Boeing is one of the prime military contractors supplying many of the fighter jets and other military aircraft used by the United States armed forces and many allies. While Boeing lost the competition to build fifth-generation fighter jets ( Lockheed Martin won both the F-22 Raptor and F-35 Lightning II programs), it has won the contract to build the sixth-generation F-47 for the Air Force.
As Boeing’s primary business is commercial aircraft, it is able to leverage its position to not only build fighter jets but also offer militarized versions of its commercial aircraft. Boeing is also one of the world’s leading military helicopter contractors. Here is what to know about how many military aircraft Boeing produces annually.
Boeing Fighter Jet Production
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Boeing currently produces two types of fighter jets: the F/A-18 Super Hornet and the F-15 Eagle family, both of which were inherited from its merger with McDonnell Douglas. In 2022, it delivered 14 Super Hornets. In 2023, that number was 22, 11 in 2024, and nine by mid-2025. Production of the Super Hornet is nearing its end.
Production of the F-15EX II is likely to continue well into the 2030s. Congress is looking to award Boeing more funding to ramp up production, with Boeing planning to build two per month by the end of 2026 (24 per year). In 2022, Boeing delivered 12 Eagles, followed by nine in 2023, 14 in 2024, and four by the second quarter of 2025. In March 2024, Boeing said it had 90 Eagles at various stages of production. Meanwhile, in 2024, Israel placed another order for 25 Eagles, and the first of these is expected to be delivered in 2031.
Boeing is currently delivering two types of advanced military aircraft based on commercial aircraft. One is the Boeing KC-25A Pegasus, based on the Boeing 767. The US Air Force is planning to purchase a total of 179 aircraft, although this may be increased to 188. The Pegasus has fared poorly on the export market, being mostly outcompeted by the rival Airbus MRTT (based on the A330). Still, the Pegasus has been ordered by close US allies, Japan and Israel.
Boeing delivered 15 KC-45As in 2022, followed by 13 in 2023, 10 in 2024, and five by mid-2025. Boeing shows 61 tankers remain on order by the USAF, four for Israel, and two for Japan. Another aircraft type is the P-8 Poseidon maritime patrol aircraft, although delivery numbers are falling as most orders have been fulfilled. Boeing delivered 12 in 2022, 11 in 2023, four in 2024, and two by mid-2025. Boeing’s data shows six remaining on order.
Boeing is also delivering the E-7 Wegdetail AWACS aircraft in low numbers, although it doesn’t appear to be itemized in Boeing’s data. Boeing is currently delivering the first of up to five examples intended for the Royal Air Force. The USAF was planning to purchase up to 26, while NATO is planning to purchase six. However, there is debate in Washington now with the Pentagon saying it wants to cancel the program, while Congress may move to provide the funding anyway.
Boeing’s Military Helicopters
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Boeing is currently delivering three types of helicopters. These are the AH-64 Apache attack helicopter, the CH-47 Chinook heavy lift helicopter, and the MH-139 Grey Wolf multirole helicopter. The MH-139 is a variant of the Italian Leonardo AW139 and is built by Boeing for the United States Air Force.
Delivery numbers of helicopters are somewhat complicated, as Boeing also strips down and “remanufactures” Apaches and “renews” Chinooks, making them as good as new. Boeing is one of the great manufacturers of Western military helicopters, with the other three being Airbus Helicopters, Sikorsky Aircraft, and Bell Textron. Notably, Bell leads with tiltrotor aircraft, being the primary contractor of the CV-22 Osprey program and having won the Army’s Bell V-280 Valor (now MV-75) program.
Boeing rotary-wing aircraft
2022
2023
2024
2025 (half-year)
AH-64 Apache (new)
25
20
16
6
AH-64 Apache (remanufactured)
50
57
34
21
CH-47 Chinook (new)
19
11
4
1
CH-47 Chinook (renewed)
9
9
9
7
MH-139 Grey Wolf
4
2
6
5
Looking forward, there is not likely to be any direct replacement for the CH-47 transport helicopter for a long time. At the same time, there is an ongoing debate on the future of the attack helicopter and whether they have become too vulnerable on the battlefield. While South Korea has canceled a recent order for Apaches, Poland has placed a large order for almost 100 examples.
Boeing’s Upcoming Production
Photo: US Air Force
Boeing has at least three significant programs going into production. One is the T-7 Red Hawk advanced jet trainer for the United States Air Force. Boeing delivered two test examples in 2024, and the jet is set to go into serial production in 2026. The aircraft has been developed with Sweden’s Saab and is to replace the Northrop T-38 Talon. It may be developed into a light fighter variant.
Another significant program in the works is the Boeing MQ-25 Stingray aerial refueling drone. The aircraft has been developed for the Navy’s Carrier-Based Aerial-Refueling System (CBARS) program. The MQ-25 first flew in 2019, and the Navy is planning to procure 76 of the aircraft. Boeing is expected to deliver the first serial production aircraft in late 2026.
Pending serial production
Expected date
T-7 Red Hawk
2026
MQ-25 Stingray
Late 2026
F-47
Unclear, perhaps 2027
In 2025, Boeing was awarded the contract to provide the Air Force with its next-generation fighter jet, the F-47 (formerly NGAD). It is known that the demonstrator has been flying since 2020, and the type is expected to be in service before 2030, as the DoD goes all in to bring it into service as soon as possible. Compared to previous-generation aircraft, the F-47 is only expected to be procured in low numbers, with the Air Force expected to order 185+ examples. The program is shrouded in secrecy, and no images of it are publicly available.
Outlook For Future Boeing Military Aircraft Production
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Looking forward, Boeing is unlikely to deliver manned military aircraft in the numbers it did in the past, with emphasis switching to unmanned systems. While the order for E-7 Wedgetails may be cut, the order for Pegasus tankers will likely increase as the Air Force badly needs new tankers. The MQ-25 Stingray has been developed for the Navy, but the Air Force could end up ordering a land-based variant, depending on what happens with its current NGAS program.
Production of the Super Hornet is about to wind down, while Boeing is gearing up to put the F-47 into production. The F-47 will only be produced in low numbers, but it will be large, incredibly complicated, and advanced. Boeing appears to be missing out on the unmanned combat aircraft or loyal wingman programs (called Collaborative Combat Aircraft or CCAs by the USAF). Here, General Atomics and Anduril appear to be ahead.
Boeing lost (with Sikorsky) the US Army’s FLRAA program to build the next-generation utility and assault helicopter to partially replace the ubiquitous Sikorsky UH-60 Black Hawk. Boeing will continue to sustain existing fleets of Chinooks and Apaches for years to come, although it is unclear how many new orders for these types it will receive. The Apache, in particular, faces an uncertain future.
One Of The “Big Three”
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Following the post-Cold War series of US aerospace mergers, Boeing was left as one of the big three US aerospace defense companies able to design and produce advanced military fighter jets from start to finish. The other two are Northrop-Grumman (which is producing the B-21 Raider) and Lockheed-Martin (which is producing the F-35 and F-16).
Other major US aerospace defense contractors include RTX Corporation (which includes Raytheon, Pratt & Whitney, and Collins), General Atomics, L3Harris Technologies, GE Aerospace, Anduril, Sikorsky Aircraft, Sierra Nevada Corporation, Bell Textron, and others. Some of these companies heavily modify existing aircraft (like L3Harris), others design and build aircraft (like General Atomics), and others provide vital components (like GE Aerospace).
Until Boeing won the F-47 contract, it was unclear if its fighter jet production would be just a few Eagles by the end of the decade. Boeing may be on a winning streak. Lockheed Martin has reportedly been eliminated from the Navy’s F/A-XX next-generation fighter program, leaving only Boeing and Northrop Grumman contending for it. Time will tell if the Navy gets the funding it needs and if Boeing will win both of the US DoD’s sixth-generation contracts or not.
The Boeing 787 Dreamliner (specifically the Boeing 787-9 variant) is currently the most popular widebody aircraft on the market. It was built to replace the Boeing 767, complement the Boeing 777, and compete with the Airbus A330 (now A330neo) and the A350 that entered service four years after the Dreamliner. It also helped to doom the Airbus A380 as well as the Boeing 747-8i.
Even though Boeing slashed production of the 787 during the pandemic by shutting the assembly line in Seattle, it is currently being delivered in higher numbers than other widebody aircraft. Boeing is also working to expand its production in North Charleston, South Carolina, and ramp up production. Here is what to know about the Boeing 787’s deliveries in 2025 and beyond.
The Number Of Boeing 787s Delivered By Mid-2025
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As of mid-2025, Boeing’s records show it has a total unfulfilled backlog of 993 Boeing 787s on order from a total of 2,199 firm orders. This has made the Boeing 787 the best-selling widebody aircraft in history. But while Boeing wins that accolade, Airbus’ A320 family is the best-selling commercial jet in history and is becoming the most delivered commercial jet.
When it comes to deliveries, Boeing has delivered 399 of its 787-8 variant Dreamliners, 681 of its mid-sized 787-9s, and 126 of the 787-10s. That is a total of 1,206 Boeing 787s delivered since the first example entered service in 2011. While the rival Airbus A350, which entered service in 2015, has proven to be a popular aircraft, the Dreamliner has continued to outperform it in both orders and deliveries. A total of 1,428 A350s have been ordered, of which 669 have been delivered.
Orders for the Dreamliner continue to roll in, and in 2025, Boeing has amassed a total of 243 new orders for its Dreamliners. These are thanks in large part to Qatar Airways, which ordered 120 new 787s, while British Airways and Korean Air have also placed substantial orders. All orders have been for its 787-9 and 787-10 variants, and none are for the 787-8.
Boeing’s Past Dreamliner Delivery Rate
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Before the pandemic, the Boeing 787 was delivered in much larger numbers. Boeing was building them in both Everett in Seattle, and in North Charleston. In 2019, the last “normal” production year for the Dreamliner, Boeing delivered a total of 158 aircraft. In 2020, that dropped to just 53 and to only 14 examples in 2021. In the pandemic, Boeing shut down its Seattle assembly line for the 787.
In 2022, deliveries recovered somewhat to 31 examples and grew to around half the prepandemic rate of 73 in 2023. 2024 was another bad year for Boeing deliveries, with its total deliveries falling back to just 348 commercial aircraft (Airbus delivered 766 that year). In 2024, Boeing delivered 51 Dreamliners, although it has delivered 45 by mid-year 2025.
Boeing 787 Dreamliner deliveries by year since 2019 (per Boeing)
2019
158
2024
51
2020
53
2025 (mid-year)
45
2021
14
2025 (estimated)
75-80
2022
31
Planned end of 2025 rate
84 (seven per month)
2023
73
Total delivered (mid-2025)
1,206
While 2019 was the last “normal” production year for the Dreamliner, 2018 was the last “normal” year for Boeing’s commercial aircraft overall. In 2019, the second Boeing 737 MAX crashed, and Boeing’s deliveries have not recovered since. From 2015-2017, Boeing delivered between 748 and 763 aircraft, rising to 806 in 2018. Since then, the most it has delivered was in 2023, when it shipped 528 aircraft.
At the start of 2025, Boeing projected deliveries of 75 to 80 Dreamliners in 2025. That number includes both new-build jets and those currently in inventory that it has been unable to deliver. At the start of 2025, Boeing had an estimated 25 Boeing 787s built in previous years but stored before delivery. If those jets are delivered, then Boeing’s 2025 production would be 50-55 new aircraft.
787 orders and deliveries per Boeing mid-2025
Boeing 787-8
Boeing 787-9
Boeing 787-10
Total
Total number ordered (per Boeing, may include orders later canceled)
In 2019, Boeing was delivering the Dreamliner at a rate of 14 per month; by the start of 2025, that was just five per month, with plans to increase it to seven per month. Even so, that is only half of the pre-pandemic levels. Part of the issue is that Boeing is trying to restore its world-class quality control to its aircraft to ensure things like the Boeing 737 MAX crashes and the Alaska Airlines door plug blowout don’t happen again.
Leeham News says that when the expansion is finished in 2028, Boeing will have the capacity to reach a rate of 16 per month. If Boeing could deliver the aircraft at a rate of 16 per month, that would translate to 192 aircraft a year.
Story Of The Boeing 787-8
Photo: Minh K Tran | Shutterstock
The Boeing 787-8 was the first to debut, and it attracted a large percentage of the orders. However, the 787-9 hit the market in 2014, and since then it has attracted more orders, with new orders for the Boeing 787-8 drying up over time. Boeing only has 28 orders for the 787-8 remaining on its order book, over half (15) of which are for Emirates.
Since 2020, Boeing has only recorded eight new orders for the 787-8 variant. This suggests that the Boeing 787-8 may soon go out of production. Increased Dreamliner production means more 787-9s and 787-10s and not 787-8s. One of the reasons why the 787-9 is more popular is that the wings are better optimized for that variant than the 787-8 or 787-10.
Boeing 787-8
Boeing 787-9
Boeing 787-10
Range
7,305 nautical miles
7,565 nautical miles
6,330 nautical miles
Typical 3-class seating
248
296
336
Length
186 feet
206 feet
224 feet
The 787-9 is the longest ranged variant with a range of 7,565 nautical miles, compared with the 787-8’s 7,305 nautical mile range and the 787-10’s reduced 6,330 nautical mile range. The 787-8 is being outcompeted by both the 787-9 and the cheaper-to-operate but still large and long-range Airbus A321XLR. The A321XLR comes with a range of 4,700 nautical miles.
Boeing 787 Dreamliner Production To Recover By 2028
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After a decade-long dip in production due to the pandemic and lingering concerns with Boeing’s quality controls, the Dreamliner appears set to meet and even exceed its previous delivery rates around 2028. In 2025, the Dreamliner’s deliveries will remain around half that of pre-pandemic numbers but above that of 2024.
The 2025 final delivery rate will hinge to some degree on when Boeing can move the already-built Lufthansa Dreamliners and any others it has lying around. The future appears bright for the Dreamliner (except the 787-8) with large numbers of orders continuing to be placed and Boeing looking to restore its previously high levels of production. One of the major areas of uncertainty for the Dreamliner and Boeing aircraft in general is the ongoing trade war.
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The Airbus A330-800neo is one of two variants in the Airbus A330neo family, with the other being the A330-900neo. The A330neo is an upgrade over the original A330 variants, with new engines, updated wingtips, interior improvements, and software upgrades. The A330-900, directly succeeding the A330-300, has proven effective and has even found love in the United Statesat Delta Air Lines. Contrastingly, the A330-800 has been shunned in the US.
In some ways, you can consider the start of the A330neo to be the original A350 program. To compete against the Boeing 787, Airbus took the A330 family and added new engines along with a carbon-composite wing and a new cockpit. Airlines largely rejected the concept, prompting Airbus to create a clean-sheet aircraft, the A350 XWB, and move up in size. The A330neo was developed in the 2010s to slot underneath the A350 in price and capability.
The Airlines That Don’t Want The Airbus A330-800
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The A330-800 is Airbus’s smallest widebody, and given that the US is home to more Boeing 767s (a similarly-sized twinjet) than any other nation in the world, you’d expect the European manufacturer to make significant efforts to sell this jet here. However, Airbus hasn’t sold a single A330-800to a US airline. This is especially surprising considering that the prior A330-200 has been reasonably successful in the country, being operated by Delta, Hawaiian, and, previously, American Airlines.
United Airlines currently flies 53 aging Boeing 767s, but has committed to the 787 to replace these planes. Hawaiian Airlines, a current A330-200 operator, ordered Boeing 787-9s to replace its Airbus widebodies, although these planes are now slated to remain in service while the Dreamliners get transferred to Alaska Airlines. For American Airlines, meanwhile, its 767 and A330 fleets were fully retired during the COVID-19 pandemic, with the 787 serving as their replacement.
Only four airlines in the US operate passenger widebodies in scheduled service, and by and large, they have opted for the similarly sized Boeing 787. This is despite the fact that these planes are replacing the Boeing 767 or Airbus A330, which are optimized for medium-haul routes, similar to the Airbus A330neo. Notably, Hawaiian Airlines formerly held orders for six Airbus A330-800s, but cancelled them in favor of the Dreamliners.
Why Delta Air Lines Isn’t Buying Them
Photo: Minh K Tran | Shutterstock
Delta Air Lines is the largest operator of the Airbus A330-900 in the world and the largest operator of the A330 series as a whole. It operates 11 A330-200s, 31 A330-300s, and 37 A330-900s with two more on order, but has never ordered the A330-800, and has not announced plans to obtain more A330neos. What’s surprising is that the A330-900s were slated to partially replace the Boeing 767-300ER fleet, an aircraft significantly smaller than the A330-900.
You’d expect Delta to replace these aircraft with the A330-800, given that it would be far closer in size to the 767. However, going with the larger A330-900 instead was a conscious choice. Delta is looking to upgauge its entire network, replacing A320s and 737s with A321neos and 737 MAX 10s, while 767s are to be replaced with larger widebodies. Delta is looking to lower per-seat economics, and larger aircraft variants are cheaper to operate per-seat than smaller variants.
Aircraft Types In Service With Delta
Aircraft Types On Order By Delta
Airbus A220-100
Airbus A220-300
Airbus A220-300
Airbus A321neo
Airbus A319-100
Airbus A330-900
Airbus A320-200
Airbus A350-900
Airbus A321-200
Airbus A350-1000
Airbus A321neo
Boeing 737 MAX 10
Airbus A330-200
Airbus A330-300
Airbus A330-900
Airbus A350-900
Boeing 717-200
Boeing 737-800
Boeing 737-900ER
Boeing 757-200
Boeing 757-300
Boeing 767-300ER
Boeing 767-400ER
Delta only has two A330-900s left on order. It’s expected that at least part of its remaining A350 order will displace existing A330-900s that can replace the remaining 767-300ERs, which would again be a system-wide upgauge. Meanwhile, it’s been heavily speculated that the Atlanta-based carrier is looking to order Boeing 787-10s. With a possible delivery date in the early 2030s, these could replace older A330s and the Boeing 767-400ER, while also being a significant upgauge over both types.
Why The Airbus A330-800 Is Not Selling
Photo: Markus Mainka I Shutterstock
In the US, Delta is looking to upgauge its entire network, while other carriers are focusing on the Boeing 787. However, the A330-800 has also sold poorly around the world, with only eight total orders, while the A330-900 has received nearly 440. Seven have already been delivered: four to Kuwait Airways, two to Uganda Airlines, and one to Air Greenland. One more example is reported to have been ordered in an executive configuration.
The A330-800 is a direct replacement for the Airbus A330-200, which, in Delta’s premium-heavy configuration, seats 223 passengers. At the other end of the spectrum, Hawaiian’s leisure-focused A330-200s seat 278. With the new winglets and more efficient Rolls-Royce Trent 7000, the A330-800 now has a range of 8,100 NM (15,000 km) at a Maximum Takeoff Weight of 251 tonnes, and this is the issue.
The A330-200 that the A330-800 is based on was developed as a shrink of the original A330-300 (replaced by the A330-900). As such, the A330-200/800 is more expensive to operate per-seat than its larger counterparts. In the past, the A330-200 sold due to its additional range, but as the A330-300 grew more capable, sales for the A330-200 dried up. With the A330-900 now having up to 7,350 NM (13,600 km) of range, almost no airline is willing to sacrifice economics for the extra miles.
The Decline Of Short-Fuselage Variants
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In airliner design, manufacturers typically create the base design (Airbus A320, Boeing 757-200, Airbus A330-300, Boeing 777-200), then they will either shrink the fuselage (Airbus A319, Airbus A330-200) or stretch the fuselage (Boeing 757-300, Boeing 777-300). Shrinking typically results in a more capable plane with higher per-seat costs, while a stretched variant boasts the best per-seat costs but also has less range.
Manufacturers don’t always develop their aircraft in this manner (both Airbus A350 variants are optimized for their size), but this is typically how commercial aircraft are designed. This approach generally proved successful, as the A330-200 made up 46% of passenger A330ceo sales, while the A319, A320, and A321 were all popular. For first-generation A320 variants, only the A318 was a sales flop, with this variant being a shrink of a shrink.
Today, however, the A330-800 is far from the only reengined shrink that’s been unpopular. The A319neo has only received 57 orders, while slightly over 300 orders have been received for the Boeing 737 MAX 7. The 777-8’s development has been paused, and even sales for the Boeing 787-8 have slowed down dramatically. As the larger version of an airliner becomes more capable, such as during a re-engine program, demand for the shrink disappears.
Why Airbus Doesn’t Care About Selling A330-800s
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From a manufacturer’s position, a shrink allows you to capture a broader segment of the market by addressing the shortcomings of the original model. However, such jets are priced lower than a larger model, but cost practically the same to produce, thereby generating lower profit margins. Manufacturers prefer to sell larger variants whenever possible, as they generate the highest profits.
When significant demand exists for a smaller aircraft that is more capable, manufacturers will price it competitively. The sale price is a significant component in whether an airliner wins an order, and, as such, selling an A330-200 may have yielded lower profits than an A330-300 in the past, but this was still preferable over losing an order to the Boeing 767.
With the A330-800, however, airlines aren’t lining up to buy it, and Airbus spent little on developing it. The A330-900 captures nearly all of the market, and this variant generates higher profit margins. As such, Airbus is incentivized to price the A330-900 competitively, while the A330-800 has low demand and generates lower profits, so Airbus likely budges little on pricing. This lowers demand for the A330-800 even further, but Airbus would still rather sell more A330-900s.
The Bottom Line
The Airbus A330-800 has been sold to three airlines. This is the only widebody in Air Greenland’s fleet and is used for flights to Copenhagen, directly replacing an Airbus A330-200. For Kuwait Airways and Uganda Airlines, the type serves as a small, efficient, cheap widebody that has incredible capability. Kuwait Airways also operates the A330-900, making it easier for the airline to integrate it into the fleet.
While the A330-800 has so far proven a sales dud, Airbus is not focused on the variant’s individual orderbook. Rather, Airbus aims to make money on the A330neo program as a whole, and selling more A330-900s appears to be a winning strategy for the European planemaker. As such, the A330-800 will likely go down as one of the industry’s rarest birds, similar to other reengined shrinks like the Airbus A319neo.
Boeing
Delta Air Lines
