We publish numbers, so we will get some of them wrong. This page is the permanent record of what we corrected and when — plus the discrepancies we know about in the data we rely on, including the ones we cannot resolve. Nothing here is quietly edited away.
Our standing rule: every figure we publish must trace to a primary source — a filing, a regulator, a manufacturer's own release, or our own dataset. When we correct a published figure, we change it in place and log it here with the date and the reason. When two sources we trust disagree, we say so rather than pick the convenient one.
Spot an error? [email protected].
No published figure has required correction yet. When one does, it appears here with the original value, the corrected value, the date, and what went wrong.
These are unresolved conflicts between sources, or limitations in our own data. They are live: we publish them because a reader checking our numbers against another source deserves to know where the two will differ, and why.
Logged 16 July 2026. Boeing publishes annual delivery totals in two places that do not match. The delivery tables in its Forms 10-K — audited, filed with the SEC — report 806 deliveries in 2018, 380 in 2019, 340 in 2021 and 480 in 2022. Boeing's public orders-and-deliveries database, which it maintains and updates, yields 805, 379, 338 and 479 for the same years. For 2023, 2024 and 2025 the two agree exactly (528, 348, 600). Every gap sits in the 737 line.
We have not established the cause and do not speculate. The most that is safe to say is that a 10-K is frozen at filing while a live commercial database can be restated.
What we do about it: our stories quote the 10-K figures, on the principle that an audited SEC filing outranks a marketing-side database. Our Orders & Deliveries page is built from Boeing's public database and therefore shows the other set. Both are Boeing's own numbers; anyone citing "Boeing delivered N aircraft in 2018" should know which N they have. Airbus has no equivalent issue — its figures match its official releases for every year we have checked (2018, 2022, 2023, 2024, 2025), verified against Airbus's own orders-and-deliveries spreadsheet.
Logged 16 July 2026. Air Lease's FY2025 headline net income is
$1,044.1m — the figure attributable to common stockholders. Its consolidated
statement of income reports net income of $1,088.4m before $44.3m of preferred stock
dividends, and $1,088.4m is what the company tags NetIncomeLoss in its XBRL. Our
Operator Watch page reads that XBRL tag and therefore carries the larger
number. Both are correct; they answer different questions. The gap is ordinary preferred dividends, not
the non-cash deemed dividend on the Series A redemption, which was nil in 2025.
Company financials on Operator Watch are pulled automatically from XBRL and EDGAR. Our validation layer checks plausibility — period continuity, sane margins — not correctness. A mis-mapped tag or a restatement can pass that check. Where we use these figures in a story, we ground-truth each one against the filing itself and say so. Treat the page as a reference, not a citation.
Order-book numbers move every month, and appraiser lease-rate indices are proprietary. Where a story quotes a backlog or a lease rate, it carries the date of the reading. Two stories written weeks apart can legitimately show different totals for the same programme. Where a number rests on a single proprietary index we cannot inspect — Cirium's lease-rate series, for example — we say that in the story's sources footer rather than presenting it as settled.