UPDATE Jan 1 – In 2022, Airbus delivered 674 commercial aircraft and Boeing 478 These are unofficial numbers that AirInsight has compiled by comparing aircraft deliveries from three sources as of December 31.
We tracked deliveries for December on Skyliner Aviation, Phil’s Airline Fleet News, and Planespotters. The deliveries reported here were confirmed by one or the other website, which should make the total numbers pretty accurate. On December 31, both airframers delivered one more aircraft extra, so we updated our December 31 story. Also note that Boeing’s number excludes military versions of the 737 and 767, which the American airframer includes in its own delivery status. Airbus’ number excludes military versions of the A330.
Airbus’s provisional tally of 674 deliveries compares to the original target for 2022 of 720 deliveries, but the European airframer revised this to 700 in July after it was confronted with supply chain issues. In early December, Airbus said that even 700 deliveries were no longer possible as the issues persisted. The main problem has been engine deliveries from CFM and Pratt & Whitney, but other parts like seats and galleys have also been affected by the delays. By comparison: in 2021, Airbus delivered 611 aircraft, 566 in 2020, and 863 in 2019.
In December, Airbus delivered 109 aircraft. This includes 51 A321neo’s, bringing the total number for 2022 to 271. Next is 33 A320neo deliveries or 247 for the full year. The month saw nine A220-300 deliveries, which gets the number for the smallest Airbus type to 54 for the year. There was one A330-800 (for Air Greenland, see the main picture) and three A330-900 deliveries, or 24 A330neo’s. December saw ten A350-900 and two -1000 deliveries, which makes 64 for the full year.
Australian low-cost airline Bonza received two Boeing MAX 8s in December. This is the second one on arrival Down Under on December 12. (Bonza Air).
Looking at Boeing, the 478 deliveries in 2022 compare to 340 in 2021, 157 in 2020, and 380 in 2019. Note that deliveries in 2019 and 2020 were seriously affected by the grounding of the MAX, following the two fatal accidents in October 2018 in Indonesia and March 2019 in Ethiopia. MAX deliveries were slowly resumed in 2021, but many aircraft were coming from the huge inventory of undelivered planes, of which many on order had been canceled.
This year, Boeing, like Airbus, suffered from supply chain issues that kept the MAX production rate at on average 31 aircraft per month. The airframer was unable to deliver any MAX 7s as its certification was delayed, as was the case for the MAX 10. 2021 and 2022 Deliveries were also affected by the fifteen-month grounding of the 787 between May 2021 and August 2022 over production quality issues. As the certification of the 777-9 was pushed out to early 2025, production was paused.
Boeing delivered 67 aircraft during December, of which 44 MAX 8s and eight MAX 9s. Southwest Airlines took delivery of fifteen MAX 8s, United took nine MAX 8s and -9s. Ryanair and its subsidiary Malta Air received only five MAX 8200s, which will not have pleased CEO Michael O’Leary. Akasa took the last delivery of 2022, bringing the number of MAX 8s received in December to five. We count 385 737/MAX deliveries for the full year, but take note that this number excludes military aircraft that have been delivered in December.
The month saw ten 787 deliveries: two -8s to American after cabin refurbishment, three -9s, and five 787-10s. British Airways took two of the largest Dreamliners and United even three. This brings total of 787 deliveries for the year to 31. FedEx received the two 767-300Fs that were delivered in December. The provisional number for 2022 stands at 33 767s, but this excludes the military versions delivered during the final month of the year. All three 777F delivered in December were for Chinese customers, bringing total deliveries to 24. There were no 747 deliveries in December, the month that saw the roll-out of the very last 747
Airbus and Boeing will present their orders and deliveries for 2022 on January 10.
Active as a journalist since 1987, with a background in newspapers, magazines, and a regional news station, Richard has been covering commercial aviation on a freelance basis since late 2016.
In 2022, he has gone full-time freelance. Richard has been contributing to AirInsight since December 2018. He is also writing for Airliner World and Aviation News. From January 2023, he will add a part-time role with Dutch website and magazine Luchtvaartnieuws. Twitter: @rschuur_aero.