Global MRO facilities are facing severe infrastructure strain as airlines simultaneously manage early-life maintenance for new-generation engines and extend the life of mature narrowbody fleets.

According to operational data released on July 17, 2026, by EngineStands, utilization rates for engine stands supporting both legacy and new-generation powerplants reached record levels in the first half of 2026. The data highlights the physical infrastructure demands resulting from ongoing aerospace supply-chain constraints and delayed new aircraft deliveries.

New-generation engine demands drive utilization

The Pratt & Whitney PW1100G recorded a 95% stand utilization rate in the first half of 2026, the highest across the EngineStands portfolio. Despite the high demand, the average project duration for PW1100G stands dropped to 123 days, down from 245 days in 2024. This efficiency improvement correlates with an approximate 15% decline in PW1100G aircraft groundings during the same period. Groundings for the engine type previously peaked at 648 aircraft, or 28% of the global fleet, in March 2025.

Demand for CFM International LEAP-1A stands also remained high, reaching 71% utilization, with average project durations shortening by approximately 8%. The International Air Transport Association (IATA) highlighted the long-term trajectory of these requirements in a June 24, 2026, study. IATA forecasts that LEAP engine shop visits will increase from 600 to 800 in 2025 to 5,000 annually by 2040.

“Resolving today’s disruption is the immediate priority. But long-term resilience will depend on a more transparent, competitive and collaborative aftermarket,” said IATA Director General Willie Walsh.

Legacy fleets compound maintenance constraints

Because new aircraft deliveries remain insufficient to meet market demand, operators are heavily utilizing mature aircraft. The Airbus A320ceo and Boeing 737 Next Generation (737NG) currently account for approximately 60% of the global in-service fleet. This reliance is driving sustained demand for legacy engine support infrastructure.

Stand utilization for the CFM International CFM56-5A/B rose to 92% in the first half of 2026, an increase from 77% in 2025. The CFM56-7B saw 77% utilization, with average project durations shortening by approximately 17%. The IAE V2500 recorded a 76% utilization rate, though project durations for this engine type lengthened by roughly 9%.

EngineStands data illustrates the rapid accumulation of maintenance requirements for these active fleets. A Boeing 737NG operating five to six cycles per day can consume 450 cycles in a single summer season. Similarly, an Airbus A320 flying 8 to 10 hours daily can consume a 750 flight-hour light check interval in just 75 to 94 days.

Financial results reflect aftermarket pressure

The intense demand for engine maintenance is clearly visible in manufacturer financial results. On July 16, 2026, GE Aerospace reported its second-quarter results, showing a 27% year-over-year increase in Commercial Engines & Services segment revenue, which reached $9.73 billion. The company also reported a 24% increase in LEAP engine deliveries during the quarter.

“GE Aerospace delivered a strong second quarter with revenue and EPS both up more than 20% driven by robust commercial services growth,” said GE Aerospace CEO H. Lawrence Culp Jr.

AirPro News analysis

We observe that the global MRO sector is caught in a structural squeeze. The simultaneous need to support aging CFM56 and V2500 engines alongside the intensive early-life maintenance requirements of the PW1100G and LEAP platforms is unprecedented. The shortening of stand rental durations for the PW1100G suggests that Pratt & Whitney and its MRO network are becoming more efficient at processing shop visits, which aligns with the reported 15% reduction in grounded aircraft. However, the high utilization rates across all engine types indicate that physical infrastructure and supply chain capacity will remain a critical bottleneck for the foreseeable future.

Sources: EngineStands

The Helicopter Company (THC) has placed a firm order for eight additional Airbus H145 helicopters to expand its multi-mission fleet and support Saudi Arabia’s Vision 2030 aviation initiatives. The agreement was announced on July 20, 2026, at the Farnborough International Air-Shows in the United Kingdom.

In a press release issued by Airbus Helicopters, the manufacturer confirmed the new order falls under a framework agreement signed between the two companies in 2024. That agreement established a procurement pipeline for up to 120 Airbus helicopters. Deliveries for the eight newly ordered Airbus H145 aircraft are scheduled to take place between 2027 and 2028.

Fleet expansion and multi-mission capability

THC, which is owned by Saudi Arabia’s Public Investment Fund (PIF), has been rapidly scaling its operations. Prior to this order, the operator’s fleet already included 39 Airbus H145s, alongside 25 Airbus H125s and 11 Airbus H160s, according to reporting by Vertical Magazine and Aviation International News.

The Airbus H145 is utilized for a variety of mission profiles, including Emergency Medical Services (EMS), aerial utility, VIP transport, and search-and-rescue operations. THC Chief Executive Officer Captain Arnaud Martinez emphasized the importance of operational flexibility during a media briefing at Farnborough.

“We know that we will have additional aircraft for additional segments, [but] we cannot anticipate all the time by when and on which segment specifically. That’s why we are looking for special multi-mission aircraft with specs that give us until the last minute the agility to decide if we turn left or if we turn right,” Martinez stated, as reported by Vertical Magazine.

Hot and high performance in the Middle East

Operating in Saudi Arabia requires aircraft capable of handling demanding environmental conditions. Airbus Helicopters Chief Executive Officer Matthieu Louvot noted that the Airbus H145 has demonstrated its reliability in the region’s specific climate.

“The H145 has already proven its excellence in Saudi Arabia’s demanding ‘hot and high’ conditions, and we are proud to see the growing number of H145s powering THC’s operations as they scale their world-class services,” Louvot said in the official announcement.

The global Airbus H145 family fleet currently encompasses more than 1,800 helicopters in service. According to Airbus data, the aircraft type has accumulated a total of 8.6 million flight hours worldwide. The Farnborough International Airshow served as a backdrop for multiple Airbus rotary-wing announcements on July 20, 2026, including a concurrent order from the United Kingdom National Police Air Service for two Airbus H135 helicopters.

AirPro News analysis

We view THC’s continued investment in the Airbus H145 platform as a clear indicator of the operator’s preference for fleet commonality as it scales rapidly. By exercising options within the 2024 framework agreement rather than introducing new aircraft types, THC minimizes training and maintenance overhead. The emphasis on multi-mission capability reflects the dynamic nature of Saudi Arabia’s aviation sector under Vision 2030, where operators must remain agile enough to pivot between commercial tourism, utility work, and critical public services like EMS without requiring specialized, single-purpose airframes.

Sources: Airbus Helicopters

Airbus has outlined the distributed global manufacturing footprint for its new A350F freighter, detailing a supply chain that spans five nations and culminates at the Final Assembly Line in Toulouse, France.

In a press release issued on July 23, 2026, the European aerospace manufacturer provided a comprehensive overview of the production process for the large widebody cargo aircraft. Based on the Airbus A350-1000 airframe, the A350F is designed to carry a maximum payload of 111 tonnes over a range of 8,700 kilometres. The manufacturer states the aircraft will provide a minimum 20 percent reduction in fuel consumption and carbon emissions compared to current in-service freighters. Airbus is currently manufacturing two A350F aircraft for a flight testing campaign scheduled to run through 2027.

European and transatlantic production network

The Manufacturing strategy for the A350F relies on specialized facilities across the United Kingdom, Spain, France, Germany, and the United States. In the United Kingdom, facilities in Filton and Broughton are responsible for engineering and manufacturing the carbon-fibre wingset and the equipped gear beam. Airbus completed the first A350F wingset in Broughton on June 2, 2025. French facilities handle the engine pylons in Saint-Eloi, complex aerostructures across Saint-Nazaire, Rochefort, Nantes, and Méaulte, and fully equipped front and centre fuselages in Montoir-de-Bretagne.

German operations produce the forward and aft fuselage sections across Stade, Augsburg, and Nordenham before assembly in Hamburg. Germany is also responsible for the vertical tail plane, upper wing covers, and the surround structure and actuation system for the main deck cargo door. In the United States, component panels are manufactured at specialist facilities that Airbus integrated from Spirit AeroSystems in 2025. Components from all locations are transported to the Final Assembly Line (FAL) in Toulouse by air, land, and sea, heavily utilizing the Airbus BelugaXL air transporter.

Spanish facilities deliver critical composite structures

Spain plays a central role in the A350F program, contributing the rear fuselage, horizontal stabiliser, lower wing cover, belly fairing, and the main deck cargo door. Airbus completed the first horizontal stabiliser for the freighter in Spain on July 23, 2025.

A major engineering focus has been the main deck cargo door, which features a clear opening width of 4.3 metres and a height of 3.15 metres. Airbus completed the manufacturing and assembly of the first door in Illescas, Spain, on April 23, 2026, before delivering it to the Toulouse FAL for integration into the first test aircraft. Ricardo Rojas, President of Airbus Commercial Aircraft in Spain, described the Delivery as “the result of years of preparation and extensive teamwork,” highlighting the Illescas plant’s decades of expertise in composite materials. Testing of the cargo loading and main deck door actuation systems began on May 11, 2026.

AirPro News analysis

The detailed breakdown of the A350F manufacturing footprint highlights the immense logistical coordination required to bring a new widebody freighter to market. By distributing the production of massive composite structures across specialized European and American facilities, Airbus is leveraging its existing A350-1000 industrial base while integrating new capabilities specific to the Cargo-Aircraft market. We view the successful delivery of the massive 4.3-metre-wide main deck cargo door as a critical de-risking milestone for the program. The integration of former Spirit AeroSystems facilities into the direct Airbus supply chain also demonstrates a strategic consolidation of critical aerostructure manufacturing as the company prepares for the A350F flight test campaign.

Sources: Airbus