Commercial Aviation
ITA Airways Grounds 22 Aircraft Over Pratt & Whitney Engine Defect
ITA Airways grounds 22 aircraft due to Pratt & Whitney engine recall, facing €150 million losses and legal action amid repair delays.
ITA Airways Grounds 22 Aircraft Amid Pratt & Whitney Engine Crisis
The aviation industry is currently navigating a significant operational hurdle, and ITA Airways sits at the center of this turbulence. We are observing a major disruption within the Italian flag carrier’s fleet, where 22 Commercial-Aircraft have been grounded. This decision stems from a global recall involving Pratt & Whitney engines, a situation that has forced the airline to drastically alter its operational planning. The grounding affects a substantial portion of the carrier’s new-generation fleet, specifically the Airbus A320neo and A220 models, which are pivotal to its short and medium-haul network efficiency.
The root of the issue lies with the Pratt & Whitney PW1000G (GTF) engines. A manufacturing defect involving contaminated powdered metal used in high-pressure turbine and compressor discs has necessitated mandatory inspections. These are not routine checks; they are complex procedures that require engines to be removed and disassembled. For ITA Airways, the impact is disproportionately severe, with reports indicating that nearly 40% of its narrow-body neo/A220 fleet is currently out of service. This comes at a critical time as the Airlines continues its transition and integration processes within the broader European aviation market.
Financially, the stakes are incredibly high. We understand that the airline is facing projected losses estimated at €150 million over the next five years due to these groundings. This figure encompasses not just the immediate costs of maintenance, but the cascading financial damage of leasing idle aircraft, training pilots for planes that cannot fly, and the loss of passenger revenue. Consequently, the carrier is preparing to take legal action to recover these damages, marking a significant escalation in the dispute between the airline and the engine manufacturer.
Technical Defects and Operational Paralysis
To understand the gravity of the situation, we must look at the technical specifics driving these groundings. The defect in the PW1000G series engines involves microscopic cracks potentially forming in engine components due to the metal contamination. While safety is the non-negotiable priority, the logistical remedy is agonizingly slow. The global Supply-Chain for aviation maintenance is currently overwhelmed. What would typically be a standard repair window has stretched significantly; industry data suggests that the “wing-to-wing” turnaround time, the time it takes to remove, repair, and reinstall an engine, can now take up to 300 days.
For ITA Airways, this means that a significant number of its most fuel-efficient assets are effectively paralyzed. The grounded fleet includes a mix of Airbus A320neos and A220s. These aircraft were intended to be the backbone of a modernized, eco-friendly fleet. Instead, they are occupying hangar space. To mitigate the operational void, the airline has been forced to deploy contingency strategies. This includes wet-leasing older aircraft from other carriers and extending the leases of aging Airbus A320ceo jets. While these measures keep the schedule running, they undermine the fuel savings and efficiency gains the new fleet was supposed to deliver.
The operational strain extends beyond just hardware. Pilot training and crew scheduling have become logistical puzzles. Pilots trained specifically for the modern avionics of the A320neo and A220 are finding themselves with fewer aircraft to fly, leading to inefficiencies in workforce utilization. Furthermore, the inability to deploy these aircraft affects the airline’s network connectivity. The grounded short-haul jets were crucial for feeding passengers into ITA’s long-haul intercontinental network. Without this reliable feed, the profitability of long-haul routes is subsequently threatened.
The crisis has forced the airline to ground twice as many aircraft as originally planned, with repair turnaround times stretching up to a year due to global supply chain bottlenecks.
Financial Implications and Legal Recourse
The financial narrative surrounding this event is dominated by the projected €150 million loss. We must analyze what constitutes this figure to understand the airline’s aggressive legal stance. A major component of this cost is the leasing fees. Airlines typically pay monthly lease rates for their aircraft regardless of whether they are in the air or on the ground. Paying approximately €350,000 per month for a single A320neo that cannot generate revenue represents a massive capital drain. When multiplied across 22 aircraft over several months or years, the sunk costs become staggering.
In response to these mounting losses, ITA Airways is preparing a lawsuit against RTX Corporation, the parent company of Pratt & Whitney. While the Manufacturers has acknowledged the defect and proposed a compensation plan for affected airlines globally, ITA contends that the offer is insufficient. The airline argues that the standard compensation does not adequately cover the extraordinary costs incurred, particularly the “lack of long-haul feed” revenue and the premium paid for emergency wet-leases. This legal move highlights a growing frustration among carriers who feel the manufacturer’s support does not match the scale of the operational disruption.
This legal battle is unfolding against the backdrop of ITA’s acquisition by the Lufthansa Group. Lufthansa, which is set to acquire a 41% stake in ITA, is closely monitoring the situation. Interestingly, Lufthansa itself is not immune to these issues, having grounded approximately 20 of its own A320neos daily due to the same engine defects. However, the German group has signaled that the acquisition will proceed, suggesting that while the engine crisis is a severe financial hurdle, it is viewed as a temporary, albeit expensive, technical obstacle rather than a deal-breaker.
Concluding Perspectives
The grounding of 22 aircraft by ITA Airways serves as a stark case study in the fragility of modern aviation supply chains. It underscores how a single manufacturing defect can ripple through an airline’s entire operation, causing hundreds of millions in damages and disrupting strategic growth. For ITA, the immediate focus remains on managing the fleet deficit through leases and legal pressure to secure fair compensation.
Looking ahead, the resolution of this conflict will likely depend on the speed at which Pratt & Whitney can clear the maintenance backlog and the outcome of the pending litigation. As ITA Airways integrates further with Lufthansa, the combined weight of these carriers may exert more pressure on manufacturers to expedite solutions. Until then, the industry will continue to watch how one of Europe‘s youngest national carriers navigates this heavy turbulence.
FAQ
Why has ITA Airways grounded its aircraft?
The airline has grounded the aircraft due to a recall of Pratt & Whitney PW1000G engines. The recall was triggered by a manufacturing defect involving contaminated powdered metal, which requires mandatory, time-consuming inspections to prevent component failure.
How many aircraft are affected?
ITA Airways has grounded 22 aircraft, which includes Airbus A320neo and Airbus A220 models. This represents approximately one-third of their narrow-body fleet.
What is the estimated financial impact?
The airline projects a loss of approximately €150 million over the next five years. This estimate includes leasing costs for idle planes, maintenance expenses, pilot training inefficiencies, and lost revenue.
Sources
Aircraft Orders & Deliveries
Eve Air Mobility and FlyBIS Sign Binding Deal for Up to 12 eVTOLs
Eve Air Mobility and FlyBIS signed a binding agreement for up to 12 eVTOLs, two firm and ten purchase rights, for Southern Brazil.
Eve Air Mobility and advanced air mobility startup FlyBIS Aviation Limited have signed a binding agreement for up to 12 electric vertical takeoff and landing (eVTOL) aircraft, made up of two firm orders and purchase rights for ten more. The deal builds on a 2022 letter of intent that covered up to 40 aircraft, and is aimed at routes in Southern Brazil.
The companies announced the agreement in a press release dated November 4, 2026, from Melbourne, Florida, published on the Embraer media center. According to the release, FlyBIS plans to deploy Eve’s eVTOL in Southern Brazil, initially linking destinations in the states of Santa Catarina and Rio Grande do Sul. The release does not disclose the value of the order or a delivery schedule.
The routes FlyBIS has in mind
The release names potential routes on the Santa Catarina coast, including Navegantes, Balneário Camboriú and Florianópolis, as well as tourism destinations in the mountain region of Rio Grande do Sul, including Gramado and Bento Gonçalves.
“This binding agreement is an important step in our relationship with FlyBIS,” said Johann Bordais, Chief Executive Officer of Eve. Bordais said Southern Brazil has high demand for urban air mobility connections because of its tourism and business activity.
“Signing this binding agreement represents a significant milestone for FlyBIS,” said Gustavo Zanettini, co-founder and Chief Executive Officer of FlyBIS. He cited Eve’s combination of aircraft, services and operational support as a strong foundation.
The two companies will keep working on the requirements for entry into service, including network planning, operational readiness, infrastructure and the integration of eVTOL services into the wider transportation system, according to the release. FlyBIS is also launching a strategic fundraising round to fund fleet acquisition, strategic partnerships and network expansion, the release says.
From a 40-aircraft letter of intent to two firm orders
Eve and FlyBIS first announced their partnership on December 8, 2022. In that release, Eve said it had signed a letter of intent with FlyBIS, which it described as an advanced air mobility startup based in Caxias do Sul, in southern Brazil, covering eVTOL operations in Brazil and South America and the purchase of up to 40 Eve eVTOL vehicles. FlyBIS was backed by Brave Aviation, whose fleet includes the Embraer Phenom 100, and said at the time that it aimed to deliver advanced air mobility (AAM) services to Brazil’s southern states as early as 2026.
The binding agreement covers up to 12 aircraft, against up to 40 in the 2022 letter of intent, and the November release does not say whether the rest of the earlier letter of intent remains in place. In the 2022 announcement, Eve said the FlyBIS aircraft were included in an order backlog of up to 2,770 eVTOLs. At the Farnborough International Airshow in July 2026, Eve gave its pre-order book as approximately 2,700 eVTOLs and listed two binding agreements with pre-delivery payments: up to 50 aircraft for Revo in Brazil and up to 50 aircraft for AirX in Japan, with AirX’s initial deployment in sightseeing and last-mile mobility beginning in 2029. The November release does not say whether the FlyBIS order includes pre-delivery payments.
Eve’s November release calls Brazil one of its most important markets, with two operators already committed and several others interested. AirPro News reported on Eve’s other 2026 commitments, including the Shearwater leasing letter of intent signed at Farnborough.
Where Eve’s flight test program stands
According to the November 4 release, Eve’s full-scale engineering prototype has completed more than 70 flights, including hover and low-speed phases. Transition-flight testing is progressing, including in-flight activation of the rear pusher propulsion system, as the aircraft moves toward wing-borne flight. AirPro News covered the first in-flight activation of the pusher propeller in August.
In its July 2026 release, Eve said the engineering prototype first flew in December 2025, that partial transition flights were planned for the summer with full transitions later in the year, and that production of six conforming prototypes would begin later in 2026.
On the regulatory side, the November release says that in September 2026, Brazil’s Ministry of Ports and Airports convened aviation authorities, government representatives and Eve to discuss certification, vertiport infrastructure, energy supply, operational safety, telecommunications and airspace integration. Eve, which says it is backed by Embraer’s 57-year aerospace history, is listed on the New York Stock Exchange (EVEX) and the São Paulo Stock Exchange (EVEB31).
Airlines Strategy
United Airlines Fleet Seen Flying: 1,060 Aircraft in the AirPro Atlas
AirPro Atlas data shows 1,060 United Airlines aircraft seen flying from October 9 to November 4, 2026, 82% of them Boeing jets.
This is original reporting and analysis by AirPro News.
More United Airlines aircraft were seen flying this autumn than those of any other US airline in the AirPro Atlas. Between October 9 and November 4, 2026, receivers in the ADSB.lol network picked up 1,060 individual aircraft flying with United flight numbers, ahead of American Airlines with 1,002 and Delta Air Lines with 957.
That puts United at number 1 of the 77 US airlines the Atlas follows, ranked by aircraft seen flying. Southwest Airlines (772) and SkyWest Airlines (517) complete the top five.
These figures are not United’s registered fleet or an official count. They are the aircraft that ADS-B receivers saw operating United flights during the period, among the airliner types the Atlas follows. Aircraft leased with their crews count for the airline whose flight numbers they fly, and regions with few receivers are undercounted.
A Boeing airline, built around the 737
Of the 1,060 aircraft, 869 were Boeing jets (82.0%) and 191 were Airbus jets (18.0%). No other manufacturer appears in United’s count.
The Boeing 737 family alone accounts for 592 aircraft, or 55.8% of everything seen flying for the airline. The four largest groups are all 737 variants: the 737 MAX 9 (149 aircraft), the 737-900 (146), the 737-800 (136) and the 737 MAX 8 (122). Another 38 were 737-700s.
United’s Airbus flying comes from the A320 family: 67 A321neos, 64 A319s and 60 A320s, 191 aircraft in all.
Widebodies and the 757
Widebody aircraft made up 220 of the total, or 20.8%. The Boeing 787 led with 86 aircraft (53 787-9s, 21 787-10s and 12 787-8s), followed by the 777 with 83 (61 777-200s and 22 777-300ERs) and the 767 with 51 (35 767-300s and 16 767-400s).
The Boeing 757 is still part of the picture: 57 were seen flying for United, 36 of them 757-200s and 21 the longer 757-300. In all, the Atlas counted 18 different aircraft types under United flight numbers.
Eight hubs, one alliance
Wikidata lists eight United hubs: Denver International Airport (DEN), Newark Liberty International Airport (EWR), Washington Dulles International Airport (IAD), George Bush Intercontinental Airport (IAH) in Houston, Los Angeles International Airport (LAX), Chicago O’Hare International Airport (ORD), San Francisco International Airport (SFO) and Antonio B. Won Pat International Airport (GUM) in Hagåtña, Guam. The airline, founded in 1926, flies under the callsign UNITED and is a member of Star Alliance.
AirPro News analysis
The count shows how much of United’s operation rests on a single aircraft family. With 592 of 1,060 aircraft seen flying, the 737 carries more than half of the airline’s activity in the Atlas, and the 737 MAX 9 is the most common type on its own.
The gap at the top of the US market is narrow: United’s 1,060 aircraft against American’s 1,002 and Delta’s 957, so the order could change in a later count as aircraft go in and out of maintenance. Widebodies, at 220 aircraft or 20.8%, are about one in five of the aircraft seen flying for United, and the 787 is the largest widebody group, ahead of the 777.
Explore United’s hubs and fleet on the AirPro Atlas.
Commercial Aviation
Central China Longhao Airlines Launches UK Freighter Route
Central China Longhao Airlines begins twice-weekly Boeing 747-400 freighter service between Zhengzhou and East Midlands Airport.
Central China Longhao Airlines has launched a new twice-weekly Boeing 747-400 freighter service connecting Zhengzhou Xinzheng International Airport (CGO) with the UK’s East Midlands Airport (EMA), marking the Chinese state-owned carrier’s first gateway into the United Kingdom.
The inaugural flight touched down on November 2, 2026, according to a press release issued by East Midlands Airport on November 3. The new route expands the UK hub’s international cargo aircraft network and provides Air Central, as the airline is also known, with a strategic foothold to capitalize on the rapidly evolving Chinese air cargo market.
Expanding UK-China freight capacity
The introduction of the Zhengzhou to East Midlands route adds dedicated main-deck capacity between central China and the UK. Operating twice a week, the service utilizes Boeing 747-400 freighter aircraft.
East Midlands Airport Commercial Director Adam Andrews noted the significance of the new operator. “We’re really pleased to welcome Central China Longhao as a new airline operating to East Midlands as its gateway into the UK,” Andrews said in the airport’s announcement. He added that the carrier’s decision to launch operations at the hub provides evidence of the airport’s growing reputation within the Chinese air cargo sector.
East Midlands Airport’s cargo growth trajectory
The arrival of Central China Longhao Airlines aligns with a period of sustained cargo growth at East Midlands Airport. In September 2026, the airport recorded a 6.3 percent year-on-year increase in cargo volumes, handling an additional 36,000 tonnes compared to September 2025.
To support this ongoing expansion and manage long-term growth plans, the Manchester Airports Group (MAG) subsidiary is currently recruiting a new Head of Cargo Development. The airport leverages its central UK location and unrestricted 24/7 operational capability to attract international freight operators.
“We are continuing to attract more cargo operators, who understand that our great central location and available capacity helped by a 24/7 operation together make us an unbeatable proposition in the UK,” Andrews stated.
The Zhengzhou cargo hub connection
Central China Longhao Airlines, restructured and established by the Henan Civil Aviation Development & Investment Group in 2019, operates as a state-owned cargo airline based in Henan Province. The carrier plays a central role in developing the Zhengzhou international air cargo hub, operating a fleet that serves destinations throughout Asia-Pacific and Europe.
Zhengzhou Xinzheng International Airport serves as one of China’s primary cargo gateways and the busiest aviation hub in central China. In 2025, the facility handled approximately 1.03 million tonnes of cargo. The new direct link to East Midlands Airport facilitates increased trade flow between this Chinese manufacturing and logistics center and the UK market.
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