The International Air Transport Association (IATA) has warned that maintenance challenges affecting the latest generation of single-aisle aircraft engines are likely to intensify unless the aviation industry takes coordinated action to strengthen maintenance, repair and overhaul (MRO) capacity and improve access to spare parts.
In a new study titled Single Aisle Aircraft Engines MRO: Strategic Levers to Address Supply Chain Challenges, IATA said durability issues, limited spare engine availability, shortages of critical components and restricted aftermarket access are placing growing pressure on airline operations and fleet planning.
The report focuses on CFM International's LEAP engines and Pratt & Whitney's Geared Turbofan (GTF) engines, which power a large share of the world's newest narrowbody aircraft.
According to IATA, the challenges are expected to intensify as airlines continue expanding their fleets with next-generation aircraft.
The association said 2,000 single-aisle engines were delivered during 2024, comprising:
Between 2030 and 2040, annual deliveries are projected to stabilise at around 3,700 engines, including approximately 2,500 LEAP and 1,200 GTF engines each year.
This growth is expected to drive a sharp increase in engine maintenance requirements.
IATA forecasts annual engine shop visits will increase from:
The report notes that maintenance bottlenecks are already affecting airline operations.
According to IATA, the number of grounded aircraft powered by Pratt & Whitney GTF engines peaked at 648 aircraft in March 2025, representing 28% of the global GTF fleet.
These aircraft were awaiting engine shop visits, replacement engines or spare parts.
The disruption has prompted airlines to modify fleet strategies by:
IATA said the reduced time engines remain in service before requiring maintenance has also increased demand for shop visits while making maintenance planning more complex.
Willie Walsh, Director General of IATA, said expanding maintenance capacity alone would not resolve the growing challenge.
"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," Walsh said.
According to IATA, the industry should prioritise:
The association said coordinated action between airlines, engine manufacturers, aircraft manufacturers, lessors and maintenance providers would be necessary to improve resilience across the supply chain.
At the inaugural IATA World Maintenance and Engineering Symposium in Madrid, the association also outlined broader priorities for strengthening the aerospace supply chain.
According to IATA, the industry should focus on four strategic areas:
Walsh said the global aircraft order backlog now exceeds 18,000 aircraft, while the average commercial fleet age has reached a record 15.2 years.
He added that airlines remain short of more than 5,000 fuel-efficient replacement aircraft, contributing to higher lease rates and maintenance costs.
According to IATA, supply chain failures cost airlines at least US$11 billion in 2025.
Stuart Fox, IATA's Director of Flight and Technical Operations, said airlines require better operational information from manufacturers regarding delivery schedules, repair turnaround times, parts availability and supply bottlenecks.
He also called for greater integration of maintenance data, inventory systems and artificial intelligence to improve forecasting, optimise inventory management and support maintenance decision-making.
In addition, IATA highlighted the need to expand recruitment and training for aircraft maintenance technicians.
The association cited Boeing's estimate that the aviation industry will require 710,000 new maintenance technicians over the next two decades.
Fox said improving training capacity, reducing unnecessary qualification bottlenecks and increasing international recognition of maintenance qualifications would help address the expected workforce shortfall.
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