This article is based on an official press release from IATA and additional industry data.

IATA and CFM International Extend Open MRO Agreement Through 2033 Amid Supply Chain Crunch

On January 20, 2026, the International Air Transport Association (IATA) and CFM International announced the renewal of their commercial engine maintenance agreement. The deal, which extends the existing “Conduct Policies” through February 2033, is designed to guarantee an open and competitive market for maintenance, repair, and overhaul (MRO) services for CFM engines.

The agreement covers all CFM commercial engines, including the widely used CFM56 series and the newer LEAP engines powering the Boeing 737 MAX and Airbus A320neo families. According to the joint announcement, the renewal aims to provide airlines with greater flexibility in choosing maintenance providers and parts, a critical factor as the industry grapples with rising costs and capacity bottlenecks.

Core Provisions of the Renewal

The original agreement, first signed in 2018 following an antitrust complaint filed by IATA, established a framework to prevent restrictive practices in the aftermarket. Under the terms of the extension to 2033, CFM International, a 50/50 joint venture between GE Aerospace and Safran Aircraft Engines, reaffirms several key commitments regarding the aftermarket ecosystem.

According to the press release, the agreement enforces the following “Conduct Policies”:

• Technical Access: CFM will continue to license its Engine Shop Manuals (ESM) to third-party MRO facilities, even if those shops utilize non-CFM parts or repairs.
• Non-OEM Parts: The use of Parts Manufacturer Approval (PMA) parts and non-CFM repairs is permitted without automatically voiding warranties on the unaffected portions of the engine.
• Warranty Protections: CFM agrees to honor warranties based on factual causation, meaning they cannot deny coverage for a failure unless it is proven that a non-OEM part caused the specific issue.
• Open Sales: The manufacturer commits to selling CFM parts and performing repairs on engines regardless of whether they contain non-CFM components.

“CFM should be commended for taking the lead… other manufacturers must take notice and step up.”

Willie Walsh, IATA Director General

Addressing the 2025-2026 Supply-Chain Crisis

This renewal arrives at a pivotal moment for the global aviation sector. According to a late-2025 report by IATA and Oliver Wyman, the industry faced an estimated $11 billion in total costs due to supply chain disruptions in 2025 alone. The report specifically attributed $5.7 billion of that surge to engine leasing and maintenance bottlenecks.

The data indicates that airlines spent approximately $3.1 billion on additional maintenance for older aircraft forced to fly longer lifecycles, and $2.6 billion on increased engine leasing costs. Turnaround times (TAT) for engine shop visits, which historically averaged 60 days, have reportedly ballooned to between 75 and 100 days, with some delays extending nearly a year.

Expanding the LEAP Ecosystem

A primary focus of the extended agreement is the LEAP engine, which is currently entering its first major wave of heavy maintenance checks. To mitigate capacity constraints, CFM has developed an “Open MRO Ecosystem.”

As detailed in industry reports surrounding the announcement, this network now includes major third-party providers licensed to perform full overhaul services, such as Air France Industries KLM E&M, Delta TechOps, Lufthansa Technik, ST Engineering, StandardAero, and the recently added MTU Maintenance facility in Dallas. The agreement provides the legal certainty these providers require to invest in the tooling and training necessary to service the growing fleet of LEAP engines.

AirPro News Analysis

While the extension of this agreement provides stability, it also serves as a strategic signal to the broader propulsion market. By securing a commitment to open competition through 2033, IATA is effectively setting a standard for aftermarket behavior that contrasts sharply with more restrictive models seen elsewhere in the industry.

Willie Walsh’s comments suggest that IATA intends to use this partnership as leverage to pressure other original equipment OEMs to adopt similar practices. With competitors facing criticism for proprietary repair networks and durability issues, the “open shop” model championed by the IATA-CFM deal may become a crucial differentiator for airlines selecting future fleet powerplants. However, as Walsh noted, the deal is “not a panacea”; while it removes legal barriers to competition, it does not immediately solve the physical shortage of parts and skilled labor currently hampering global MRO capacity.

Sources

• IATA Press Release

This article is based on an official press release from Gama Aviation.

Gama Aviation Expands MRO Capabilities with UK CAA Approval for Learjet 45 and 60 Fleets

Gama Aviation has officially secured UK Civil Aviation Authority (CAA) Part 145 approval to perform maintenance on Learjet 45 and Learjet 60 aircraft. Announced on January 15, 2026, this regulatory clearance allows the company to conduct extensive maintenance operations at its Bournemouth International Airport (EGHH) facility, marking a significant expansion of its service portfolio for business jet operators.

According to the company’s press release, the new approvals cover both Line and Base Maintenance for the Learjet 45 (including the 40 and 45 variants) and Base Maintenance for the Learjet 60. This development positions Gama Aviation to capture a larger share of the lifecycle support market for these widely used, albeit out-of-production, airframes.

Strategic Expansion at Bournemouth

The approval is centered at Gama Aviation’s 135,000-square-foot maintenance hub in Bournemouth. This facility, which serves as the blueprint for the company’s global maintenance, repair, and overhaul (MRO) operations, is designed to handle complex heavy maintenance tasks. By securing “Base Maintenance” authorization, Gama Aviation can now perform invasive, long-duration inspections, such as 12-year structural checks, rather than being limited to routine line maintenance.

Paul Kinch, Managing Director of MRO at Gama Aviation, emphasized that this move is part of a deliberate strategy to broaden their support network.

“This latest approval reflects our measured approach to expanding approved maintenance scope… building sustainable, trusted maintenance support.”

Paul Kinch, Managing Director MRO, Gama Aviation

This announcement coincides with a broader push by the company to offer “end-to-end” solutions. In parallel with the fixed-wing expansion at Bournemouth, Gama Aviation is opening a new purpose-built rotorcraft paint shop at its Staverton “Rotary Centre of Excellence” in January 2026. These simultaneous developments suggest a corporate strategy focused on minimizing downtime for owners by consolidating maintenance, paint, and modifications under a single service umbrella.

Technical Scope and Fleet Relevance

The specific approvals granted by the UK CAA address a critical need for operators of aging business jets. The Learjet 45 and 60 fleets are considered “mature” assets. With production of the Learjet brand having ended in 2022, the existing fleet is aging, necessitating more frequent and intensive maintenance interventions to remain airworthy.

Approval Breakdown:

• Learjet 45 (and variants): Approved for Line and Base Maintenance. This covers everything from minor A-checks (every 300–600 hours) to major structural inspections.
• Learjet 60: Approved for Base Maintenance. This focuses on heavy checks, such as the 12-year inspection, which often involves stripping the aircraft interior and flight controls to inspect for corrosion and fatigue.

AirPro News Analysis: The “Mature Fleet” Opportunity

The following section contains analysis by AirPro News.

Gama Aviation’s decision to target the Learjet 45 and 60 markets is a calculated move to capitalize on the “long tail” of aviation asset lifecycles. While manufacturers focus on selling new jets, MRO providers often find higher margins in supporting out-of-production models. As these aircraft age, they require heavier maintenance events, such as landing gear overhauls and corrosion rectification, which are high-revenue events for service centers.

By establishing Base Maintenance capabilities in Bournemouth, Gama Aviation is positioning itself to compete directly with incumbents like Zenith Aviation, based at Biggin Hill, who also hold strong Bombardier and Learjet capabilities. Gama’s competitive edge may lie in the logistics of its Bournemouth location, which typically offers lower overheads and landing fees compared to London-centric airports, potentially offering a cost advantage to operators facing expensive heavy maintenance bills.

Furthermore, the timing aligns with the industry reality that as fleets age, the complexity of keeping them airworthy increases. By securing the ability to perform deep “Base” maintenance, Gama ensures it captures the high-value portion of the MRO spend, rather than just the lower-margin transient line service.

Frequently Asked Questions

What is the difference between Line and Base Maintenance?
Line maintenance refers to routine, minor checks that can be performed on the ramp or during short stops (e.g., tire changes, fluid checks). Base maintenance involves heavy, scheduled inspections where the aircraft is taken out of service for weeks, often requiring a hangar and significant disassembly.

Why is the Learjet approval significant now?
Since Learjet production has ceased, the existing fleet is aging. Older aircraft require more intensive maintenance to meet safety standards. Gama Aviation’s approval allows them to service this specific, high-demand segment of the market.

Where will this work be performed?
The maintenance will be conducted at Gama Aviation’s facility at Bournemouth International Airport (EGHH) in the United Kingdom.

Sources

• Gama Aviation Press Release

This article summarizes reporting by the South China Morning Post and other industry sources.

UBTech Robotics and Airbus Partner to Deploy Humanoid Robots in Aviation Manufacturing

In a significant move for the aerospace manufacturing sector, Chinese robotics leader UBTech Robotics has announced a strategic partnership with European aviation giant Airbus. According to reporting by the South China Morning Post (SCMP), the agreement marks the first time humanoid robots have formally entered the production ecosystem of a leading global aviation manufacturer.

The partnership, finalized on January 18, 2026, involves the deployment of UBTech’s Walker S2 industrial humanoid robot into Airbus facilities. The collaboration aims to automate physically demanding and repetitive tasks, signaling a shift from experimental pilot programs to actual industrial application in aircraft assembly.

The Walker S2: Specifications and Capabilities

The centerpiece of this agreement is the Walker S2, UBTech’s flagship industrial model launched in July 2025. Designed specifically for smart Manufacturing environments, the robot is engineered to handle precision tasks that have traditionally required human dexterity.

According to technical specifications cited in industry reports, the Walker S2 stands approximately 1.76 meters (5’9″) tall and features 52 degrees of freedom, allowing it to squat, reach, and perform fine manipulation. The unit is capable of carrying payloads up to 15 kg.

Autonomous Operations

One of the critical features highlighted in reports by Gasgoo and Yicai Global is the robot’s ability to operate continuously. The Walker S2 supports autonomous battery swapping, a process it can complete in approximately three minutes. This capability is essential for high-volume industrial facilities requiring 24/7 operation.

Furthermore, the robot utilizes UBTech’s proprietary “Co-Agent” AI system. This technology reportedly enables the unit to understand intent, plan tasks, and collaborate safely alongside human workers, utilizing a pure RGB dual-camera stereo vision system for environmental mapping.

Strategic Implications for Aviation Manufacturing

The integration of humanoid robotics into aerospace assembly lines represents a notable evolution in manufacturing strategy. Airbus has a history of exploring Automation to improve ergonomics, previously testing humanoid robots under the COMANOID project between 2015 and 2019.

Under this new agreement, the Walker S2 will be tested on tasks such as drilling, riveting, and transporting heavy parts. The objective is to relieve skilled human workers from non-value-added labor, allowing them to focus on complex assembly and quality control.

AirPro News Analysis

We observe that this Partnerships validates the “China Speed” phenomenon in the robotics sector. While US competitors like Tesla and Figure AI are developing similar platforms, Chinese firms are aggressively pushing for rapid commercial deployment to gather real-world factory data. By securing a Contracts with a European giant like Airbus, UBTech is demonstrating that its hardware is ready to meet the rigorous safety and precision standards required by the aviation industry, standards far higher than those in general logistics.

Market Reaction and Global Expansion

The announcement has generated immediate financial interest. Following the news, UBTech’s shares surged over 8% in Hong Kong trading, reflecting investor confidence in the commercial viability of humanoid robots in heavy industry.

This deal is part of a broader expansion strategy for the Shenzhen-based company. In late 2025, UBTech announced a similar deployment with Texas Instruments for semiconductor fabrication. The company also maintains partnerships with major automotive players, including BYD and NIO.

“This deal marks a significant milestone as the first time humanoid robots have formally entered the production ecosystem…”

, Summary of reporting by SCMP

UBTech has reported that total orders for its humanoid robots exceeded 1.4 billion yuan (approximately US$200 million) in 2025, with production targets set at 10,000 units annually by the end of 2026.

Frequently Asked Questions

Where will the robots be deployed?
While the specific facility has not been publicly disclosed, Airbus operates major final assembly lines in Toulouse, Hamburg, Mobile, and Tianjin.

What safety regulations apply?
If deployed within the European Union, the robots must eventually comply with the EU Machinery Regulation (EU) 2023/1230, which mandates strict safety standards for autonomous mobile machinery starting in January 2027.

Sources

• South China Morning Post
• Yicai Global
• Gasgoo
• Global Times