Not Pilots, Engineers Are Aviation’s Real Shortage

For the past few years, the aviation industry has focused its energy on recovery. From airlines to MROs and OEMs, there has been a renewed interest in rebuilding capacity, responding to increased demand, and expanding operations following the post-pandemic resurgence. Yet, a persistent issue continues to derail the progress: the shortage of licensed aircraft engineers. From base maintenance hangars to line checks at outstations, the people who keep aircraft airworthy are suddenly in short supply.

High Demand, Low Supply

The demand for maintenance, repair, and overhaul (MRO) services has exploded as airlines rebuild fleets and expand operations post-pandemic. Airbus recently projected that the global aircraft services market will more than double in value over the next two decades, driven by rising fleet sizes and ageing airframes.

But with that growth comes pressure. Bain & Company’s 2024 report described engine maintenance times as being at “historic highs”, citing parts shortages, labour bottlenecks, and increased technical complexity.

Every grounded aircraft costs money. And when the supply of engineers can’t keep pace, airlines and MROs are left with backlogs, delayed checks, and operational risks. “We must fight like hell on the international market to get the best talents,” said Thierry Baril, Chief Human Resources Officer at Airbus, during a recent industry panel.

The shortage is not just one of volume. It is about qualifications. While the number of trainees entering technical roles has increased slightly, the number achieving full EASA Part-66 or UK CAA licences has not. Training costs, long certification pathways, and a lack of type-rating opportunities mean many young technicians stop short of becoming licensed engineers. According to discussions at MRO Europe 2025, B1 and B2 certified engineers remain “the hardest roles to fill” across Europe.

At the same time, the industry’s most experienced engineers are leaving. Retirement rates are climbing, and many senior staff who endured pandemic layoffs have not returned. The result is an experience gap that no short-term recruitment drive can easily solve.

Engineering Talent Faces New Barriers

The situation in the United Kingdom adds another layer of complexity. Since Brexit, engineers working across Europe often require dual certification, one licence from the UK Civil Aviation Authority (CAA) and another from the European Union Aviation Safety Agency (EASA).

This dual-licensing requirement has added cost and friction, limiting the mobility of UK-based engineers and forcing MROs to compete harder for those who hold both. “MROs across Europe and beyond report difficulties recruiting and retaining licensed engineers,” notes Aviation Job Search in its coverage of MRO Europe. “Training pipelines are not keeping pace with demand, with B1 and B2 licensed staff particularly sought after.”

While technology has improved processes, it has made the gap more visible. Today’s aircraft engineer is as much a data analyst as a mechanic. With the rise of digital twins, predictive maintenance, and remote diagnostics, the role now spans technology, compliance, and strategy. Engineers fluent in both mechanical systems and digital tools are especially prized.

“The industry needs engineers who can connect what happens on the aircraft to what happens in the data,” says one senior maintenance director at an independent MRO. “That’s the bridge we’re missing.” This evolution has changed how airlines and MROs view engineering teams. Many are now pulling experienced engineers into training, compliance, and management positions, creating new career pathways but also widening the gap in the hangar floor workforce.

Global Competition Intensifies

Across Europe, North America, and the Middle East, the competition for skilled engineers has become fierce. Airbus has announced plans to hire more than 400 engineers at its UK wing facility to meet production and maintenance targets. Boeing, meanwhile, continues to expand its global services division, frequently appearing at MRO Europe and similar events to recruit directly.

In Eastern Europe, lower labour costs have attracted investment in new maintenance bases, but many of those engineers quickly move west for higher pay. Southern Europe offers a younger workforce and easier recruitment conditions, but still struggles with the regulatory and licensing consistency needed for large-scale maintenance operations.

Bridging the Skills Gap

Addressing this issue will require more than short-term hiring campaigns. The industry needs to invest in future-proofing its technical workforce. Experts agree that the answer lies in rebuilding the training pipeline. That means better funding for Part-147 schools, closer collaboration between airlines and regulators, and faster access to type ratings for entry-level engineers.

Until then, licensed engineers hold a powerful position in the labour market. Their skills are rare, internationally transferable, and increasingly valuable as fleets modernise and expand.

If you’re a licensed B1 or B2 engineer, or looking to become one, there has never been a better time to move!