Even as approximately 40 aircraft remain grounded due to a shortage of Pratt & Whitney engines, IndiGo appears to be approaching a turning point.
IndiGo has faced significant scrutiny over the last few months. From the operational meltdown in December 2025 to current geopolitical events, the airline has been forced to cut flights and manage diversions while balancing a heavy cost structure. The sudden departure of CEO Pieter Elbers (linked closely to the December disruptions) has only added to the complexity as the carrier carefully charts a new path.
Even as approximately 40 aircraft remain grounded due to a shortage of Pratt & Whitney (P&W) engines, IndiGo appears to be approaching a turning point. The share of P&W engines in the fleet has hit a historic low. During the July-September quarter of 2024, groundings peaked at around 70 aircraft. In the most recent investor call, management reported that figure had come down to around 40, though it remains far from the “zero groundings” goal originally envisioned.
IndiGo is not the only carrier impacted by P&W’s supply chain woes. Airbus CEO Guillaume Faury has issued a rare public rebuke of the supplier, citing production target adjustments necessitated by P&W’s delays. In India, the manufacturer has a chequered history: the engine supplier is accused of falling behind in delivering replacement engines or parts, with the now-defunct Go First blaming P&W for its collapse.
The fleet breakdown
According to data from the Directorate General of Civil Aviation (DGCA), IndiGo’s fleet currently stands at 421 aircraft, consisting of 26 A320ceo (Current Engine Option), 177 A320neo (New Engine Option), 168 A321neo, one A321XLR (Extra Long Range), 46 ATR 72-600 turboprops, and three A321 Freighters.
Of the 177 A320neos, only 72 are powered by Pratt & Whitney’s Geared Turbofan (GTF) engines, while 105 utilise CFM International’s LEAP engines. Within the A321neo fleet, the disparity is even sharper: only 19 out of 168 aircraft run on P&W power. Consequently, GTF-powered planes now account for just 21 per cent of IndiGo’s total fleet (and 24 per cent of the narrowbody fleet, excluding the ATR turboprops). While the ATR fleet also uses P&W engines, those units have not suffered from the chronic technical reliability issues that have plagued the GTF since its 2016 induction.
Fleet renewal delayed
IndiGo, an airline famously committed to rapid fleet renewal, has been forced into an uncharacteristic holding pattern. To compensate for the GTF shortfall, the carrier has had to retain older A320ceo aircraft and rely on damp leases (hiring aircraft and cockpit crew from other airlines) during peak seasons.
Traditionally, IndiGo operated a “six-year flip” model, returning aircraft to lessors after six years to maintain a young, fuel-efficient fleet and minimise maintenance costs. The A320neo situation has upended this strategy. The airline has been forced to extend existing leases or re-induct older frames that were slated for retirement. Since the final P&W-powered aircraft joined the fleet in 2020, the six-year cycle suggests they could remain until at least 2026, though shifting leasing dynamics remains a factor.
A second chance?
With Go First out of the picture and the Air India Group maintaining a strong relationship with CFM, IndiGo remains the only major Indian carrier operating both CFM and P&W engines on the A320neo platform.
IndiGo has yet to select an engine provider for its massive 2023 order, with deliveries expected to begin early next decade. P&W is aggressively marketing its GTF Advantage, an upgraded engine promising better performance. However, for IndiGo, the decision will likely hinge on more than just technical specifications. In an industry where groundings are often more expensive than fuel inefficiencies, the ultimate questions are of reliability and supply chain stability.
While the 40 grounded planes do generate “AOG” (Aircraft on Ground) compensation from P&W, both parties have remained tight-lipped on the specifics. With rising oil prices, some analysts wonder if the penalties are currently more lucrative than flying the planes; however, for an airline built on scale, the best-case scenario remains a fully operational fleet and a timely exit from the P&W story.
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