Why UK MROs Are Losing B1 Engineers & What Needs to Change
There’s a conversation happening in UK aviation that isn’t said out loud in hangars or management meetings. Aleck Mehra, our Head of MRO Services, speaks with aerospace engineers across the country every day and has gathered insight into where engineers feel the industry has been heading in recent months.
The conversation is not about lack of work, and it's not about the lack of demand for engineers (since there is critical demand for B1/B2 Engineers in the UK market currently). It’s about money not flowing through the system in a way that reflects the reality on the floor.
Across the UK, aerospace engineers are starting to notice the same pattern: rates feel stuck, perm salaries have flattened in a lot of places, and the gap between responsibility and reward has stopped making sense in the way it used to. At the same time, the complexity of the work has not gone down. If anything, it has increased: new aircraft types, ageing fleets, tighter turnaround expectations, heavier compliance requirements, and more documentation are layered on top of the actual engineering.
In the UK specifically, that pressure is being amplified by a tougher operating environment across aviation. Brexit regulatory change, combined with broader economic pressure on airlines and MROs, has created a market where margins are tighter and cost control is far more aggressive. This is very visible in the stability of some operators, with recent insolvencies such as European Cargo and Ascend Airways reflecting how fragile parts of the sector have become.
This is felt directly by engineers on the shop floor. MROs are being asked to deliver more output with constrained budgets, while also navigating ongoing staffing shortages and more complex licensing and compliance requirements introduced through the post EU framework. The result is a squeeze that sits between financial pressure at organisational level and delivery expectations at engineering level, and it is changing how the work is experienced day to day.
You end up with a market where:
• The work is harder than it was 5 years ago
• The responsibility is higher than it was 5 years ago
• But the financial movement does not match either
It’s now far more common for experienced engineers to contract abroad where both accommodation and flights are more likely to be paid for. This migration of talent from the UK further constricts the UK B1 market, making it harder for MROs to stay fully-staffed and operational.
So what's the fix?
It isn't complicated, but it does require leadership to accept they are already behind the market (rather than just making do and 'surviving' a reactive environment).
The current model of flat perm salaries in a rising complexity environment is structurally broken. MROs that want to stabilise staffing need to reprice critical skill sets properly and stop benchmarking against historical rates/legacy competitors that are already losing people. That means introducing clear differentiation for type rated B1 engineers, not compressed pay bands that treat experience as linear. It also means getting serious about shift premiums, productivity linked pay, and retention incentives that actually move take-home, not just salary figures that look good on paper but fail in reality.
The market is already simultaneously self-correcting through contracting, and pretending otherwise is costing employers skilled labour. Engineers are voting with their feet, because contracting abroad or within Europe removes costs like accommodation, travel, and bureaucracy while increasing net earnings and flexibility. UK MROs must respond by building structured contractor pipelines instead of treating contracting as a threat. This includes mixed workforce models where core teams are stabilised and peak demand is flexed through contractors, alongside faster licensing pathways, relocation support and properly-funded training-to-type programmes that reduce dependence on an increasingly mobile and senior workforce.
A longer term solution sits in the talent pipeline. With UK youth unemployment continuing to rise, aviation has an opportunity to position itself as a viable career path rather than an industry many people discover by accident. Aircraft maintenance offers highly skilled, well paid and globally transferable careers, yet awareness among school leavers remains surprisingly low compared to other technical professions. The industry needs greater engagement with schools, colleges and local communities, alongside more visible apprenticeship pathways that show young people exactly how they can progress from trainee to licensed engineer. If the UK is serious about maintaining its aviation capability over the coming decades, investment in attracting and developing the next generation of engineers can’t remain an afterthought.
The challenge is that retention matters just as much as recruitment. Most engineers we speak to genuinely love aviation. They enjoy working on aircraft, solving technical problems and taking pride in keeping fleets flying safely. The concern is that the role increasingly feels dominated by commercial pressures, staffing shortages and growing admin rather than the engineering itself. If the industry wants to attract young talent and keep experienced professionals, it must ensure that it rewards their expertise and passion. Otherwise, the sector risks creating a situation where people are drawn to aviation by their love of aircraft but ultimately leave because the realities of the job no longer reflect what attracted them in the first place.
How we can help:
If securing high-calibre aerospace engineers is critical to your project or organisation in 2026, our Head of MRO Services Aleck Mehra can guide you through the process, connect you with the best talent in the industry and help you map out your organisation's long‑term pipeline.
Email: aleck.mehra@meritustalent.com
Call: 07441 391 885












