IATA: Urgent action needed to ease engine MRO bottlenecks

new research released by the International Air Transport Association (IATA) in cooperation with Emerton focuses on the bottlenecks faced by the next generation of single-aisle aircraft engine maintenance, repair and overhaul (MRO). The engines involved mainly include CFM's LEAP engine and Pratt & Whitney's gear turbofan engine (GTF).

The study, titled Single-aisle Aircraft Engine MRO: Strategic Leverage for Supply Chain Challenges, notes that engine durability issues, spare parts shortages, limited supply of spare engines, and limited post-market access are disrupting airline operations. These pressures have led to high operating costs, including reduced engine on-wing time, increased demand for engine in-plant maintenance, and more complex airline maintenance schedules.

As of March 2025, the number of aircraft parked due to Pratt & Whitney GTF engine problems peaked at 648, representing 28% of the GTF fleet. These aircraft are waiting for engine repair, spare engines or spare parts to be supplied. Affected airlines will have to adjust their fleet plans, including retaining older aircraft, extending leases or leasing additional aircraft, and adjust capacity accordingly.

as the fleet of new-generation single-aisle aircraft continues to expand. In 2024, a total of 2000 single-channel aircraft engines will be delivered, including 800 GTF engines and 1200 LEAP engines. It is estimated that between 2030 and 2040, the engine delivery will stabilize at about 3700 units per year, including 1200 GTF engines and 2500 LEAP engines.

deliveries will significantly push up maintenance demand. It is estimated that by 2040, the number of LEAP engine annual in-plant maintenance will increase from about 600 to 800 in 2025 to more than 5000; GTF engine annual in-plant maintenance will increase from 1000 to more than 2000.

International Air Traffic Association, said: "Engine MRO bottlenecks are disrupting airline operations. As the fleet of new-generation single-aisle aircraft grows in size, the situation will only worsen further without significant changes. Manufacturers are investing in capacity expansion, but capacity alone is not enough to solve the problem. Airlines need faster access to spare parts, more approved maintenance programs, fair access to MRO capacity, and fuller competition in the aftermarket."

Although there is no single solution to alleviate the current situation, the study believes that all parties in the value chain can take action in the following areas to improve resilience in the near and long term:

Improve engine parts supply capacity; ensure equitable access to the MRO market; secure long-term spare parts supply; and adopt industry-wide best practices.

implementing these priorities will require coordinated action by all parties in the aviation supply chain. Airlines, aircraft and engine manufacturers, MRO service providers, and leasing companies must work together to increase parts supply capacity, expand maintenance options, and better match engine maintenance capacity to airline operating needs.