Aircraft Engine & Parts Mfrs

The 296 aircraft engine and parts manufacturers in the US produce civilian and military aircraft engines, engine parts and accessories, other aircraft parts and subassemblies, and auxiliary equipment for aircraft. They may also provide design and development services for new engines and parts, as well as support and repair services for existing products.

Government Regulations and Policies

The aircraft industry is highly regulated by the Federal Aviation Administration in the United States, and equivalent regulatory agencies in other countries.

Availability of Raw Materials

Many expensive and sometimes rare specialty metals are used in the manufacture of aircraft engines and parts.

Jul 28, 2026 - Aircraft Engine Makers Grapple With Supply Chain Bottlenecks

• Aircraft engine manufacturers continue to face persistent supply chain bottlenecks that are limiting production despite strong demand from Boeing, Airbus, and airlines worldwide. Shortages of investment castings, forgings, turbine blades, and other high-temperature engine components have become structural constraints, while limited supplies of skilled labor and specialized raw materials are extending lead times for both new engines and replacement parts. According to the International Air Transport Association, maintenance and supply chain disruptions added about $5.7 billion in aircraft leasing and maintenance costs during 2025, as airlines kept older aircraft in service longer while waiting for new engines and overhaul slots. With manufacturers forced to divide limited production capacity between new engines and aftermarket demand, industry analysts expect supply chain challenges to remain a key factor affecting aircraft deliveries and engine production for the next several years.
• New orders for non-defense aircraft and parts climbed to $13.9 billion in February, according to the latest US Census Bureau data, offering a reminder that the aircraft manufacturing sector is still navigating plenty of turbulence - but may be finding steadier air. Orders plunged 42.4% from the previous month, yet remained up 24.1% year over year, highlighting the industry’s continued stop-and-start recovery amid cautious airline spending and uneven production schedules. Demand has been whipsawed in recent months by shifting order activity at Boeing and Airbus, persistent supply chain bottlenecks, and broader economic uncertainty that has made carriers more selective with major aircraft investments. At the same time, manufacturers and suppliers could catch a break from easing trade pressures after the Supreme Court moved to curb Trump-era tariffs, a decision that may help improve parts availability and take some pressure off production costs across the aerospace supply chain.
• Aircraft engine and parts makers caught a break when the Supreme Court struck down the Trump tariffs and stayed largely protected when the White House moved to fill the gap. When the administration replaced the struck-down levies with a new 10% global duty, civil aircraft, engines, and parts were carved out under the 1979 Agreement on Trade in Civil Aircraft. Aviation items from major trading partners like the EU and UK remained duty-free, while parts from Brazil, Israel, and Canada that had previously faced tariffs of 10-35% suddenly became eligible for duty-free entry. The exemption also covers engine overhauls and improvements performed abroad, a meaningful relief for carriers and MRO operators. The refund opportunity is real too, but the main headache is administrative - all civil aviation imports must now be entered under newly issued tariff codes - but that's a manageable compliance adjustment for an industry otherwise largely off the hook.
• Boeing’s stepped-up aircraft deliveries are improving conditions for engine and parts makers by lifting production volumes after years of disruption, as commercial jet deliveries hit their highest level since 2018 and helped drive a 57% jump in the plane maker’s sales. The Federal Aviation Administration’s move to loosen production caps on the 737 MAX, allowing output to rise to 42 jets a month, gives suppliers better visibility and steadier demand for engines, components, and aftermarket parts that were squeezed by prior slowdowns, strikes, and quality lapses. Boeing’s acquisition of Spirit AeroSystems also reduces supply-chain risk by bringing key manufacturing stages back in-house. Still, benefits for suppliers may build gradually as Boeing remains focused on cash discipline, absorbs losses on fixed-price defense programs, and faces ongoing competitive pressure from Airbus.

Industry size & Structure

The average aircraft engine and parts manufacturer employs 230 workers and generates $147 million in annual revenue.

• The industry includes about 295 firms, generating about $43.5 billion in annual sales and employing more than 68,350 workers.
• The aircraft engine and parts industry is a high technology-driven manufacturing business, characterized by a few large engine and aircraft manufacturers working in close collaboration with many smaller, highly specialized engine subassembly and parts manufacturers.
• About 70% of the industry's establishments have 100 or fewer employees, yet the largest manufacturers employ over 80% of the total industry workforce.
• The largest engine manufacturers, in order of worldwide market share, are GE Aviation, Rolls-Royce, and Pratt-Whitney.
• Most engine and aircraft parts manufacturers sell to civilian, commercial and defense aircraft manufacturers, but usually the end-user customer, such as a commercial airline, dictates which competitive engine and subsystems will be installed in their aircraft.
• Large commercial aircraft manufacturing customers include Boeing, Airbus, Bombardier, and Embraer. The largest general aviation manufacturing customers are Cessna, Cirrus Aircraft, Diamond Aircraft, Mooney, and Piper.
• The largest numbers of industry-related manufacturers are in California, Connecticut, Florida, Texas, Ohio, Michigan, and Arizona.