GE Aerospace or Lockheed Martin: Which Aerospace and Defense Stock Is a Better Buy for 2026?

The article contrasts GE Aerospace vs. Lockheed Martin: GE posted nearly $45.9B revenue in FY 2025 (+18.5% y/y) with net income around $8.7B and FY 2025 FCF near $7.3B, while Lockheed delivered about $75.1B revenue (+5.7% y/y) but net income near $5.0B (-6% y/y) and FCF around $6.9B. GE’s backlog rose to nearly $190B in FY 2025 with orders up 32% and Q1 FY 2026 orders up 87% (backlog >$210B), whereas Lockheed reported backlog of $186B in Q FY 2026 and reaffirmed guidance of 5% sales growth, 25% operating profit growth, and $6.5–$6.8B FCF. Valuation is materially different (Forward P/E 48.9x for GE vs. 17.0x for LMT; P/S 8.4x vs. 1.6x), and the piece frames GE as more cyclical/aircraft-service driven versus LMT’s U.S. defense-budget sensitivity and a $4.25B legal risk.

Analysis

GE is the cleaner beneficiary of a long-duration aftermarket annuity model: the market tends to pay up when a supplier’s earnings are tied to an installed base rather than to one-off hardware deliveries. That said, the real second-order winner is the broader engine-service ecosystem — MRO shops, parts distributors, and select suppliers to RTX/Safran — because a multi-year fleet utilization cycle extends demand even if new aircraft deliveries slow.

LMT’s issue is not just slower growth; it is a higher probability of margin noise becoming a multiple problem. In defense, investors tolerate lower growth if execution is boring, but any program slip, charge, or litigation headline can compress the stock faster than the fundamentals change. Over the next 1-3 months, the key catalyst is whether management can stabilize forward margin commentary; over 6-18 months, the real swing factor is whether defense budgets broaden enough to offset concentration in a few large platforms, which would favor NOC on diversification and GE on relative growth.

Contrarian view: the market may be over-anchored to GE’s growth narrative and underpricing how much of that is already in the multiple; if supply chains normalize or airline utilization cools, the earnings inflection can decelerate quickly. Conversely, LMT’s discount may be too deep if the current earnings setback proves transitory. The setup is better viewed as a relative-value trade than a fundamental all-clear on either name.