The International Air Transport Association (IATA), in collaboration with Emerton, released a new study examining critical bottlenecks in the maintenance, repair, and overhaul (MRO) of latest-generation single-aisle aircraft engines—specifically CFM’s LEAP and Pratt & Whitney’s Geared Turbofan (GTF) engines.
The study, titled Single Aisle Aircraft Engines MRO: Strategic Levers to Address Supply Chain Challenges, highlights how engine durability issues, spare parts shortages, limited spare engine availability, and constrained aftermarket access are severely disrupting global airline operations. These pressures have led to reduced engine time on wing, a surge in engine shop visits, and increasingly complex maintenance planning.
The scale of the disruption is underscored by the Pratt & Whitney GTF fleet, which saw grounded aircraft peak in March 2025 at 648 planes (28% of the GTF fleet) while awaiting shop visits, engines, or parts. To mitigate these gaps, affected airlines have been forced to retain older aircraft, extend or sign new leases, and constantly adjust capacity.
The study warns that these challenges will intensify as the global single-aisle fleet expands.
-
Deliveries: In 2024, single-aisle engine deliveries totaled 2,000 (800 GTF / 1,200 LEAP). Between 2030 and 2040, annual deliveries are projected to stabilize at approximately 3,700 engines (1,200 GTF / 2,500 LEAP).
-
Shop Visits: This fleet acceleration will trigger an unprecedented demand for maintenance. Annual shop visits are forecast to skyrocket between 2025 and 2040:
| Engine Type | 2025 Annual Shop Visits | 2040 Forecasted Shop Visits |
| LEAP Engines | 600 – 800 | 5,000+ |
| GTF Engines | 1,000 | 2,000+ |
“Engine MRO bottlenecks are disrupting airline operations. Without significant changes, this will only get worse as the fleet of latest-generation single-aisle aircraft grows,” said Willie Walsh, IATA’s Director General. “Manufacturers are investing in additional capacity, but capacity alone will not be enough. Airlines need better access to spare parts, more approved repair options, fair access to MRO capacity, and greater competition in the aftermarket.”
While no single solution exists, the study outlines four critical strategic levers to build near- and long-term supply chain resilience:
-
Increase Engine Parts Availability: Accelerate the development and approval of repair solutions to reduce scrap rates, expand licensed production of critical components, and increase the utilization of Used Serviceable Material (USM) from engine teardowns.
-
Ensure Fair Access to the MRO Market: Eliminate barriers limiting independent MRO participation. The report highlights the IATA-CFM Agreement (signed in 2018 and renewed in January 2026) as a model blueprint for promoting customer choice, regulatory-approved non-OEM parts, and fair access for third-party providers.
-
Secure Long-Term Access to Spare Parts: Airlines and lessors should embed provisions in initial acquisition contracts to secure predictable, long-term spare parts pricing, with protections transferable to chosen independent MRO providers.
-
Adopt Industry-Wide Best Practices: All engine, airframe, and component OEMs must adopt transparent, competitive aftermarket principles that embrace regulatory-certified alternative parts and repairs.
Resolving these bottlenecks requires immediate, synchronized collaboration across the entire aerospace supply chain, including airlines, manufacturers, MRO providers, and lessors.
“Resolving today’s disruption is the immediate priority. But long-term resilience will depend on a more transparent, competitive, and collaborative aftermarket,” Walsh added. “Revisiting business models between aircraft and engine manufacturers is essential… The goal is to get engines back on wing faster, reduce avoidable disruption, and ensure that future fleet growth is supported by the MRO capacity and market access airlines need.”
