Mechanics Wanted: Aviation Industry Facing Shortage of AMTs

Aviation maintenance technicians (AMTs) keep our planes safe, compliant, and in the sky. Their responsibilities include inspecting, repairing, and certifying aircraft in accordance with stringent regulations.

Unfortunately, the U.S. aviation industry is facing a real shortage of AMTs, driven by an aging workforce, training constraints, and evolving technology.

Current Workforce Challenges

The Federal Aviation Administration (FAA) estimates the U.S. aviation industry will need approximately 189,000 new AMTs over the next decade. However, according to the FAA Aerospace Forecast 2025–2045, current graduation rates from FAA-certificated Part 147 aviation maintenance schools are not keeping up with that demand.

Several factors contribute to the shortage.

• Many AMTs entered the workforce in the 1980s and are now nearing retirement. According to Oliver Wyman’s Global Fleet and MRO Market Forecast 2026–2036, approximately 41% of certified mechanics in the United States are over age 60, and about 45,000 are expected to retire over the next decade. The industry continues to struggle to attract and retain enough younger, well-trained workers to replace them.
• Becoming an AMT requires specialized education, often through an FAA-certificated Part 147 school, followed by testing for an airframe and/or powerplant mechanic certificate. Training limitations and enrollment challenges continue to reduce the number of qualified technicians.
• Global passenger numbers have surpassed pre-pandemic levels, with North American airlines reporting record revenues and strong travel demand. More flights mean more maintenance, from routine inspections to heavy overhauls. At the same time, airlines are expanding and modernizing their fleets to meet the growing demand, increasing the need for qualified AMTs to support new aircraft deliveries and keep existing fleets safely in service.

How Major Airlines and Large MRO Providers Are Vying for AMTs

Major airlines and large MRO (maintenance, repair, and overhaul) providers are generally better positioned to compete for certified technicians, offering competitive compensation, career advancement opportunities, and robust training programs. Many also have the scale and financial resources to invest in in-house training academies, tuition assistance, and structured career development programs that help attract new entrants and retain experienced technicians.

How Smaller Operators Are Competing for AMTs

As labor shortages persist and wages continue to rise, smaller MRO providers, regional operators, and corporate flight departments often face greater challenges attracting and retaining experienced technicians. Oliver Wyman’s The New MRO Supply Paradigm found that two-thirds of surveyed MRO operators struggle to find qualified technicians.

The operators winning the talent war are in it for the long haul. They’re partnering with FAA-certificated Part 147 schools to provide internships, donate equipment, and guarantee job offers to top graduates, according to the 2025 ATEC Best Practices report.

Other operators are partnering with community colleges and aviation maintenance schools to establish apprenticeships that provide students with hands-on training while preparing them for careers as AMTs. The FAA’s Aviation Workforce Development Grant program supports the creation and expansion of registered apprenticeship, internship, and scholarship programs to strengthen the aviation maintenance workforce.

At the same time, operators are investing in technology to help existing technicians work more efficiently. They can streamline inspections, improve maintenance planning, and focus on higher-value work through AI-driven predictive maintenance, automated inspection tools, and digital maintenance records. Instead of replacing AMTs, these new technologies help extend the productivity of an already constrained workforce (Aviation Week MRO Forecast 2026–2035).

The Risk and Insurance Angle

The shortage creates three distinct insurance-related exposures most operators haven’t addressed.

• Deferred maintenance risk: Staffing shortages can make it more challenging to complete scheduled maintenance on time, increasing reliance on FAA-approved deferred maintenance procedures. Operators should ensure deferred items are properly documented, monitored, and addressed within regulatory requirements, as failures in maintenance practices can create both compliance and liability concerns. (FAA Advisory Circular AC 120-16; NTSB maintenance-related accident data).
• Third-party MRO liability gaps: Operators using contract or third-party MRO providers should carefully review indemnification language and confirm the MRO carries adequate Products and Completed Operations Liability coverage. A mechanic’s error at a third-party facility should not become the operator’s uninsured loss.
• Workers’ Compensation for in-house maintenance: In-house maintenance operations involve significant workplace hazards that can increase both the frequency and severity of injuries. Common exposures include working at heights, lifting heavy aircraft components, operating hydraulic systems and rotating equipment, working in awkward positions around aircraft, pushing and pulling equipment, and handling chemicals such as solvents, paint fumes, and cleaning agents.

The AMT shortage is creating new operational and liability challenges for aircraft operators. As maintenance strategies evolve, so should insurance programs.

To reduce risk and avoid unexpected losses, operators must:

• Review third-party MRO agreements
• Verify contractors’ insurance
• Evaluate Workers’ Compensation for in-house maintenance teams
• Understand how maintenance-related practices can affect liability exposures

McGriff Specialty is available to review your insurance program and discuss potential areas of exposure.