Commercial Aviation
Airbus Increases A320neo Production Facing Pratt & Whitney Engine Challenges
Airbus targets 75 A320neo jets per month by 2027, dependent on Pratt & Whitney scaling engine production while addressing key fleet issues.
In the high-stakes world of commercial aviation, the pace of production is a direct measure of success. Airbus, a titan of the industry, is pushing to significantly ramp up the manufacturing of its best-selling A320neo family of aircraft. The goal is ambitious: increase the production rate to 75 jets per month in 2027. This surge in output is a response to soaring demand from airlines eager to modernize their fleets with more fuel-efficient planes. However, an aircraft is only as complete as its engines, and this is where the narrative gets complex. The entire plan hinges on the ability of its engine suppliers to keep pace, placing a spotlight squarely on one of its key partners, Pratt & Whitney.
The relationship between airframer and engine maker is a critical symbiosis. For Airbus to meet its targets, Pratt & Whitney, a subsidiary of RTX, must scale up its production of the PW1100G Geared Turbofan (GTF) engines. This has sparked intensive, daily discussions between the two companies to map out the engine supply chain for the next three years and beyond. The challenge is not merely about producing more engines; it’s about doing so while navigating significant in-service issues that have plagued the existing GTF fleet, causing widespread operational disruptions for airlines globally. This dual pressure of future demand and present-day problems creates a tense backdrop for negotiations that will shape the narrow-body aircraft market for years to come.
The situation highlights the intricate dependencies within the aerospace supply chain. While Pratt & Whitney competes fiercely with CFM International (a GE and Safran joint venture) for A320neo engine orders, the health of the entire ecosystem relies on both delivering reliably. As Airbus strives to solidify its market leadership, its success is inextricably linked to the manufacturing capacity and technical reliability of its partners. The ongoing talks are therefore more than a simple supply negotiation; they are a critical stress test of the industry’s ability to grow while managing profound technical and logistical challenges.
The core of the current discussions revolves around numbers. Airbus has set a clear target of producing 75 A320neo family aircraft per month by 2027. Pratt & Whitney’s current industrial setup, however, is geared to support a rate of 63 aircraft per month. Rick Deurloo, President of Commercial Engines at Pratt & Whitney, confirmed this alignment, stating, “Right now, the agreement we have in place is we’re industrialized at Rate 63.” This gap between current capacity and future demand is the central point of the ongoing negotiations. Bridging it will require significant industrial preparation and investment from the engine manufacturer.
Complicating matters is the intense scrutiny on near-term deliveries. For 2025, Airbus is targeting the delivery of 820 jets in total, a significant increase from the previous year. Engine supply has been a primary bottleneck in achieving these goals. In a positive development, Pratt & Whitney announced it has delivered its agreed-upon number of engines to Airbus for the 2025 production year, a crucial victory for the supply chain that allows Airbus to push forward with its assembly schedule. This fulfillment of its 2025 backlog demonstrates progress, but the larger question of scaling up for the post-2025 ramp-up remains unresolved.
The dynamic is further shaped by the competitive landscape. Pratt & Whitney and CFM International are the two engine options for the A320neo family. In contrast, CFM is the sole engine supplier for the competing Boeing 737 MAX family. This makes the A320neo platform a critical battleground for market share. For Pratt & Whitney, securing a significant portion of the engine orders for the increased production rate is vital for its long-term position in the lucrative narrow-body market. The outcome of these talks will directly influence its future revenue streams and its ability to invest in next-generation technologies.
“We are talking to Airbus on a daily basis.”, Rick Deurloo, President of Commercial Engines, Pratt & Whitney
While negotiations about future production are underway, Pratt & Whitney is simultaneously grappling with a major challenge affecting its current fleet of GTF engines. A significant manufacturing flaw related to contaminated powdered metal used in high-pressure turbine disks has forced a massive recall and inspection program. This defect, present in engines produced between late 2015 and late 2021, can lead to cracking, creating a serious safety concern that necessitates extensive and time-consuming repairs.
The operational impact on airlines has been severe. The issue has led to the grounding of hundreds of Pratt & Whitney-powered A320neo and A321neo aircraft worldwide. Projections indicate that an average of 350 such aircraft could be on the ground through 2026, with some estimates suggesting the number could rise to between 600 and 650 planes. The required shop visits for inspections and repairs are lengthy, estimated to take 250 to 300 days per engine. This has created a logistical nightmare for carriers, leading to flight cancellations, schedule disruptions, and a significant strain on their operational capacity. The financial toll on Pratt & Whitney’s parent company, RTX, is also substantial, with the company facing a multi-billion dollar hit to its results due to the flaw. In response to the crisis, Pratt & Whitney has stated that it has seen a “significant improvement” in repair times and output at its maintenance shops. The company is working to streamline the inspection and repair process to get aircraft back in the air more quickly. However, the sheer volume of affected engines means the problem will persist for several years. This ongoing issue inevitably casts a shadow over the discussions about future production, as Airbus needs assurance not only of new engine supply but also of the reliability and support for the thousands of GTF engines already in service.
The discussions between Airbus and Pratt & Whitney represent a critical juncture for the commercial aviation industry. They encapsulate the inherent tension between ambitious growth targets and the practical realities of a complex, high-tech supply chain. Airbus’s goal to ramp up A320neo production is a testament to the aircraft’s success and the robust demand for new, efficient jets. Yet, this ambition is tempered by the significant challenges faced by one of its primary engine suppliers, which is simultaneously working to resolve a major in-service fleet issue while planning for future growth.
Looking ahead, the path forward requires a delicate balance. Pratt & Whitney must demonstrate its ability to not only overcome its current manufacturing and maintenance hurdles but also to scale its production capabilities reliably. The company is investing in its next-generation engine, an evolution of the current geared-fan architecture, signaling its commitment to future programs. The introduction of the PW1100G Advantage engine, expected in early 2026, may also help alleviate some of the current pressures. Ultimately, the success of Airbus’s production ramp-up will depend on the successful collaboration and industrial synchronization of its entire supply chain, with the engine makers playing the most critical role.
Question: Why is Airbus increasing production of the A320neo? Question: What is the main issue with Pratt & Whitney’s GTF engines? Question: How many aircraft are affected by the GTF engine issue? Question: Who are the engine suppliers for the Airbus A320neo? Sources: Reuters
Airbus‘s Production Push Meets Pratt & Whitney’s Engine Puzzle
The Production Ramp-Up and Supply Chain Squeeze
The Shadow of the GTF Engine Issues
Conclusion: Balancing Ambition with Reality
FAQ
Answer: Airbus is increasing production to meet high demand from airlines for its best-selling, fuel-efficient A320neo family of aircraft as they look to modernize their fleets.
Answer: A manufacturing flaw involving contaminated powdered metal in high-pressure turbine disks requires extensive inspections and repairs on hundreds of engines to prevent potential cracking.
Answer: It is estimated that an average of 350 aircraft will be grounded through 2026, with some projections suggesting the number could be as high as 600-650 planes at its peak.
Answer: The Airbus A320neo family has two engine options: the PW1100G from Pratt & Whitney and the LEAP-1A from CFM International, a joint venture between GE Aerospace and Safran.
Photo Credit: Creative Common – Clément Alloing – flickr
Aircraft Orders & Deliveries
TrueNoord Sells Two Embraer E190s to Airlink for Fleet Support
TrueNoord finalized the sale of two Embraer E190 aircraft to Airlink, helping the airline secure critical parts amid supply chain challenges.
This article is based on an official press release from TrueNoord.
Regional aircraft lessor TrueNoord has announced the completion of a sale involving two Embraer E190 aircraft to Airlink, South Africa’s premier independent regional airline. The transaction, which was finalized in December 2025, marks a strategic shift for the operator as it seeks to bolster its supply-chain resilience.
According to the official announcement, the aircraft were previously on lease to the U.S. carrier Breeze Airways. Unlike traditional fleet expansions aimed at increasing capacity, Airlink has acquired these specific airframes primarily to harvest engines and critical components. This move is designed to support the operational reliability of the airline’s existing fleet amidst ongoing global supply chain constraints.
The aviation industry continues to navigate a complex environment characterized by shortages of spare parts and maintenance delays. Airlink’s decision to purchase these older E190 airframes outright reflects a growing trend among operators to secure their own supply lines rather than relying solely on delayed OEM shipments.
In the company statement, Airlink CEO de Villiers Engelbrecht emphasized the necessity of this approach to maintain service levels.
“Securing these aircraft is a strategic move to safeguard the reliability of our Embraer fleet. By acquiring additional engines and components, we can mitigate the impact of global supply chain disruptions and maintain the high standards of service our customers expect.”
, de Villiers Engelbrecht, CEO of Airlink
While the airline is assessing options for the future operation of these airframes, the immediate priority remains the availability of spares, specifically GE CF34 engines, to keep their active fleet flying.
The two Embraer E190s were marketed by TrueNoord following their lease term with Breeze Airways. TrueNoord, a specialist regional aircraft lessor headquartered in Amsterdam, manages a fleet of over 100 regional aircraft. This transaction highlights the lessor’s ability to remarket assets across different continents, moving aircraft from a U.S. operator to an African carrier to solve specific operational challenges. Richard Jacobs, Chief Commercial Officer at TrueNoord, noted the collaborative nature of the deal:
“Further strengthening our existing relationship with this leading African operator, our joint collaborative efforts ensured the sale was finalised in a timely, streamlined and efficient manner. Additional thanks also go to the aircraft’s previous lessee, Breeze, for their support throughout the process.”
, Richard Jacobs, CCO, TrueNoord
This sale builds upon an established relationship between the two companies. In April 2023, TrueNoord novated the leases of two other E190s to Airlink from Nordic Aviation Capital (NAC). However, the 2025 transaction differs significantly as it involves the outright transfer of ownership rather than a leasing arrangement.
Airlink currently operates a fleet of approximately 70 aircraft, predominantly consisting of Embraer regional jets. While this acquisition focuses on older airframes for parts, the airline is simultaneously pursuing modernization. In mid-2025, Airlink finalized agreements to lease 10 new Embraer E195-E2 aircraft, signaling a dual strategy of maintaining current reliability while investing in future efficiency.
The decision by Airlink to purchase aircraft specifically for “part-out” purposes underscores the severity of the current aftermarket supply chain crisis. For regional operators, the inability to source engines or landing gear can ground viable aircraft for months. By internalizing the supply chain through the acquisition of whole aircraft, Airlink is effectively buying insurance against downtime.
From a lessor’s perspective, TrueNoord’s ability to sell older assets to operators for teardown represents an effective exit strategy for aircraft that may be nearing the end of their leasing viability in primary markets. We expect to see more of these “strategic spare” acquisitions in 2026 as airlines prioritize operational continuity over pure capacity growth.
TrueNoord Finalizes Sale of Two Embraer E190s to South Africa’s Airlink
Strategic Acquisition for Fleet Support
Transaction Details and Partners
Deepening Regional Partnerships
AirPro News Analysis
Sources
Photo Credit: TrueNoord
Aircraft Orders & Deliveries
Delta Air Lines Chooses GE GEnx Engines for Boeing 787-10 Fleet
Delta Air Lines selects GE Aerospace GEnx-1B engines for 30 Boeing 787-10 Dreamliners, including spare engines and long-term support starting in 2031.
This article is based on an official press release from GE Aerospace and Delta Air Lines.
In a significant move for its future widebody operations, Delta Air Lines has selected GE Aerospace to power its incoming fleet of Boeing 787-10 Dreamliners. According to a joint announcement released on January 13, 2026, the carrier has chosen the GEnx-1B engine for an order comprising 30 firm aircraft and options for 30 additional jets.
The agreement extends beyond the initial hardware, encompassing spare engines and a comprehensive long-term services support contract. This selection marks a pivotal moment in the nearly 70-year partnership between the two companies, ensuring GE Aerospace remains a cornerstone of Delta’s international fleet strategy well into the next decade.
The newly announced deal secures propulsion for Delta’s latest widebody acquisition. The order covers 30 firm Boeing 787-10 aircraft, with deliveries scheduled to commence in 2031. Should Delta exercise its options for the additional 30 aircraft, the total scope of the agreement could cover up to 120 installed engines, exclusive of spares.
While specific financial terms were not disclosed in the press release, the inclusion of a long-term maintenance, repair, and overhaul (MRO) agreement suggests a deep commitment to the GEnx platform. This “power-by-the-hour” style support is standard for major fleet renewals, ensuring predictable maintenance costs and high dispatch reliability.
Both companies highlighted the strategic importance of this renewal. Ed Bastian, CEO of Delta Air Lines, emphasized the role of efficiency in the airline’s international expansion.
“GE Aerospace’s GEnx engines will enable us to connect our passengers to international destinations across the globe with greater efficiency and improved reliability and are foundational to our growth vision.”
, Ed Bastian, CEO of Delta Air Lines
H. Lawrence Culp, Jr., Chairman and CEO of GE Aerospace, noted the historical depth of the relationship, which dates back to the Convair 880 in 1956. “For more than 60 years, GE Aerospace has been proud to partner with Delta Air Lines, and we’re honored the GEnx now will be underwing to support their international growth plans.”
, H. Lawrence Culp, Jr., Chairman and CEO of GE Aerospace
The GEnx-1B is currently the best-selling engine for the Boeing 787 family, holding approximately two-thirds of the market share for the airframe. Delta’s selection aligns with industry trends favoring the engine’s maturity and performance metrics.
According to technical data referenced in the announcement and industry reports, the GEnx-1B offers several key advantages over previous generation powerplants:
This order represents a notable shift in Delta’s recent procurement strategy. Over the past decade, the Atlanta-based carrier has leaned heavily on Airbus for its widebody renewal, investing significantly in the A330neo and A350 families. The introduction of the Boeing 787-10, and specifically the choice of GE engines, reintroduces balance to the fleet.
By operating both Airbus and Boeing widebodies, Delta mitigates the risk of supply chain delays or certification issues that might affect a single manufacturer. Furthermore, the 787-10 is optimized for high-capacity, mid-range international routes (such as Transatlantic and South American corridors), complementing the ultra-long-range capabilities of the A350-1000. The decision to pair the airframe with GE engines avoids the durability challenges that have historically affected the competing Rolls-Royce Trent 1000, signaling a preference for operational stability over other factors.
Sources: PR Newswire / GE Aerospace
Delta Air Lines Selects GE Aerospace GEnx Engines for New Boeing 787-10 Fleet
Agreement Details and Delivery Timeline
Executive Commentary
Technical Specifications and Performance
AirPro News Analysis: Strategic Fleet Diversification
Sources
Photo Credit: GE Aerospace
Aircraft Orders & Deliveries
Boeing Reports 72 Percent Increase in 2025 Deliveries and Tops Airbus in Orders
Boeing delivered 600 commercial airplanes in 2025, a 72% increase, and secured more net new orders than Airbus for the first time in seven years.
This article is based on an official press release from The Boeing Company and additional market data.
The Boeing Company [NYSE: BA] announced today a significant rebound in its operational performance for the fourth quarter of 2025, delivering 160 commercial airplanes to close out the year. According to the official press release, this surge brings the manufacturer’s full-year total to 600 commercial aircraft, marking a 72% increase over the previous year and the highest annual delivery volume since 2018.
The announcement signals a potential turning point for the aerospace giant under the leadership of CEO Kelly Ortberg. While Boeing’s total delivery numbers for 2025 still trail rival Airbus, which delivered 793 jets, Boeing successfully secured more net new orders than its European competitor for the first time in seven years. Market data indicates that Boeing stock rose approximately 2.25% in trading following the news.
The commercial sector was the primary driver of Boeing’s fourth-quarter performance. Data released by the company highlights a stabilization of the 737 MAX program, which had previously faced production halts and labor strikes. In the fourth quarter alone, Boeing delivered 117 737 jets, a sharp increase from the 36 delivered during the same period in 2024.
For the full year of 2025, the 737 program accounted for 447 deliveries, up 68.7% from 265 in 2024. The widebody segment also saw improvement, particularly with the 787 Dreamliner. Boeing delivered 27 Dreamliners in Q4, bringing the annual total to 88, the highest level for the program since 2019.
While the commercial division grabbed headlines with its volume, Boeing’s Defense, Space & Security unit reported stable growth. The company delivered 37 defense units in the fourth quarter, contributing to a full-year total of 131 deliveries, compared to 112 in 2024.
Key defense programs included the AH-64 Apache, which saw a combined total of 61 deliveries (new and remanufactured) for the year. The KC-46 Tanker program also ramped up, delivering 14 units in 2025 compared to 10 the previous year. However, fighter jet deliveries saw mixed results, with F-15 deliveries dropping to 9 for the year, down from 14 in 2024.
Industry analysts note that while Boeing is still working to match Airbus in total output, the order book tells a different story regarding airline confidence. In 2025, Boeing secured 1,075 net new orders, surpassing Airbus’s 889. This victory in the sales race is attributed to major recent deals, including a historic order from Alaska Airlines for 737-10s and Delta Air Lines’ decision to modernize its widebody fleet with 60 Boeing 787 Dreamliners.
The 2025 delivery figures suggest that Boeing’s “industrial excellence” strategy, emphasized by CEO Kelly Ortberg since August 2024, is beginning to stabilize the factory floor. The ability to deliver 63 jets in December alone, including 44 MAX aircraft, indicates that production rates are recovering toward targets that were previously capped by regulators. However, delivery numbers are primarily operational metrics. The true financial impact of this surge will be revealed during the Q4 earnings call scheduled for January 28, 2026. Investors will likely look for confirmation that this delivery volume is translating into positive free cash flow, a critical milestone for the company’s debt reduction efforts.
How many planes did Boeing deliver in 2025? Did Boeing deliver more planes than Airbus in 2025? When will Boeing release its financial results? Sources: Boeing, Investing.com
Boeing Reports Surge in Q4 Deliveries, Tops Airbus in 2025 Net Orders
Commercial Aviation Recovery
Summary of Commercial Deliveries (FY 2025)
Defense and Space Operations
Market Context and Order Book
AirPro News Analysis
Frequently Asked Questions
Boeing delivered a total of 600 commercial airplanes and 131 defense units in 2025.
No. Airbus delivered 793 commercial jets in 2025, retaining the lead in total deliveries. However, Boeing surpassed Airbus in net new orders.
Boeing is scheduled to release its fourth-quarter financial results on January 28, 2026.
Photo Credit: Boeing
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