MRO & Manufacturing
Airbus Faces Engine Supply Delays Impacting 60 Aircraft Backlog in 2025
Airbus struggles with engine supply delays from CFM and Pratt & Whitney, causing a backlog of 60 aircraft and impacting 2025 delivery goals.
The European aerospace giant Airbus is currently grappling with a significant operational bottleneck: a backlog of 60 completed commercial aircraft awaiting engine installations. This delay stems from supply chain disruptions involving both of its primary engine suppliers, CFM International and Pratt & Whitney. The issue underscores vulnerabilities in the global aerospace supply chain and poses a challenge to Airbus’s ambitious delivery targets for 2025.
While Airbus reported a strong financial performance in the first half of 2025, including an 85% increase in profits, the inability to deliver completed aircraft is exerting pressure on its cash flow and production planning. The crisis highlights the complexities of modern aircraft manufacturing and the interdependencies that can lead to large-scale disruptions when any one component, such as engines, is delayed.
This article explores the background of the supply chain challenges, the specifics of the current crisis, its financial implications, and the broader industry-wide consequences. It also examines how Airbus and its engine suppliers are responding to the situation and what lies ahead for the aerospace sector.
Airbus’s reliance on two main engine suppliers for its A320neo family, CFM International (LEAP-1A engines) and Pratt & Whitney (PW1100G engines), was initially designed to reduce risk through diversification. However, the dual-supplier model has introduced new complications, particularly when both suppliers face simultaneous production issues.
The COVID-19 pandemic created long-lasting disruptions in the global aerospace supply chain, from raw materials to skilled labor shortages. As the industry rebounded, demand for new aircraft surged, putting additional strain on engine manufacturers already struggling to meet production schedules.
The Pratt & Whitney PW1000G engine family, introduced in 2016, has faced a series of technical challenges including rotor bow and knife edge seal problems. These issues required engineering fixes and retrofitting, further complicating the production timeline. CFM International has also faced pandemic-related disruptions, although it reported a 10% increase in LEAP engine deliveries in the first half of 2025.
Airbus’s strategic decision to use two engine suppliers was meant to provide flexibility and reduce dependency. However, when both CFM and Pratt & Whitney encountered delays, the redundancy became a liability. The backlog of 60 aircraft includes models requiring engines from both manufacturers, increasing the complexity of resolving the issue.
Historically, the LEAP-1A engine has been a workhorse for Airbus, offering fuel efficiency and compliance with environmental regulations. Meanwhile, the PW1100G’s geared turbofan design offered similar benefits but came with more intricate manufacturing requirements. Both engines are critical to Airbus’s narrow-body aircraft lineup, particularly the A320neo, which is central to its commercial strategy. In recent years, both engine programs have made progress in resolving early-stage issues. However, the current crisis suggests that scaling production to meet post-pandemic demand remains a formidable challenge, particularly when dealing with advanced engine architectures and global supply constraints.
“The dual-supplier model, once seen as a buffer against disruption, has ironically become a bottleneck when both suppliers falter simultaneously.” — Industry Analyst
Airbus CEO Guillaume Faury confirmed that as of June 2025, 60 aircraft were parked outside the factory awaiting engine installations. This figure marks a sharp increase from 17 in April and around 40 in early June, reflecting the accelerating nature of the supply chain crisis.
These aircraft, often referred to as “gliders” in industry jargon, cannot be delivered to customers until engines are installed. Each undelivered aircraft represents millions of dollars in tied-up capital and lost revenue. The situation is particularly problematic given Airbus’s goal of delivering 820 aircraft in 2025, a target now described by Faury as “not a walk in the park.”
The backlog includes both A320neo and A220 jets. While the majority require CFM’s LEAP-1A engines, recent delays from Pratt & Whitney have compounded the problem. Managing two sets of supply chain issues simultaneously adds logistical and operational strain to Airbus’s production lines.
Despite these operational setbacks, Airbus posted strong financial results for the first half of 2025. Profits rose 85% year-over-year to $1.7 billion, and revenues increased 3% to $33 billion. Adjusted EBIT also climbed 58% to $2.5 billion, reflecting pricing power and operational efficiency.
However, the engine delays have significantly impacted cash flow. Airbus reported negative free cash flow of €1.6 billion ($1.8 billion) in H1 2025, compared to a positive €2 billion in the same period last year. This swing highlights the financial burden of holding completed but undeliverable aircraft.
The company’s order backlog remains strong, with 402 net orders in the first half of the year and a total backlog of 8,754 aircraft. This suggests that customer demand is robust, but delivery delays could strain customer relationships and future sales if not resolved promptly.
CFM International has faced multiple supply chain issues, including material shortages and labor strikes. However, it has made progress, delivering 729 LEAP engines in H1 2025, including 410 in Q2, a 30% increase from Q1. Safran, CFM’s French partner, has raised its full-year forecast, expecting a 15–20% increase in engine deliveries. Pratt & Whitney’s challenges are more technical in nature. The PW1100G has faced issues with powdered metal contamination and design flaws in the knife edge seals. These problems have required extensive inspections and component replacements, slowing production and affecting delivery timelines.
Both companies have launched recovery programs, investing in capacity expansion and quality control. However, the lead times involved in engine manufacturing mean that these efforts will take time to yield results. In the interim, Airbus must manage production schedules and customer expectations with limited engine availability.
The engine supply delays facing Airbus underscore the fragility of global aerospace supply chains. With 60 aircraft awaiting engines, the company is navigating a complex web of operational, financial, and reputational challenges. While strong financial results and a robust order book offer some cushion, the immediate focus remains on resolving supplier issues to meet delivery targets.
Looking ahead, Airbus and its suppliers must continue investing in supply chain resilience and production capacity. The situation also raises broader questions about industry dependence on a limited number of engine manufacturers and the need for more diversified sourcing strategies. How Airbus and its partners navigate the remainder of 2025 will be a critical test of the industry’s ability to adapt to post-pandemic realities.
What is causing the delay in Airbus aircraft deliveries? How many aircraft are currently awaiting engines? Which Airbus models are affected? Is Airbus still profitable despite the delays? When is the issue expected to be resolved?
Airbus Engine Supply Crisis Deepens as Aircraft Backlog Reaches 60 Units Amid Dual Supplier Delays
Background and Historical Context of Airbus Engine Supply Challenges
The Dual Supplier Dilemma
Sixty Aircraft Awaiting Engines: The Current Crisis
Financial Ramifications
CFM and Pratt & Whitney: Supplier Challenges
Conclusion
FAQ
The delays are due to engine supply shortages from both CFM International and Pratt & Whitney, affecting Airbus’s ability to deliver completed aircraft.
As of June 2025, Airbus reported that 60 aircraft were completed but undeliverable due to missing engines.
The affected models include the A320neo and A220, both of which rely on engines from CFM and Pratt & Whitney.
Yes, Airbus reported an 85% increase in profits in the first half of 2025, although cash flow has been negatively impacted by the delays.
Airbus aims to clear the backlog by the end of 2025, but this depends on improvements in engine delivery from suppliers.
Sources
Photo Credit: World Flying Community
MRO & Manufacturing
Airbus Forecasts Asia-Pacific Aviation Services Market to Reach $138.7B by 2044
Airbus projects Asia-Pacific aviation services market will grow to US$138.7 billion by 2044, driven by fleet expansion and digital services.
This article is based on an official press release from Airbus.
During the Singapore Airshow in February 2026, Airbus unveiled its latest Global Services Forecast (GSF) for the Asia-Pacific region, projecting a massive expansion in the aviation services sector. According to the manufacturer, the market value for aviation services in the region, which includes China and India, is expected to reach US$138.7 billion by 2044.
This projection represents a compound annual growth rate (CAGR) of 5.2% from 2025 levels. Airbus identifies the Asia-Pacific region as the world’s fastest-growing market for these services, driven by a surge in passenger traffic and a critical need for fleet modernization. The forecast anticipates that the region will require 19,560 new aircraft over the next two decades, a figure that accounts for 46% of total global demand.
The Airbus report breaks down the market into five key segments, highlighting where the capital investment is likely to flow over the next 20 years. The largest contributor to this valuation is the “Off-Wing Maintenance” sector, which includes engine and component overhauls.
According to the press release, the Off-Wing Maintenance segment is projected to grow from an estimated US$37.1 billion in 2025 to US$100 billion by 2044. This growth is necessitated by the expansion of regional fleets and the aging of current aircraft inventories.
While maintenance holds the highest value, the “Digital & Connectivity” segment is identified as the fastest-growing area. Airbus forecasts this sector will nearly quadruple in value, rising from US$2.9 billion to US$11.2 billion. This surge is attributed to the increasing adoption of AI-based predictive maintenance and the rising expectations for passenger connectivity.
“The Asia-Pacific region will see the largest volume of growth and activity in terms of aftermarket services… especially digital solutions are becoming real multipliers, enabling operators to scale up without compromising on reliability or cost.”
— Cristina Aguilar Grieder, SVP Customer Services, Airbus
The forecast outlines three other critical areas of development: To support this unprecedented growth, the Asia-Pacific region faces a significant human resources challenge. Airbus estimates a total requirement for 1.06 million new aviation professionals by 2044. This demand represents nearly half of the global requirement for skilled aviation labor.
The breakdown of this workforce demand includes:
While the Airbus figures paint a picture of robust health, we note that the projected growth relies heavily on the region’s ability to overcome supply chain constraints and labor shortages. The heavy emphasis on the “Digital & Connectivity” segment, quadrupling in value, suggests a strategic pivot by airlines. Carriers appear to be banking on AI and data analytics not just for efficiency, but as a necessary mitigation strategy against the looming workforce gap.
Furthermore, cross-referencing this data with broader industry reports provides context. Boeing’s recent outlook similarly identifies Southeast Asia as a growth engine, forecasting a need for nearly 4,885 new aircraft in that sub-region alone. Meanwhile, independent analysis from Aviation Week suggests the broader Asia-Pacific and China region will account for 30% of global MRO (Maintenance, Repair, and Overhaul) demand over the next decade. The alignment between these major forecasts underscores the consensus that the center of gravity for global aviation is firmly shifting toward Asia.
What is the total value of the Asia-Pacific aviation services market by 2044? Which sector within aviation services is growing the fastest? How many new aircraft will the Asia-Pacific region need? How many new aviation professionals are needed in the region?
Airbus Forecasts Asia-Pacific Aviation Services Market to Hit $138.7 Billion by 2044
Maintenance and Digitalization Driving Growth
Additional Market Segments
Workforce Demand: A Critical Challenge
AirPro News Analysis
Frequently Asked Questions
Airbus forecasts the market will reach US$138.7 billion by 2044.
The “Digital & Connectivity” segment is the fastest-growing, expected to nearly quadruple to US$11.2 billion.
The region is expected to require 19,560 new aircraft over the next 20 years, representing 46% of global demand.
The forecast estimates a need for 1.06 million new professionals, including pilots, technicians, and cabin crew.
Sources
Photo Credit: Airbus
MRO & Manufacturing
AMES Expands Dubai MRO Facility with New Workshop in 2026
AMES, a Safran and AFI KLM E&M JV, will expand its Dubai MRO with a new 1,900 sqm workshop and double its workforce by 2026.
Aerostructures Middle East Services (AMES), the 50/50 joint venture between Safran Nacelles and Air France Industries KLM Engineering & Maintenance (AFI KLM E&M), has officially announced the launch of a significant growth phase beginning in 2026. According to the company’s announcement, this expansion is designed to meet surging demand for maintenance, repair, and overhaul (MRO) services across the Middle-East and Indian subcontinent.
The expansion centers on the construction of a new industrial workshop within the Jebel Ali Free Zone (Jafza) in Dubai. The project aims to bolster the region’s capacity to support next-generation aircraft fleets, specifically targeting the Airbus A320neo, A330neo, and Boeing 777 platforms.
The core of the announcement details a substantial increase in physical infrastructure and human capital. AMES plans to construct a new facility adding 1,900 square meters of industrial floor space. The company states that this addition represents a 40% increase in workshop area compared to its 2025 operational footprint.
Construction is scheduled to commence in 2026, with the new workshop expected to become fully operational by 2027. To support this physical expansion, AMES has committed to a major recruitment drive. The joint venture plans to double its workforce, targeting a total of approximately 100 employees by the end of 2026.
“The recent contracts signed by the parent companies prove the dynamism of the region and the need to strengthen our capacity in terms of infrastructure, material and human resources.”
, Dimitri Fauron, Co-Director of AMES
The decision to expand follows a period of sustained growth for the MRO provider. In 2024, AMES completed an initial extension that doubled its capacity for radome and fan stator module repairs. The upcoming 2026 phase is a direct response to what the company describes as “strong growth in demand” from regional airlines.
The new facility will feature specialized equipment to handle complex repairs, including a large-capacity autoclave. This equipment is essential for high-quality repairs of composite materials, such as radomes and nacelle components. The expansion will also support the company’s status as a licensed repair station for LEAP-1A nacelles, a critical component for the Airbus A320neo family.
“New licenses, such as the one for the A320neo, and strategic tools allow us to develop complex repair capabilities, including the replacement of main structural components.”
, Aymeric Verdier, Co-Director of AMES
At AirPro News, we view this expansion as a clear indicator of the “glocal” strategy increasingly adopted by major aerospace conglomerates. By localizing heavy maintenance capabilities in Dubai, Safran and AFI KLM E&M are effectively reducing turnaround times for Middle Eastern carriers, mitigating the logistical costs and delays associated with shipping large components like nacelles to Europe or the US.
Furthermore, the doubling of the workforce signals a maturing of the local aerospace labor market in the UAE. As global supply chains remain susceptible to bottlenecks, the ability to perform complex composite repairs and structural replacements locally enhances the operational resilience of airlines in the region.
Sources: Safran Group
AMES Announces Major Expansion of Dubai MRO Capabilities for 2026
Scaling Industrial Capacity and Workforce
Strategic Drivers and Technical Capabilities
AirPro News Analysis
Sources
Photo Credit: Safran
MRO & Manufacturing
GE Aerospace and Thai Aviation Industries Sign MoU for Defense MRO in Thailand
GE Aerospace and Thai Aviation Industries partner to localize maintenance for key defense engines, boosting Thailand’s military readiness and aviation sector.
This article is based on an official press release from GE Aerospace.
At the Singapore Airshow on February 4, 2026, GE Aerospace and Thai Aviation Industries Co. Ltd. (TAI) formally signed a Memorandum of Understanding (MoU). The agreement marks a significant step toward establishing local Maintenance, Repair, and Overhaul (MRO) capabilities for the engines that power the Royal Thai Armed Forces’ critical air and naval assets.
According to the official announcement, the partnership aims to explore and develop in-country support for GE Aerospace engines. This move is designed to enhance fleet readiness, reduce turnaround times for maintenance, and support Thailand’s broader strategic goal of becoming a regional aviation hub.
The MoU was signed by Rita Flaherty, Vice President of Strategy and Business Development for Defense & Systems at GE Aerospace, and Air Chief Marshal Piboon Vorravanpreecha, Managing Director of TAI. The collaboration focuses on reducing the reliance on foreign facilities for engine servicing, ensuring that Thailand’s defense infrastructure becomes more self-reliant.
The collaboration covers a wide range of propulsion systems used across the Royal Thai Air Force, Army, and Navy. Based on fleet data and the agreement details, the partnership targets four specific engine families that are central to Thailand’s defense operations.
The agreement addresses the maintenance needs of Thailand’s fighter fleet. This includes the F404 engine, which powers the Royal Thai Air Force’s active fleet of Saab Gripen C/D fighters. Additionally, the MoU encompasses the F414 engine, the powerplant for the newly ordered Saab Gripen E/F fighters. As the Royal Thai Air Force modernizes its fleet with these next-generation aircraft, establishing local MRO support for the F414 is a critical component of the transition.
Rotary-wing assets are also a primary focus. The MoU includes support for the T700 engine family, which powers the Royal Thai Army’s UH-60L/M Black Hawk fleet and the Royal Thai Navy’s Seahawk and Knighthawk helicopters. Furthermore, the agreement covers the CT7 engine, a commercial variant of the T700 used in the Royal Thai Air Force’s Sikorsky S-92 helicopters, which are utilized for Head of State and VVIP transport.
Beyond aviation, the partnership extends to maritime defense. The LM2500 gas turbine, a derivative of GE’s aircraft engines, serves as the main propulsion system for the Royal Thai Navy’s most significant vessels. This includes the aircraft carrier HTMS Chakri Naruebet, the stealth frigate HTMS Bhumibol Adulyadej, and the Naresuan-class frigates. Ensuring local maintenance for these turbines is vital for maintaining maritime security and operational availability. This agreement represents a shift in how Thailand manages its defense supply chain. By partnering with TAI, a government-majority entity established to oversee military aviation maintenance, GE Aerospace is aligning with Thailand’s national policy to localize high-value industrial work.
“The MoU explicitly includes the possibility of opening a dedicated MRO shop in Thailand, which would reduce the need to send engines abroad for servicing.”
Industry reporting on the GE Aerospace/TAI agreement
Currently, major engine maintenance often requires shipping assets to facilities in the United States or Europe, which can lead to extended downtime. Localizing these capabilities allows the Royal Thai Air-Forces to maintain higher readiness levels, particularly for critical assets like the Black Hawk helicopters and naval frigates.
Supply Chain Resilience: The timing of this agreement highlights a growing trend among Southeast Asian nations to insulate their defense capabilities from global supply-chain disruptions. By securing a local MRO partner, Thailand mitigates the risks associated with international logistics delays.
Economic Growth: The Southeast Asian MRO market is projected to see significant growth through 2026. By capturing this work domestically through TAI, Thailand retains economic value that would otherwise be outsourced. This partnership positions TAI not just as a service provider for the Thai military, but potentially as a future regional hub for GE engine support.
Thai Aviation Industries Co. Ltd. (TAI) was established in 2003 and is Thailand’s premier aircraft repair center. Majority-owned by the Thai government, it serves as the designated depot for military aviation maintenance, tasked with driving the country’s “aviation hub” policy.
GE Aerospace is a global leader in jet and turboprop engines. The company has been aggressively expanding its footprint in the Asia-Pacific region, identifying it as a high-growth market for both commercial and defense sectors. This MoU reinforces GE’s commitment to supporting its international defense customers through localized solutions.
GE Aerospace and Thai Aviation Industries Sign MoU to Localize Defense MRO in Thailand
Scope of the Agreement: Air and Naval Power
Fighter Jet Propulsion
Helicopter Fleets
Naval Gas Turbines
Strategic Implications for Thailand
AirPro News Analysis
About the Partners
Frequently Asked Questions
Sources
Photo Credit: GE Aerospace
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