They are in a very tight corner now. No certainty of whether Max10 and Max7 will make the end of year deadline for certification before EICAS becomes a requirement for all new approvals. Congress might normally have extended that deadline for them but given their record in recent years putting your signature on that type of waiver is a lot riskier than it used to be. Airbus are going to hit 89 narrawbodies per month production in coming years, that drives down costs enormously.
Still no sign if when 787 deliveries will resume, another FUBAR made there in recent days with incomplete documentation submitted to the FAA. 777X EIS delayed another year to 2025, meaning it will be 6 years late at least. They lowballed bids on fixed price military contracts which is hurting them a great deal on the KC-46, VC-25 and T-7. USAF is going cold and reducing orders on the F15-EX.
Because they messed up the 787 program so badly it'll never make money, now potentially the MAX is in the same boat. Penny wise, pound foolish as the saying goes.
As for IAG, order makes sense. Leveraging both manufacturers is sound for future orders. Wonder where they'll end up, those are LCC targeted variants.