And delivering aircraft from the backlog is a challenge for both manufacturers. For example, an analysis by Leeham News concluded that Boeing would deliver the current backlog of its 737 MAX jets only in 2026 if no new orders are given delivery slots between now and 2025. For Airbus, the delivery rates of the Airbus A220 are still ramping up: the European manufacturer delivered 48 aircraft of the type in 2019. Guillaume Faury, during a press conference discussing Airbus’ 2019 financial results, indicated that the company can potentially deliver 160 units per year, with 10 jets coming out of Mirabel, Quebec, Canada and four out of the Mobile, Alabama, United States Final Assembly Lines’ (FAL).

As of January 31, 2020, Airbus still has to build and deliver 551 aircraft to customers, meaning an airline could theoretically receive a jet from the two FAL’s in a much shorter time.

Airbus Orders and Deliveries results are in for September 2019. Question is, how is the demand looking for the manufacturer's newest jet, A220?

However, one advantage costs-wise the 737 MAX 7 has is the commonality with the 737 Next Generation aircraft, ensuring a smooth and low-cost transition for those that work with the aircraft, including pilots, engineers and cabin crew. The pool of pilots, engineers, cabin crew, as well as the number of maintenance and training centers for the 737, is much higher than for the A220. For example, only two organizations are certified to conduct heavy maintenance on the A220 in Europe: airBaltic and SAMCO, Netherlands-based maintenance, repair and operation (MRO) company.

During the Asia-Pacific tour, when the Airbus A220 landed in Sydney, Qantas' CEO, Alan Joyce, said that it's a "very good aircraft". But is it good for Qantas?