Boeing will need “a couple more years” to repair its finances before it is ready to launch a new commercial aircraft programme, Chief Executive Kelly Ortberg said on Monday, signaling that the U.S. planemaker is prioritizing financial stability, manufacturing improvements and execution over introducing a successor to its best-selling 737 MAX.

Speaking to CNBC’s Phil LeBeau at the Farnborough International Airshow in the United Kingdom, Ortberg said Boeing will not commit to a next-generation aircraft until it has strengthened its balance sheet, ensured the necessary technology is mature, and confirmed sufficient customer demand.

His comments suggest Boeing is unlikely to launch a new narrowbody aircraft until later in the decade, leaving Airbus with more time to consolidate its leadership in the world’s most important commercial aircraft segment.

“We have to be ready,” Ortberg said.

“First of all, we have to be ready, and part of that is getting our financial house in order, and we’re working on that. It’s going to take a couple more years to get where we want to be.”

Ortberg’s remarks underscore a significant shift for Boeing, which has spent the past several years battling manufacturing failures, regulatory scrutiny, supply chain disruptions and mounting financial pressure.

Rather than pursuing an expensive new aircraft programme, the company is concentrating on restoring production quality, increasing aircraft deliveries and rebuilding customer confidence after a series of crises culminated in the January 2024 mid-air blowout of a door plug on a nearly new 737 MAX 9 aircraft.

The incident triggered renewed Federal Aviation Administration (FAA) oversight, production restrictions, and fresh concerns over Boeing’s manufacturing standards.

Ortberg, who returned from retirement last year to lead Boeing through its recovery, has consistently argued that restoring operational discipline is a prerequisite for long-term growth.

Launching a new commercial aircraft typically requires investments running into tens of billions of dollars over several years, making financial stability essential before committing to such a programme.

Three Conditions Before A New Aircraft

According to Ortberg, Boeing must satisfy three key requirements before approving a new commercial jet.

The first is restoring the company’s financial strength.

The second is ensuring that the required technologies are sufficiently mature to support a next-generation aircraft.

The third is confirming that airlines see enough market demand to justify the enormous investment.

Those conditions suggest Boeing is adopting a more cautious approach than in previous aircraft development cycles, when manufacturers often raced to introduce new models to gain market share.

Ortberg said Boeing’s airline customers are not pressing the manufacturer to introduce a new aircraft immediately. Instead, carriers are urging the company to improve production reliability, quality control, and delivery performance across its existing product portfolio.

For airlines, consistent aircraft deliveries have become increasingly important after years of supply chain disruptions left many carriers unable to expand fleets fast enough to meet strong passenger demand. Boeing continues to face substantial order backlogs across its commercial programmes, while regulatory production caps have limited the pace at which it can manufacture its best-selling 737 MAX.

Industry analysts say successfully increasing production and restoring delivery schedules could generate stronger cash flow than launching a costly new aircraft programme in the near term.

Competition With Airbus Intensifies

Ortberg’s comments come as Airbus continues to strengthen its position in the global narrowbody aircraft market. The European manufacturer currently leads the single-aisle segment through its A320neo family, which competes directly with Boeing’s 737 MAX.

At the Farnborough Airshow, Airbus Chief Executive Guillaume Faury said the company is targeting the launch of a next-generation single-aisle aircraft around 2030, with entry into commercial service expected in the second half of the decade.

“We’re the leader in the single-aisle segment, and we want to retain that position,” Faury told CNBC.

Like Boeing, Airbus said its immediate priority remains increasing production of existing aircraft to meet record demand from airlines.

The rivalry between Boeing and Airbus continues to dominate the global commercial aircraft industry, with the two manufacturers accounting for the overwhelming majority of large passenger jet deliveries worldwide.

A successful next-generation narrowbody aircraft is widely expected to determine competitive leadership well into the 2040s and beyond.

However, both manufacturers continue to grapple with supply chain bottlenecks that emerged during and after the COVID-19 pandemic.

Shortages of engines, structural components, avionics, raw materials, and skilled labor have slowed aircraft production across the industry, leaving airlines waiting years for new deliveries despite record order books.

Although supply conditions have gradually improved, aerospace manufacturers continue to face challenges in expanding production quickly enough to satisfy demand.

Investor sentiment has also begun to shift this year.

While Airbus entered 2026 with a commanding commercial lead, Boeing’s operational improvements under Ortberg have boosted investor confidence that the company is making steady progress after years of setbacks. Both aerospace giants are scheduled to report second-quarter earnings later this month, with investors expected to focus on production rates, cash flow, order momentum and supply chain conditions.

Air Force One Delivery Becomes Major Priority

Beyond commercial aviation, Ortberg said Boeing is increasing investment in the delayed next-generation Air Force One programme. The company plans to add engineering and production personnel while introducing multiple work shifts on the VC-25B programme to meet the revised 2028 delivery target.

The replacement aircraft, based on the Boeing 747-8 platform, were originally scheduled for delivery in 2024 but have experienced repeated delays because of engineering challenges, supply chain disruptions, certification requirements and programme complexity.

The project has attracted significant political and public attention because the presidential aircraft serves as one of the most visible symbols of the U.S. government.

Ortberg said Boeing is committed to accelerating work on the programme, signaling that restoring confidence in high-profile government contracts is also part of the company’s broader recovery strategy.

China’s exports of several strategically important rare earth elements and critical minerals to Japan remained virtually non-existent in June, extending supply disruptions that have become one of the clearest examples of Beijing’s growing willingness to use its dominance in critical mineral supply chains as a geopolitical tool.

Chinese customs data released on Monday showed that China exported no gallium, dysprosium, terbium or yttrium to Japan during the month, indicating that export restrictions imposed over the past year remain firmly in place despite strong demand from Japanese manufacturers.

The latest figures underscore how diplomatic tensions have evolved into economic pressure, with critical mineral exports becoming an increasingly important instrument of Chinese foreign policy.

Exports of the controlled materials have remained severely constrained since relations between Beijing and Tokyo deteriorated following comments by Japanese Prime Minister Sanae Takaichi on Taiwan in November.

While China first introduced export controls on several heavy rare earth elements and the permanent magnets containing them in April 2025, Beijing subsequently tightened restrictions on exports to Japan in January 2026 before expanding the measures twice again the following month, including restrictions affecting major Japanese industrial groups.

Although China maintains that its export licensing regime is based on national security and strategic resource management, the timing of the tighter controls has reinforced perceptions among governments and businesses that critical minerals have become an increasingly important diplomatic lever. The restrictions have also featured prominently in China’s broader trade negotiations with the United States under President Donald Trump, highlighting the strategic importance Beijing places on its near-monopoly over several critical minerals.

Japan’s Manufacturers Remain Vulnerable

Japan possesses the world’s largest rare-earth magnet industry outside China, supplying components essential for electric vehicles, industrial robots, consumer electronics, defense systems, and renewable energy equipment. However, despite decades of efforts to diversify supply following the rare earth dispute with China in 2010, Japanese manufacturers remain heavily dependent on Chinese processing capacity for several critical heavy rare earth elements.

The latest customs data illustrates that dependence.

China shipped:

• No gallium
• No dysprosium
• No terbium
• No yttrium

to Japan during June.

Gallium is a vital input for compound semiconductors used in advanced communications equipment, defense electronics, and high-performance power devices.

Dysprosium and terbium are indispensable for manufacturing high-performance permanent magnets capable of maintaining magnetic strength under high temperatures, making them critical for electric vehicle motors, wind turbines, industrial automation and military applications.

Yttrium plays a key role in aerospace and power generation by protecting turbine blades and other components from extreme heat through advanced ceramic coatings. Without reliable supplies of these materials, manufacturers face rising costs, production delays and greater uncertainty in long-term procurement planning.

Japanese companies have repeatedly warned that shortages of critical minerals are beginning to affect broader industrial activity rather than remaining confined to specialized manufacturers.

Export restrictions on yttrium have been particularly disruptive because alternative sources remain extremely limited. The material is widely used in thermal barrier coatings that protect aircraft engines and power plant turbines from extreme operating temperatures.

China also exported no yttrium to the United States for the second consecutive month, demonstrating that restrictions continue to affect multiple major economies simultaneously.

Similarly, exports of gallium to Japan fell back to zero after a temporary recovery in May, when Chinese exporters delivered a relatively large shipment that briefly eased supply concerns. The June figures suggest that improvement was short-lived rather than signaling any lasting relaxation of export controls.

China Retains Powerful Leverage

The latest data bolsters China’s dominant position across global critical mineral supply chains.

China produces or processes the overwhelming majority of the world’s heavy rare earth elements and remains the leading supplier of refined gallium, graphite, and numerous other strategic minerals essential to advanced manufacturing. That market position allows Beijing to influence industries ranging from semiconductors and artificial intelligence to electric vehicles, renewable energy, aerospace and defense.

The importance of these supply chains was highlighted only days ago when the International Energy Agency (IEA) warned that full implementation of China’s expanded export restrictions on rare earths could place approximately $6.5 trillion worth of downstream industrial production outside China at risk.

According to the IEA, sectors including automotive manufacturing, high technology, defense, and clean energy remain highly vulnerable because supply chains for many critical minerals remain heavily concentrated in China.

Western governments, Japan, and South Korea have responded by accelerating efforts to diversify supply through new mining projects, refining facilities, and strategic stockpiles, but building alternative supply chains is expected to take many years.

While exports of strategically controlled materials to Japan remained heavily restricted, China’s broader rare earth exports continued to recover. The country exported 5,649 metric tons of rare earth magnets in June, up from 4,730 tons in May.

The increase suggests that although shipments to selected countries remain tightly controlled through licensing requirements, Chinese producers continue supplying other international markets where export approvals have been granted.