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.
Airbus Engine Supply Crisis Deepens as Aircraft Backlog Reaches 60 Units Amid Dual Supplier Delays
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.
Background and Historical Context of Airbus Engine Supply Challenges
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.
The Dual Supplier Dilemma
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
Sixty Aircraft Awaiting Engines: The Current Crisis
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.
Financial Ramifications
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 and Pratt & Whitney: Supplier Challenges
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.
Conclusion
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.
FAQ
What is causing the delay in Airbus aircraft deliveries?
The delays are due to engine supply shortages from both CFM International and Pratt & Whitney, affecting Airbus’s ability to deliver completed aircraft.
How many aircraft are currently awaiting engines?
As of June 2025, Airbus reported that 60 aircraft were completed but undeliverable due to missing engines.
Which Airbus models are affected?
The affected models include the A320neo and A220, both of which rely on engines from CFM and Pratt & Whitney.
Is Airbus still profitable despite the delays?
Yes, Airbus reported an 85% increase in profits in the first half of 2025, although cash flow has been negatively impacted by the delays.
When is the issue expected to be resolved?
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
Asco Industries Delivers Hybrid RSS Fairing Prototype to Airbus
Asco Industries delivers a hybrid metallic-composite RSS fairing prototype to Airbus for the Next Generation Single Aisle programme.
Asco Industries, a subsidiary of Montana Aerospace AG, has delivered a full-scale prototype of a hybrid metallic-composite Rear Secondary Structure (RSS) fairing to Airbus, advancing component development for the manufacturer’s Next Generation Single Aisle (NGSA) programme.
In a press release issued on October 22, 2026, Montana Aerospace confirmed the presentation of the prototype to Airbus stakeholders in Toulouse, France. The new RSS concept is engineered to reduce structural weight, decrease final assembly installation time, and support the high-rate production volumes required for future single-aisle aircraft.
Engineering the hybrid RSS fairing
The RSS fairing project was initiated in 2022 under a Collaborative Research Agreement between Airbus Airframe Propulsion and Asco. The engineering focus centered on optimizing weight, cost, and manufacturability for the next generation of commercial aircraft. The resulting design is a hybrid multi-material structure that integrates Carbon Fibre Reinforced Plastic (CFRP) skins manufactured via Resin Transfer Moulding (RTM) with aluminium and titanium structural interfaces, alongside thermoplastic components.
This material combination is designed to leverage the high strength-to-weight ratio of composites while maintaining the durability and precision of metallic joints where the fairing connects to the engine pylon. The use of RTM for the composite skins allows for high repeatability and tight tolerances, which are essential for high-rate manufacturing environments.
Asco manufactured two full-scale prototype assemblies in 2026 to validate the design. The component utilizes a plug-and-play assembly concept intended to streamline the installation process during final aircraft assembly, addressing a critical bottleneck in current production lines.
“Reaching this high level of maturity on this programme is the result of years of engineering development by our teams in close collaboration with Airbus,” said Jérôme Morhet, Chief Executive Officer of Asco. “It shows that Asco can take a structure from concept to a validated, production-ready design in a genuinely new material combination, and do so to the standards Airbus expects, on a component outside our historical wing scope.”
Supporting the Airbus NGSA timeline
The successful prototype delivery marks a milestone for Montana Aerospace as it seeks to expand its aerostructures portfolio ahead of the next major commercial aircraft cycle. Following the presentation in Toulouse, Airbus plans to evaluate the RSS concept at the complete pylon level. This phase will include installation trials of the Asco demonstrator on a representative next-generation aircraft pylon structure to verify the plug-and-play assembly claims under operational manufacturing conditions.
Paul Andreucci, Chief Commercial Officer of Montana Aerospace, stated that the programme demonstrates the strategic value of research and innovation in expanding the group’s technological capabilities.
“By combining expertise in materials, engineering and manufacturing across Montana Aerospace, we can develop solutions that complement our existing Aerostructures portfolio and create new opportunities for both existing and next-generation platforms,” Andreucci said.
The push for next-generation efficiency
Airbus is actively developing technologies for its NGSA aircraft, which will eventually succeed the highly successful A320neo family. The European manufacturer has publicly targeted a 20 percent to 30 percent reduction in fuel burn for the new platform compared to current-generation aircraft. Achieving this efficiency requires new propulsion systems, advanced wing designs, hybridisation, and lighter materials.
The aviation sector’s net-zero emissions roadmap for 2050 relies heavily on the next generation of single-aisle aircraft, as this segment represents the largest portion of the global commercial fleet. Beyond fuel efficiency, the NGSA development requires suppliers to design components capable of supporting unprecedented production rates. Airbus anticipates these rates will be necessary to meet future global demand for single-aisle aircraft.
Montana Aerospace, headquartered in Reinach, Switzerland, operates 16 locations across Europe, North America, and Asia-Pacific, employing approximately 6,300 people. Its subsidiary Asco, based in Zaventem, Belgium, employs around 1,200 people and specializes in high-lift mechanisms, complex structural assemblies, and mission-critical components.
AirPro News analysis
We view the Asco RSS fairing milestone as a clear indicator of how Tier 1 suppliers are positioning themselves for the NGSA supply chain years before formal programme launch. The emphasis on a plug-and-play assembly concept highlights a critical shift in aerostructures design. For the A320neo successor to be economically viable, Airbus must achieve production rates that exceed current industrial limits. By proving that complex, multi-material secondary structures can be installed rapidly on the final assembly line, suppliers like Montana Aerospace are addressing the manufacturer’s most pressing industrial bottleneck: assembly time. The transition from traditional metallic structures to hybrid composite-metallic components for secondary structures reflects the industry’s dual mandate of extreme weight reduction and high-rate manufacturability.
Photo Credit: Montana Aerospace
MRO & Manufacturing
Caerdav Builds Composites Workshop at St. Athan MRO Base
Caerdav begins construction on a 4,300 sq ft composites and paint workshop at St. Athan, due to open in early 2027.
Independent UK maintenance, repair, and overhaul provider Caerdav has commenced construction on a standalone composites and paint workshop at its St. Athan base in South Wales, a move designed to bring specialized component repairs in-house by early 2027.
Announced in a company press release on October 21, 2026, the expansion into a previously unused hangar represents the latest phase of a multi-year growth strategy aimed at reducing turnaround times for narrow-body aircraft operators.
Expanding in-house repair capabilities
The new facility will be located in Hangar 64, situated adjacent to Caerdav’s primary Twin Peaks hangar complex. The refurbishment project will create 4,300 square feet of dedicated workshop space, incorporating a mezzanine office level, specialized sanding and clean rooms, and a large paint spray booth designed to be divided for simultaneous smaller jobs.
Once operational, the workshop will focus on fiberglass, carbon fiber, and metal-to-metal bonded repairs. By performing these specialized tasks on-site, the company aims to streamline its base maintenance operations and reduce reliance on external component repair vendors.
Base Maintenance Manager Alan Steer stated that the project indicates how the business is moving forward.
“The additional workshop capacity will allow us to deliver a wider range of services to customers with aircraft in the hangars and also third parties looking for support,” Steer said.
Workforce recruitment and local impact
To support the expanded back-shop operations, Caerdav is initiating a recruitment drive for composite technicians, mechanics, and trainees in the South Wales region. The company is targeting both established aviation professionals and workers from outside the aerospace sector who possess transferable mechanical skills.
“Of course, an expansion of this size will need to be staffed, and we’re proud to be bringing more job opportunities to the local area,” Steer noted. “In the current market, the goal is to find people with the right aptitude and mindset. They may not have aviation experience, but engineers, technicians and mechanics looking to make a switch to this industry should certainly get in touch.”
Caerdav’s ongoing capacity growth
Founded in 2012 by Iron Maiden lead singer and commercial pilot Bruce Dickinson, Caerdav operates from a former Royal Air Force maintenance base equipped with a 6,000-foot instrument landing system runway and parking for up to 20 narrow-body aircraft. The company specializes in base maintenance for Boeing 737 Classic and Next Generation models, as well as the Airbus A320 family. It holds regulatory approvals from the UK Civil Aviation Authority (CAA), the European Union Aviation Safety Agency (EASA), the Federal Aviation Administration (FAA), and Transport Canada Civil Aviation (TCCA).
The Hangar 64 project builds on a period of sustained physical expansion for the maintenance, repair, and overhaul (MRO) provider. In July 2022, Caerdav secured a £4 million investment from independent asset manager BOOST&Co to address a growing backlog of aircraft servicing requirements. This funding facilitated the opening of a fourth maintenance line in November 2025, effectively doubling the company’s capacity to service four aircraft simultaneously.
The appointment of Steer as Base Maintenance Manager in February 2026 was part of a broader effort to drive efficiency across these four lines. The global demand for aircraft maintenance has increased sharply as the airline industry manages post-pandemic recovery and deals with aging fleets. Caerdav’s expansion of its back-shop capabilities allows the company to perform more work in-house, improving efficiencies for a customer base that includes major airlines and leasing companies such as AerCap and Avolon.
AirPro News analysis
We view Caerdav’s investment in dedicated composite and paint facilities as a direct response to ongoing supply chain constraints within the global MRO sector. By bringing specialized back-shop capabilities in-house, independent providers can reduce their reliance on third-party component repair vendors, thereby gaining tighter control over base maintenance turnaround times. For lessors and airlines managing aging narrow-body fleets, predictable maintenance schedules have become increasingly critical as new aircraft delivery delays persist across the industry.
Photo Credit: Caerdav
MRO & Manufacturing
StandardAero Moves PT6A Operations to DFW Campus
StandardAero consolidates PT6A engine maintenance at DFW, adding test cell support and foreign trade zone benefits for international operators.
StandardAero has completed the relocation of its Pratt & Whitney Canada PT6A engine maintenance operations from Grapevine, Texas, to its primary campus at Dallas-Fort Worth International Airport (DFW), a strategic consolidation that grants international operators U.S. duty-free import benefits through the site’s foreign trade zone status.
Announced on October 20, 2026, during the NBAA Business Aviation Convention & Exhibition in Las Vegas, Nevada, the transition aims to increase maintenance capacity and provide immediate on-site test cell support for the widely used turboprop engine. The move also establishes the necessary infrastructure for the DFW facility to launch full PT6A overhaul capabilities beginning in 2027, according to a company press release.
Operational integration and turnaround optimization
The shift to the DFW campus integrates the dedicated PT6A service line into StandardAero’s larger Texas operational footprint. Company leadership indicated that the primary driver behind the relocation is the optimization of engine turnaround times, a critical metric for aircraft operators minimizing downtime.
Giovanni Spitale, president of StandardAero Business Aviation, stated that the operational shift is strictly focused on creating added value for customers.
“While the transition of engine maintenance operations from site to site is not a simple task, the outcome of turn time optimization due to the expanded operational capability is worth it to deliver a better service for our customers,” Spitale said.
Returning customers from the former Grapevine location have already begun inducting their PT6A engines at the DFW site. Joe Capra, StandardAero vice president of commercial programs, noted that the consolidated facility retains the same original equipment manufacturer (OEM) trained technicians, tenured technical support, and engineering personnel.
“We understand that PT6A operators require quick, but high-quality support for their variety of engine maintenance needs to return their aircraft to service safely, and this move demonstrates our commitment to delivering top tier reliability and efficiency through our service network,” Capra said.
Expanding capabilities for the global PT6A fleet
The Pratt & Whitney Canada PT6A remains one of the most ubiquitous turboprop engines in the global aviation industry. StandardAero data indicates there are currently more than 21,000 active PT6A engines in service, providing power to over 14,000 aircraft worldwide. Supporting a fleet of this magnitude requires extensive maintenance, repair, and overhaul (MRO) infrastructure, which the DFW consolidation is designed to address.
By moving operations to a facility with a foreign trade zone (FTZ) designation, StandardAero allows international operators to bypass certain U.S. customs duties when importing engines for maintenance. This regulatory status lowers the barrier to entry for foreign aircraft owners seeking stateside MRO services.
The addition of on-site test cell support at the DFW campus further streamlines the repair process by eliminating the need to transport engines to secondary locations for post-maintenance performance verification. The company plans to build upon these expanded services to introduce full overhaul capability for the PT6A at the DFW location by 2027.
StandardAero’s legacy of turboprop maintenance
StandardAero, a publicly traded independent provider of aerospace engine aftermarket services (NYSE: SARO), has supported the PT6A engine program for more than 60 years. The foundation of its specific Texas-based expertise traces back to Dallas Airmotive, which holds the historical distinction of being the first independent maintenance facility authorized by Pratt & Whitney Canada.
StandardAero acquired Dallas Airmotive in February 2021. The transaction was part of a larger $230 million acquisition of Signature Aviation’s Engine Repair and Overhaul (ERO) business. That purchase significantly expanded StandardAero’s pure-play aerospace engine aftermarket services across commercial, military, and business aviation sectors.
Today, StandardAero operates as a designated overhaul facility (DOF) for the PT6A engine across multiple international locations. In addition to the consolidated Dallas operations, the company maintains authorized PT6A facilities in Summerside, Prince Edward Island, Canada; Gonesse, Europe; Johannesburg, South Africa; and Brisbane, Australia.
Photo Credit: StandardAero
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