Airbus Titanium Procurement Pull-Forward Aims to Prevent 2027 Supply Chain Shock

Airbus

Airbus titanium procurement is being pulled forward into 2026 as the aircraft manufacturer tries to avoid a sharp demand surge across the titanium supply chain in 2027. The decision reflects a more cautious approach to supplier visibility after Airbus previously reduced its 2026 titanium demand forecast to lower inventories.

The earlier correction may have gone too far. Airbus now sees a risk that lower 2026 buying could create a bullwhip effect when airframe demand rises sharply next year. By shifting some volumes into 2026, the company aims to smooth purchases and reduce pressure on melters, forgers, mills and downstream aerospace suppliers.

Airbus titanium procurement is closely linked to the A350 production ramp. The A350 is Airbus’ highest titanium-bearing platform, with titanium representing around 15% of aircraft weight. Higher build rates and a shift toward the larger A350-1000 variant will increase material requirements.

Airbus expects 2027 titanium demand to be roughly 30% higher than it expected one year ago. Pulling volumes into 2026 means 2027 demand should still rise from 2025, but remain below 2024 levels.

A350 Ramp-Up Drives Titanium Visibility Needs

The A350 production outlook is the main driver behind Airbus’ revised titanium strategy. Airbus is currently producing seven A350 aircraft a month, after ending 2025 at a rate of five to six a month.

The company plans to reach 10 A350s a month in 2027 and 12 a month in 2028. This production ramp will require more titanium across airframe structures, especially as customer demand shifts toward the larger A350-1000.

The A350-1000 carries a larger material requirement than the A350-900. A production mix weighted more heavily toward the larger variant will therefore increase titanium demand even if headline aircraft output rises gradually.

This is important for the titanium supply chain because aerospace titanium does not move like ordinary industrial metal. Qualified melt, billet, plate, bar, sheet and forged products require long lead times, strict certifications and controlled production routes.

Airbus’ forecast covers only airframe demand. It excludes titanium used in engines, landing gear and other equipment. This means the total aerospace titanium requirement could be higher once engine-makers and equipment suppliers are included.

The decision to bring demand into 2026 also gives suppliers a steadier signal. Aerospace suppliers need visibility to plan sponge, scrap, melt capacity, forging schedules, machining slots and qualification-controlled inventory.

Airbus works on a nine-month firm order placement basis. The company said the demand adjustment was already communicated to the market, although producer responses appear mixed.

One titanium producer said it had not yet seen additional demand linked to Airbus for 2026. Others expect higher titanium requirements from melters and original equipment manufacturers in the second half of the year.

That timing matters. If procurement signals reach upstream suppliers too late, the supply chain may still face bottlenecks in 2027. Titanium capacity exists, but qualified aerospace material availability can tighten quickly when aircraft production accelerates.

Titanium Supply Chain Faces Ramp-Up and Delivery Timing Risk

Airbus’ move highlights the sensitivity of aerospace supply chains after several years of disruption, inventory corrections and uneven delivery schedules. Aircraft demand remains strong, but material flows must match real production rates rather than short-term delivery numbers.

Airbus delivered nine A350s in January-March, implying a rate of three aircraft a month. However, the company said production is already running at seven a month, with deliveries affected by customer rescheduling and downstream part constraints.

This distinction matters for titanium demand. Material consumption follows production activity earlier in the manufacturing cycle, not only final customer deliveries. If industrial output is already at seven A350s a month, titanium requirements can rise before delivery data fully reflect the ramp.

Airbus is also dealing with supply difficulties in some downstream parts fitted late in the assembly sequence. These bottlenecks can delay aircraft handovers while upstream airframe production continues.

For titanium producers, this creates a planning challenge. Final delivery numbers may understate actual material pull if work-in-progress aircraft are moving through the industrial system.

The bullwhip risk comes from this mismatch. If Airbus reduces procurement too much during inventory normalisation, suppliers may cut capacity assumptions. When aircraft demand then accelerates, the supply chain can face a sudden order surge.

That surge can affect sponge buyers, scrap processors, vacuum arc remelters, alloy producers, rolling mills, forgers and machine shops. Aerospace titanium supply is especially vulnerable because customers cannot easily switch to unqualified material or non-approved sources.

The pull-forward strategy is therefore less about buying excess metal and more about stabilising the production curve. Airbus wants suppliers to see a smoother demand profile before the A350 ramp tightens the market.

The titanium market has been uneven. Standard-quality titanium demand has been pressured by aircraft inventory drawdowns, while premium-quality material for engine and high-specification applications has remained stronger.

Airbus’ revised approach could support confidence in airframe titanium demand. It may also reduce the risk that suppliers face a sudden 2027 spike after a weak 2026 procurement period.

The effect will depend on how quickly orders move through the supply chain. If melters and forgers receive stronger demand in the second half of 2026, the market could enter 2027 with better visibility and less disruption.

For aerospace manufacturers, the message is clear. Build-rate recovery requires more than aircraft orders. It requires coordinated material planning across titanium, aluminium, nickel alloys, forgings, castings, fasteners and machined components.

For titanium suppliers, the opportunity is also clear. Companies with qualified capacity, reliable lead times and strong Airbus exposure may benefit from a more stable procurement profile as the A350 ramp progresses.

The Metalnomist Commentary

Airbus titanium procurement pull-forward shows that aerospace supply chains are still vulnerable to planning shocks. The A350 ramp will reward suppliers with qualified titanium capacity, but only if demand signals reach the market early enough to prevent another bottleneck cycle.

Airbus A320 A350 deliveries rise as engine bottlenecks ease

Airbus A320

Airbus A320 A350 deliveries in the third quarter show diverging fortunes for single-aisle and widebody programmes. Airbus delivered 201 aircraft in July–September, up from 170 in the second quarter and 174 a year earlier. A321neo output accelerated as LEAP engine supply improved and reduced the number of grounded A320-family gliders. However, A350 deliveries stayed constrained by fuselage component shortages from Spirit AeroSystems despite strong widebody demand.

Engine recovery supports stronger single-aisle deliveries

Improving LEAP engine supply is now the main driver behind higher Airbus A320 A350 deliveries in the narrowbody segment. A320-family deliveries, especially the A321neo, saw the largest year-on-year and sequential gains in the third quarter. Earlier this year, Airbus had about 60 A320-family gliders at final assembly, fully built but waiting for engines. Now, as engine shipments normalise, those gliders are gradually turning into revenue-generating deliveries for both Airbus and its supply chain.

Meanwhile, steady A330 output and modest changes in A220 volumes highlight a mixed picture across Airbus’ portfolio. A220 deliveries slipped slightly to 21 units in the quarter. A330 deliveries were flat quarter-on-quarter and only one higher year-on-year, showing more stable but less dynamic growth than the A320 family. As a result, Airbus A320 A350 deliveries remain the primary lever to hit its ambitious 820-delivery target for 2025.

Widebody constraints, titanium outlook and backlog pressure

Persistent fuselage shortages continue to cap Airbus A320 A350 deliveries on the widebody side. Airbus handed over just 12 A350s in the third quarter, with only one unit in September. These issues are tied to structures supplied by Spirit AeroSystems for both the A350 and A220 programmes. However, Airbus expects its planned acquisition of Spirit assets to stabilise fuselage flows and support higher widebody build rates.

Even with these constraints, Airbus A320 A350 deliveries sit within a broader, robust commercial backdrop. The manufacturer must still deliver 313 aircraft in the fourth quarter to meet its 820-unit 2025 goal, implying a very heavy year-end push. Airbus booked 610 gross orders through September, with 514 net after cancellations, leaving a backlog of 8,665 aircraft. That backlog represents more than 10 years of work at current production rates. Airbus has also signalled that titanium demand will contract in 2026 because of inventory adjustments, before rebounding in 2027 as widebody output rises.

The Metalnomist Commentary

Airbus’ latest figures highlight how recovery is now constrained more by industrial logistics than by end-market demand. Narrowbody momentum is clearly back, but widebody execution and structural part integration will determine whether Airbus can unlock its full titanium and supply-chain pull from 2027 onward. For mills and forgings suppliers, the message is to prepare for a delayed but pronounced up-cycle rather than a straight-line recovery.

Airbus Spirit AeroSystems Acquisition Expands A350 and A220 Supply Chain Control

Spirit AeroSystems

Airbus has finalized a comprehensive deal with Spirit AeroSystems, expanding its control over key component production lines. The Airbus Spirit AeroSystems acquisition includes sites across the US, UK, Europe, and North Africa, enhancing Airbus' strategic autonomy in the A350 and A220 programs.

Airbus Secures Global Sites Amid Boeing Realignment

The Airbus Spirit AeroSystems acquisition includes major facilities in Kinston (US), St. Nazaire (France), Casablanca (Morocco), and Belfast (Northern Ireland). These sites handle production of critical parts for the A350 and A220 aircraft families. Airbus also agreed to assume control of the Prestwick (Scotland) site, focused on A320 and A350 wing components. If third-party buyers are not found, Airbus may acquire additional Spirit assets in Belfast and Subang, Malaysia.

Strategic Shifts Delay A350 Freighter and Reshape Payments

Due to ongoing supply limitations from Spirit, Airbus has delayed the service entry of its A350 freighter variant from 2026 to late 2027. Airbus also negotiated a $120 million reduction in compensation from Spirit, now totaling $439 million. Additionally, Airbus will offer $200 million in non-interest-bearing credit to support Spirit's Airbus-related production during the transition.

Deal Completion Expected in Q3 2025

Both Airbus’ and Boeing’s separate agreements with Spirit are expected to close concurrently in the third quarter of 2025. This move reflects Airbus’ long-term strategy to stabilize its widebody aircraft production and reduce third-party supply risk across its critical programs.

The Metalnomist Commentary

The Airbus Spirit AeroSystems acquisition highlights Airbus’ increasing vertical integration to de-risk future aircraft production. Gaining direct control of structural component sites may improve program stability but also increases Airbus’ exposure to labor and logistical challenges across its global footprint.

Airbus Sets Sights on 820 Aircraft Deliveries in 2025 Amid Supply Chain Strains

Airbus

LEAP Engine Bottlenecks and Spirit AeroSystems Delays Challenge Production Targets

Freighter Variant of A350 Pushed to Late 2027 as Integration Timeline Shifts

Airbus is targeting the delivery of 820 commercial aircraft in 2025, a moderate ramp-up from its 2024 revised goal of 770 units. However, persistent engine supply constraints and disruptions in aerostructure sourcing could hinder short-term momentum. CEO Guillaume Faury acknowledged that A320neo deliveries will remain impacted in the first half of 2024, requiring a recovery surge in the second half.

CFM Engine Supply Remains a Key Bottleneck

LEAP engine supply from CFM International — a joint venture between Safran Aircraft Engines and GE Aerospace — continues to restrict Airbus’ A320 production. In January 2024, Airbus delivered just 23 single-aisle aircraft, down from 28 a year earlier and well below December’s 102. Faury emphasized that production normalization is expected mid-year, but supply tightness will persist until then.

Spirit AeroSystems Delays Affect A350 and A220 Ramp-Up

Airbus plans to close its acquisition of select Spirit AeroSystems assets in the first half of 2024. However, ongoing operational difficulties at Spirit are already affecting A350 and A220 build rates. CFO Thomas Toepfer confirmed that full integration of Spirit’s work packages will take time. As a result, Airbus has postponed the A350 freighter entry into service to H2 2027, a full year later than planned.

Despite these pressures, Airbus remains confident in its long-term ramp-up trajectory. It reaffirmed targets of A220 rate 14 by 2026, A320 rate 75 by 2027, and A350 rate 12 by 2028, while A330 production stabilizes at four aircraft per month, with no current plans for increase.

Tariff Exposure Minimal Despite Transatlantic Trade Uncertainty

Airbus is assessing potential tariff exposure due to US-EU trade dynamics, but Faury believes the company’s interconnected supply ecosystem limits risk. "We are the first export customer of the US aerospace industry," he said, highlighting that tariffs would create a lose-lose scenario for both regions.

Airbus Sets Ambitious 2025 Target of 820 Aircraft Deliveries Amid Supply Chain Headwinds

Airbus

LEAP Engine Supply and Spirit AeroSystems Integration Pose Near-Term Challenges

Airbus, the European aerospace giant, has announced a 2025 delivery target of approximately 820 commercial aircraft, up from a revised 770-unit goal for 2024.

The announcement, made during the company’s annual press conference, reflects long-term confidence, even as supply chain disruptions continue to pose risks in the short term.

One of the main bottlenecks remains the supply of LEAP engines from CFM International, a joint venture between Safran Aircraft Engines and GE Aerospace.

These delays continue to hamper A320neo production, especially during the first half of 2025, according to Airbus CEO Guillaume Faury. To compensate, Airbus plans to accelerate deliveries in the second half of the year, assuming engine supply conditions improve.

Spirit AeroSystems Deal Delays A350 Freighter, Affects Ramp-Up

Airbus also faces challenges linked to its pending acquisition of select Spirit AeroSystems sites and work packages.

The transaction is expected to close in H1 2025, but current part shortages from Spirit are already impacting production for A350 and A220 models, said CFO Thomas Toepfer.

The full integration of Spirit assets post-acquisition will take time, contributing to Airbus’ decision to delay the A350 freighter variant entry into service from 2026 to H2 2027.

This shift reflects the reality that operational issues at Spirit could persist even after the deal closes.

In January 2025, Airbus delivered just 25 aircraft, including 23 narrowbody jets and 2 widebody A350s, down from 28 single-aisle jets in January 2024 and 102 aircraft in December 2024.

This slowdown underscores the fragility of current output levels, especially for A220s and A320neo family aircraft.

Long-Term Outlook Remains Strong Despite Tariff and Supply Risks

Despite near-term turbulence, Airbus reaffirmed its production ramp-up goals:

• A220 at rate 14 by 2026

• A320 at rate 75 by 2027

• A350 at rate 12 by 2028

The A330 production rate will stabilize at four per month, with no immediate plan for increases.

On trade concerns, CEO Faury noted that tariffs from the U.S. are unlikely to significantly affect Airbus due to its integrated transatlantic footprint. He emphasized that Airbus is a major export customer for the U.S. aerospace industry, highlighting the mutual dependency across the Atlantic.

Rolls-Royce Boosts Trent Engine Deliveries in 2024 as Widebody Demand and Aftermarket Surge

Rolls-Royce, Aerospace

Strong Performance in Civil Aerospace Despite Supply Chain Constraints; Trent Flying Hours Surpass Pre-Pandemic Levels

Rolls-Royce Engine Deliveries Rise 16% in 2024, Driven by Demand for Widebody Aircraft

UK-based Rolls-Royce delivered 278 Trent large engines in 2024, up from 262 in 2023, as demand for widebody aircraft remained strong. Including small civil engines, total deliveries reached 529 units, marking a 16% year-on-year increase and aligning with the firm’s guidance of 500–550 units.

The Trent series continues to power key widebody platforms: the XWB-84 and XWB-97 for the Airbus A350, the Trent 7000 for the A330neo, and the Trent 1000 for Boeing’s 787 Dreamliner. Rolls-Royce delivered 47 Trent 1000s, 109 Trent XWB-84s, 36 XWB-97s, and 86 Trent 7000s in 2024.

Aftermarket Services and Flying Hours Fuel Profit Growth

Long-term service agreement (LTSA) shop visits rose 7% to 1,313 last year, reflecting resurgent global air travel. Notably, large engine flying hours reached 103% of 2019 levels, up from 88% the prior year.

This supported a sharp rise in earnings, with civil aerospace revenue up 24% year-on-year to £9.04 billion ($11.46 billion). Operating profit surged 79% to £1.5 billion, with £5.93 billion in aftermarket revenue, of which £4.3 billion came from large engines—up one-third from 2023.

Engine Upgrades and 2025 Outlook Signal Further Growth

Rolls-Royce completed flight testing of a new high-pressure turbine (HPT) blade for the Trent 1000 TEN, with certification expected soon. Further design upgrades for the Trent 1000 and 7000 engines aim to improve time-on-wing by 30%, with testing scheduled for April 2025.

Looking ahead, Rolls-Royce forecasts 540–570 engine deliveries and 1,400–1,500 shop visits for 2025, with large engine flying hours expected to reach 110–115% of 2019 levels. However, growth in original equipment deliveries remains tied to Airbus’s A350 and A330neo ramp-up.

Airbus recently cited supplier issues at Spirit AeroSystems as a limiting factor for its A350 production, delaying the freighter variant's entry into service. Meanwhile, A330neo output has stabilized at four units per month.

Airbus Support to Spirit AeroSystems Deepens as Boeing Deal Nears

Spirit AeroSystems

Why this funding matters for Airbus programs

Airbus support to Spirit AeroSystems expanded with a new $94mn package. The funding lifts total Airbus support to $152mn, plus $200mn in zero-interest credit. Airbus aims to stabilize output across key programs before the Spirit transaction closes. The closing is expected in the third quarter, subject to final approvals.

Airbus will confine the cash to specified contracts. These include the A350 wing, A350 fuselage, and A321neo XLR inboard flap. They also include A220 mid-fuselage, A220 pylon, and A220 wing packages. Any assets purchased with this aid will transfer to Airbus at closing.

How the Boeing–Spirit reshuffle changes the supply chain

Boeing is reacquiring Spirit to shore up its supply chain and finances. The merger carves out Airbus work packages for direct Airbus oversight. Airbus support to Spirit AeroSystems therefore serves dual goals. It sustains near-term deliveries and smooths post-closing integration.

Spirit confirmed Airbus will also take Belfast mid-fuselage production. Shorts Brothers, the Belfast operator, posted a $504mn loss in 2024. Inflation and skilled-labor constraints hurt performance across that site. After the carve-outs, Shorts will still supply Bombardier and Rolls-Royce.

The latest $94mn follows two $29mn tranches issued in 2024. Airbus support to Spirit AeroSystems remains targeted and ring-fenced. The structure de-risks A350 and A220 aerostructures ahead of integration. It also supports A321neo XLR ramp plans amid engine and parts strains.

The Metalnomist Commentary

Airbus is buying stability while buying scope. The ring-fenced liquidity and future asset transfer reduce execution risk where it matters most: wings, fuselages, and pylons. As Boeing folds Spirit back in, this parallel carve-out should tighten European supply lines and compress quality variance.

Airbus acquires parts of Spirit AeroSystems

Airbus, Spirit AeroSystems

Airbus acquires parts of Spirit AeroSystems to lock in aerostructure supply for key aircraft programs. Meanwhile, this move brings loss-making work under tighter operational control. As a result, Airbus can directly manage delivery risks tied to its build rates.

The transaction covers multiple sites and work packages across three continents. Spirit AeroSystems will pay $439mn in compensation as Airbus absorbs these operations. However, Boeing also takes over Spirit assets aligned to its own supply chain.

Site transfers span the US, Europe, and Morocco

The deal shifts A350 fuselage production lines into Airbus ownership in two locations. Airbus takes over Kinston and Saint-Nazaire for A350 fuselage sections. Therefore, Airbus gains more direct control over widebody structural bottlenecks.

The acquisition also consolidates narrowbody and regional aircraft component supply. Airbus takes over Casablanca operations for A321 and A220 components. It also acquires A220 wing and mid-fuselage production in Belfast. In addition, Airbus gains wing component production for the A320 and A350 in Prestwick.

Why this matters for metals, quality, and build-rate stability

This integration tightens feedback loops on quality and industrial discipline. Airbus can align tooling, inspection, and rework decisions with final assembly priorities. As a result, the company can reduce schedule shocks that ripple through aluminium and titanium-intensive structures.

The pylon transfer highlights Airbus’s push to standardise critical assemblies. Spirit’s A220 pylon production will move from Wichita to Airbus’s Saint-Eloi site near Toulouse. Therefore, Airbus can centralise high-value integration steps closer to its engineering base. However, ramp transfers still carry near-term execution risk for suppliers.

The Metalnomist Commentary

Airbus acquires parts of Spirit AeroSystems as aerospace primes prioritise supply security over pure outsourcing efficiency. Therefore, metals suppliers should expect tighter quality gates and more direct OEM oversight. Meanwhile, stable build rates can support steadier demand for aerospace-grade aluminium, titanium, and specialty fastener alloys.

Rolls-Royce Sees Increase in Trent Engine Deliveries and Aftermarket Services in First Half of 2024

UK aircraft engine manufacturer Rolls-Royce reported a significant increase in the delivery of large engines and aftermarket services in the first half of 2024. This surge is primarily driven by the Trent XWB-84 and Trent 7000 models, along with a growing demand for long-term service agreement (LTSA) shop visits, which is expected to boost the company's operating profits.

Rolls-Royce delivered 120 large engines from January to June 2024, up from 115 during the same period last year. This included 44 Trent XWB-84s, 37 Trent 7000s, 24 Trent 1000s, and 15 Trent XWB-97s. The XWB-84 and XWB-97 power Airbus' A350, the 7000 powers the A330neo, and the 1000 is used in Boeing's 787. Additionally, deliveries of smaller civil engines for business and regional aviation increased to 116 units, up from 73 a year earlier.

LTSA shop visits rose to 624, with 413 for large engines and 211 for smaller engines. Of these, 394 were classified as major.

Rolls-Royce received 273 large engine orders in the first half of the year, with notable orders for the A350 from Delta and IndiGo, followed by 787/777 and A330neo bookings from Korean Air and VietJet at the Farnborough Airshow. The company's order book at the end of June stood at 1,773 engines, up from 1,405 a year earlier.

Flight testing for high-pressure turbine (HPT) blade improvements on the Trent 1000, which will double the time on wing, is about to begin. This part is already in service on about half of the Trent 7000 fleet.

Revenue from Rolls-Royce's civil aerospace division increased to £4.1 billion ($5.2 billion) in the first half of 2024, driven by a rise in shop visits and engine deliveries. Service revenue accounted for £2.8 billion, and original equipment (OE) revenue was £1.3 billion, both up by 27%.

Defence revenues reached £2.2 billion, up by 18%, while power systems revenue grew by 6%, totaling £1.8 billion.

Reflecting the strong performance in the first half of the year, Rolls-Royce has raised its full-year operating profit guidance to £2.1 billion-2.3 billion from the previous £1.7 billion-2 billion forecast in February. Other civil aerospace metrics remain unchanged, with large engine flying hour guidance set at 100-110% of 2019 levels, OE deliveries at 500-550, and shop visits at 1,300-1,400.

Rolls-Royce Maintains 2024 Engine Guidance Amid Strong Demand

Rolls-Royce Aircraft Engine

Rolls-Royce, the renowned UK-based aircraft engine manufacturer, has reaffirmed its 2024 guidance for original equipment (OE) deliveries and shop visits, citing robust demand in both business and widebody aviation sectors. The company remains confident in achieving its targets despite ongoing supply chain challenges affecting the aerospace industry.

Stable Outlook on Key Metrics

Rolls-Royce projects large engine flying hours to reach 100-110% of 2019 levels, alongside 500-550 OE deliveries and 1,300-1,400 shop visits. These projections align with its previous forecasts, underscoring sustained demand for widebody engines as global aviation recovers.

Additionally, Rolls-Royce is progressing toward FAA certification for an enhanced high-pressure turbine (HPT) blade for its Trent 1000 TEN engine, a critical development set to double the engine's "time on wing." Flight testing of the blade commenced earlier this year, marking a significant milestone in improving operational efficiency for engines powering the Boeing 787 Dreamliner.

Challenges and Competitive Landscape

While Rolls-Royce maintains steady guidance, the wider industry faces hurdles. Airbus, a key player in the aviation market, recently reported supply chain challenges that could impact its A350 widebody program, particularly in 2025. Despite these disruptions, Airbus targets a production rate of 12 A350s per month by 2028. Rolls-Royce’s titanium requirements, linked to the A350 program, are expected to dip in 2024 before rebounding in 2026.

The company's Trent 1000 engine competes directly with GE Aerospace’s GEnx for market share in powering the Boeing 787. However, Rolls-Royce remains unaffected by Boeing's delays in 777X deliveries, as this aircraft relies exclusively on GE's GE9X engines.

Rolls-Royce's resilience amid constrained supply chains highlights its strategic focus on innovation and maintaining strong relationships with aviation manufacturers. Its steady performance signals confidence in meeting rising demand for efficient, high-performance engines in the global aviation market.

Airbus 2Q commercial deliveries fall amid engine shortages

Airbus Family

Airbus 2Q commercial deliveries fell year on year to 170 jets. Airbus 2Q commercial deliveries still rose from 136 in 1Q. Supply chain constraints, especially Leap engines, continued to bite. The company targets about 820 deliveries in 2025.

Program mix and production cadence

Narrowbody output weakened as A320neo deliveries slipped to 126 from 145. A220 shipments improved to 24 from 16 a year earlier. Widebody deliveries were mixed across the quarter. A350 fell to 12 from 14, while A330 rose to 8 from 6. Shipment stability suggests steady, quality-focused production cadence. However, the 38-per-month narrowbody goal still matters.

Risks, orders, and backlog outlook

Airbus must accelerate in the second half to hit 820. First-half deliveries totaled 306, leaving a heavy lift. Potential UK strike action could pressure wing supply. A U.S. Section 232 probe also threatens trade costs. Gross orders reached 214, or 198 net after cancellations. The company’s backlog stood at 8,754 aircraft on 30 June. Rival Boeing delivered 150 aircraft in the quarter. Competitive momentum adds pressure on Airbus execution.

The Metalnomist Commentary

Airbus must convert large backlog into predictable monthly cadence. Engine flow, labor stability, and logistics will define outcomes. Watch A320neo engine availability and A350 build integrity through year-end.

Airbus Projects Dip in Titanium Demand for 2025, Recovery in 2026

Airbus

European aerospace giant Airbus has forecasted a temporary decline in titanium demand in 2025, following higher-than-expected offtake in 2024 driven by buffer stock accumulation. However, the company anticipates a rebound in 2026 and is urging suppliers to prepare for a renewed increase in demand. Speaking at the International Titanium Association conference in Austin, Olivier Maillard, Airbus' vice-president of metallic material procurement, outlined the company’s titanium procurement strategy and ongoing challenges.

2024 Buildup, 2025 Adjustment, 2026 Recovery

During ramp-up preparations in 2024, Airbus engaged in buffer stock accumulation, leading to a titanium offtake that exceeded actual production requirements. This buildup resulted from the steep ramp trajectories planned across all of Airbus' programs. Maillard explained that this excess stock will lead to a temporary adjustment in 2025, after which the demand trajectory is expected to normalize.

Despite a slight increase in 2024 demand compared to pre-pandemic 2019 levels, Airbus has adjusted its outlook, curbing further growth from 2025 to 2026. Projected titanium consumption in 2026 is expected to remain below peak levels seen in 2017-2018, during which the company was intensively producing the A350 and A380 models.

Exact figures for 2026 titanium volumes were not disclosed, but Maillard’s comments suggest cautious optimism for a recovery post-2025. For narrowbody aircraft, Airbus is targeting a production rate of 75 A320s per month by 2027, deferred by a year from 2026 due to supply chain constraints, and an unchanged rate of 14 A220s per month by 2026. Supply chain issues, particularly concerning missing parts and engine shortages, have prompted this adjustment.

To support the A320 ramp-up, Airbus is expanding its final assembly lines in Toulouse, Hamburg, Tianjin, and Mobile, yet remains vigilant of ongoing supply chain pressures. Meanwhile, its widebody aircraft programs continue to be a major driver of titanium demand, due to their higher weight and titanium content. For instance, the A350 is approximately 14-15% titanium by weight, compared to around 10% for the A320neo.

Maintaining Ties with VSMPO-Avisma Amid Geopolitical Tensions

Maillard reiterated Airbus' ongoing commitment to sourcing titanium from Russian supplier VSMPO-Avisma, underlining that the company remains compliant with current sanctions. "There are no sanctions on VSMPO titanium today, so yes, we continue to source VSMPO titanium," he stated. However, should the geopolitical situation change and new sanctions be imposed, Airbus will comply immediately and seek alternatives, emphasizing the importance of diversifying its procurement strategy across global suppliers to mitigate risk.

The geopolitical climate has underscored the need for Airbus to build a more robust and diversified supply chain, particularly for critical materials like titanium. The company’s efforts to secure its supply while adapting to global uncertainties reflect a strategic approach to maintaining production stability across its programs.

Boeing and Airbus split Spirit Belfast operations

Spirit

Boeing and Airbus split Spirit Belfast operations after no alternative buyer emerged. The definitive agreement assigns Airbus the A220 wing and A350 engineering programmes. If no third-party buyer is found, Airbus also takes the A220 mid-fuselage. The remaining Belfast operations will transfer to Boeing.

This transaction restructures Spirit’s Northern Ireland footprint without current Boeing work at Belfast. UK union Unite reports no Boeing packages at the sites today. Unite sought a joint venture to avoid splitting the five locations. The network employs over 3,700 workers across Northern Ireland.

Programme scope and customer exposure

Airbus will absorb the A220 wing and A350 engineering programmes in Belfast. Non-Airbus packages include Bombardier Challenger fuselage sections and nacelles. Bombardier was a leading prospective buyer but did not proceed. Therefore, customer exposure remains diversified yet more concentrated by OEM.

Regulatory timeline and deal uncertainty

The UK CMA opened a merger inquiry on 30 June. The comment period closes on 15 July, with a phase-one decision by 28 August. Spirit anticipated the review as routine for transactions of this scale. However, regulatory outcomes could influence final asset allocations and schedules.

Operational continuity remains the immediate priority for both OEMs. Airbus and Boeing must manage transitions, contracts, and workforce stability. Meanwhile, suppliers face schedule integration and quality governance across split ownership. Therefore, Boeing and Airbus split Spirit Belfast operations to stabilize critical programmes.

The Metalnomist Commentary

This carve-up protects flagship programmes while concentrating integration risk in Belfast. Execution will hinge on labour engagement, cost control, and supply chain stability. Watch the CMA’s timeline and any remedies that affect workshare or local employment.

Airbus Delivers 766 Aircraft in 2024, Nearing Target Despite Supply Chain Hurdles

Airbus

European aerospace giant Airbus delivered 766 aircraft in 2024, surpassing the previous year's total but narrowly missing its revised target. The company navigated persistent supply chain challenges while increasing production, demonstrating resilience in a complex environment.

Delivery Performance and Order Book

Airbus delivered 766 aircraft in 2024, a 4.2% increase from the 735 deliveries in 2023.  The company secured 878 gross new orders (826 net after cancellations), expanding its year-end backlog to 8,658 aircraft, up from 8,598 at the end of 2023. While order growth was lower than the substantial figures seen in 2023, the current backlog represents over a decade of production.   

Navigating Supply Chain Constraints

Airbus fell just short of its revised target of approximately 770 aircraft, which had been lowered from an initial goal of 800 due to persistent supply chain issues. The company cited engine shortages, cabin equipment disruptions, and aerostructure challenges as key factors.  Issues with high-pressure turbine blade yields from CFM International's LEAP-1A engines impacted deliveries, though the recent certification of a new blade is expected to alleviate this bottleneck.  Despite these headwinds, Airbus managed a steep increase in output during November and December, nearly achieving its revised target.   

Production Highlights and Market Dynamics

Airbus delivered 602 A320 family aircraft in 2024, averaging roughly 50 per month, with a fourth-quarter rate of 68.  This included the first delivery of the A321XLR, the company's new long-range single-aisle variant. Airbus aims to reach a monthly production rate of 75 A320neo aircraft by 2027.  While the company saw strong order momentum for its widebody aircraft, particularly those with higher titanium content, it cautioned that ramping up A350 production in 2025 will depend on supply chain stability.  

Challenges in managing these supply chains were evident in lower A350 deliveries compared to the previous year, while A330 deliveries remained flat.  Airbus once again outpaced its main competitor, Boeing, which delivered 318 jets through November. Boeing's 2024 operations were significantly impacted by safety and quality issues, regulatory scrutiny, and a worker strike.   

Airbus A220 production rate cut as Spirit integration reshapes ramp-up

Airbus A220

Airbus A220 production rate is being cut to 12 jets per month in 2026 from 14. The move allows Airbus to integrate key Spirit AeroSystems work packages, including A220 wings, while stabilising parts supply after recent disruptions. As a result, the Airbus A220 production rate strategy now balances short-term constraints with longer-term industrial resilience.

Airbus A220 production rate planning also reflects pressure from engine durability issues. Powder metal defects affecting Pratt & Whitney GTF engines have already slowed A220 and A320neo fleets. Therefore Airbus is using the softer ramp to phase in engine durability improvements and reduce the risk of new “glider” buildups. The group still targets a steep step up from current delivery levels of around seven A220s per month.

Spirit integration and engine bottlenecks reshape Airbus output

Airbus is integrating Spirit AeroSystems’ work packages to stabilise A220 and A350 structures supply. Spirit’s wing and fuselage issues have previously constrained final assembly lines, so direct control should strengthen quality and timing. However, integration work requires time and resources, justifying a lower Airbus A220 production rate target in 2026.

Engine supply remains an equally critical bottleneck. Deliveries from CFM and Pratt & Whitney are improving, but Airbus admits it is “not out of the woods”. The number of engine-less “gliders” at final assembly lines has fallen from 60 to 32 and is targeted to reach zero by year-end. As a result, engine makers have committed to support this goal, with deliveries now roughly balanced between Leap-1A and GTF.

Airbus ramps narrowbodies while managing widebody constraints

Airbus keeps its guidance of around 820 total aircraft deliveries in 2025, despite back-loaded schedules. This means an intense push in the final months, which management acknowledges will be “quite unprecedented”. Meanwhile, A320 family rates are still aimed at 75 aircraft per month in 2027, supported by new final assembly lines in Tianjin and Mobile.

Widebody programmes show a more gradual trajectory. A330 output will stabilise at four per month, with a move toward five by 2029. The A350 remains targeted at 12 per month in 2028, although Section 15 fuselage supply from Spirit still creates friction. Airbus plans to address this bottleneck through the same Spirit integration strategy underpinning the Airbus A220 production rate reset.

Focus keyphrases: Airbus A220 production rate, Spirit AeroSystems integration, Pratt & Whitney GTF, Airbus ramp-up, A320neo backlog

The Metalnomist Commentary

Airbus’ revised A220 ramp illustrates how OEMs trade headline growth for industrial control when supply chains come under strain. Bringing critical Spirit packages in-house while synchronising engine improvements positions Airbus for a more reliable narrowbody surge later this decade. For metals and aero-engine suppliers, the message is clear: capacity must align not only with demand, but with traceable quality and integration readiness.

Airbus 1Q Deliveries Impacted by Engine and Parts Shortages

Airbus A320

Supply Chain Constraints Hit A320 and A350 Programs

Airbus delivered 136 aircraft in the first quarter of 2025, six fewer than the same period last year. This shortfall reflects persistent supply chain issues, notably engine shortages and delayed parts from Spirit AeroSystems.

A320 family deliveries fell to 106 aircraft, down from 116 last year. CFM International’s Leap engine deliveries remain constrained, affecting output. However, Airbus delivered more A220 jets — 17 units, up from 12 a year ago.

Meanwhile, A330 deliveries dropped to four from seven, while A350 deliveries rose to nine, up from seven. Despite the dip in total quarterly deliveries, output increased monthly — from 25 in January to 71 in March.

Airbus Maintains 2025 Guidance Amid Delivery Bottlenecks

Airbus is still targeting 820 total aircraft deliveries in 2025, with a significant ramp-up expected in the second half. Leap engine supplies are projected to normalize by mid-year, enabling faster delivery rates from July onward.

Gross orders reached 280 aircraft in Q1, with net orders totaling 204 after cancellations.

The company’s backlog now stands at 8,726 aircraft — about 10 years of production at current rates.

Airbus output remains the primary barometer of its industrial performance, even though deliveries do not perfectly align with production. As a result, market watchers closely follow monthly shipment trends for insights into aerospace supply chain recovery.

The Metalnomist Commentary

Airbus’ Q1 data underscores the fragility of global aerospace supply chains, especially in engine and structural components. While order books remain strong, execution risk continues to weigh on output. Leap engine normalization and Spirit AeroSystems’ reliability will be key to Airbus delivering on its ambitious 2025 targets.

China Aerospace-Grade Titanium Sponge Exports Set to Rise as OEMs Diversify Supply

China Aerospace-Grade Titanium Sponge

China aerospace-grade titanium sponge exports are expected to rise over the next five years as western aerospace supply chains look for additional qualified raw material sources. Chinese producer Chaoyang Jinda Titanium expects international shipments of qualified aerospace-grade sponge to increase from around 1,000t this year to 10,000t by 2030.

The shift reflects a deeper change in the aerospace titanium supply chain. Western aircraft manufacturers and ingot melters are trying to reduce exposure to Russian supply, while aircraft build rates are expected to rise from 2027.

China aerospace-grade titanium sponge is therefore moving from a limited export niche into a potential supply-chain balancing tool. However, tariffs, qualification risk and geopolitical uncertainty will limit how quickly US and European buyers adopt Chinese material.

The opportunity is strongest in standard-quality structural titanium grades. Premium-quality sponge for engine, landing-gear and other critical applications is likely to remain controlled by established suppliers with long qualification histories.

Western Aerospace Buyers Face a Supply-Diversification Challenge

Aerospace-grade sponge demand is expected to recover from 2027 after a weaker 2026 caused by inventory normalisation. Mills have been reducing stocks of semi-finished titanium parts and raw materials, but aircraft production plans point to higher requirements later in the decade.

The timing is important. Airbus and Boeing both carry long aircraft backlogs, creating a decade of production visibility. This forces mills and original equipment manufacturers to look beyond short-term demand swings and secure raw material sources for future build-rate increases.

Western OEMs also continue to reassess Russian titanium exposure. If procurement from Russia declines, the market will need alternative aerospace-qualified sponge to fill the gap. Japan’s Toho Titanium and Osaka Titanium are expanding, while China is preparing to supply more qualified material.

Global approved aerospace-grade sponge supply excluding Russian products is expected to rise from about 74,000t this year to around 91,000t by 2030. Demand is expected to grow at a similar pace, leaving the market sensitive to which suppliers are included in purchasing programmes.

The supply-demand picture changes significantly depending on China and Russia. Excluding both suppliers creates a tighter market. Including them creates more apparent supply availability. This makes qualification and geopolitical acceptability just as important as physical capacity.

Some US ingot producers began qualifying Chinese titanium sponge in 2024. US imports from China rose to a 10-year high of 1,069t that year, showing that buyers were willing to test Chinese material when diversification pressure increased.

However, imports fell to 155t last year and no Chinese sponge imports were reported in January-February 2026. Tariff volatility, high mill inventories and policy uncertainty discouraged further purchasing.

This shows the main barrier for China aerospace-grade titanium sponge. Aerospace qualification requires multi-year commitments, stable documentation, repeatable quality and customer confidence. Buyers will not qualify a new source quickly if they fear trade rules could change again.

Titanium is exempt from the latest 10% US tariff, and overall duties have fallen back to 40% from 60%. But the rate itself is not the only issue. For aerospace buyers, volatility can be more damaging than the actual tariff level.

A mill can absorb or price a known tariff. It cannot easily build a long-term qualification strategy around unpredictable policy. This is why US buyers may limit Chinese sponge procurement to 15-20% of requirements, even if the material is technically acceptable.

Europe and Asia-Pacific may offer more immediate export channels. China already supplies aerospace-grade sponge to buyers in those regions, supporting shipments even when US demand is limited.

Capacity Expansion Could Change the Titanium Sponge Balance

China is preparing a large wave of aerospace-grade sponge capacity additions. Several major projects are scheduled to come on line soon, with combined new capacity of around 110,000 t/yr.

The scale is unprecedented. The planned additions exceed the combined existing capacity of Japan’s Toho and Osaka Titanium, Kazakhstan’s Ust-Kamenogorsk Titanium and Magnesium Plant, and Saudi Arabia’s ATTM.

China’s expansion is driven by two demand streams. Domestic aerospace demand is rising from the Comac C919 programme and military aircraft production. At the same time, producers expect higher export demand as western OEMs diversify away from Russia.

China’s titanium mill product demand already has a meaningful aerospace base. Aerospace applications accounted for about 20% of China’s titanium mill product demand in 2025, or roughly 31,280t. The chemicals industry remained the largest segment at 48%.

The domestic base gives Chinese sponge producers a stronger platform for quality improvement. Aerospace production experience matters because sponge qualification depends on consistency over time, not only nameplate capacity.

Still, some market participants question whether all new capacity can secure international aerospace qualification. New lines may need years of operating history before western melters and OEMs accept material for aircraft applications.

This is a critical distinction. China may have large physical capacity, but aerospace supply depends on approved, audited and repeatable production. Capacity alone does not guarantee market access.

Price competitiveness may support adoption. Domestic China aerospace-grade sponge prices have recently held firm at 55,000-57,000 yuan/t ex-works because of cost pressure. That remains competitive against some western supply routes, especially if buyers need alternative non-Russian material.

However, qualification is likely to split the market by application. Standard structural titanium grades are more likely to accept Chinese sponge over time. These grades support airframes and less critical structural components where qualification remains strict but less restrictive than engine-grade applications.

Premium-quality sponge will be harder to penetrate. Engine, landing-gear and other demanding aerospace uses require deeper qualification, tighter chemistry control and stronger confidence from prime contractors and tier suppliers.

Airbus’ titanium demand outlook adds another layer. The A350 is a high titanium-bearing platform, with titanium representing around 15% of aircraft weight. As A350 production rises toward 2027 and 2028, titanium demand visibility should improve across the supply chain.

That demand pull could make Chinese material more attractive if western supply tightens. But buyers will still balance cost, qualification, geopolitics and supply security.

For Chinese producers, the path is clear but difficult. They must prove consistent aerospace-grade quality, build long-term customer trust, manage export documentation and navigate trade policy risk.

For western OEMs, the decision is strategic. China aerospace-grade titanium sponge could reduce Russia exposure and improve supply flexibility. But it also introduces another geopolitical dependency at a time when aerospace and defence supply chains are under closer scrutiny.

The most likely outcome is partial adoption. Chinese sponge may become a growing supplement for standard-quality structural grades, while established Japanese, Kazakh, Saudi and other qualified suppliers remain central to premium aerospace applications.

The Metalnomist Commentary

China aerospace-grade titanium sponge will become harder for western aerospace supply chains to ignore as aircraft build rates rise and Russian exposure narrows. The decisive issue is not capacity, but whether Chinese producers can convert new output into trusted, qualified and politically acceptable supply.

Norsk Titanium Airbus Partnership Advances Titanium Additive Manufacturing for Aerospace

Norsk Titanium

Norsk Titanium Airbus partnership plans mark another step toward industrializing titanium additive manufacturing for aerospace production. Norwegian additive manufacturer Norsk Titanium has agreed to work with Airbus on directed energy deposition using Norsk’s rapid plasma deposition technology.

The agreement will place a Merke IV rapid plasma deposition machine at Airbus’ Varel production site in Germany. The companies will jointly evaluate manufacturing controls, validation data, and process documentation to support broader aerospace use.

Norsk Titanium Airbus partnership activity builds on an existing long-term master supply agreement. Under that arrangement, Norsk already supplies rapid plasma deposition titanium material for A350 production at Varel.

Rapid Plasma Deposition Targets Titanium Cost and Scrap Reduction

Rapid plasma deposition uses plasma arcs to melt titanium wire in an inert atmosphere and build near-net-shape preforms. This approach can reduce machining requirements and scrap compared with conventional forged titanium components.

This matters because aerospace titanium production is costly, material-intensive, and highly dependent on qualified processing routes. Conventional machining can remove large volumes of titanium from forged or rolled input stock, creating both cost and scrap management challenges.

Norsk’s process offers a different manufacturing route by building material closer to the final component geometry. If the process scales reliably, it could improve buy-to-fly ratios, reduce waste, and support more efficient titanium supply chains for aircraft structures.

Process-Based Qualification Could Reshape Aerospace Adoption

The collaboration aims to move beyond part-specific qualification toward broader process-based methodologies for selected titanium products. This is strategically important because aerospace adoption of additive manufacturing often slows when each component requires a separate qualification path.

A more standardized process-based approach could make titanium additive manufacturing easier to deploy across multiple parts. However, the technology remains at an early stage of industrialization, and aerospace customers will require strong evidence on repeatability, traceability, mechanical performance, and production control.

For Airbus, the Varel installation creates a closer link between additive process development and real aircraft production needs. For Norsk Titanium, the agreement strengthens its position as a supplier of industrial-scale titanium preforms for commercial aerospace programs.

The Metalnomist Commentary

The Norsk-Airbus agreement shows that aerospace additive manufacturing is shifting from demonstration toward controlled industrial qualification. The key breakthrough will come when titanium DED becomes a repeatable production process, not only a part-by-part engineering solution.

RTX’s OE Deliveries Drop Amid Ongoing Aerospace Supply Chain Challenges

RTX

RTX, the US aerospace conglomerate, reported a decline in its third-quarter commercial original equipment (OE) deliveries through its subsidiaries Pratt & Whitney and Collins Aerospace, primarily due to ongoing supply chain disruptions faced by major aircraft manufacturers Airbus and Boeing. However, the company’s financial results were buoyed by strong demand from the aftermarket and military sectors.

Pratt & Whitney, a key subsidiary of RTX, delivered 252 large commercial engines in Q3 2024, a decrease from 261 engines during the same period last year but an increase from 236 engines in the previous quarter. Military engine deliveries, however, experienced a notable decline, dropping to 34 units compared to 55 in Q3 2023 and 37 in Q2 2024. In contrast, Pratt & Whitney Canada saw an increase in engine shipments, delivering 521 units, up from 500 a year earlier and 474 in the second quarter of 2024.

Financial Performance Strengthened by Aftermarket and Military Demand

Despite the dip in OE deliveries, Pratt & Whitney’s adjusted sales for July-September 2024 rose by 14%, reaching $7.2 billion, compared to $6.3 billion in Q3 2023. Commercial aftermarket sales rose by 13%, military sales increased by 20%, and commercial OE grew by 9%. These gains helped offset the prior-year $5.4 billion charge related to an engine withdrawal caused by the use of contaminated powdered metal.

RTX’s geared turbofan fleet management plan, including maintenance, repair, and overhaul (MRO) for PW1100G engines, has been performing well, with throughput rising by 10% from Q2 to Q3 2024, and 27% year-over-year. RTX President Christopher Calio highlighted the company's efforts to address the ongoing challenges of balancing the demand for spare parts and new engine production, particularly for Airbus as it ramps up its production.

Supply Chain and Production Adjustments

Collins Aerospace, another RTX subsidiary, reported $7 billion in sales, a modest increase from $6.6 billion in the prior year. This was largely driven by strong defense and commercial aftermarket demand. However, commercial OE volumes fell by 8% due to lower sales of narrowbody aircraft engines for Airbus A320 and Boeing 737.

RTX has continued to manage its supply chain issues by receiving material and building end products for high-volume programs to meet Boeing’s post-strike requirements. The company also made cost-curtailment adjustments on certain parts of its Boeing product portfolio in response to ongoing pressures.

Challenges with Widebody Aircraft

The company faced mixed performance on widebody aircraft sales. Collins Aerospace saw a 1% increase in sales, primarily driven by Boeing’s 787 program. However, sales related to Airbus A350 deliveries were lower, and the 787 program is not currently profitable for RTX on the OE front. These challenges were further exacerbated by the shift in heat exchanger supply from Russia to the US and UK, a move that has added complexities to the company’s cost structure.

Outlook

While RTX faces significant challenges in its OE delivery and supply chain management, the company's strong performance in the aftermarket, military sectors, and maintenance operations has helped mitigate some of these pressures. The outlook remains cautious, as the aerospace sector grapples with ongoing production issues, particularly with Airbus and Boeing.

Airbus A320 Delivery Target Cut as Pratt & Whitney Supply Delays Persist

Airbus A320

Airbus A320 delivery target has been cut because Pratt & Whitney engine supply remains insufficient. Airbus now expects to reach a rate of 70-75 A320 family aircraft per month by the end of 2027. Its earlier target was 75 aircraft a month. As a result, Airbus A320 delivery target is now being reset by engine constraints rather than customer demand.

This matters because the A320neo family remains Airbus’ core narrowbody platform. Pratt & Whitney’s delivery shortfall is forcing Airbus to slow its production ramp-up. The problem also affects near-term planning for commercial aircraft deliveries. Therefore, Airbus A320 delivery target has become a direct measure of supplier performance.

Airbus still expects to deliver 870 commercial aircraft in 2026. That is above the original 2025 guidance of around 820 and the revised 2025 target of 790. However, management made clear that engine availability and wider supply chain pressure still limit output. Consequently, Airbus commercial aircraft deliveries remain exposed to upstream bottlenecks.

Pratt & Whitney Engine Supply Is Now the Main Constraint

Pratt & Whitney engine supply is the central reason for the revised Airbus schedule. The US engine maker supplies the PW1100G geared turbofan for the A320neo series. Airbus said Pratt must balance new engine deliveries with its recall campaign and durability upgrades. As a result, A320neo production ramp-up cannot move as quickly as Airbus planned.

The durability issue remains important. Pratt is working to improve performance through the GTF Advantage engine, which was certified in 2025. Even so, Airbus said the supply response has not matched its requirements. Meanwhile, Airbus has already initiated a dispute process, showing how serious the issue has become.

A320neo Production Ramp-Up Also Raises Pressure on CFM

A320neo production ramp-up now depends even more on alternative engine capacity. Airbus will need more support from CFM International if it wants to sustain rate 75 later on. CFM is jointly owned by Safran Aircraft Engines and GE Aerospace. Therefore, the Airbus A320 delivery target now creates more pressure on the wider engine ecosystem.

The adjustment is not limited to the A320 program. Airbus also lowered its A220 delivery target to 13 a month in 2028 from 14. It also cut this year’s A220 target to 12 a month from 14. That shows the company is managing multiple production constraints at once. Meanwhile, Airbus kept its A330 and A350 targets unchanged.

The Metalnomist Commentary

This revision shows that aerospace demand is still stronger than supply chain execution. Airbus does not have a market problem. It has an engine availability problem. Until Pratt & Whitney fully stabilizes deliveries, Airbus A320 delivery target will remain one of the clearest indicators of aerospace supply chain stress.