The aviation industry is facing an unprecedented supply chain crisis. Aircraft parts, components, and consumables have become increasingly difficult to source as soaring air travel demand collides with chronic production delays from OEMs. The result is a perfect storm that is straining airlines, MROs, and maintenance organisations worldwide—and creating dangerous opportunities for counterfeit and suspect unapproved parts to infiltrate aviation supply chains.
The Scale of the Aircraft Parts Shortage
The numbers paint a stark picture. According to a joint study by IATA and Oliver Wyman, supply chain bottlenecks will cost the airline industry more than $11 billion this year alone. Aircraft deliveries have fallen dramatically from a peak of 1,813 aircraft in 2018 to just 1,254 in 2024—a shortfall of roughly 30% against forecasts. The commercial aircraft backlog has swelled to a record 17,000 aircraft, equivalent to approximately 12 to 14 years of production at current rates.
This delivery shortfall is forcing airlines to extend the operational life of older, less fuel-efficient aircraft. The average fleet age has risen to a record 15.1 years globally, with passenger aircraft averaging 12.8 years and cargo aircraft reaching 19.6 years. The consequences ripple through the entire maintenance ecosystem: older aircraft require more frequent and expensive maintenance, driving additional demand for parts, components, and consumables.
The Engine Crisis: Aircraft Worth Less Than Their Powerplants
Perhaps nothing illustrates the severity of this shortage better than the extraordinary situation with aircraft engines. According to industry reports, at airports in Spain and across Europe, relatively new Airbus A320neo and A321neo aircraft—some reportedly less than six years old—are being dismantled for parts. The reason is remarkable: industry analysts suggest that in some cases, the engines have become worth more than the aircraft they power.
Pratt & Whitney's Geared Turbofan (GTF) engines have been at the centre of this crisis. According to industry reports, the discovery of rare powder-metal defects requiring fleet-wide inspections has resulted in around one-third of the GTF-powered Airbus fleet being grounded or in storage—compared to just 4% of aircraft with CFM engines, according to Cirium data. Industry analysts report that engine shop turnaround times have increased by more than 150% for new generation engines compared to pre-pandemic levels, with induction times peaking at six months in some cases.
The economics have become perverse. GTF engines sold as spares can fetch up to $20 million each, while leasing a single engine as a spare can generate approximately $200,000 per month. With a new A321neo costing around $55 million and monthly lease rates for the aircraft at approximately $460,000, financial owners have calculated that dismantling aircraft to extract and lease their engines can yield better returns than operating the complete aircraft.
Airlines are responding with extraordinary measures. According to industry reports, some carriers have been removing engines from new Airbus jets in Europe—shipping US-made engines back to service grounded aircraft domestically while leaving the engineless airframes in storage. This practice, once reserved for aging aircraft at the end of their service life, is now reportedly being applied to nearly-new jets.
Supply Chain Pressures Across the Board
The parts shortage extends far beyond engines. Airlines are experiencing delays and cost increases across multiple categories:
Maintenance, Repair, and Overhaul (MRO): The global shortage of parts extends aircraft base maintenance check times as organisations struggle to address non-routine findings. Fewer hangar slots are available globally, driving up MRO costs. The labour shortage compounds the problem, with a significant share of maintenance and technical staff approaching retirement and skilled workers difficult to recruit and retain.
Raw Materials: Geopolitical instability has disrupted access to critical materials like titanium, while trade barriers add friction to cross-border movement of parts. Metals including aluminium, steel, and superalloys remain in tight supply, with defence and business aviation competing directly with commercial airlines for the same castings, forgings, and engine capacity.
Used Serviceable Material (USM): As airlines delay retiring legacy aircraft to maintain capacity, the supply of used parts has also been constrained. Aircraft that would normally have been retired and parted out are being kept in service, reducing the pool of available USM.
The competition for parts has intensified dramatically. Airlines are stocking more spare parts to mitigate unpredictable supply chain disruptions, with surplus inventory holding costs estimated at $1.4 billion. The scramble has made parts procurement a high-stakes activity where speed and securing supply often take priority.
The Growing Threat of Bogus and Counterfeit Parts
This is where the crisis takes a dangerous turn. When legitimate supply channels are constrained and pressure to secure parts intensifies, the conditions can become conducive for bogus parts to enter aviation supply chains.
According to FAA estimates, approximately 2% of the 26 million parts installed on aircraft each year may be counterfeit—potentially representing over 500,000 parts annually. EASA's suspect parts database reportedly contains over 7,700 entries, including items with documentation irregularities, missing identification plates, and components flagged during maintenance inspections.
A high-profile case involving a UK-based supplier in the last years, brought the vulnerability of aviation supply chains into sharp focus. According to regulatory investigations and cease-and-desist notices issued by CFM International's parent companies, the supplier allegedly distributed parts with documentation that could not be verified as authentic, affecting CFM56 engines. Industry reviews reportedly found that less than 1% of CFM engines were affected and most parts involved were non-serialised items like bolts, washers, and bushings. Regardless of the specifics of any individual case, such incidents highlight how components with questionable provenance can potentially penetrate even well-established supply chain networks.
Another survey reportedly found that 38% of MROs experienced issues with incomplete or unverifiable parts documentation in the past year. The reasons are clear: operators facing long lead times from OEMs may turn to secondary markets, and the current parts shortage makes shortcuts tempting. Critical component backlogs can push some to seek quantities outside their usual supply channels, where verification processes may be less robust.
The potential consequences of accepting bogus parts are severe. According to regulatory authorities, counterfeit or unapproved aircraft parts have been identified as contributing factors in aviation incidents over the years. Unlike counterfeit consumer goods, unapproved aircraft parts pose direct safety risks. The FAA has historically linked suspect unapproved parts to numerous incidents and accidents.
Strengthening Your First Line of Defence
In this environment, the incoming inspection function becomes critically important. Stores managers, incoming inspectors, and procurement personnel serve as the first line of defence against bogus parts entering your supply chain. Their ability to verify documentation, identify red flags, and maintain rigorous acceptance procedures can mean the difference between airworthy aircraft and potentially catastrophic failures.
Regulatory bodies including EASA and the FAA have emphasised the need for enhanced oversight and training. EASA's regulations under EU 1321/2014 require that organisations establish quality control systems with robust incoming inspection procedures. The Aviation Supply Chain Integrity Coalition, formed by industry leaders including Airbus, Boeing, GE Aerospace, and Safran, has called for strengthened supply chain operations and improved verification practices.
Training is paramount. Inspectors need comprehensive knowledge of EASA and FAA regulations, counterfeit detection techniques, proper inspection procedures, and documentation verification methods. They must understand how to assess supplier certifications, recognise the indicators of suspect unapproved parts, and implement effective quarantine procedures when discrepancies are discovered.
Protect Your Supply Chain with Specialist Training
Aviathrust offers dedicated Stores and Incoming Inspection Training designed specifically for aviation organisations facing these supply chain challenges. This comprehensive course covers all EASA aircraft maintenance regulations related to aircraft parts, material, and consumable storage, handling, and processing.
Delivered live via MS Teams in two four-hour sessions, the training equips authorised incoming inspection personnel with the knowledge and skills to:
- Outline basic legal requirements related to aircraft parts, components, and materials
- Understand EASA Part-145 requirements including 145.A.42 classification and certification
- Know what to look for when performing incoming inspections on aircraft parts and materials
- Handle Electro Static Sensitive Discharge (ESDS) devices correctly
- Identify and react appropriately to Suspect Unapproved Parts (SUPs)
- Evaluate and assess aircraft parts suppliers for compliance
- Implement proper quarantine and segregation procedures
The course addresses the specific threat posed by bogus parts, including Suspect Unapproved Parts programmes and the authorisation frameworks for both FAA and EASA approvals.
Who should attend: Stores Managers, Incoming Inspectors, Aircraft Parts Buyers, Warehouse Managers, Examination Managers, Compliance Monitoring and Quality Assurance Auditors, and Aircraft Maintenance Engineers.
In an industry where component integrity is paramount to airworthiness, investing in proper training for your stores and incoming inspection personnel is not just good practice—it is essential risk management.
and take the first step toward strengthening your supply chain integrity.
