FAA and EASA Certify CFM LEAP-1A HPT Blade for Durability Enhancement

CFM International

The FAA and EASA have certified CFM International’s upgraded high-pressure turbine (HPT) blade for the LEAP-1A engine, improving durability and extending time on wing in hot environments.

Durability Boost for LEAP-1A Engines

The Federal Aviation Administration (FAA) and the European Union Aviation Safety Agency (EASA) have approved a critical hardware upgrade for the LEAP-1A engine developed by CFM International, a joint venture between Safran Aircraft Engines and GE Aerospace. The newly certified high-pressure turbine (HPT) blade kit aims to increase engine durability, particularly in extreme operating environments like the Middle East, and enhance the engine's time on wing.

The certified kit includes:

• HPT stage-one blade
• Stage-one nozzle
• Forward inner nozzle support

These components are designed to withstand high operating temperatures, improving the engine’s overall performance and lifecycle.

Addressing Supply Chain Bottlenecks

The LEAP-1A engine powers Airbus A320neo aircraft, while the LEAP-1B variant exclusively powers Boeing’s 737 MAX. However, the supply chain for HPT blades has faced significant challenges, impacting engine deliveries in the first three quarters of 2024. During its third-quarter earnings call, Safran revealed that while certification of the new HPT blade was imminent, the delays had already constrained production.

With the certification complete, CFM International is prepared to ship the upgraded blades, focusing first on the maintenance, repair, and overhaul (MRO) market. This should alleviate pressure on airlines operating LEAP-1A engines, many of which are critical to global aviation fleets.

Certification for an updated HPT blade for the LEAP-1B variant is expected by the end of 2025, signaling further advancements in turbine blade technology for Boeing aircraft.

Advanced Materials for Extreme Performance

The high-pressure turbine blades are made from nickel-based superalloys that include chromium, molybdenum, and cobalt, which allow them to endure extreme temperatures and mechanical stress. These advanced materials are vital to enhancing the performance of modern aircraft engines, particularly in demanding conditions.

The certification underscores CFM International’s commitment to advancing engine technology and meeting the evolving needs of global aviation.

Rolls-Royce UltraFan 30 Funding Supports Narrowbody Engine Comeback

Rolls-Royce UltraFan

Rolls-Royce UltraFan 30 development has gained fresh momentum after the company secured €64 million from the EU’s Clean Aviation Joint Undertaking program. The funding will support the UK engine maker’s effort to re-enter the narrowbody aircraft engine market.

Rolls-Royce UltraFan 30 is planned for ground testing in 2028 as the company moves the demonstrator toward future flight testing. The program targets next-generation single-aisle aircraft, a market Rolls-Royce exited after leaving the V2500 engine program in 2012.

Rolls-Royce UltraFan 30 is strategically important because narrowbody aircraft represent one of the largest and most competitive segments in commercial aviation. The company aims to challenge Pratt & Whitney and CFM International, the GE Aerospace and Safran joint venture that supplies LEAP engines.

Geared Turbofan Design Targets Fuel Efficiency Gains

The UltraFan 30 uses ducted geared turbofan technology and is designed to deliver up to 30,000lb of thrust. Rolls-Royce says the engine can improve fuel efficiency by as much as 20% compared with current in-service engines.

That efficiency target matters because airlines and airframers are under pressure to cut fuel burn, emissions, and operating costs. Engine performance has become a decisive factor in future aircraft programs, especially as Airbus and Boeing evaluate next-generation narrowbody platforms.

The fan system also carries materials significance. The engine uses composite fan casing and blades with titanium leading edges, reinforcing the role of lightweight, high-strength materials in future propulsion systems.

Titanium and Advanced Materials Remain Central to Engine Competition

The Rolls-Royce UltraFan 30 program shows how next-generation jet engine development depends on more than aerodynamics and software. It also requires reliable access to advanced composites, titanium alloys, nickel superalloys, precision forgings, coatings, and high-temperature components.

The competitive timing is also important. Airbus has faced engine supply constraints from Pratt & Whitney that affected A320neo production targets. This has highlighted the strategic value of engine availability, supplier resilience, and manufacturing capacity across the aerospace supply chain.

For Rolls-Royce, EU support reduces technical and financial pressure during a critical development phase. For Europe, the funding strengthens regional aerospace technology capability at a time when fuel efficiency, industrial sovereignty, and supply chain resilience are becoming linked.

The Metalnomist Commentary

Rolls-Royce’s UltraFan 30 funding is a strategic bet on re-entering a market dominated by Pratt & Whitney and CFM International. For specialty metals suppliers, the program reinforces long-term demand for titanium, superalloys, and advanced engine-grade materials.

Boeing Restarts Third 737 Line at Renton Plant Amid Engine Delivery Challenges

Boeing has restarted the third production line for its 737 aircraft at its Renton plant, a move aimed at boosting output amidst ongoing supply chain disruptions. The decision comes as French aerospace manufacturer Safran reported a decrease in LEAP engine deliveries, which has impacted both Boeing and Airbus. Safran, which produces the LEAP engines through a joint venture with GE Aerospace called CFM International, has faced issues with the high-pressure turbine (HPT) blade supplier yield, affecting their commitments to airframer customers.

In the first half of 2024, CFM International delivered 664 LEAP engines, which is 121 less than the 785 engines delivered in the same period the previous year. The shortfall was particularly severe in the second quarter, with deliveries down by 29.1% to 297 units. Safran's CEO, Olivier Andries, attributed this decline to lower yields of HPT blades supplied to GE during April and May. Although the yield levels have slightly improved, they have not yet returned to normal.

Howmet Aerospace, the primary supplier of HPT blades, asserted that it has ramped up production by 40% in recent months and does not expect to limit LEAP-1A build rates. Despite this, Safran has revised its full-year LEAP delivery guidance downwards, now anticipating flat to 5% growth over 2023, a significant reduction from earlier forecasts of 10-15% in April and 20-25% at the start of the year. The downward revision is due to reduced deliveries of LEAP-1B engines to Boeing because of decreased 737 MAX output and the HPT situation. While the HPT issue mainly affects Airbus, Boeing has mitigated some impact through inventoried LEAP-1B engines.

Nevertheless, Safran expects to deliver more LEAP engines in the latter half of the year, with improved HPT yields and a focus on supporting Airbus. However, Safran continues to manage the situation carefully to serve both airframers and airliners.

Strong 1H aftermarket revenue

In the first half of 2024, Safran's revenue from its propulsion segment rose by 13.8% year-on-year to $6.46 billion, driven by a 29.9% increase in civil aftermarket revenues. This growth was mainly due to the demand for CFM56 spare parts and LEAP service contracts. CFM56 deliveries increased by four units to 28 in the first half, high thrust engine deliveries rose by eight units to 91, while M88 military engine deliveries more than halved to 14 units from 31 in the same period last year.

Equipment and defense revenues increased by 26% to $5.17 billion, primarily driven by higher original equipment sales. Deliveries of nacelles and landing gear sets increased across the A320 and A330 programs, as well as 787 landing gear sets. The strong demand in the civil aftermarket prompted Safran to raise its revenue guidance for that segment to "upper mid-20s" growth, up from the previous estimate of around 20%.

Safran Advances CFM Rise Compressor and Fan Testing

Safran

French aerospace manufacturer Safran is making progress on testing the low-pressure compressor and composite fan blades for the CFM Rise open fan engine, a next-generation propulsion system designed for greater efficiency and lower emissions. The Rise program, led by CFM International, a joint venture between GE Aerospace and Safran Aircraft Engines, is expected to power aircraft entering service in the mid to late 2030s.

Testing Safran’s Next-Generation Compressor

Safran Aero Boosters has prepared its first high-speed low-pressure compressor, named e-artemis, for testing at an aerodynamic facility in Belgium. The tests will evaluate new designs such as an integrally bladed rotor made from titanium alloys for improved durability and resistance to potential impact. These efforts build on Safran’s experience supplying compressors for engines including the CFM Leap, GEnx, GE9X, and GE Passport.

Fan Blade Development and Expanded Facilities

Safran has also tested three large-diameter composite fan blade configurations to validate performance in mechanical integrity, aerodynamics, and acoustics for unducted environments. To support this work, the company is constructing a new test facility in Villaroche, France, featuring an 8-meter-wide chamber for large-scale component testing, set to open next year.

The Metalnomist Commentary

Safran’s advancement of CFM Rise component testing underscores Europe’s commitment to leading sustainable aviation technology. By combining titanium innovation with composite fan design, the program positions itself as a major step toward fuel efficiency and lower emissions in the global aerospace industry.

EASA Certification of Comac C919 Could Take Up to Six Years, Delaying Global Expansion

Comac C919

European Approval for China’s Flagship Jet Hinges on Extended Evaluation Timeline

The EASA certification of Comac C919 will require between three and six years, according to the European Union Aviation Safety Agency. The announcement underscores the regulatory hurdles facing China’s flagship single-aisle jet, which is currently certified only by the Civil Aviation Administration of China (CAAC). Without EASA approval, Comac’s C919 remains restricted to domestic operations, limiting its global commercial ambitions.

International Components, Domestic Ambitions

The C919 incorporates key systems from global suppliers, including CFM International’s LEAP-1C engine, avionics from Honeywell, GE Aerospace, and Collins Aerospace, and structural parts from various European and American firms. Despite this reliance on international technologies, EASA insists that it must independently verify the aircraft’s integration and design before granting certification. Comac has been commended for its transparency and proactive engagement with regulators.

Certification Timeline Reflects Political and Technical Complexities

The extended timeline for EASA certification of Comac C919 reflects both technical scrutiny and geopolitical realities. Comac’s absence from the FAA certification process indicates a strategic focus on Europe as its primary overseas market. However, in a protectionist trade environment, market access remains uncertain. As Comac seeks to challenge Airbus and Boeing in international markets, regulatory acceptance becomes a critical barrier.

The Metalnomist Commentary

The EASA certification of Comac C919 will be a litmus test for China’s global aerospace ambitions. While technical hurdles are expected, geopolitical headwinds may ultimately shape how far Comac can go in Western markets.

Safran Invests Over €1bn to Expand Engine MRO Network for Growing LEAP Fleet

Safran Aerosystem

Safran, the French aerospace giant, has announced a significant investment of over €1bn (approximately $1.08bn) to expand its maintenance, repair, and overhaul (MRO) network. This move comes in response to the growing demand for services related to the CFM LEAP narrowbody engine, which powers key aircraft such as the Airbus A320neo, Boeing 737 MAX, and COMAC C919.

The investment will enable Safran Aircraft Engines to handle up to 1,200 LEAP engine shop visits annually by 2028, reflecting the surge in demand for MRO services. The company plans to expand its global MRO capacity by constructing an additional 120,000m³ of industrial facilities worldwide. This expansion includes several new and upgraded sites:

• Belgium: A new facility launched earlier this year.
• Hyderabad, India: A new MRO site set to open in 2025.
• Queretaro, Mexico: A second MRO shop and test platform.
• Casablanca, Morocco: A new facility slated for 2026.
• Villaroche and Saint-Quentin-en-Yvelines, France: Expansions in 2025 and 2026, respectively.
• Rennes, France: A new turbine blade repair site.

CFM LEAP Engine and Industry Trends

The LEAP engine is a product of CFM International, a joint venture between Safran Aircraft Engines and GE Aerospace. It has become a crucial part of modern aviation, powering major narrowbody jets. The LEAP engine competes with Pratt & Whitney's PW1100G-JM and has been a key player in airline fleets worldwide.

The MRO services demand for LEAP engines has soared in recent years, as airlines have been forced to extend the life of existing aircraft due to supply chain challenges delaying the delivery of new aircraft. As a result, the CFM LEAP aftermarket services have become increasingly vital to keep these engines running efficiently.

In Q3 of 2024, CFM delivered 365 LEAP engines, though this was 24 fewer units compared to the previous year due to bottlenecks in the production of high-pressure turbine blades and a decline in demand from Boeing.

Strategic Moves by Competitors

Safran’s investment comes in a broader context of increased competition in the MRO sector. In July 2024, GE Aerospace, Safran's US partner, announced a $1bn investment in expanding its MRO capacity. Similarly, Rolls-Royce, a major engine manufacturer based in the UK, revealed a £55mn ($71mn) investment in its own engine services capacity in March 2024. This highlights the growing recognition of the critical role MRO services play in maintaining the efficiency of modern aircraft engines.

New Engine Builds and Legacy Parts Fuel Robust Titanium Demand in Aerospace and Defense Markets

Demand for titanium is on an upward trajectory, driven primarily by the aerospace sector’s ongoing need for current-generation engines and a growing demand for spare parts in legacy aircraft programs, delegates at the International Titanium Association (ITA) conference learned Monday. The aerospace sector’s consumption of titanium is set to expand at a compounded annual growth rate (CAGR) of 10.5 percent over the next five years, according to Marty Pike, president of ATI’s specialty materials unit. This growth reflects a convergence of factors, including new engine builds, heightened maintenance needs, and strategic defense applications.

Driving Forces Behind Aerospace Demand

Increasing build rates among airframe manufacturers and a rise in maintenance, repair, and overhaul (MRO) services are key forces behind titanium’s expected growth, particularly as Airbus and Boeing face backlogs totaling over 14,000 aircraft through 2034. CFM International's LEAP engines and Pratt & Whitney’s geared turbofan engines remain the primary drivers for current-gen engine demand, with production of these platforms expected to increase by 53 percent over the next two years.

"This creates significant opportunity for not only standard-quality titanium but also premium-quality titanium," Pike noted. Titanium is essential in engine applications, including compressor discs, turbine blades, and fasteners, and plays a crucial role in optimizing aircraft performance.

Another notable shift is the doubling effect seen in the demand for spares and new builds, as airlines keep older fleets in operation longer and maintenance cycles accelerate. Historically, spares represented 25 percent of material demand, but this figure could increase to 30-50 percent, driven by intensified MRO cycles.

Titanium's Strategic Role in Defense Markets

Titanium's utility extends into the defense sector, where geopolitical factors continue to fuel demand. As defense budgets surge—reaching a record $2.44 trillion globally in 2023, according to the Stockholm International Peace Research Institute—the metal is increasingly utilized in fighter jets, drones, and other high-performance military equipment. Sam Stiller, Howmet Aerospace's vice president of engineered structures, emphasized that titanium's lightweight and high-temperature resilience make it ideal for stealth applications and advanced drone programs. The F-35 fighter jet, a prime example, comprises 20 percent titanium by weight.

Challenges and Prospects Amid Global Supply Constraints

While titanium demand in aerospace and defense remains robust, panelists cautioned that constrained production rates and supply chain bottlenecks present challenges for manufacturers. Nonetheless, the defense industry’s demand, along with increased aerospace production rates, continues to underscore titanium’s long-term growth prospects in critical sectors.

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.

Safran LEAP Engine Deliveries Rise as Aerospace MRO Demand Stays Strong

Safran LEAP Engine

Safran LEAP engine deliveries rose sharply in the first quarter as the French aerospace group benefited from stronger narrowbody engine output and robust aftermarket activity. Safran delivered 520 LEAP engines in January-March, up 63% from 319 units a year earlier.

Safran LEAP engine deliveries are produced through CFM International, the company’s joint venture with GE Aerospace. The first-quarter result keeps CFM on track for its full-year delivery target of about 2,072 engines, based on expected growth of 15% over 2025.

Safran LEAP engine deliveries also show that narrowbody aircraft supply chains are improving, even as airlines and manufacturers remain exposed to engine durability, parts availability and material cost pressures.

The company said the Middle East war has had little to no operational impact so far. However, analysts questioned whether a longer conflict could eventually reduce air traffic, weaken airline finances or delay maintenance spending.

Aftermarket Strength Supports Propulsion Revenue

Safran’s aftermarket performance remained strong in the first quarter. Spare parts revenue rose by 29%, while services revenue increased by 43%.

This growth was driven by maintenance, repair and overhaul demand for both CFM56 and LEAP engines. Airlines continue to operate older fleets while waiting for new aircraft deliveries, supporting demand for engine shop visits, spare parts and repair work.

Safran said it has not seen any reduction in repair scope, shop visits or retirement trends. Chief executive Olivier Andries said the first half of the year should remain largely unaffected by the conflict.

The company maintained its full-year guidance. It expects low to mid-teen revenue growth, around 15% higher LEAP deliveries, mid-teen spare parts revenue growth and about 20% growth in services revenue.

Propulsion revenue reached €4.55bn in the first quarter. Services accounted for 64.5% of propulsion revenue at €2.9bn, while original equipment contributed €1.6bn.

That revenue mix matters for aerospace suppliers. Aftermarket activity provides stronger earnings visibility when new engine production remains constrained by materials, labour and qualified supplier capacity.

Cobalt and Tungsten Costs Highlight Engine Materials Risk

Safran noted significant price increases in raw materials such as cobalt and tungsten. These materials are critical to high-performance aerospace engine components.

Cobalt is used in superalloys that can withstand high temperatures inside jet engines. Tungsten supports hard metals, high-temperature alloys and precision tooling used across aerospace manufacturing.

The price pressure reflects wider supply-chain risk. Cobalt markets have been affected by the Democratic Republic of Congo’s export restrictions and quota system. Tungsten prices have also risen because of tight concentrate supply and restricted Chinese exports.

Safran said it is managing the cost increases and has buffers to absorb higher raw material prices. Still, the trend reinforces how engine production depends on stable access to strategic metals.

CFM is also preparing to introduce the upgraded “maverick” high-pressure turbine blade on the LEAP-1B around June-July. The upgraded blade was introduced on the LEAP-1A variant last year after US and EU certification.

Other equipment deliveries were mixed. A320neo nacelle output rose by one-third from a year earlier, while A320 landing gear sets, A330neo nacelles and A350 landing gear sets declined. Boeing 787 landing gear deliveries rose by 38% to 22 units.

The mixed performance shows that aerospace recovery remains uneven. Engine deliveries and aftermarket demand are improving, but nacelles, landing gear and late-stage aircraft systems still face different supply-chain pressures.

The Metalnomist Commentary

Safran’s quarter shows that aerospace profitability is increasingly tied to MRO depth and engine materials resilience. LEAP output is recovering, but cobalt, tungsten and high-temperature component supply will remain strategic pressure points as aircraft production ramps.

Airbus 2Q Deliveries Decline as Production Ramp-Up Slows

European aircraft manufacturer Airbus reported the delivery of 181 jets in the second quarter (April-June), down from 189 jets delivered during the same period last year. This decline comes as the company grapples with ongoing supply chain disruptions, leading it to revise its 2024 guidance and the ramp-up rate for the A320 program last month.

For the first half of the year, Airbus delivered a total of 323 jets, slightly up from 316 jets delivered in the first half of the previous year. This modest increase can be attributed to higher output in the first quarter. Despite June's deliveries reaching 67 jets—the highest monthly total so far this year—this figure fell short of the 72 jets delivered in June of the prior year, highlighting the challenges Airbus faces in accelerating production. Nevertheless, second-quarter deliveries exceeded first-quarter figures by 39 units, thanks to an uptick in single-aisle aircraft deliveries.

In the second quarter, Airbus delivered 161 single-aisle aircraft, including 85 A321neos and 60 A320neos. The company also delivered 14 A350s and six A330s as part of its widebody programs, which feature higher titanium content.

During the quarter, Airbus secured 157 gross orders, translating to 140 net orders after accounting for a few narrowbody cancellations. New orders for the A350 decreased, with only 32 orders compared to 71 in the first quarter, of which 30 were from Indian airline Indigo. Net bookings for single-aisle jets totaled 84 units, predominantly for the A321neo.

Looking ahead, Airbus has set a target of approximately 770 deliveries for 2024, down from its previous target of 800. The company has also postponed its goal of achieving a production rate of 75 A320 aircraft per month from 2026 to 2027. These adjustments are due to specific supply chain challenges, particularly with suppliers failing to scale up production at the pace required by Airbus, resulting in significant shortages of parts and engine volumes.

Airbus' A320 aircraft are powered by either CFM International's Leap-1A engine or Pratt & Whitney's PW1100G-JM. CFM also manufactures the Leap-1B engine, which exclusively powers Boeing's 737 MAX. This dual responsibility places CFM in a challenging position as it balances the demands of both Airbus and Boeing, the latter of which is currently dealing with quality issues and federal investigations. Meanwhile, Pratt & Whitney is managing accelerated inspections of its geared turbofan engines following the identification of a "rare condition in powder metal" used in the manufacture of high-pressure turbine and compressor discs last year.

EASA Certifies LEAP-Powered Airbus A321XLR

The European Union Aviation Safety Agency (EASA) has officially granted type certification to Airbus for its CFM LEAP-1A-powered A321XLR aircraft. This narrow-body aircraft, known for its Xtra Long Range capabilities, features additional fuel capacity and aerodynamic enhancements, allowing it to perform long-haul flights typically handled by wide-body jets.

The A321XLR distinguishes itself from the standard A321neo by integrating an extra fuel tank into the plane's underbelly. EASA's certification process focused primarily on the crash and fire safety concerns associated with this additional fuel tank.

To support the additional weight, Airbus has reinforced the fuselage with stronger material compositions and made structural enhancements, including reinforcing the landing gear. The landing gear employs high-strength titanium alloys combined with elements like molybdenum, vanadium, aluminum, and chromium.

This certified version of the A321XLR is powered by the LEAP-1A engine from CFM International, a collaboration between France's Safran and the US' GE Aerospace. The LEAP engine, designed with sufficient thrust and maximum take-off weight capacities, did not require modifications from its use on the A320neo.

This certification comes just weeks after Airbus announced a delay in ramping up its A320 program due to persistent supply chain challenges, including engine supply issues from CFM and Pratt & Whitney.

Certification for the Pratt & Whitney engine version, developed by the US conglomerate RTX, is expected later this year.

Airbus currently holds over 500 orders for the A321XLR.

Airbus Delivery Target 2025: Airbus holds delivery goal despite setbacks

Airbus Guillaume Faury

Airbus Delivery Target 2025 remains intact despite engine shortages and strike hangovers. The company still targets 820 deliveries in 2025. Management plans a heavy back-half ramp to meet the Airbus Delivery Target 2025.

Supply chain headwinds test the ramp

Airbus flagged constrained LEAP engine supply from CFM International. Pratt & Whitney disruptions eased but still ripple through schedules. As a result, completed aircraft awaiting engines rose to 60 by quarter-end. Airbus Delivery Target 2025 therefore requires steadier module flows. Safran’s recovery helps, yet CFM output lags management hopes.

Program rates and long-term outlook

Airbus prepares for a fourth-quarter surge to hit guidance. The A320neo stays on track for 75 a month by 2027. Meanwhile, A330 stabilizes at four a month, rising to five by 2029. Airbus also targets 12 A350s a month by 2028. The A220 aims for 14 a month by 2026, despite Spirit AeroSystems constraints. These trajectories underpin the Airbus Delivery Target 2025 roadmap.

Airbus front-loaded fixes but back-loaded deliveries. The company shipped 306 aircraft in the first half. Therefore, more than 500 units must leave in the final six months. Execution depends on engine throughput, interiors, and certification cadence. However, resolved strikes at Safran should improve part availability.

The Metalnomist Commentary

Engine pacing remains the critical swing factor for Airbus in 2025. Watch monthly LEAP handovers, spares allocation, and MRO turnaround times. If CFM accelerates, Airbus can de-risk the year-end surge and protect margins.

Lufthansa Technik to Establish Jet Engine Repair Facility in Calgary, Boosting LEAP Engine Support in North America

Lufthansa Technik

WestJet Partnership Anchors Lufthansa Technik's Canadian Expansion

Lufthansa Technik (LHT), a global leader in aerospace aftermarket services, will build a LEAP jet engine repair facility at Calgary International Airport. This marks a pivotal step in enhancing North America's engine maintenance capacity amid rising demand.

The new plant is part of a 15-year strategic partnership with Canadian carrier WestJet, who will serve as the launch customer. The facility will begin construction in mid-2025 and is projected to be operational by 2027. The initiative has secured $120 million in combined funding from municipal, provincial, and federal levels in Canada, reflecting broad governmental support for aerospace investment.

Strategic Growth Driven by Engine Demand and Delays in Aircraft Delivery

The facility will specialize in maintenance, repair, and overhaul (MRO) of LEAP engines, a high-efficiency powerplant developed by CFM International, the joint venture between GE Aerospace and Safran. The LEAP-1B powers Boeing 737 MAX, while the LEAP-1A supports the Airbus A320neo series. Both programs have experienced delivery delays, pushing airlines to operate older aircraft longer, which has driven demand for MRO services.

LHT will conduct complex engine overhauls in Hamburg and at its Polish joint venture, XEOS, alongside the new Calgary site. This distributed network aims to meet increased aftermarket needs, especially as titanium-intensive components face production bottlenecks.

Calgary Facility Positions Canada as Key Player in Global MRO Market

This move positions Calgary — and by extension, Canada — as a growing hub in the global aerospace maintenance landscape. Beyond WestJet, LHT plans to open the facility’s services to other LEAP engine operators across North America. This long-term investment also reflects a strategic realignment of global MRO resources toward regions with growing fleet maintenance needs and supportive government frameworks.

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 2026 Delivery Guidance Holds Despite Engine and Delivery Bottlenecks

Airbus

Airbus 2026 delivery guidance remains unchanged even after supply constraints and administrative delays reduced first-quarter deliveries. The European aircraft manufacturer is still targeting around 870 commercial aircraft deliveries this year and adjusted earnings before interest and taxes of about €7.5bn.

Airbus 2026 delivery guidance now depends on another heavily backloaded delivery year. The company delivered only 114 aircraft in January-March, leaving a large volume to be handed over across the remaining nine months.

Airbus 2026 delivery guidance is being tested by two separate issues. The first is the continuing dispute with Pratt & Whitney over geared-turbofan engine supply. The second is a temporary delivery delay involving nearly 20 aircraft for Chinese customers.

The company said its commercial programme ramp targets remain unchanged. However, the first-quarter result shows that aircraft production is still constrained by engines, quality repairs, customer delivery timing and geopolitical cost risks.

Pratt & Whitney Dispute Shifts Focus Toward 2027 Engine Supply

Airbus said scheduled Pratt & Whitney engine deliveries for 2026 are confirmed. The dispute with the RTX subsidiary now centres more heavily on 2027 supply.

This matters because Pratt & Whitney’s GTF engines are used on the Airbus A320neo family. A shortage of engines has already affected Airbus’ narrowbody production planning.

In February, Airbus cut its A320 build target to 70-75 aircraft a month in 2027. The adjustment was based on this year’s expected GTF receipt levels and the outlook for future engine availability.

Airbus is working with Pratt & Whitney to resolve the issue. Chief executive Guillaume Faury said the company is also assessing its contractual rights.

Airbus has leaned on alternative engine supplier CFM International where possible. However, Faury said CFM supply is not enough to offset the significant number of missing Pratt & Whitney engines.

The company is not currently producing A320 gliders, or completed aircraft without engines. That indicates Airbus is still trying to keep production and final delivery flows aligned rather than building unfinished inventory.

The engine issue remains strategically important for aerospace suppliers. Narrowbody aircraft output depends on a deep chain of titanium parts, nickel superalloy components, forgings, castings, powder metal parts, fan blades, disks and certified MRO capacity.

China Deliveries and Panel Repairs Add Short-Term Inventory Pressure

Airbus also faced an administrative delay that prevented the delivery of nearly 20 aircraft to Chinese customers in the first quarter. The issue increased inventory to €5bn, up €1.5bn from a year earlier.

The China delivery delay has now been resolved, and aircraft handovers resumed after the end of the first quarter. This should support second-quarter delivery recovery if no new bottlenecks emerge.

Airbus manufacturing and deliveries have also been misaligned because of repairs on fuselage panels disclosed last December. The company expects to resolve that panel quality issue and realign production with deliveries by the end of this quarter.

These issues show how sensitive aircraft deliveries remain to late-stage disruptions. Even when aircraft are built, certification, paperwork, engines, interior systems or quality repairs can delay revenue recognition and cash conversion.

Airbus said it has not experienced direct supply disruption from the Middle East crisis. However, it is monitoring higher oil and derivative product prices and their possible effects on global air traffic.

That risk matters because airline profitability can influence delivery schedules, fleet decisions and aftermarket demand. Higher fuel costs can also ripple through plastics, chemicals, logistics and aerospace supply costs.

For now, Airbus is keeping confidence in its full-year plan. But the company will need a much stronger delivery pace through the rest of 2026 to meet its 870-aircraft target.

The Metalnomist Commentary

Airbus’ unchanged guidance shows confidence, but the first quarter highlights how fragile the aerospace ramp-up still is. Engine availability, quality repairs and delivery timing are now as important as final assembly capacity in determining real aircraft output.

Safran Expands LEAP Engine Production in India with New Agreements

Safran Aerosystems

Safran signs deals with HAL and TEAL for the production of LEAP engine parts in India.

French aerospace manufacturer Safran Aircraft Engines has expanded its presence in India by signing agreements with Hindustan Aeronautics (HAL) and Titan Engineering and Automation Limited (TEAL) for the production of LEAP engine parts. This move strengthens Safran’s manufacturing footprint in South Asia and aligns with its strategy to localize production and meet the growing demand for aircraft engines in the region.

LEAP Engine Parts Production with HAL and TEAL

Under the agreements, HAL will manufacture nickel ring forgings for the CFM LEAP engine turbine, further strengthening the long-standing relationship between Safran and HAL. This partnership is particularly important, as CFM International — a 50:50 joint venture between Safran Aircraft Engines and GE Aerospace — produces the LEAP engines that power Boeing's 737 MAX and Airbus' A320neo aircraft.

Meanwhile, TEAL, a subsidiary of Titan Engineering and part of the Tata Group, will produce parts for the LEAP engine’s low-pressure turbine. Production is set to begin in 2026, marking another significant step for Safran’s expansion in India’s aerospace sector.

Safran’s Expanding Footprint in India

The agreements highlight Safran's ongoing investment in India, where the company already operates five sites in Hyderabad, Bengaluru, and Goa. In addition, Safran is set to open a sixth site for maintenance, repair, and overhaul (MRO) in Hyderabad later this year. This continued expansion reflects the company’s commitment to bolstering its capabilities and meeting the needs of the growing Indian aerospace industry.

Conclusion

Safran’s partnership with HAL and TEAL for LEAP engine production in India is a significant milestone in the company’s global strategy. By localizing production and fostering long-term partnerships, Safran is positioning itself to remain at the forefront of the aerospace industry in South Asia.

FAA Approves Pratt & Whitney’s New GTF Advantage Engine for Airbus A320neo

Pratt & Whitney

Engine Upgrade Extends Life Cycle and Boosts Long-Range Capabilities

The U.S. Federal Aviation Administration (FAA) has approved the GTF Advantage engine by Pratt & Whitney for commercial use. This next-generation engine will power Airbus A320neo aircraft starting in the second half of 2025.

The GTF Advantage is an upgraded version of the PW1100G-JM geared turbofan (GTF) engine. It will become the production standard for Pratt & Whitney-powered A320neo aircraft, the company confirmed last Friday.

Airbus also offers the LEAP-1A engine, made by CFM International, a joint venture between GE Aerospace and Safran. Together, these two engine options define the propulsion strategy for Airbus’ best-selling narrow-body jet.

Engineering Enhancements Aim to Extend Time on Wing

The GTF Advantage was designed to extend time on wing and reduce engine maintenance cycles. To do so, Pratt & Whitney integrated a new airfoil design and advanced coating technologies in the high-pressure turbine.

Operating temperatures have been lowered through component upgrades, improving fuel efficiency and durability. Some of these enhancements can already be applied to existing GTF engines to deliver immediate performance benefits.

The engine also provides greater takeoff thrust, allowing it to serve larger variants like the A321XLR. This extra-long-range model aims to compete with widebody jets on transcontinental and long-haul routes.

Airbus and Pratt & Whitney Push the Narrow-Body Frontier

Airbus has received over 500 orders for the A321XLR, signaling strong demand for fuel-efficient long-range narrow-body aircraft. Airbus recently delivered its first LEAP-powered XLR aircraft to Iberia, a major Spanish airline.

Pratt & Whitney, a subsidiary of RTX, continues to innovate in high-performance propulsion for commercial aviation. With FAA certification now secured, the GTF Advantage sets a new benchmark for engine longevity, sustainability, and flight efficiency.

Aerolloy VAR titanium castings boost India’s aerospace supply chain

Aerolloy

Indian Aerolloy VAR titanium castings mark a major step in domestic aerospace materials capability. Aerolloy Technologies has commissioned a vacuum arc remelting (VAR) furnace at PTC’s Aerospace Precision Castings Plant in Lucknow. The Aerolloy VAR titanium castings will support aircraft engines, industrial gas turbines and other high-spec defence applications.

Aerolloy VAR titanium castings move India up the value chain

The new VAR furnace allows Aerolloy to melt and refine large titanium castings to demanding aerospace standards. This move reduces dependence on imported titanium components and strengthens India’s position in global engine supply chains. Crucially, Aerolloy VAR titanium castings provide near-net-shape parts, cutting machining time and lowering scrap rates.

Earlier this month, Aerolloy also brought a vacuum induction melting (VIM) furnace online for superalloy castings. Together, VIM and VAR create an integrated melt route from alloy production to critical rotating and structural parts. As a result, Aerolloy can offer titanium and superalloy castings with tighter metallurgical control and better consistency.

Capacity figures for the new furnaces are undisclosed, but the strategic impact is clear. India now fields a more complete suite of advanced melt technologies previously concentrated in North America, Europe and Japan. This enhances resilience for engine OEMs seeking diversified, multi-regional sources of titanium and nickel-based superalloy castings.

Safran LEAP engine contracts underline export potential

Commercial traction is already emerging around the new melt shop. In March, Aerolloy signed a long-term purchase order with Safran Aircraft Engines. The deal covers seven cast engine components for CFM International LEAP-1A and LEAP-1B engines.

The Safran contract builds on earlier qualification in 2023, when Aerolloy was approved to develop and supply cast parts. Therefore, the new Aerolloy VAR titanium castings capability is anchored by real engine programmes, not just speculative capacity. This alignment with LEAP engines, a high-volume narrowbody workhorse, signals meaningful export potential.

In parallel, India’s defence and industrial gas turbine markets stand to benefit from localised casting capability. Domestic programmes can now source critical titanium castings and superalloy components without relying solely on imports. Over time, this may encourage further investment in upstream titanium sponge, alloy ingots and recycling to support a full circular ecosystem.

The Metalnomist Commentary

India’s quiet build-out of VIM–VAR casting capacity is reshaping the global map for titanium and superalloy supply. Aerolloy’s progress shows how targeted investments, paired with anchor orders from OEMs like Safran, can rapidly elevate a new hub into the aerospace tier-one conversation. The next strategic question is how fast India can complement these furnaces with deeper raw material and recycling infrastructure.

GE Aerospace LEAP engine deliveries surge on supply chain recovery

GE Aerospace LEAP engine

GE Aerospace LEAP engine deliveries surged in the third quarter as supply chain stability unlocked higher output. The engine maker delivered 511 LEAP units, a 40pc increase year on year. As a result, GE Aerospace lifted its full-year guidance for LEAP production growth above 20pc. The stronger trajectory for GE Aerospace LEAP engine deliveries underlines how quickly the narrowbody engine market is tightening again.

Supply-chain gains underpin LEAP production outlook

Improved throughput and yields at core suppliers sit behind stronger GE Aerospace LEAP engine deliveries. Suppliers shipped more than 95pc of committed volume for a third consecutive quarter. Therefore, GE Aerospace now expects more than 20pc shipment growth versus 2024, up from earlier guidance. Management also targets deliveries of 2,000 LEAP engines next year through its CFM International joint venture. This outlook closely tracks Boeing and Airbus narrowbody build plans for the 737 MAX and A320neo.

Aftermarket demand intensifies LEAP engine pressure

Meanwhile, surging MRO demand amplifies the impact of higher GE Aerospace LEAP engine deliveries. Airlines are flying older fleets longer as new aircraft deliveries slip, stretching engine maintenance schedules. At the same time, early-generation LEAP engines are entering first and second shop visits. Quarterly aftermarket revenue rose 28pc to $6.8bn, driven by complex widebody work and higher narrowbody volumes. Internal LEAP inductions increased 30pc, while external shop visits doubled, yet capacity still lags demand.

Despite strong earnings momentum, GE Aerospace warns that supply chain vulnerabilities could still disrupt engine deliveries. The company continues to expand its MRO network and parts availability to support future LEAP shop visits. However, management expects engines coming off wing for maintenance to rise by double digits next year. This imbalance between demand and repair capacity will shape utilization patterns for airlines and lessors.

The Metalnomist Commentary

GE Aerospace’s latest results confirm that LEAP remains the workhorse of global narrowbody growth, but also a bottleneck. For metals and component suppliers, sustained LEAP ramps and heavier MRO loads signal durable demand for high-temperature alloys. Investors should watch whether supply chain upgrades can keep pace with this cycle before the next downturn.

GE Aerospace Cuts LEAP Forecast Again as 2Q Sales Drop

In a challenging turn of events, GE Aerospace has once again lowered its production forecast for the LEAP engine, marking the second downward adjustment this year. The company, headquartered in Ohio, now projects a flat to 5% growth in LEAP production for the remainder of the year, a significant decrease from the 10-15% forecast in April and the original 20-25% target set at the beginning of the year.

Commercial engine deliveries in the second quarter saw a notable decline, dropping 26% year-over-year to 402 units. Specifically, sales of LEAP engines, produced in collaboration with Safran Aircraft Engines through their joint venture CFM International, fell by 29% to 297 units. These engines are critical to Boeing's 737 MAX program and Airbus' A320 family of narrow-body jets.

GE Aerospace attributed the reduction in sales to ongoing raw material shortages and bottlenecks at 15 supplier sites. Additionally, slower production rates from airframers have compounded these supply chain issues, leading to further disruptions.

Industry experts have raised alarms about the fragile state of aerospace supply chains, which have struggled to meet the surging demand for air travel post-COVID-19 pandemic. To mitigate these challenges, GE Aerospace is expanding its manufacturing capacity and boosting output from its domestic suppliers.

Despite these hurdles, commercial engine orders in the second quarter rose by 23% year-over-year to 808 units, with LEAP orders increasing by 33% to 615. However, the defense segment faced significant setbacks, with engine deliveries plummeting 62% to 87 units and orders dropping 83% to 62 units, largely due to timing issues.

On a brighter note, GE Aerospace has increased its full-year earnings guidance, driven by robust demand for its aftermarket services, which account for over two-thirds of its revenue. The company now anticipates an operating profit of $6.5 billion to $6.8 billion for 2024, up from the April forecast of $6.2 billion to $6.6 billion.

Maintenance, repair, and overhaul (MRO) services saw a surge in orders, growing by over 30% in the second quarter. To enhance efficiency, GE Aerospace plans to invest $1 billion in its MRO facilities, aiming to reduce turnaround times by 30% from 2023 levels. Notably, turnaround times for LEAP shop visits improved to 86 days from 100 days a year earlier.

Despite these operational successes, GE Aerospace's profit for the second quarter dipped by 4% to $1.4 billion, while revenues increased by 4% to $9 billion.