IATA Calls for Urgent Action on Engine MRO Bottlenecks

The International Air Transport Association (IATA) has warned that persistent bottlenecks in the Maintenance, Repair, and Overhaul (MRO) supply chain for next-generation single-aisle engines are severely disrupting global airline operations. These constraints, which primarily impact the Pratt & Whitney Geared Turbofan (GTF) and CFM International Leading Edge Aviation Propulsion (LEAP) engine families, have resulted from a combination of durability issues, critical parts shortages, and insufficient shop capacity.

The Operational and Financial Impact

The scale of the disruption is significant. According to IATA data, the number of grounded GTF-powered aircraft peaked at 648 in March 2025, accounting for 28% of the global GTF fleet. This grounding forced many airlines to extend leases on older, less fuel-efficient aircraft—such as the Airbus A320ceo and Boeing 737NG—pushing the average global fleet age to a record 15.2 years. These supply chain failures, including engine MRO bottlenecks, cost the global airline industry an estimated $11 billion in 2025.

Future Shop Capacity Forecasts

Looking ahead, the industry faces an exponential increase in demand for engine maintenance. Annual shop visits for CFM LEAP engines are forecast to rise from approximately 600–800 in 2025 to over 5,000 by 2040. Similarly, annual shop visits for Pratt & Whitney GTF engines are expected to increase from around 1,000 in 2025 to more than 2,000 by 2040.

Why Engine Maintenance Capacity Matters

While engine manufacturers are investing in additional capacity, IATA Director General Willie Walsh has stated that capacity alone will not be sufficient to resolve the crisis. Walsh emphasized that airlines require better access to spare parts, more approved repair options, fair access to MRO capacity, and greater competition in the aftermarket. This call for reform aligns with the IATA-CFM Pro-Competitive Agreement on Engine Maintenance, which was renewed in January 2026 to support increased competition in the MRO aftermarket.

Technical Comparison: Next-Generation Engines

Industry Trajectory and Historical Context

The current crisis mirrors the 2018–2019 Rolls-Royce Trent 1000 durability issues, where premature blade wear grounded dozens of Boeing 787s globally. That precedent forced a redesign of components and an expansion of the MRO network, a path that current engine OEMs are now being pressured to replicate. Furthermore, environmental groups have noted that the necessity of keeping older, less fuel-efficient aircraft in service directly increases aviation emissions, complicating the industry's net-zero targets.

What Comes Next: The 2040 Maintenance Horizon

The industry is tracking several milestones as it attempts to normalize the supply chain. By 2030, single-aisle engine deliveries are expected to stabilize at approximately 3,700 units per year. By 2040, the industry must accommodate a projected surge to over 7,000 combined annual shop visits for the GTF and LEAP engine families. Success in managing this volume will depend on whether manufacturers yield to IATA's demands for a more open, competitive aftermarket or if current licensing models remain in place.

Why Stakeholders Are Watching

For airlines, this situation represents a high-severity operational risk that threatens fleet availability and profitability. For independent MRO providers, the situation offers an opportunity to capture market share, provided they can overcome current data access barriers. Ultimately, the resolution of these bottlenecks will determine the long-term viability of the current single-aisle fleet and the pace at which airlines can transition to more efficient, next-generation propulsion technology.