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