RIO DE JANEIRO — The world’s airlines used their biggest annual gathering this week to deliver a blunt message to the companies that build their jet engines: the fuel-saving engines you sold us are not lasting as long as promised, and passengers are paying the price.

At the International Air Transport Association (IATA) Annual General Meeting in Rio de Janeiro, outgoing IATA Director General Willie Walsh sharply criticized engine manufacturers, saying airlines are shouldering the cost of reliability problems while engine makers continue posting strong profits.

“Stop gouging us and get back to making great engines that work,” Walsh said Monday, warning that allowing the problems to persist into the next decade would be unacceptable for airlines and travelers alike.

The dispute centers on the newest generation of jet engines introduced over the past decade.

Airlines embraced the engines because they promised to reduce fuel consumption by roughly 15%, a major advantage in an industry where fuel is often the single largest operating expense.

The two dominant engines are the CFM International LEAP, produced by a joint venture between GE Aerospace and Safran, and the Pratt & Whitney Geared Turbofan (GTF), manufactured by RTX. Both power the world’s most popular short- and medium-haul aircraft, including the Airbus A320neo family, while the LEAP also powers Boeing’s 737 MAX.

The problem is durability.

A key industry metric is known as “time on wing” — how long an engine remains installed on an aircraft before requiring removal for maintenance or overhaul.

According to airlines, many of the new-generation engines are spending far less time on wing than the older engines they replaced.

The issue is particularly severe in hot and dusty regions, including parts of the Middle East, India, and Southeast Asia, where harsh operating conditions can dramatically accelerate wear and tear.

When an engine must be removed earlier than expected, the aircraft often cannot fly until repairs are completed.

That creates a chain reaction across airline operations.

Pratt & Whitney’s GTF program has become the most visible example. Since 2023, hundreds of aircraft worldwide have been grounded at various times as airlines remove engines for inspections and repairs tied to manufacturing and durability issues.

The maintenance system itself has become overwhelmed.

According to consulting firm Bain & Company, repair turnaround times for new-generation engines have increased by more than 150% since the pandemic. Airlines frequently face waits of several months before an engine can even enter a repair facility.

That means planes sit idle.

And idle planes do not generate revenue.

The costs add up quickly.

Industry estimates show lease rates for spare GTF engines have climbed to roughly $200,000 per month as demand for replacement equipment surges.

JetBlue Airways reported averaging approximately nine grounded aircraft during 2025 due to engine-related issues.

Air New Zealand said the financial impact from grounded aircraft has become significant enough to trigger a broader strategic review of its fleet operations.

Airline executives at the Rio conference voiced growing frustration.

LATAM Airlines Group Chief Executive Roberto Alvo argued that airlines have effectively become “the test beds of the technology,” absorbing the operational and financial consequences when products fail to meet expectations.

WestJet Chief Executive Alexis von Hoensbroech called the situation a “fundamental reliability issue.”

United Airlines Chief Executive Scott Kirby acknowledged improvements from manufacturers but warned that engine shortages remain one of the biggest constraints facing global aviation.

“The engine issue will likely be the industry’s largest bottleneck for at least the next five years,” Kirby said.

Manufacturers insist progress is being made.

GE Aerospace says it has invested heavily in improving durability, increasing production, and developing upgraded components designed to extend engine life. The company increased LEAP production by approximately 25% last year and says newly certified components should improve reliability.

Pratt & Whitney recently certified its upgraded GTF Advantage engine for the Airbus A320neo family. The company says the new version is designed to roughly double time on wing and improve overall performance. A full transition to the upgraded design is planned by 2028, while retrofit kits are being developed for engines already in service.

For travelers, the dispute may sound technical, but the consequences are very real.

Fewer available engines mean fewer operational aircraft.

Fewer aircraft mean fewer available seats.

That comes at a particularly challenging moment for airlines, which are already dealing with aircraft-delivery delays, supply-chain disruptions, labor shortages, and higher fuel costs linked to instability in the Middle East.

When capacity tightens and demand remains strong, ticket prices tend to rise.

Passengers may also face more cancellations, longer rebooking delays, and reduced schedule flexibility when aircraft are unexpectedly removed from service.

The broader concern voiced by airline executives in Rio is that the industry appears stuck in a cycle where efficiency improvements arrive faster than reliability improvements.

The current generation of fuel-efficient engines has been flying for years, yet many of the durability concerns remain unresolved.

As manufacturers begin developing the next wave of greener aviation technology, airlines say they want a simple guarantee: that future engines deliver the promised fuel savings without spending excessive time in repair shops.

Until then, one of aviation’s biggest technological advances continues to face a challenge that affects everyone from airline executives to everyday travelers waiting at the gate.

JBizNews Desk — Aviation

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