Boeing’s 737 series has faced a turbulent half-decade, with delivery numbers reflecting dramatic industry ups and downs. This article provides a detailed look at Boeing 737 deliveries over the past five years, examining yearly statistics, production shifts, key airline customers, financial ramifications, manufacturing challenges, broader market context, and what the future holds for this iconic narrow-body aircraft.
Annual Delivery Statistics (2019–2023)
Boeing’s 737 delivery figures tell a story of initial collapse and gradual recovery in recent years. Below is a breakdown of how many 737 aircraft Boeing delivered each year and the circumstances behind the numbers:
• 2019: 127 Boeing 737s were delivered . This marked a sharp decline from previous years, primarily due to the global grounding of the 737 MAX in March 2019 after two fatal crashes. Deliveries essentially halted for the MAX from spring 2019 onward, leaving only a small number of 737NG military variants contributing to that year’s total .
• 2020: 43 Boeing 737s were delivered . This was the lowest in decades, reflecting the double impact of the continued MAX grounding and the COVID-19 pandemic. With the MAX banned from service until late 2020 and airlines in financial crisis, Boeing’s narrow-body deliveries dwindled. Notably, of those 43 jets, 31 were handed over in the final weeks of 2020 after the FAA lifted the MAX grounding in November .
• 2021: ≈245 Boeing 737s (MAX) were delivered (out of 340 total Boeing commercial aircraft) . Deliveries rebounded strongly as the 737 MAX returned to service globally. Boeing cleared a backlog of stored MAX aircraft and ramped up production again. The 2021 total Boeing deliveries (340) more than doubled 2020’s tally , and the majority of those were 737 MAX models, indicating the type’s recovery. This year marked the beginning of a turnaround, though output was still well below pre-crisis highs.
• 2022: 387 Boeing 737s were delivered , out of 480 total Boeing jet deliveries . This was a significant increase as Boeing stabilized production and met surging demand from airlines recovering from the pandemic. Almost 80% of all Boeing commercial aircraft delivered in 2022 were 737s , highlighting how crucial the MAX’s return was to Boeing’s business. By the end of 2022, deliveries of the larger 787 had also resumed, but the 737 MAX drove Boeing’s delivery growth .
• 2023: ~387 Boeing 737s (MAX) were delivered (out of 528 total Boeing jets) . Deliveries continued to gain momentum, exceeding the previous year. Boeing handed over 528 aircraft in 2023, a 10% jump from 2022, thanks largely to increased 737 MAX output . The company managed to deliver 387 MAX jets – landing in the middle of its targeted range despite some mid-year production hiccups . This solid performance underscored the ongoing recovery of the 737 program, even though overall deliveries remained below Boeing’s 2018 peak.
(It’s worth noting that 2018 was Boeing’s record year, with 806 total jets delivered, of which about 580 were 737s . This sets a high-water mark that Boeing is still working to regain.)
Production Trends and Fluctuations
Boeing’s 737 production rates over the past five years have swung dramatically in response to safety issues, market demand, and economic factors. In early 2019, before the crisis, Boeing’s 737 assembly lines were churning out 52 aircraft per month, a record-high rate aimed at meeting heavy airline demand. However, after the 737 MAX grounding in March 2019, Boeing initially cut production to 42 per month and then, facing a growing backlog of undeliverable jets, halted 737 MAX production entirely in January 2020 . This was an unprecedented move: for the first time in decades, the Renton factory’s output was frozen as Boeing waited for regulatory approval to resume deliveries.
During this production pause, dozens of newly-built 737 MAX aircraft piled up in storage, as seen in this image of grounded 737s parked at Boeing Field in Seattle in 2019. The company had to maintain and modify these stored jets while production employees shifted to other tasks. By late 2020, following the MAX’s recertification by the FAA, Boeing cautiously restarted the 737 line. Production ramped up gradually – from around ~19 planes per month in late 2020 to 31 per month by early 2022 . This slow ramp was deliberate, allowing Boeing and suppliers to implement safety upgrades and new quality checks after the MAX debacle.
In 2021 and 2022, as confidence in the MAX returned, Boeing focused on stabilising 737 production . The company stuck to a moderate rate of about 31/month through 2022 while it worked through stored inventory and managed supply constraints. By mid-2023, with demand robust, Boeing began stepping up output to ~38 per month . However, the road was not smooth – a manufacturing quality issue discovered in mid-2023 (involving fittings on the 737’s aft fuselage) forced a temporary slowdown for inspections and rework . Despite such setbacks, Boeing ended 2023 with production back at the high-30s per month and an ambition to accelerate further.
Looking ahead, Boeing has outlined plans for an aggressive production ramp-up. It aims to reach around 50 737s per month by 2025–26 , which would approach the pre-grounding peak rate. To enable this, Boeing is even opening a new 737 MAX assembly line at its Everett, Washington facility in 2024 – a significant expansion beyond the traditional Renton plant. These moves underscore Boeing’s confidence in the 737’s future, though achieving such rates will depend on supplier readiness and avoiding further disruptions.
Airline Customers and Fleet Impacts
Southwest Airlines, the world’s largest 737 operator, has been one of Boeing’s most important customers throughout this period. As the MAX returned to service, Southwest aggressively expanded its fleet with new 737 deliveries. The carrier took delivery of over 200 Boeing 737 MAX jets by early 2025 , using them to replace older 737NG aircraft and support growth. These new planes have improved Southwest’s fuel efficiency and range, reinforcing its all-737 fleet strategy. The substantial influx of MAX 8s (and plans for MAX 7s) has positioned Southwest to continue low-cost operations with a young, cohesive fleet.
Other major airlines also significantly impacted 737 delivery trends. United Airlines received roughly 170 new 737 MAX aircraft in recent years , after placing large orders to modernise its single-aisle fleet. United’s 737 deliveries included MAX 8 and MAX 9 models that replaced older 757s and 737NGs, enabling the airline to increase capacity and reduce fuel burn on domestic and short-haul international routes. United is also a big customer of the forthcoming MAX 10, though that variant’s deliveries await certification.
In Europe, Ryanair emerged as the leading 737 MAX customer. The low-cost giant and its subsidiaries (like Buzz and Malta Air) have taken over 160 new 737 MAX 8-200 “Gamechanger” aircraft . These high-density jets (197 seats) have allowed Ryanair to carry more passengers per flight than the previous 189-seat 737-800s, boosting revenue while cutting fuel consumption. The large Ryanair deliveries since 2021 have been pivotal for Boeing, especially as Ryanair exclusively buys 737s and negotiated favourable terms during the MAX grounding period. The influx of MAX 8-200s is helping Ryanair retire some older 737NGs and expand to new markets with lower costs.
Several North American carriers also bolstered their fleets with 737s. American Airlines and Alaska Airlines each received dozens of 737 MAX jets (each had about 60 delivered by 2024) , allowing them to phase out aging aircraft. Alaska, for instance, used the MAX deliveries to replace Airbus A320s inherited from its Virgin America acquisition, returning to an all-Boeing fleet for greater efficiency. Air Canada completed its order of 40 MAX 8s , rejuvenating its short-haul lineup. Notably absent until recently was Delta Air Lines – historically a major Boeing customer – which only placed its first 737 MAX order in 2022. Delta’s order for 100 MAX 10s (and some MAX 8s) means it will soon join the ranks of airlines with new 737s, further boosting Boeing’s delivery numbers once those jets arrive.
It’s important to mention that some airlines never got their 737s due to cancellations. For example, after the MAX crashes, Indonesia’s Lion Air (a once-huge 737 customer) canceled a large portion of its order. Other carriers deferred deliveries or switched models – in 2019, Flyadeal in Saudi Arabia famously canceled a MAX order in favour of Airbus A320neos. Such shifts highlighted how airline fleet plans evolved in response to the MAX’s troubles, impacting where Boeing’s delivered aircraft ended up.
Financial Impact on Boeing
The volatile delivery figures had a profound financial impact on Boeing. The 737 MAX grounding and delivery halt blew a massive hole in Boeing’s revenues starting in 2019. Each undelivered aircraft meant deferred income, and Boeing had to pay out compensation to airlines that were left with grounded jets. In July 2019, Boeing took an upfront $4.9 billion after-tax charge to cover estimated airline compensation for the grounding . By early 2020, the company estimated the total direct costs of the MAX crisis at around $20 billion, with indirect economic losses exceeding $60 billion . Boeing’s commercial airplane division went from generating profits to posting steep losses in 2019 and 2020 as 737 MAX production stopped and deliveries froze.
The pandemic compounded Boeing’s financial pain. In 2020, with only 43 MAX deliveries and overall aircraft demand collapsing, Boeing recorded a record net loss of nearly $12 billion . That year, Boeing’s commercial aircraft revenue fell sharply – a far cry from 2018 when 737s were rolling out at peak rate and profits were healthy. The company’s cash flow turned deeply negative as inventory piled up. Boeing was forced to cut jobs, suspend dividends, and raise debt (over $20 billion was borrowed) to weather the storm .
As deliveries resumed in 2021, Boeing’s finances slowly began to mend. Delivering stored 737s meant Boeing could finally invoice customers and bring in cash that had been tied up in inventory. In 2021, Boeing generated positive operating cash flow again in some quarters, aided by the 340 deliveries (versus just 157 in 2020) . Each 737 MAX delivered contributed directly to much-needed revenue. Analysts estimate a single 737 MAX sells for roughly $45–50 million after typical discounts, so 200+ additional deliveries from 2020 to 2022 represented on the order of $10 billion in revenue that helped stem Boeing’s losses.
However, the financial recovery was hampered by order cancellations and deferrals. During 2019–2020, Boeing lost over 1,000 net orders for the 737 MAX – some airlines canceled outright, while others were removed from the backlog due to uncertainty. Notably, Boeing’s once-largest MAX customer, China’s airlines, took no deliveries between 2019 and 2022 due to the MAX’s continued ban in China . This meant Boeing couldn’t access a huge stream of revenue and had to find new buyers (often at a discount) for those undelivered Chinese-bound jets. The financial hit from losing the Chinese market and other cancellations (like Jet Airways’ 135 MAX order which was finally removed in 2023 ) was significant.
Despite these setbacks, by 2022–2023 Boeing’s revenues began rising again as MAX deliveries ramped up. The 737 program once more became a cash cow, accounting for a large portion of Boeing Commercial Airplanes’ $19.5 billion revenue in 2022. Boeing reported positive operating margins on the 737 MAX by late 2022, indicating that each new delivery was contributing profit, not just revenue. Still, the company’s overall financial health remained fragile – cumulative losses from 2019–2021 exceeded $20 billion . The 737 MAX crisis has arguably been the most expensive ordeal in Boeing’s history, and the past five years of deliveries (or lack thereof) are directly tied to those financial peaks and valleys.
Supply Chain and Manufacturing Challenges
Delivering an airliner is a complex endeavour, and Boeing’s 737 program encountered numerous challenges in the past five years that affected its ability to produce and hand over aircraft on time. One major hurdle was regulatory: after the MAX grounding, Boeing had to redesign software and cockpit systems, then work with global regulators to certify the fixes. This intensive process kept the assembly line slow. Even after the FAA green-lit the MAX in late 2020, other authorities (Europe, China, etc.) staggered their approvals into 2021 and 2022, meaning Boeing couldn’t immediately deliver to all customers. The certification of the 737 MAX 7 and MAX 10 variants was also delayed by new regulatory requirements for crew alerting systems. U.S. legislation imposing a deadline for updated cockpit alerts had to be amended in late 2022 to give those models a fighting chance . These regulatory hurdles effectively staggered the introduction of new 737 versions and required Boeing engineers to devote time to compliance, slowing the overall delivery pipeline.
On the manufacturing front, Boeing’s supply chain struggled to keep pace with the recovery. The pandemic devastated many aerospace suppliers; as 737 production ramped up again, shortages of everything from engine parts to avionics began to bite. CFM International, the maker of the LEAP engines for the MAX, faced its own production bottlenecks, which occasionally led to unfinished aircraft awaiting engines. Similarly, suppliers of electronic components dealt with global supply chain snags in 2021–2022, causing parts shortages that forced Boeing to carry partially completed 737s until the missing items arrived.
Quality control issues at suppliers also caused headaches. In 2023, Boeing disclosed that Spirit AeroSystems (the 737 fuselage supplier) had improperly drilled holes on the aft pressure bulkhead of certain 737s . This manufacturing flaw required inspections of dozens of aircraft and repairs for those in production, slowing deliveries in the summer of 2023. Earlier, Spirit had also grappled with misaligned fuselage joints in 2021, another issue that Boeing had to address before delivering affected jets. These glitches underscored the fragility of the production system: one supplier’s mistake could ripple through Boeing’s delivery schedule.
Boeing’s own factories were not immune to disruptions either. In October 2023, production at Renton was idled by a seven-week machinists’ strike at Spirit AeroSystems, which halted the flow of 737 fuselages . As a result, Boeing’s 737 lines went quiet for part of the autumn, and even when the strike ended, it took time to ramp back up . By December 2024, the company was only just recovering its pace, with its 737 monthly output still reduced. The strike, combined with lingering supply chain delays and stricter post-crisis inspections, meant Boeing delivered only 348 jets in 2024 – the lowest annual total since the pandemic began .
Throughout this period, stricter regulatory oversight also became the new norm. The FAA placed Boeing under heightened scrutiny following the MAX crashes, conducting more detailed inspections of each 737 before delivery. This added some time and complexity to the handover process. Boeing had to implement multiple factory improvements and audit processes to ensure each aircraft met the revised standards. While these measures improved safety and quality, they sometimes contributed to delivery delays, especially if an issue was flagged during final FAA checks.
In summary, Boeing faced a gauntlet of supply and manufacturing challenges in delivering 737s recently: from redesigning software and retraining pilots, to fixing supplier mistakes, to dealing with strikes and part shortages. Each challenge forced Boeing to become more resilient and adjust its production plans on the fly. The company has stated that stabilising the production system and strengthening the supply chain is a top priority going forward , to prevent such disruptions from derailing its delivery targets again.
Market Context and Industry Trends
The past five years have seen a remarkable shift in the landscape of aircraft manufacturing, with Boeing’s stumbles altering the competitive balance. Up until 2018, Boeing’s 737 family consistently vied with (and often beat) Airbus’s A320 family for annual delivery supremacy. Boeing had out-delivered Airbus every year from 2012 to 2018 . However, the combination of the MAX grounding and COVID-19 flipped the script. Starting in 2019, Airbus surpassed Boeing in deliveries, and it has kept the crown for five years running . For example, in 2020 Boeing managed just 157 commercial deliveries while Airbus delivered 566; in 2021 Boeing had 340 vs Airbus’s 611 . The gap was starkest in 2020, but even by 2022 Airbus led with 661 deliveries against Boeing’s 480 . By 2023, Airbus delivered 735 aircraft to Boeing’s 528 , extending its lead further. This persistent delta underscores how much Boeing’s woes with the 737 (and secondarily the 787) have cost it in market share.
In the narrow-body market specifically, Airbus’s A320neo family capitalised on Boeing’s crisis. While the 737 MAX was grounded in 2019–2020, Airbus continued to churn out A320neos, winning unfilled orders that Boeing could not deliver. A striking illustration was in China: in July 2022, China’s three largest airlines placed a colossal order for 292 A320neo family jets , pointedly bypassing Boeing due to the unresolved MAX ban in China. Boeing, by contrast, delivered only 8 jets to China in all of 2022 . This shift in the Chinese market (one of the largest for narrow-bodies) highlights how the geopolitical and safety issues translated into Airbus gaining a significant strategic edge.
Industry-wide trends also affected these delivery numbers. The COVID-19 pandemic caused the biggest demand shock in aviation history – global air travel plummeted in 2020, prompting airlines to defer or cancel dozens of aircraft orders. Both Airbus and Boeing had to slash production. The recovery since 2021 has been robust but uneven, with strong demand for domestic and short-haul jets (which benefits the 737 and A320) returning faster than long-haul widebodies. This is partly why Boeing’s narrow-body deliveries rebounded relatively quickly in 2021–2023, whereas its twin-aisle 787 and 777 programs remained subdued. The market trend favoured efficient single-aisle planes for short/medium routes, a segment where the 737 MAX and A320neo compete fiercely.
Competition between Boeing and Airbus has thus intensified. Airbus entered 2023 with plans to ramp A320neo production toward 65 and even 75 per month in coming years, aiming to further cement its lead. Boeing, while trailing, has its own ambitious ramp for the MAX. Analysts predict that Airbus will likely remain ahead in deliveries for at least a few more years , given its head start and larger backlog. As of late 2024, Airbus’s order backlog stood comfortably larger than Boeing’s, giving the European manufacturer a cushion to keep production high. Boeing’s official backlog for the 737 MAX was about 3,600 jets at the end of 2022 (and over 4,500 including all models ), which is substantial but still trailing Airbus’s A320neo backlog in quantity.
A positive market trend for Boeing is the overall strong demand for new aircraft as airlines rebound from the pandemic. Leasing companies and airlines alike are snapping up any delivery slots that Boeing can offer in the mid-2020s. High fuel prices and sustainability pressures are also encouraging carriers to replace older jets with new, fuel-efficient 737 MAXs. So despite Boeing’s recent difficulties, the market context is one of growth: forecasts suggest that both Boeing and Airbus will need to deliver record numbers of planes later this decade to meet airline needs. Boeing’s challenge – and opportunity – is to solve its issues and close the gap with Airbus as global aviation enters a new upcycle.
Future Outlook for Boeing 737 Deliveries
Looking ahead, Boeing’s outlook for 737 deliveries appears cautiously optimistic. The company has taken steps to ensure the past years’ challenges translate into improvements. One major focus is on increasing production capacity: as mentioned, a fourth 737 production line in Everett will come online in 2024 , which should boost output once fully operational. Combined with the existing Renton lines, this expansion is geared toward meeting Boeing’s plan of 50+ 737s per month by 2025 . If achieved, that production rate could yield well over 600 deliveries per year, approaching the levels Airbus is targeting. Boeing’s executives have expressed confidence that, with a stabilised supply chain, they can gradually raise output through 2025 and 2026 to meet soaring demand.
Another key to future deliveries is the entry into service of new 737 MAX variants. Boeing is on the verge of certifying the 737 MAX 7 (the smallest variant) and the 737 MAX 10 (the largest). The MAX 7 is expected to receive regulatory approval in 2024, unlocking deliveries to launch customers like Southwest (which has many on order). The MAX 10’s certification is anticipated by 2025. Once these models are cleared, Boeing will begin delivering them in addition to the MAX 8 and 9, broadening the appeal of the MAX family. Many airlines have been waiting for the MAX 10 in particular (which can seat up to 230 in a single class) as a competitor to the Airbus A321neo. The introduction of the MAX 10 will allow Boeing to start fulfilling sizeable orders from United, Delta, and others for that variant, giving a bump to delivery figures in the mid-2020s.
Boeing’s order book suggests a healthy pipeline for future deliveries. As of the end of 2024, Boeing had about 5,595 jets in its official backlog across all models , with the 737 MAX comprising the majority. In 2023 and 2024, Boeing won substantial new 737 MAX orders from airlines like Delta, Southwest (topping up orders), United (a massive multi-year order including MAXs), Ryanair (which ordered 150 more MAX 10s in 2023), and new customers such as Indonesia’s Lion Air returning with a fresh order. These sales indicate that airlines still have strong confidence in the 737 and will require deliveries for years to come. Boeing’s challenge will be converting that backlog into deliveries at the pace airlines expect. Notably, Chinese airlines – once absent – may also re-enter the picture: if political and trade relations improve, Boeing could finally deliver the dozens of completed 737 MAXs that have been built for China and are still awaiting handover.
To achieve its delivery goals, Boeing is heavily focused on supply chain resilience and quality control. The company has been investing in supplier partnerships, providing on-site Boeing staff at critical supplier facilities (like Spirit AeroSystems and engine-maker CFM) to catch issues early. They are also spreading out the supplier base where possible to avoid single points of failure. For example, Boeing has brought in a second supplier for 737 engine thrust reversers to supplement Spirit. Additionally, Boeing is strengthening internal processes: implementing new quality management systems, encouraging a culture of raising issues proactively, and enhancing training for manufacturing staff – all lessons learned from the MAX crisis. The goal is to ensure that problems like those seen in recent years (faulty sensors, misdrilled holes, etc.) are eliminated or swiftly fixed so they do not hold up deliveries.
In terms of market strategy, Boeing will aim to regain ground against Airbus by ramping up deliveries and pitching the 737’s value. The company often notes that the 737 MAX 8 and MAX 9 have very competitive operating costs and that the MAX 10 will offer airlines high capacity with commonality to smaller MAXs. If Boeing can deliver these aircraft on schedule, it stands a chance to win more orders (especially as Airbus’ production slots are getting sold out into late decade). There is also speculation that Boeing might launch a brand-new aircraft program later this decade to address market gaps – though nothing is decided, any such future jet (a potential “737 replacement” or new mid-sized jet) would also impact the long-term delivery outlook. For now, however, Boeing’s fortunes are tied to making the 737 MAX program as successful as possible.
In summary, the future for Boeing 737 deliveries appears brighter than the recent past, but not without risks. Boeing projects a steady rise in output and has a full order book to support it. If execution goes to plan, the next five years could see Boeing climbing back toward record delivery volumes, powered by the 737 MAX. The company is working to ensure that lessons from the last half-decade – painful as they were – result in a more robust production system. Global aviation demand is growing, airlines are eager for more 737s, and Boeing’s task is straightforward in concept: build and deliver planes, safely and on time. The coming years will determine how well Boeing can meet that challenge and whether it can restore the 737 to its former dominance in the skies.
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“This article is based on information available as of 3 March 2025. While every effort has been made to ensure accuracy, aviation operations, airline deliveries, and market conditions are subject to change. For the latest information, please refer to official sources.”
