scorecard | oem=Airbus; deliveries=418; gross_orders=1090 | airbus-od-jul26 | Airbus Orders & Deliveries page, YTD July 2026: 418 aircraft to 82 customers; YTD gross orders 1,090 per the July trade compilation |
| ytd_scorecard | oem=Boeing; deliveries=367; gross_orders=483 | fi-jul-2026 | YTD July 2026; reconciles exactly against Boeing’s own quarterly releases (143 Q1 + 171 Q2 + 53 July = 367) |
| output_mix | oem=Airbus; narrowbody=82; widebody=7 | fi-jun-2026 | June 2026: 73 A320neo family + 9 A220-300 single-aisle; 6 A350-900 + 1 A350-1000 twin-aisle |
| output_mix | oem=Boeing; narrowbody=43; widebody=21 | fi-jun-2026 | June 2026: 35 737 MAX 8 + 7 MAX 9 + 1 737-800A single-aisle; 13 787-9 + 5 767 + 3 777F twin-aisle |
| engine_throughput | metric=LEAP deliveries, H1 2026; pct=41 | ge-q2-2026 | "LEAP deliveries up 41%" for the first half of 2026; GE does not publish absolute LEAP unit counts |
| engine_throughput | metric=LEAP units, Q2 2026; pct=24 | ge-q2-2026 | Q2 equipment revenue commentary: "unit volume up 26%, including LEAP up 24%" |
| engine_throughput | metric=Total unit volume, Q2 2026; pct=26 | ge-q2-2026 | Same passage: total equipment unit volume up 26% |
| engine_throughput | metric=CES equipment revenue, Q2 2026; pct=30 | ge-q2-2026 | Commercial Engines & Services equipment revenue growth, Q2 2026 |

## The series (per-chart briefings)

### Single-aisle backlog — hbar
**Direct answer:** How many single-aisle aircraft are sold and unbuilt, by programme.
**Time bracket:** 31 July 2026 snapshot

| programme | aircraft | source_ref |
| --- | --- | --- |
| A320neo family | 7574 | fi-jul-2026 |
| 737 MAX | 4817 | fi-jul-2026 |
| A220 | 574 | fi-jul-2026 |
| 737 NG | 34 | fi-jul-2026 |

**Read:** A320neo family is 58% of the single-aisle book and ~12.5 years of production at the 2025 rate.
**Caveat:** The 34 remaining 737 NG orders are a pre-MAX residue, shown rather than dropped because they are still contractual.

### Backlog month on month — grouped-bar
**Direct answer:** Which way each single-aisle backlog moved between end-June and end-July 2026.
**Time bracket:** June vs July 2026

| programme | jun_2026 | jul_2026 | source_ref |
| --- | --- | --- | --- |
| A320neo family | 7461 | 7574 | fi-jun-2026 |
| 737 (MAX + NG) | 4888 | 4851 | fi-jun-2026 |
| A220 | 581 | 574 | fi-jun-2026 |

**Read:** Airbus is selling faster than it builds; Boeing is building down.
**Caveat:** One month is not a trend, and July is an order-announcement-heavy month. The Boeing July value is MAX 4,817 + NG 34 = 4,851, summed so both months sit on the same basis as the June combined line.

### Announced rate targets — hbar
**Direct answer:** What monthly rate each single-aisle programme has publicly committed to.
**Time bracket:** targets dated 2026–2028

| programme | rate_per_month | source_ref |
| --- | --- | --- |
| A320 family | 75 | airbus-h1-2026 |
| 737 MAX | 52 | boeing-q2-2026 |
| A220 | 13 | airbus-h1-2026 |

**Read:** Every bar is 39–67% above the programme’s realised 2025 monthly average.
**Caveat:** TARGETS, not achieved or approved rates. Boeing’s 52 has no published FAA approval and no timetable.

### 2026 YTD scorecard — grouped-bar
**Direct answer:** Deliveries and gross orders for each OEM, January to July 2026.
**Time bracket:** YTD 31 July 2026

| oem | deliveries | gross_orders | source_ref |
| --- | --- | --- | --- |
| Airbus | 418 | 1090 | airbus-od-jul26 |
| Boeing | 367 | 483 | fi-jul-2026 |

**Read:** Boeing has largely closed the delivery gap and not the order gap. Those are different problems.
**Caveat:** Gross orders, not net — cancellations are not deducted.

### Output mix by body type — stacked-bar
**Direct answer:** What share of each OEM’s monthly output is single-aisle.
**Time bracket:** June 2026

| oem | narrowbody | widebody | source_ref |
| --- | --- | --- | --- |
| Airbus | 82 | 7 | fi-jun-2026 |
| Boeing | 43 | 21 | fi-jun-2026 |

**Read:** Airbus is a narrowbody company; Boeing delivered three times as many twin-aisles in the same month.
**Caveat:** A single month, chosen because it is the most recent with a published body-type split.

### Engine throughput — bar
**Direct answer:** How fast LEAP engine output is growing.
**Time bracket:** H1 and Q2 2026

| metric | pct | source_ref |
| --- | --- | --- |
| LEAP deliveries, H1 2026 | 41 | ge-q2-2026 |
| LEAP units, Q2 2026 | 24 | ge-q2-2026 |
| Total unit volume, Q2 2026 | 26 | ge-q2-2026 |
| CES equipment revenue, Q2 2026 | 30 | ge-q2-2026 |

**Read:** Engines are ramping faster than airframes, which moves the binding constraint back to final assembly.
**Caveat:** Percentages only — GE does not publish absolute LEAP unit counts, so the base is unknown. Pratt & Whitney GTF is OMITTED for lack of a citable primary figure, so this measures one of the two engine families.

## Cross-series synthesis — why this matters

Read sa_backlog against rate_targets and the whole index resolves to one number: years of coverage. At 2025 rates the A320neo queue is ~12.5 years and the 737 queue ~10.8. At the announced target rates they fall to ~8.4 and ~7.7. The entire commercial value of a rate increase is the difference between those two pairs of numbers, which is why rate — not order intake — is the variable that matters in this market.

Read backlog_shift against ytd_scorecard and the divergence is legible. Both OEMs are delivering at broadly comparable rates (418 vs 367), but Airbus booked 2.3x the gross orders. A backlog that grows while output grows means the queue lengthens, and a lengthening queue is a pricing asset, not a problem.

Read output_mix against engine_throughput to see where the risk actually sits. Airbus has 92% of its monthly output on one narrowbody line family, powered roughly half by LEAP and half by GTF. LEAP throughput is visibly improving; GTF throughput is unmeasurable from public sources. The single largest unquantified risk in this index is the half of the A320neo engine supply nobody publishes a number for.

## Entities & relationships

| Entity | What they do | Key stat | Relationship |
| --- | --- | --- | --- |
| Airbus | Single-aisle market leader | 7,574 A320neo family + 574 A220 backlog | Holds 63% of the combined single-aisle book |
| Boeing | Single-aisle challenger | 4,817 737 MAX backlog, rate transitioning to 47/month | Delivery gap 14%, order gap 2.3x |
| GE Aerospace / CFM | LEAP engine supplier | LEAP deliveries +41% H1 2026 | Sole engine on the 737 MAX; roughly half the A320neo book |
| Pratt & Whitney | GTF engine supplier | No citable delivery figure published | The other half of A320neo engine supply — the index’s largest measurement gap |
| FAA | US production-rate regulator | Capped 737 at 38/month early 2024, raised to 42 on 17 Oct 2025 | Holds a veto on the Boeing side of the rate story that has no counterpart on the Airbus side |

## Timeline of key events & decisions

- **Early 2024** — FAA caps 737 production at 38/month after Alaska Airlines 1282 → the origin of the delivery gap this index measures
- **17 Oct 2025** — FAA raises the 737 cap to 42/month → the constraint becomes industrial rather than regulatory
- **Q2 2026** — Boeing begins transitioning to 47/month; 737 North Line activates LRIP in July → capacity added ahead of approval for the next step
- **H1 2026** — LEAP deliveries up 41% → the engine bottleneck of 2023–2025 visibly easing
- **July 2026** — Airbus books 204 gross orders against 67 deliveries → the backlogs diverge in a single month

## Cross-industry ripple

- **Airlines and lessors:** A decade-deep queue means fleet plans are set by slot availability rather than by capital, and secondary-market values for delivery positions stay elevated. _(inference)_
- **Aerostructures suppliers:** Announced rates 39–67% above realised output imply a supplier capex cycle that has to be funded years before the rate arrives — and stranded if it does not. _(inference)_
- **Engine makers and MRO:** LEAP output growing faster than airframes shifts the constraint downstream, and a growing installed base pulls forward the shop-visit wave. _(inference)_
- **Titanium and forgings:** Rate targets at both OEMs peak in the same 2027–2028 window, concentrating demand on a supply base with long qualification lead times. _(inference)_

## Non-obvious reads (interpretation)

_This section is interpretation, not sourced fact — each item names the observation it is built on and a confidence level._

- **Observation:** Boeing has nearly closed the delivery gap (367 vs 418) but not the order gap (483 vs 1,090).
  **Read:** The recovery Boeing has achieved is industrial, not commercial. Manufacturing performance is measurable within a quarter; customer confidence in a delivery date is measurable only across a fleet-planning cycle, so the order gap should be expected to close later and more slowly than the delivery gap — if it closes. _(confidence: medium)_
- **Observation:** 92% of Airbus’s June output was single-aisle against 67% of Boeing’s.
  **Read:** The two companies are less directly competitive than the duopoly framing implies. A narrowbody rate shock is a company-level event for Airbus and a segment-level event for Boeing, which is also why Boeing’s twin-aisle programmes carry more of its recovery than the 737-centric coverage suggests. _(confidence: high)_
- **Observation:** GE publishes LEAP growth percentages but not unit counts.
  **Read:** Nobody outside the OEMs can currently compute total narrowbody engine supply, which means every published narrowbody production forecast contains an unstated assumption about GTF throughput. Treat such forecasts as opinion about Pratt & Whitney, not as analysis of Airbus and Boeing. _(confidence: high)_

## Glossary / key terms

- **Single-aisle / narrowbody** — Aircraft with one passenger aisle — A220, A320 family, 737. The volume segment of commercial aviation.
- **Backlog** — Firm unfilled orders. Not revenue; an order can be cancelled or deferred.
- **Production rate** — Aircraft rolled out of final assembly per month. Distinct from delivery rate, which can exceed it when parked inventory is drawn down.
- **LEAP** — CFM International turbofan; sole engine on the 737 MAX and one of two options on the A320neo.
- **GTF** — Pratt & Whitney geared turbofan; the alternative A320neo engine, subject to a multi-year powder-metal inspection programme.
- **Years of coverage** — Backlog divided by annual delivery rate — how long the queue would take to clear at current output.

## How to use this with AI

Paste this file into an LLM context window (or a RAG store) and ask cross-series questions. The tables carry a `source_ref` per row; the source registry below maps each ref to a named source and a trust tier.

### Suggested prompts (multi-series)

```text
Using the sa_backlog and rate_targets series, compute years of backlog coverage for each single-aisle programme at both the 2025 realised rate and the announced target rate. State which source_ref each input came from.
```

```text
From backlog_shift, calculate the net change in each programme’s backlog over July 2026 and explain what combination of orders and deliveries produces each figure.
```

```text
Using output_mix, compute each OEM’s single-aisle share of June 2026 output, then explain why a one-per-month change in narrowbody rate is not equally material to both companies.
```

```text
List every value in this file that is a stated target rather than an achieved figure, with its source_ref, and explain why the distinction changes the conclusion.
```

```text
Identify what this index cannot tell you about total narrowbody engine supply, and what data would be required to close that gap.
```

## Sources & trust

| ref | source | trust tier | url |
| --- | --- | --- | --- |
| airbus-od-jul26 | Airbus — Orders & Deliveries, July 2026 | T2 · Primary filing / official body | https://www.airbus.com/en/products-services/commercial-aircraft/market/orders-and-deliveries |
| airbus-h1-2026 | Airbus — Half-Year 2026 results, 29 July 2026 | T2 · Primary filing / official body | https://www.airbus.com/en/newsroom/press-releases/2026-07-airbus-reports-half-year-h1-2026-results |
| airbus-fy2025 | Airbus — 793 commercial aircraft deliveries in 2025 | T2 · Primary filing / official body | https://www.airbus.com/en/newsroom/press-releases/2026-01-airbus-reports-793-commercial-aircraft-deliveries-in-2025 |
| airbus-infographic-2023 | Airbus — 2023 commercial aircraft orders & deliveries infographic (annual history 2019–2023) | T2 · Primary filing / official body | https://www.airbus.com/sites/g/files/jlcbta136/files/2024-01/Airbus-Infographic-2023-Commercial-Aircraft-orders-and-deliveries.pdf |
| boeing-q1-2026 | Boeing — First Quarter 2026 results | T2 · Primary filing / official body | https://investors.boeing.com/investors/news/press-release-details/2026/Boeing-Reports-First-Quarter-Results/default.aspx |
| boeing-q2-2026 | Boeing — Second Quarter 2026 results, 28 July 2026 | T2 · Primary filing / official body | https://boeing.mediaroom.com/2026-07-28-Boeing-Reports-Second-Quarter-Results |
| boeing-q4-2025 | Boeing — Fourth Quarter and full-year 2025 results, 27 January 2026 | T2 · Primary filing / official body | https://boeing.mediaroom.com/2026-01-27-Boeing-Reports-Fourth-Quarter-Results |
| boeing-q3-2025 | Boeing — Third Quarter 2025 results, 29 October 2025 | T2 · Primary filing / official body | https://boeing.mediaroom.com/2025-10-29-Boeing-Reports-Third-Quarter-Results |
| boeing-q2-2025 | Boeing — Second Quarter 2025 results | T2 · Primary filing / official body | https://investors.boeing.com/investors/news/press-release-details/2025/Boeing-Reports-Second-Quarter-Results/default.aspx |
| boeing-q4-deliveries-2025 | Boeing — Fourth Quarter 2025 deliveries | T2 · Primary filing / official body | https://investors.boeing.com/investors/news/press-release-details/2026/Boeing-Announces-Fourth-Quarter-Deliveries/default.aspx |
| ge-q2-2026 | GE Aerospace — Second Quarter 2026 results, 16 July 2026 | T2 · Primary filing / official body | https://www.geaerospace.com/news/press-releases/ge-aerospace-announces-second-quarter-2026-results |
| fi-jul-2026 | Forecast International Flight Plan — Airbus and Boeing July 2026 orders and deliveries |  | https://flightplan.forecastinternational.com/2026/08/11/airbus-and-boeing-report-july-2026-commercial-aircraft-orders-and-deliveries/ |
| fi-jun-2026 | Forecast International Flight Plan — Airbus and Boeing June 2026 orders and deliveries |  | https://flightplan.forecastinternational.com/2026/07/14/airbus-and-boeing-report-june-2026-commercial-aircraft-orders-and-deliveries/ |
| agn-jul-2026 | Aerospace Global News — Airbus extends lead over Boeing in July orders and deliveries |  | https://aerospaceglobalnews.com/news/airbus-boeing-orders-deliveries-july-2026/ |
| aerotime-faa-42 | AeroTime — Boeing wins FAA approval to raise 737 MAX production rate |  | https://www.aerotime.aero/articles/boeing-faa-approval-737-max-production |
| airways-452 | Airways Magazine — Airbus has five months to deliver another 452 aircraft |  | https://www.airwaysmag.com/new-post/airbus-five-months-452-aircraft-deliveries |

## Caveats & what this index cannot answer

- Absolute LEAP or GTF unit deliveries — GE publishes growth percentages only and Pratt & Whitney publishes no comparable figure.
- A320-family or 737 deliveries per year as separate annual series — no primary per-family annual table was sourced in this pass.
- Whether either OEM will reach its announced rate, or when. The targets carry dates; the dates are management statements, not commitments.
- Net orders. Only gross orders are charted; cancellations are not deducted.
- Any month between the two snapshots — the backlog series has two observations, June and July 2026.
- Estimates and forward targets are labelled in the working dataset; never read a labelled estimate or forecast as a settled figure.
- This is an observational data index, not investment, legal, or medical advice.

## Data freshness & methodology

- **Last updated:** 2026-08-14
- **Data as of:** 2026-07
- **What changed most recently:** Boeing began transitioning the 737 line from 42 to 47 aircraft a month during Q2 2026 and activated low-rate initial production on the 737 North Line at Everett in July 2026. Over the same month the A320neo backlog grew 113 aircraft while the 737 backlog fell 37.

**Methodology (as seeded):**

> This index answers one question: the single-aisle duopoly has sold
> roughly a decade of production it has not built — can it build it?
> Every chart isolates one input to that answer: how deep the queue is,
> which way it is moving, what rates have been announced against it, what
> is actually coming off the lines, and whether the engine makers are
> keeping up.
> 
> SCOPE. Single-aisle programmes only: A320neo family, A220, 737 MAX and
> the residual 737 NG book. Twin-aisle figures appear only where they are
> needed as a denominator (the June output-mix chart).
> 
> BASIS — BACKLOG COMPARISON. The June source reports the Boeing 737
> backlog as one combined line (4,888); the July source splits it into MAX
> (4,817) and NG (34). The July value in the month-on-month chart is the
> sum, 4,851, so both months sit on the same basis. That addition is
> stated in the value_basis of the point. It is arithmetic on two
> published figures, not an estimate.
> 
> CAVEAT — TARGETS ARE NOT RATES. Every value in the rate-target chart is
> a stated management target with a future date, not an approved or
> achieved rate. Airbus has announced 70-75 A320-family aircraft a month
> by end-2027 and 13 A220s a month in 2028. Boeing has named 52 a month as
> the step beyond the 47 it began transitioning to in Q2 2026, with NO
> published FAA approval and no timetable. For scale, the 2025 realised
> monthly averages were 50.6 (A320 family), 37.3 (737) and 7.8 (A220).
> No single-aisle programme at either company has ever run at its own
> stated target rate.
> 
> CAVEAT — ENGINES, ONE FAMILY ONLY. GE Aerospace publishes LEAP delivery
> GROWTH percentages and does not publish absolute LEAP unit counts, so
> the engine chart is in percent and the base is unknown. Pratt & Whitney
> GTF delivery counts, which cover the other half of the A320neo book,
> were sought and not found in a citable primary release; they are
> OMITTED rather than estimated. Read that chart as evidence about one
> engine family, not about total narrowbody engine supply.
> 
> CAVEAT — ONE MONTH IS NOT A TREND. The June-to-July backlog movement and
> the June output-mix split are single-month observations. July is an
> order-announcement-heavy month in this industry. They are shown because
> they are cleanly sourced and directional, not because one month
> establishes a rate.
> 
> SOURCE TIERS. Company primary disclosure (Airbus, Boeing, GE Aerospace)
> is used wherever the figure exists there. Monthly backlog splits are not
> published in that form by either OEM and come from a trade compilation;
> the Boeing year-to-date figure from that compilation reconciles exactly
> against Boeing’s own quarterly releases (143 + 171 + 53 = 367), which is
> the corroboration standard applied.
> 
> SUPERSEDES. This index absorbs and extends the three H1-2026 sections of
> /data/airbus-vs-boeing, which remains live so no URL is lost.
> 
> Compiled and verified 2026-08-14. Working sheet with every source
> passage: Topics_Content/data/batch-6_aerospace_2026-08-14.md

---

_Free tier. The full row-level dataset and per-source detail live on the live page and in the working file. Canonical: <https://deepstoryresearch.com/data/narrowbody-deliveries>. Deepstory Research · https://deepstoryresearch.com_