Leeham News and Analysis
There's more to real news than a news release.
Airbus adds emphasis for A220 to regional airlines; adding high-density version
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By Scott Hamilton
Jan. 6, 2026, © Leeham News: Airbus is tweaking the marketing messaging for the A220 to boost sales for regional airline operations.
Marketing for the A220 began as the C Series when Bombardier launched the program in 2008. Bombardier positioned the 100-seat CS100 as a replacement for the Airbus A318 and Boeing 737-500/600. The 130-seat CS300 was designed to replace the Airbus A319 and Boeing 737-700. The Airbus and Boeing airplanes are considered mainline aircraft as opposed to regional airliners.
The A220-100 is a “necessary” part of the family, Airbus says. Credit: Airbus.
Bombardier also design a larger CS500, but didn’t launch the program. The CS500 would be a direct competitor to the A320 and 737-800/8.
Airbus continued this marketing approach when it agreed to purchase control of the C Series program in 2017, renaming it the A220-100 and A220-300. Airbus says it’s a matter of when, not if, it will proceed with the A220-500.
However, at an event hosted by the European Regional Airlines Association, Airbus told regional carriers the A220 is a choice airplane for them if they have ambitions to spread their wings, so to speak.
Benjamin Peiron, VP Single Aisle Marketing for Airbus, told LNA in an interview last month that this message didn’t represent a shift in marketing strategy. “It’s more focused, I would say. If we look at the operator base of A220, it’s about half composed of legacy carriers, [like] Air France, Delta, Air Canada. About one third is from so-called regional airlines, whatever the exact definition is. The rest is hybrid low-cost or equivalent.”
Airbus gets new CEO for Commercial Aircraft; faces supply chain issues, decisions on A220 Stretch, Open Fan engine
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By Scott Hamilton and Bjorn Fehrm
Jan. 5, 2026, © Leeham News: The big news at Airbus at the start of this year is the new president and chief executive officer for Airbus Commercial Aircraft: Lars Wagner.
Wagner succeeds an Airbus lifer, Christian Scherer, who retired from his position on Dec. 31. He remains with Airbus for another six months in a transition capacity. Wagner joined Airbus in November to begin a transition period. He previously was the CEO of MTU Aero Engines AG. He joined MTU from Airbus in 2015, holding various positions until he was recruited by Airbus to succeed Scherer.
Lars Wagner took over as CEO of Airbus Commercial Aircraft on Jan. 1. Credit: Airbus.
Immediate challenges facing Wagner include stubborn supply chain issues as Airbus seeks to ramp up production of the A320 family to 75/mo by 2027; the A220 family to 12/mo this year, the A350 to 12/mo by 2028, and 5/mo A330 by 2029.
Airbus’ supply chain—as with Boeing, Embraer, the engine makers, and the suppliers within their own chain—remains stressed for a variety of reasons.
In fact, quality control issues on A320 fuselage panels that became public on Dec. 1 illustrate just one of the many challenges the 50-year-old Wagner faces. Those problems, and others, prevented Airbus from meeting its delivery target of 823 aircraft for 2025.
Two other major issues facing Wagner, but in the coming near-term years, are whether to stretch the A220-300 into an aircraft the size of the A320neo; and whether to select the GE/Safran CFM International RISE Open Fan engine for the A320 replacement in the coming decade.
Group CEO Guillaume Faury said during the Paris Air Show last year an engine decision will be made by 2027 or 2028, and a program launch will be in 2030. A RISE demonstrator engine is to be mounted on an A380 next year to begin flight testing.
Scherer was the leading proponent of both projects, arguing that a market leader should not wait for the competition to move but rather jump them to stay the leader.
Boeing captures 33% of single-aisle sector, maintains big lead for wide-bodies
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By Scott Hamilton
Jan. 2, 2026, © Leeham News: Boeing’s 2011 decision to launch another derivative of the 737, a slow response to the Airbus A321neo, and the series of crises involving the 737 MAX beginning on March 10, 2019, caused a dramatic drop in market share that places Boeing at a distant No. 2 to Airbus.
The total program orders give Airbus a 54% share of the market for the A320neo family to Boeing’s 33% for the MAX. Adding the A220 into Airbus’ share, the European company has captured 58% of the single aisle market, an analysis of data from the companies as of Dec. 5 reveals.
China’s COMAC C919 captures 7% of the single-aisle market, according to data analyzed from Cirium and other sources. Embraer, with its two-class 100-seat E190-E2 and 120-seat E195-E2, captures a mere 2% of the 100-240 seat sector.
Russia’s Sukhoi MC-21 is not included in this analysis because the market is closed to Airbus, Boeing, and Embraer due to international sanctions on Russia due to the Ukraine war.
“Rise and Fall of Boeing and the Way Back” picked by Royal Aeronautical Society as a top book for Christmas
By Scott Hamilton
My book, “The Rise and Fall of Boeing and the Way Back”, has been named as one of its top picks of aviation books by the Royal Aeronautical Society for Christmas 2025.
“Following on from his previous Air Wars, which looked at Airbus vs Boeing rivalry, aviation journalist and analyst Scott Hamilton brings commercial aerospace up to date with a look at the rollercoaster ride that has been Boeing’s fortunes over recent years. How did a brand that personified American engineering excellence become so distrusted by customers, politicians, and even the general public? And more important – what are the ways back from this?” The RAS wrote.
This is the second time one of my books has been so named. (I’ve only written two books.) The first, “Air Wars, the Global Combat Between Airbus and Boeing”, was chosen when it was published in 2021.
“Rise and Fall” continues the story begun with “Air Wars.”
“Rise and Fall” may be purchased here.
“Air Wars” may be purchased here.
Mitigating mounting pressures in the global supply chain
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By Charlotte Bailey
Michael Haidinger, president of Boeing Germany. Credit: Leeham News, Charlotte Bailey.
Dec. 22, 2025, © Leeham News, Hamburg: “In today’s aerospace environment, which is marked by workforce challenges, evolving technologies, geopolitical risk, financial pressures, and industry consolidation, our supply chain deserves not just attention but requires true partnership,” says Dr. Michael Haidinger, president of Boeing Germany, Central and Eastern Europe.
“Over the last few years, [the global supply chain] has carried a tremendous load.”
Speaking at December 2025’s Aviation Forum in Hamburg, Haidinger acknowledged that the pressures present throughout a complex ecosystem continue to evolve. Recognizing that “integrating stability across the aerospace value chain is essentially the foundation of our long-term success,” the industry is nevertheless having to place renewed focus on inflationary pressures and geopolitical uncertainty as it looks to bolster its ongoing resilience.
For Boeing, this includes “working more transparently than ever with [its] suppliers” through a monthly supplier brief, sharing details of production plans, key performance indicators, and any changes that could impact planned production. “Transparency builds trust, and trust brings alignment,” he urged.
Supply chain continues to bedevil Airbus, Boeing
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By Scott Hamilton
Dec. 8, 2025, © Leeham News: Supply chain difficulties continue to bedevil Airbus and Boeing deliveries this year.
Embraer also has had some impact from supply chain disruptions, but at a much lower rate.
November deliveries by Airbus and Boeing are lower than in September and October. Boeing delivered 53 and 55 aircraft, respectively—but only 42 in November.
Airbus and Boeing are struggling to meet production goals because the supply chain still can’t delivery parts and engines on time. In some cases, quality also is a factor. Photo Credit: Airbus.
Airbus delivered 78 aircraft in October and 73 in September. Defective panels delivered by a supplier, which Airbus did not identify, for the A320 family were discovered, impacting total November deliveries (72) and anticipated December deliveries. Airbus now expects to deliver 790 aircraft this year compared with its original guidance of 823. Airbus delivered 84 aircraft in November last year. Airbus needs to deliver 133 aircraft this month to meet its revised, lower goal.
In addition, delays in receiving interiors, mainly from Collins and Safran but also from others, caused Airbus and Boeing to delay widebody deliveries. Continuing shortages of engines from Pratt & Whitney and CFM (GE and Safran) for the GTF and LEAP impacted Airbus, Boeing and Embraer. PW continues to divert new production GTFs to AOG (Aircraft on Ground) A220s, A320s and E-Jets. A strike at GE interrupted CFM LEAP deliveries.
Airbus and Boeing want to increase production rates next year and in following years. The supply chain is the driving factor.
Aerospace analyst Ken Herbert from RBC Capital Markets raises some caution from the supply chain in his survey for the second half of 2025. In a report issued on Dec. 4, Herbert wrote, “Just when confidence in the aerospace OE outlook appears to have inflected, we get a reminder from Airbus (ELAC software, metal fuselage panel quality escape) that the industry is still dependent on a relatively fragile supply chain, and we believe the supply chain will remain part of the A&D narrative for the foreseeable future.”
Airbus rolls out prototype A350F in march toward 2026 certification
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By Scott Hamilton and Bjorn Fehrm
Dec. 1, 2025, © Leeham News: Airbus rolled its first A350F out of the factory last week. It now moves to another building for the installation of systems and engines. The first flight is planned for the third quarter next year, as a second freighter is completed to begin regimented flight testing.
Airbus hopes to deliver the first freighter in the second half of 2027.
Figure 1. The first Airbus A350F rolled out of the factory this month. Source: Airbus.
Boeing’s new freighter, the 777-8F, is still a “paper” airplane. With 59 orders from six customers, entry into service (EIS) is now estimated for 2029 (some say 2030). Airbus has more than 80 orders from 13 customers. Airbus claims a 58% market share of new freighter orders.
A350F sales fall short of the 120 sales for new-build A300-600Fs, Airbus’ best-selling freighter, most of which went to package operators FedEx and UPS. However, neither has chosen between the A350F or the 777-8F for their next airplanes to replace the decades-old Boeing (McDonnell Douglas) MD-11Fs. The future of these aircraft is uncertain following the Nov. 4 crash of a UPS jet in Louisville (KY).
Within days of the accident, which killed three pilots and 11 people on the ground, Boeing recommended grounding the nearly 60 MD-11 freighters on the US registry for inspections. The Federal Aviation Administration (FAA) made the grounding mandatory shortly after.
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- Airbus sticks to 2027 EIS for A350F (Briefing pre-Dubai Air Show)
Emirates seeks larger A350, 777 after big Dubai order
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By Scott Hamilton
Nov. 24, 2025, © Leeham News: Boeing landed a big order for its 777-9 at the Dubai Air Show last week, valued at $38bn at list prices for 65 airplanes ($575.8m each). Emirates Airline, already Boeing’s largest customer for the airplane, now has 270 777Xs on order. This represents 43% of the firm orders once added to Boeing’s backlog.
Rendering of an Emirates Airline Boeing 777-9. Credit: Boeing.
Emirates simultaneously said it will support a feasibility study to stretch the 777-9 to a larger capacity 777-10. Airline president Tim Clark has been urging Boeing to launch the larger derivative.
Also at the air show, Airbus Commercial airplanes CEO Christian Scherer said Airbus is revisiting a study whether to stretch the A350-1000 (the same size as the Boeing 777-300ER) to a larger “A350-2000” model. This would be the same size as the 777-9.
However, don’t look for Airbus to launch a stretch any time soon, if at all. Airbus previously studied stretching the -1000 and decided the market couldn’t support two airplanes the size of the 777-9. Furthermore, the best target market for these aircraft—the Middle East—already accounts for about 63% of 777X orders before the latest Emirates deal, highly limiting the market potential for an X competitor.
Flydubai orders 737 MAX, in addition to A320neos, at Dubai Air Show
Nov. 19, 2025, © Leeham News: Yesterday flydubai ordered the 150 Airbus A320neo family at the Dubai Air Show. Today, it signed a Memorandum of Understanding (MOU) for 75 Boeing 737 MAXes and options for 75 more. Flydubai may switch its orders between the 737-8, -9 or -10. The airline already operates the 737 NG and 737 MAX.
Emirates Airline placed an order for eight more Airbus A350-900s, bringing its total order to 73. The list price is $3.4bn for the new deal, or an average of $422m per aircraft.
Buraq Air of Libya signed an MOU for 10 A320neo family aircraft. It becomes a new Airbus customer.
Silk Way West Airlines of Azerbaijan ordered two A350Fs freighter aircraft. The cargo airline now has a total order to four A350Fs.
Airbus dominates orders, commitments on Day 2 of Dubai Air Show
Nov. 18, 2025, © Leeham News News: Airbus notched orders on Day 2 of the Dubai Air Show. Boeing announced a small deals today.
The European OEM gained a new customer, flipping from Boeing, with a major deal from flydubai. Flydubai signed a Memorandum of Understanding (MOU) for 150 A321neos.
Etihad Airways ordered six A330-900s, becoming a new A330neo customer. The carrier also ordered seven more A350-1000s, bringing its total for the type to 27, and three A350Fs, for a total of 10 aircraft.
Etihad also announced the commitment to lease nine A330-900s from Avolon.
Air Europa signed an MOU with Airbus for up to 40 A350-900s. It becomes a new A350 customer. The airline’s long haul fleet is currently Boeing 787s.
Ethiopian Airlines ordered six more A350-900s.