The latest issue is Q3 2024.
Blue italic text is an explanation of what a section, table or chart shows.
Contents as follows:
SUMMARY DATA
Summary Data ENGINES.
These are tables showing single-aisle, widebody engines and totals (three rows).
The Firm Engine Order Book and Order Book Change.
Single-aisle and widebody engines on firm order on Sep 30, 2023, on order on Dec 31, 2023 and on order on Sep 30, 2024 plus change in the last 12 months and the change this year.
The total number of engines on firm order at the end of September this year is the largest month-end total ever. The previous record was 30,044 at the end of March this year. The single-aisle engine total at the end of September was the third largest ever (totals at the end of December 2023 and March 2024 were larger). The widebody engine total at the end of September is the largest since July 2017 when there were 28 more widebody engines on order.
Engine Orders in the month of September (2018-2024).
Third Quarter Engine Orders. (2018-2024)
Engine Orders Jan-September (2018-2024)
Cancelled Engine Orders. Cancellations in the full years of 2020-2023 and then by the end of September 2024. This table only shows cancellations by single-aisle and widebody and the total (three rows).
Engine Installs in the month of September (2018-2024)
Third Quarter Engine Installs (2018-2024).
Engine Installs Jan-September (2018-2024).
Summary Data AIRCRAFT.
The Current Position: Aircraft on September 30, 2024.
This is a table showing each aircraft program with seven columns showing the following: Backlog on Dec 31, 2023. Backlog on Sept 30, 2024. Change in 2024. Gross Orders by Sept 30, 2024. Cancelled by Sept 30, 2024. Net Orders so far in 2024. Deliveries by Sept 30, 2024.
The Large Commercial Jet Aircraft Backlog.
Table showing single-aisle and widebody aircraft on firm order on Sep 30, 2023, on order on Dec 31, 2023 and on order on Sep 30, 2024 plus change in the last 12 months and the change this year.
The total aircraft backlog at the end of September was a new record for the industry. The previous record was 15,812 set at the end of March this year. The widebody backlog at the end of September was the largest since October 2017 when there were 2,378 widebody aircraft on backlog.
The following tables show single-aisle, widebody aircraft and totals (three rows).
Aircraft Orders in the month of September (2018-2024).
Third Quarter Aircraft Orders. (2018-2024)
Aircraft Orders Jan-September (2018-2024)
Cancelled Aircraft Orders. Cancellations in the full years of 2020-2023 and then by the end of September 2024.
Aircraft Deliveries in the month of September (2018-2024)
Third Quarter Aircraft Deliveries (2018-2024).
Aircraft Deliveries Jan-September (2018-2024).
INDUSTRY OVERVIEW.
There are new aircraft backlog and engine order book records.
In September the aircraft backlog grew by 216 to reach the new high of 15,867. Also, during the month the number of engines on firm order grew by 288 taking the engine order book to the new high of 30,058. The aircraft backlog is now 124 larger than at the start of the year and the engine order book is 318 larger. The previous aircraft and engine backlog records were set at the end of March.
This is a two-page executive summary of the current state of the industry and in this quarterly issue there are two tables; one showing single-aisle and widebody aircraft deliveries by manufacturer in the Jan-September periods of 2023 and 2024, and the other showing Jan-September engine installs in 2023 and 2024, by engine program.
THE ENGINE ORDER BOOK.
There is a new engine order book record.
The number of engines on firm order increased by 288 in September and this took the total at the end of the month to a new industry high; it is the second time this year that there has been a new order book record. There are slightly fewer single-aisle engines on order than at the start of this year but the widebody engine order intake has been strong and, as a result, the number of widebody engines currently on firm order is the largest in just over seven years.
Table: Single and widebody engines on firm order,
On Dec 31, 2023, then on Sep 30, 2024. Order book change this year, Engine order intake by Sep 30, 2024, orders cancelled in 2024, Engine installs by Sep 30, 2024.
Chart: Large civil jet engines on firm order (Sep 2022 to Sep 2024).
Chart: Monthly engine order book change order (Sep 2022 to Sep 2024).
Chart: Engine order book change by program in the last 12 months.
Table: The Firm Jet Engine Order Book.
This is by engine program, quarterly, from September 2023 to the present.
Table: CFM LEAP and Pratt & Whitney GTF Firm Order Books
Each Quarter from September 2023 to the present.
Table: Firm Engine Order Book Change as of September 30, 2024.
i.e. change since Sep 30 2023, Dec 31, 2023, March 31, 2024 and June 30, 2024.
Table: Change to the CFM LEAP and Pratt & Whitney GTF Firm Order Books.
i.e. change since Sep 30, 2023, Dec 31, 2023, March 31, 2024 and June 30, 2024.
Single-aisle and Widebody Engines on Firm Order.
Chart: Engines on Firm Order for Single-aisle Aircraft (Sep 2022-Sep 2024).
Chart: Monthly change : Single-aisle engines on firm order (Sep 2022-Sep 2024).
Pie chart: Shares of the Firm Single-aisle Engine Order Book (each single aisle engine program) on September 30, 2024.
Chart: Engines on Firm Order for Widebody Aircraft.
Chart: Monthly change : Widebody engines on firm order. (Sep 2022-Sep 2024).
Pie chart: Shares of the Firm Widebody Engine Order Book (each widebody engine program) on September 30, 2024.
Table: Engines on Firm Order for each Aircraft Program on September 30, 2024.
This also shows the number of To Be Decided engines for each aircraft program.
Table: The Engine Manufacturers’ Shares of Firm Orders on each Aircraft Program on September 30, 2024.
Table: Engine Variants on Firm Order.
All the different variants currently on order an on order at the end of each of the last four quarters. The figures reflect engines for new-build aircraft and exclude spare engines and military variants.
The Total Engine Requirement (TER).
This is the total number of engines required for every large commercial jet aircraft on firm backlog order, including those that do not yet have engine selections.
Chart: Monthly Total Engine Requirement from Sep 2022 to present.
The total at the end of September is a new record. The previous record was set at the end of March this year. The current TER figure is 248 engines larger than at the start of this year, 2,354 larger (+8.0%) than at the end of September last year and 4,958 larger (+18.5%) than two years ago. The aircraft backlog has grown by 2,480 in the last two years.
Chart: The Total Engine Requirement monthly change.
Pie chart: The share of the Total Engine Requirement,
(Single-aisle engines Firm, single-aisle engines To Be Decided, widebody engines firm and widebody engines To Be Decided.)
At the end of September there were 773 single-aisle aircraft and 61 widebody aircraft on firm backlog order without engine selections.The TER for all single-aisle aircraft on firm order at the end of September was 26,986 (85.0% of the total) and for widebody aircraft the figure was 4,740 engines.
Table: The number of To Be Decided engines for each aircraft program on September 30, 2024.
Pie Chart: Engines awaiting decisions
i.e LEAP/PW1100G for the Airbus single-aisle programs and GEnx-1B/Trent 1000 for the Boeing 787.
To Be Decided.
Table showing the number of engines required for firm ordered aircraft which do not have an engine selection.
(By customer and aircraft on order at the end of each quarter since Q3 2023.)
ENGINE ORDERS.
Chart: The monthly firm engine order intake from Sep 2022 to present.
The September engine order intake was the second largest this year and it might have been larger if 75 A320neo Family aircraft ordered during the month had engine selections. Even so, there have been orders for 1,686 engines so far this year made up of 1,048 single-aisle and 638 widebody engines. September did see the first large order for the PW1100G but, as the table below shows, there are some gaps: No LEAP-1C or PW4000 or Trent 1000 orders at all this year. There have not been any orders for the CFM56-5B since March 2019 and no orders for the Trent 700 since November 2021.
Table: Monthly Firm Engine Orders (Sep 2023 to Sep 2024).
Table: Gross and Net Engine Orders by September 30, 2024.
Each engine program.
ENGINE INSTALLS.
Note: Engine installs are new engines installed on new aircraft and they are counted in the month when the aircraft is delivered to the customer. These install figures do not include spare or replacement engines.
Table: Jan-September Engine Installs each month (2018-2024).
Single-aisle and widebody engine installs by manufacturer.
Chart: Install change from last year, by engine program.
By the end of September there had been 1,686 new engine installs, 130 fewer than by the end of September last year made up of 82 fewer single-aisle engine installs and 48 fewer widebody engine installs. The LEAP-1A and LEAP-1C have had more installs this year but the LEAP total has been brought down by the big LEAP-1B drop. Note that the LEAP-1C has had the largest gain this year. There have been exactly the same number of PW1100G installs and the GTF total was pushed up by eight more PW1500G installs. None of GE’s engine programs have had more installs and the only Rolls-Royce program with more this year is the Trent 7000. The Trent 1000 and Trent XWB have both had the same number of installs as by the end of September last year.
Table: Jan-September Engine Installs (2022 to 2024).
All engine programs.
Chart: Monthly engine installs.
Sep 2022 to Sep 2024.
Table: Monthly Engine Installs by engine program (Sep 2023 to Sep 2024).
Chart: Monthly single-aisle engine installs (Sep 2023 to Sep 2024)..
Chart: Monthly widebody engine installs (Sep 2023 to Sep 2024)..
Chart: Quarterly Installs of Large Civil Jet Engines.
Chart: Quarterly single-aisle engine installs.
Chart: Quarterly widebody engine installs.
THE LARGE COMMERCIAL JET AIRCRAFT BACKLOG.
It’s a new backlog record – 15,867 aircraft at the end of September.
It is actually the fifth new backlog record in the last 12 months. The previous record was 15,812 aircraft, at the end of March. The new record is 55 aircraft larger. The backlog was pushed up in September by orders for 300 aircraft, the largest monthly intake so far this year. There were 84 deliveries during the month and no cancellations so the backlog increased by 216 aircraft. This is the largest monthly increase since the huge 904 aircraft backlog gain in December of last year.
Chart: The development of the Large Commercial Jet Backlog.
September 2022 to September 2024.
The figure at the end of September this year is a new industry record which beats the previous record set at the end of March. The current single-aisle backlog is 28 aircraft lower than at the start of the year while the widebody backlog is 152 aircraft larger so the current total backlog figure is 124 aircraft larger than at the start of the year, 1,177 larger than at the end of September last year and 2,480 aircraft larger than at the end of September 2022 which is a gain of 18.5%.
Chart: Monthly backlog change.
Sep 2022 to present.
Chart showing The Manufacturers’ Month-end Backlogs.
Chart: Airbus and Boeing – monthly backlog change.
Table: The aircraft manufacturers’ single-aisle and widebody backlogs.
On Sep 30, 2022, Dec 31, 2022,Sep 30, 2023, Dec 31, 2023 and Sep 30, 2024
Table : How the aircraft manufacturers’ backlogs have changed.
Change since Sep 30, 2022, Dec 31, 2022,Sep 30, 2023 and Dec 31, 2024.
Chart: Backlog change by September 30, 2024.
All aircraft programs.
Chart: Backlog change in the last 12 months.
All aircraft programs.
Table: Monthly Backlog: Major Programs.
Monthly from Sep 2023.
Table: Backlog Change: Major Programs on September 30, 2024.
Table: Backlog Development of Minor Aircraft Programs.
Backlogs of all aircraft variants at the end of each of the last five quarters.
Table: Backlog Change – all Minor Aircraft Programs as of September 30, 2024.
Change from the end of the previous four quarters.
Table: The Aircraft Manufacturers’ Single-aisle and Widebody Backlogs.
Broken down by single-aisle families, passenger widebodies and widebody freighters.
Table: The Aircraft Manufacturers’ Single-aisle and Widebody Backlog Changes as of September 30, 2024.
Change since Dec 31, 2022, Sep 30, 2023, and Dec 31, 2023.
Chart: Single-aisle Backlog Change by September 30, 2024.
All single-aisle aircraft programs.
Chart: Widebody Backlog Change by September 30, 2024.
All widebody aircraft programs.
Chart: The single-aisle Backlog.
Monthly from Sep 2022.
Chart: Monthly Single-aisle Backlog Change.
Pie Chart: The Share of the Single-aisle Backlog.
At the end of September, Airbus had 2,115 more single-aisles on backlog than the other three manufacturers put together and 3,036 more on backlog than Boeing. The A320neo Family had a backlog of 7,247 aircraft at the end of September, 53.7% of the entire single-aisle backlog.
Chart : Passenger Widebody Backlog.
Monthly, from Sep 30, 2022.
Chart: Monthly Passenger Widebody Backlog Change.
Monthly, from Sep 30, 2022.
Pie Chart : The Share of the Passenger Widebody Backlog.
Boeing now has 439 more passenger widebodies on backlog than Airbus. At the start of this year, Boeing had 573 more on backlog than Airbus. The reason the gap between the two manufacturers has narrowed is because while Boeing has taken orders for 53 passenger widebodies this year, and has delivered 43, Airbus has taken orders for 195 and has delivered 56. The 787 is the largest program with a backlog of 781 aircraft which is a 35.2% share of the entire passenger widebody backlog. The A350 passenger backlog is 664 aircraft which is a 29.9% share of the total.
Table: The Widebody Freighter Backlog.
All freighter programs, on Dec 31, 2022, Sep 30, 2023, Dec 31, 2023 and Sep 30, 2024.
Chart: The Widebody Freighter Backlog.
Monthly from Sep 30, 2022.
ORDERS FOR LARGE COMMERCIAL JET AIRCRAFT.
September was the best month so far this year with orders for 300 jets.
There were orders for 279 single-aisles and 21 widebodies in September. The total of 300 aircraft was the largest September order intake in over 10 years but it was mostly single-aisles and it was mostly Airbus aircraft that were ordered. By the end of the month there had been gross orders for 982 aircraft (920 net) which is just over 1,200 fewer than by the end of September last year.
Chart: Aircraft orders by the end of September 2024.
Aircraft model and number ordered.
Chart: Monthly Orders for Single-aisle Jets.
Sep 2022 to Sep 2024.
Chart: Monthly Orders for Widebody Jets.
Sep 2022 to Sep 2024.
Chart: Monthly Orders for Large Commercial Jets.
Total number ordered each month from Sep 2022 to Sep 2024.
Table : Monthly Orders for Large Commercial Jet Aircraft.
All aircraft programs and their order intakes from September 2023 to September 2024.
DELIVERIES OF LARGE COMMERCIAL JET AIRCRAFT.
Still well behind last year.
By the end of September there had been 796 new aircraft deliveries, 64 fewer than at the end of September last year. This was made up of 41 fewer single-aisle deliveries and 23 fewer widebody deliveries. Airbus has delivered nine more aircraft this year, COMAC has delivered seven more but Boeing’s total of 291 deliveries so far this year is 80 aircraft lower than at the same time last year.
Table: Jan-September Aircraft Deliveries (2018-2024).
This shows each manufacturer’s single-aisle and widebody deliveries in the Jan-Sep period since 2018.
Chart: The change in deliveries this year.
Each aircraft program and the change from the Jan-Sep period last year.
Only three single-aisle and three widebody aircraft programs have had more deliveries this year than by the end of September last year and their combined gain is just 27 aircraft with the A321neo having the largest gain of nine aircraft. Thirteen other programs have had fewer deliveries this year and, with the exception of the 737 MAX, the drops in delivery numbers are all in single figures. It is the large drop in MAX delivery numbers which has brought the total drop down so much but the MAX is not entirely to blame; the 12 other programs with delivery drops have a combined total of -36.
Chart: Deliveries by September 30, 2024.
The number of deliveries by each aircraft program so far this year.
Table: Jan-September Deliveries (2022 to 2024).
All aircraft programs.
Table: Aircraft Deliveries in 2022 and 2023 (Full years) and by the end of September 2024.
Chart: Monthly Large Commercial Jet Deliveries.
Sep 2021 to Sep 2024.
Table: Monthly Deliveries of Large Commercial Jets.
All aircraft programs each month from Sep 2023 to Sep 2024.
Chart: Monthly Single-aisle Deliveries.
There is also a table showing each manufacturer’s total monthly single-aisle deliveries (Sep 2023 to Sep 2024).
Chart: Monthly Widebody Deliveries.
There is also a table showing each manufacturer’s total monthly widebody deliveries (Sep 2023 to Sep 2024).
Chart: Quarterly Deliveries of Large Commercial Jets.
Total aircraft deliveries each quarter from Q1 2019.
The Third Quarter delivery total this year was the largest (for a Third Quarter) since 2018 when the Q3 record of 390 deliveries was set. The record for a single quarter was 535 deliveries, in Q4 2018.
Chart : Quarterly Deliveries of Single-aisle Jets.
Total single-aisle deliveries each quarter from Q1 2019 to Q3 2024. There is also a table showing each manufacturer’s total quarterly single-aisle deliveries (Q1 2019 to Q3 2024).
Chart : Quarterly Deliveries of Widebody Jets.
Total widebody deliveries each quarter from Q1 2019 to Q3 2024. There is also a table showing each manufacturer’s total quarterly widebody deliveries (Q1 2019 to Q3 2024).
Table: Quarterly Deliveries : Minor Programs (Q1 2021 to Q3 2024).
The deliver totals of all individual aircraft programs in each quarterly period.
AIRCRAFT PRODUCTION RATES.
This table shows aircraft deliveries, by program, from 2018 (the record year) to 2023 and the projected number of deliveries in 2024. It is followed by a full page of Production Rate Notes which shows each program and the current production rate, typically monthly but sometimes quarterly. The programs are the commercial aircraft programs of Airbus, Boeing, ATR, COMAC and Embraer. No data has been available on the Russian UAC Irkut MS-21 or SuperJet (suspended) for some time.
ENGINE PROGRAMS -THE FIRM ORDER BOOKS.
Tables for each engine program showing customers, the aircraft on order and the number of engines they have on firm order. The period of the tables is quarterly, from September 2023 to September 2024.
CFM International: CFM56-5B, CFM56-7BE, LEAP-1A, LEAP-1B, LEAP-1C.
GE Aerospace: CF6-80, GE90, GE9X, GEnx.
Pratt & Whitney: PW4000, PW1100G, PW1400G, PW1500G.
Rolls-Royce: Trent 700, Trent 7000, Trent 1000, Trent XWB.
APPENDICES.
Appendix 1. Orders for Large Commercial Jet Aircraft in the Third Quarter 2024.
Appendix 2. Orders for Large Civil Jet Engines in the Third Quarter 2024.
Appendix 3. Deliveries of Large Commercial Jet Aircraft in the Third Quarter 2024.
Appendix 4. Installs of Large Civil Jet Engines in the Third Quarter 2024.
Each Appendix shows customer, the aircraft ordered, the engine selection and the number of engines.
Where no engine selection has been made, these are shown as To Be Decided (TBD). There is a table showing the number of TBDs each customer has in The Engine Order Book section.