Air Moldova says it has been "forced" to suspend all operations between 21 and 25 April, due to a lack of financial resources. It follows a warning from Moldova's civil aviation authority in November that the carrier was at "potential risk of insolvency". The regulator said at the time that an unannounced inspection had uncovered "serious deficiencies" in Air Moldova's finances, and that the airline had been asked to submit a corrective action plan for approval. In a 21 April statement, Air Moldova said it was suspending the operation of all flights until 25 April, and that all affected passengers would receive a refund. In March, the carrier claimed it was "the target of a pre-meditated denigration campaign aimed at bankrupting the company". It said at the time that it had been forced to "temporarily" return two leased aircraft, after the lessor "demanded their immediate return". Data shows that Air Moldova has a fleet of five aircraft, four of which are listed as being in storage. One Boeing 737-700 is in service and is managed by Deucalion Aviation but sub-leased from Greece's Lumiwings. One Airbus A319 is leased from Carlyle Aviation Partners, one A321 is leased from Willis Lease Finance and one A320 is leased from TrueAero. It also owns an Embraer 190. Air Moldova was privatised in 2018. The airline said in March that its plan for 2023 was to renew its fleet and launch eight new destinations.

SriLankan Airlines has linked its parking of five Airbus A320neo-family jets to a "global shortage" of engines, suggesting that bottlenecks in the supply chain continue to crimp airline operations in Asia as the peak summer season approaches.
The airline says the five aircraft "are currently awaiting engines after shop visits, as the global industry faces a shortage of engines and long lead times for engine repairs for this type of aircraft". Fleets data shows that SriLankan has six A320neo-family jets in its all-Airbus fleet of 24 jets. Flight-tracking data indicates that five of the six Neos have not been operated since late March or earlier. The five jets comprise two A320neos, registered 4R-ANA and 4R-ANB, and three A321neos: 4R-ANF, 4R-ANE and 4R-AND. The first four are leased from Air Lease Corporation and the fifth from AerCap. Additionally, an A321ceo, registered 4R-ABQ, has also not been operating since mid-December 2022, the data shows. SriLankan's A320neo-family jets are all fitted with CFM International Leap-1A engines, while its A320ceo-family jets are variously powered by CFM56s and International Aero Engines V2500s. The airline adds that it is "currently working with its suppliers to work out a solution, and the global supply of engines is also expected to improve in the months ahead". It dismisses local media reports that the aircraft were grounded owing to a lack of finances.

The shortage of MRO capacity to restore jet engines is weighing on airlines to the point where some may not be able to mount additional capacity during peak periods. Speaking during a panel session on engine leasing at the recent Airline Economics Growth Frontiers event in Tokyo, Clover Aviation Capital executive director and chief technical officer Gareth Delany noted that the lack of MRO capacity, especially for engine restorations, was having a real impact on carriers in Japan. "I have been visiting airlines here in Japan and it’s the top topic of conversation, it's causing huge problems," he says. "One airline told me of a huge percentage of their fleet that will be grounded for Golden Week as a result of engines off wing. That's in the new technology sector." Other lessors mentioned Indian carrier Go First, which has been struggling to deploy its full fleet of Airbus A320neos while it waits for repairs to its Pratt & Whitney PW1200G engines. Fleets data shows that 27 of its 50 A320neos are showing as stored. Delany says that it is up to the engine manufacturers to communicate how they plan to solve the reliability issues that new engines have faced, and how they will increase MRO capacity as they largely control the aftermarket for those engines. Ascend Consultancy global head of consultancy, Rob Morris, acknowledged that while the issues are particularly acute for some carreirs, past experience shows that the engines will become more reliable in time. "There is always a development cycle where we have new types, there's always been issues then we have first upgrade, second upgrade and then we have maturity," he says. As well as the new generation issues, the lack of MRO capacity is also impacting older engines, such as the International Aero Engines V2500 and CFM International CFM56, which Delaney says are struggling to get a maintenance slot if they are required to come off-wing, potentially grounding aircraft for an extended period of time. "Seven months is an average for time off-wing, but that doesn't really reflect the bigger problems [for airlines] of having an engine off-wing for a year," says Delany. Rolls-Royce & Partners Finance managing director Bobby Janagan, agreed, saying: " The industry need to bring back reliability and the shop slots, so that means the MRO capacity needs to increase a lot."