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.

Aircraft Engine MRO Bottlenecks Set to Lift Aerospace Superalloy Demand

IATA

Aircraft engine MRO bottlenecks are becoming a structural constraint for global aviation as durability problems, rapid fleet growth and limited spare parts increase maintenance demand. The International Air Transport Association says the industry must expand parts availability and repair capacity to protect long-term fleet resilience.

Aircraft engine MRO bottlenecks are particularly acute for Pratt & Whitney geared turbofan engines and CFM International LEAP engines. Premature component failures are shortening time on wing and forcing additional shop visits alongside scheduled maintenance.

Aircraft engine MRO bottlenecks also carry significant implications for specialty metals. Rising overhaul activity will increase consumption of nickel and cobalt superalloys, refractory metals and titanium used in high-pressure turbine, compressor and structural engine components.

The pressure is unlikely to disappear quickly. In-service LEAP and GTF fleets are expected to expand five- to sixfold between 2024 and 2040 as airlines replace older narrowbody aircraft with newer platforms.

Durability Problems Accelerate Engine Shop Visits

Pratt & Whitney’s powdered metal issue has been one of the largest recent disruptions. The problem affects high-pressure turbine and compressor disks in GTF engines and has required affected aircraft to undergo additional shop visits for component replacement.

Groundings of GTF-powered aircraft peaked at 648 units in March 2025, equal to 28% of the fleet. These aircraft remained unavailable while operators waited for maintenance slots and replacement parts.

CFM’s LEAP engines have faced separate durability challenges. Stage-1 high-pressure turbine blades have shown premature wear, particularly in hot and harsh operating environments.

These problems reduce engine time on wing. Airlines must therefore send engines to maintenance facilities earlier than planned, adding unscheduled work to an already growing base of routine overhauls.

The scale will increase significantly as newer engines dominate the global narrowbody fleet. Annual LEAP shop visits are expected to exceed 5,000 by 2040, while GTF shop visits could surpass 2,000.

Engine manufacturers are adding MRO capacity directly and through partners. However, new repair shops alone cannot solve the problem if replacement parts, forgings and qualified components remain constrained.

MRO Growth Strengthens Nickel, Cobalt and Titanium Demand

High-pressure engine components operate at extreme temperatures and mechanical loads. This makes nickel-based superalloys essential for turbine disks, blades and other hot-section components.

Cobalt and refractory elements also play important roles in advanced superalloy systems. Their ability to maintain strength and oxidation resistance under extreme conditions makes substitution difficult in many engine applications.

Titanium demand will also benefit from higher maintenance activity. Titanium alloys are widely used in compressor sections, fan systems and structural engine components because of their strength-to-weight ratio and corrosion resistance.

Limited-life high-pressure parts on mature engines typically require replacement after around 15,000-20,000 cycles. On a single-aisle aircraft, that can correspond to roughly five to seven years of operation.

The growing LEAP and GTF installed base therefore creates a predictable long-term materials cycle. Even if durability problems improve, fleet growth alone will generate substantially more engine overhaul demand.

The supply-chain challenge extends beyond raw metals. Engine makers need qualified forgings, castings, powder products, machined parts, heat treatment and nondestructive testing capacity.

For specialty metals suppliers, MRO demand can be particularly attractive because replacement parts require certified material and tightly controlled processing routes. Aerospace qualification barriers also limit how quickly new competitors can enter.

IATA is calling for better access to spare parts, stronger long-term supply agreements and industry-wide operating standards. Without those changes, maintenance capacity may continue to lag fleet growth.

The Metalnomist Commentary

Engine MRO is becoming one of the strongest long-term demand channels for aerospace superalloys and titanium. The real bottleneck will increasingly be qualified parts and processing capacity rather than raw metal availability alone.

Pratt & Whitney Capacity Expansion Targets Forgings and GTF MRO Bottlenecks

Pratt & Whitney

Pratt & Whitney capacity expansion plans will add production and aftermarket capability across commercial and defence engine programmes. The RTX subsidiary will invest $200mn to increase engine component output and strengthen maintenance, repair and overhaul capacity.

Pratt & Whitney capacity expansion is strategically important because the company remains under pressure to improve geared turbofan engine deliveries for Airbus narrowbody aircraft. It must also support defence engine demand tied to F-15, F-16 and F-35 fighter programmes.

The investment will be split between manufacturing and GTF engine MRO. Half will support a new facility in Rzeszow, Poland, while the remaining $100mn will expand three US aftermarket sites.

The plan shows how aerospace supply chains are moving deeper into materials and repair bottlenecks. Engine production now depends on qualified forgings, titanium and nickel disks, powder metallurgy control, spare parts availability and faster shop-visit turnaround.

Rzeszow and Columbus Expand Forging Disk Output

Pratt & Whitney will invest $100mn in a new facility at its Rzeszow site in Poland. The facility will include equipment to heat treat, machine and test isothermal forgings.

The Polish operations support components for GTF engines used on Airbus narrowbody aircraft. They also support F100 and F135 engines used in F-15, F-16 and F-35 fighter programmes.

The Rzeszow expansion will support Pratt & Whitney’s plan to add a seventh isothermal forging press at its Columbus, Georgia manufacturing campus. Both projects are expected to be operational by 2028.

The combined investments are expected to increase output of nickel- and titanium-based compressor and turbine disks by 30%. These disks are critical rotating components in high-performance jet engines.

This matters for metals supply chains. Titanium compressor disks and nickel turbine disks require strict chemistry control, high-quality melting, forging, heat treatment and inspection.

Isothermal forging is especially important because it supports complex, high-strength components used under demanding temperature and stress conditions. Capacity expansion in this area directly affects engine production reliability.

Pratt & Whitney capacity expansion therefore targets one of the most sensitive parts of the aerospace supply chain. More disk capacity can help reduce constraints in both new engine output and spare parts availability.

GTF Aftermarket Investment Targets Turnaround Times

Pratt & Whitney will also invest $100mn across three US MRO sites to expand aftermarket capacity for the GTF engine. The sites are located in Irving, Texas, West Palm Beach, Florida, and Springdale, Arkansas.

Most of the MRO funding will go to Irving. The investment will add new equipment, increase on-site inventory and expand facility footprints.

The goal is to improve throughput and reduce repair turnaround times. This is crucial because GTF fleet issues have created heavy demand for inspections, shop visits and replacement parts.

The investment follows a $70mn expansion at Pratt & Whitney’s Columbus aftermarket services operation earlier this year. That project increased annual overhaul capacity by 25%.

Pratt & Whitney has been under pressure from Airbus because GTF delivery shortfalls have affected aircraft ramp-up plans. The company’s large commercial engine shipments fell by 15 units year on year to 235 in the first quarter.

The main challenge is balancing new engine production with spare parts and repair demand. A powder metal issue identified in 2023 forced accelerated inspections and potential rework across hundreds of A320neo aircraft.

Durability has also been a point of tension. European regulators approved Pratt & Whitney’s GTF Advantage for the A320neo on 17 April, and the upgrade is expected to double time on wing. An upgrade kit for in-service engines is expected later this year.

The MRO investment is therefore not only a repair capacity expansion. It is part of a wider effort to stabilise the GTF fleet, rebuild Airbus confidence and improve engine availability across the installed base.

The Metalnomist Commentary

Pratt & Whitney capacity expansion shows that aerospace bottlenecks are now concentrated in qualified materials, forgings and MRO infrastructure. The company’s ability to restore GTF reliability will depend as much on titanium and nickel disk capacity as on final engine assembly.

GKN Aerospace Rolls-Royce Repair Contract Strengthens Titanium Fan Blade MRO

GKN Aerospace

GKN Aerospace Rolls-Royce repair contract will expand titanium fan blade repair work across three legacy engine platforms as airlines continue flying older aircraft for longer. The five-year agreement covers RB211-535, Trent 700 and Trent 800 titanium fan blade repairs.

The GKN Aerospace Rolls-Royce repair contract adds Trent 700 capability to GKN’s existing repair base. The company already has about 20 years of experience repairing Trent 800 and RB211-535 fan blades, fan disks and annulus fillers.

The GKN Aerospace Rolls-Royce repair contract is important because the aerospace aftermarket remains strong while new aircraft deliveries stay constrained. Airlines are extending the service life of existing fleets, creating steady demand for engine maintenance, repair and overhaul capacity.

The agreement also reinforces the strategic role of premium-quality titanium in aircraft engines. Hollow titanium wide-chord fan blades require advanced repair capability, strict qualification and reliable material performance.

Legacy Rolls-Royce Engines Drive Aftermarket Demand

The agreement covers three established Rolls-Royce engine families still used across major aircraft fleets. The RB211-535 powers Boeing 757 aircraft, the Trent 700 supports Airbus A330ceo aircraft, and the Trent 800 powers Boeing 777 aircraft.

These engines remain important because many airlines are keeping older aircraft in service. Delivery delays for new-generation aircraft and engine supply constraints have increased reliance on existing widebody and narrowbody fleets.

This operating environment supports aerospace MRO demand. Airlines need qualified repair partners that can restore engine components safely, reduce downtime and extend engine life.

GKN’s expanded capability for Trent 700 fan blade repairs gives Rolls-Royce another repair route for a widely used legacy engine platform. This can improve service flexibility as installed fleets continue generating aftermarket demand.

All repair work under the agreement will be carried out at GKN’s San Diego, California, facility. The site opened in December 2024 and now becomes a stronger platform for titanium engine component repair in the US.

Titanium Fan Blades Highlight Materials-Critical MRO

The agreement has clear materials significance. The RB211-535, Trent 700 and Trent 800 all feature hollow titanium wide-chord fan blades, a high-value component class tied to premium aerospace titanium supply.

Titanium is used in fan blades because it offers high strength, lower weight and strong fatigue performance. These properties are essential for rotating engine components exposed to stress, vibration and demanding operating conditions.

Repair capability is therefore not only a service function. It is part of the aerospace materials supply chain, helping preserve high-value titanium components and reduce the need for complete replacement.

This matters as aerospace supply chains face pressure across forgings, castings, powder metallurgy, titanium sponge, alloy feedstock and qualified machining capacity. Extending the life of approved titanium components can support fleet availability while new production remains tight.

For GKN Aerospace, the deal strengthens its position in engine MRO and high-specification titanium repair. For Rolls-Royce, it supports aftermarket reliability across legacy platforms with continuing global fleet relevance.

The Metalnomist Commentary

The GKN-Rolls-Royce agreement shows that aerospace growth is not only about new aircraft production. Legacy engine MRO, titanium repair capability and qualified aftermarket capacity are becoming strategic tools for keeping fleets flying amid delivery delays.

GE Aerospace to Invest $1 Billion in MRO Capacity

Engine manufacturer GE Aerospace has announced a plan to invest over $1 billion to expand its maintenance, repair, and overhaul (MRO) facilities. This significant investment is aimed at accommodating the expected increase in aftermarket services as airlines look to extend the lifespan of their aging fleets.

The five-year investment will fund the addition of new engine test cells, equipment, and advanced inspection technology at the company's MRO sites around the globe. This initiative is part of GE Aerospace's strategy to reduce turnaround times at its service centers by 30% for its clients.

A substantial portion of the investment will be allocated to facilities servicing LEAP engines, which are used exclusively on Boeing's 737 MAX aircraft and also power Airbus' A320neo jets. GE Aerospace had previously reduced its LEAP output forecast for 2024 but increased its earnings guidance due to heightened demand for spare engine parts and MRO services.

The company, which manufactures LEAP engines through its joint venture with Safran Aircraft Engines, CFM International, reported a 9% increase in first-quarter deliveries to 614 units. However, these figures fell short of expectations due to supply chain bottlenecks, including shortages of raw materials.

This year, GE Aerospace will invest $250 million in facility upgrades, including the completion of its new Services Technology Acceleration Center (STAC) near Cincinnati, Ohio. Scheduled to open in September, the STAC will focus on developing new engine service technologies and processes, which will be implemented across the company's MRO sites.

The STAC will also introduce GE Aerospace's new method for detecting microstructural variations in metal engine components. This technology promises to improve the ability to determine whether engine parts should be repaired or replaced, potentially easing supply chain issues by reducing the need for new parts and minimizing aircraft downtime.

In response to ongoing disruptions in the aerospace supply chain, which have not fully recovered from the Covid-19 pandemic, GE Aerospace announced in March a $100 million investment from a broader $650 million commitment to enhance its domestic suppliers' production capabilities.

RTX First-Quarter Sales Rise Despite GTF Engine Delivery Pressure

RTX

RTX first-quarter sales increased year on year despite lower commercial engine deliveries at Pratt & Whitney, showing the strength of aerospace aftermarket and defence demand. The US aerospace group reported sales of $22.1bn in January-March, up 9% from a year earlier.

RTX first-quarter sales were supported by stable commercial original equipment demand, strong aftermarket activity and higher defence demand. The company’s three major businesses — Collins Aerospace, Pratt & Whitney and Raytheon — all sit inside supply chains tied to aircraft production, engine maintenance and military systems.

RTX first-quarter sales also benefited from a record backlog of $271bn. This included $162bn in commercial contracts and $109bn in defence contracts, with Raytheon supported by higher bookings for Patriot guidance-enhanced missiles.

The result highlights a split inside the aerospace market. Aircraft and defence demand remain strong, but engine delivery constraints continue to slow the pace at which some commercial aircraft programmes can convert orderbooks into production.

Pratt & Whitney Engine Deliveries Remain a Key Airbus Constraint

Pratt & Whitney reported a 1% decline in commercial original equipment sales because of lower engine deliveries. The company produces the PW1100G geared turbofan engine for Airbus’ A320neo family, one of the world’s most important narrowbody aircraft programmes.

The shortfall matters because Airbus depends on engine supply to meet its build-rate targets. Pratt & Whitney has struggled to deliver enough engines, and Airbus has already had to adjust its production trajectory because of engine availability.

RTX said the challenge reflects the need to balance new aircraft demand with the health of the existing GTF fleet. The current engine variant has faced durability issues, creating pressure on both newbuild supply and aftermarket support.

The GTF fleet management plan remains central to Pratt & Whitney’s operating outlook. In 2023, RTX identified a rare condition in powder metal used to manufacture high-pressure turbine disks and high-pressure compressor disks. The issue requires accelerated inspections across the PW1100G-JM fleet.

This creates a complex supply-chain problem. Pratt & Whitney must supply engines for new aircraft while also managing inspections, repairs and parts availability for the installed fleet.

The result is an engine bottleneck that affects more than RTX. Airbus, airlines, leasing companies, MRO providers, forging suppliers, powder metal producers and high-temperature alloy producers all feel the impact.

Aftermarket Strength and MRO Investment Support Longer-Term Recovery

Aftermarket demand helped offset lower engine deliveries. RTX’s first-quarter performance shows that commercial aerospace earnings are increasingly supported by maintenance, repair and overhaul activity as global fleets remain active and engine shop visits rise.

Pratt & Whitney’s MRO output for the PW1100 increased by 23% from a year earlier. First-quarter shop visits were in line with the expected full-year run rate of about 800.

This aftermarket strength is strategically important. Engine problems can reduce new OE sales, but they also create higher demand for inspections, replacement parts, shop visits and repair capacity.

RTX is investing to expand that capacity. The company has made MRO investments in Singapore, plans to add a forging press at its Columbus, Georgia facility, and will install a new powder production tower at its HMI facility in New York.

These investments point directly to the materials side of aerospace. GTF recovery depends on reliable powder metallurgy, high-performance alloys, forged components, precision machining and certified repair capacity.

Defence demand adds another layer of support. Wars in the Middle East and Ukraine increased demand for defence systems, while Raytheon’s Patriot missile backlog strengthened RTX’s defence orderbook.

The industrial message is clear. RTX is benefiting from strong aerospace and defence markets, but the GTF engine issue shows that one material or component bottleneck can still constrain aircraft production.

The Metalnomist Commentary

RTX’s results show that aerospace demand remains strong, but production growth is still limited by engine and materials bottlenecks. Powder metallurgy, forging capacity and MRO infrastructure are now strategic parts of the aircraft supply chain, not just supporting processes.

GE Aerospace to Invest $1 Billion in Global MRO Expansion

GE Aerospace, a leading global aircraft engine manufacturer, is set to embark on a significant investment initiative to expand its Maintenance, Repair, and Overhaul (MRO) facilities worldwide, including a notable development in Seoul. GE Aerospace plans to inject over $1 billion into its global MRO and aircraft engine component repair operations over the next five years.

This investment aims to bolster GE Aerospace’s capabilities in response to the growth of both narrowbody and widebody aircraft markets. The funds will be directed towards establishing additional engine test cells and acquiring advanced equipment, which will enhance maintenance efficiencies. The initiative also includes the adoption of cutting-edge technologies to improve inspection processes, thereby reducing aircraft engine maintenance times and expanding the repair capabilities of its service centers.

A significant portion of this investment will be allocated to meet the rising demand for the CFM LEAP engine. With over 3,300 aircraft currently equipped with LEAP engines, the model continues to gain market traction, supported by a backlog exceeding 10,000 units. This trend indicates a substantial increase in the global fleet of commercial aircraft.

The immediate focus for this year includes a substantial investment in the development of a new Service Technology Acceleration Center (STAC) near Cincinnati, Ohio. Scheduled to open in September 2024, the STAC will facilitate the rapid detection of emerging issues and accelerate the implementation of innovative service systems, such as advanced inspection technologies, aimed at reducing aircraft downtime.

Globally, GE Aerospace will allocate $250 million this year to expand its MRO facilities, invest in new equipment and tooling, and enhance safety measures. Investment plans include:

▶ United States : $65 million (Cincinnati, Ohio; McAllen, Texas; Lafayette, Indiana; Dallas, Texas; Winfield, Kansas)

▶ South America : $55 million (Petropolis, Brazil)

▶ Europe and the Middle East : $60 million (Budapest, Hungary; Prestwick, Scotland; London, UK; Cardiff, Wales; Wroclaw, Poland; Doha, Qatar; Dubai, UAE)

▶ Asia-Pacific : $45 million (Singapore; Taipei, Taiwan; Kuala Lumpur, Malaysia; Seoul, South Korea)

Russell Stokes, CEO of GE Aerospace’s Commercial Engines and Services division, commented, “In light of the growing demand for air travel, GE Aerospace is investing in capabilities and efficiencies needed to maintain the safety and reliability of our customers' aircraft. This investment will further enhance our long-standing commitment to safety, quality, and timely delivery, benefiting both our customers and their passengers.”

GE Aerospace Boosts 2025 MRO Growth Forecast

GE Aerospace

GE Aerospace anticipates higher MRO demand, revising its 2025 outlook upwards. This reflects increased shop visits and service segment growth.

MRO Services See Increased Demand

GE Aerospace now projects "low double digits to mid teens" growth for its MRO services. This surpasses its December forecast of just "low double digits." Specifically, the company expects shop visit volume to rise by high single digits. This increase comes amid delays in new aircraft deliveries from Boeing and Airbus. Consequently, airlines must maintain older fleets, boosting demand for engines like the CFM56 and GE90. Furthermore, GE Aerospace notes improvements in work scope and pricing for its services.

Supply Chain Improvements and Engine Deliveries

Moreover, GE Aerospace reaffirms LEAP engine delivery growth of 15-20pc. This forecast, provided by partner Safran, follows CFM International's shipment of 1,407 units in 2024. Significantly, GE Aerospace has focused on alleviating supply chain bottlenecks. Priority suppliers now ship over 90pc of committed material volumes. This marks a substantial increase from 50pc earlier in 2024. Additionally, fourth-quarter LEAP deliveries reached 378 units, while total commercial engine shipments totaled 519. Overall, GE Aerospace's full-year profit reached $7.6bn, with revenues climbing to $38.7bn.

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.

Sumitomo Completes Acquisition of Werner Aero MRO Firm Amidst Surging Demand

Werner Aero

Sumitomo Corporation, a Japanese trading house, has solidified its presence in the commercial aerospace aftermarket by fully acquiring Werner Aero, a US-based maintenance, repair, and overhaul (MRO) service provider. This strategic move aims to capitalize on the escalating demand for used aircraft parts.

Strategic Expansion in the Booming Aerospace Aftermarket

Through its US subsidiary, Sumitomo finalized the acquisition of the remaining 49% stake in Werner Aero, complementing the 51% share acquired in 2022. The company cited "favorable market conditions" and Werner's robust position within the aftermarket sector, particularly for narrow-body jets, as key drivers for this increased investment.

The MRO sector has witnessed substantial growth over the past two years, a trend expected to persist as original equipment manufacturers (OEMs) forecast continued demand. Airlines are extending the operational lifespan of their fleets due to delivery disruptions of new aircraft from airframers. This has led to a slowdown in aircraft retirements, subsequently boosting the need for spare components from both new production and refurbished sources. Engine manufacturers, including Pratt & Whitney, Rolls Royce, International Aero Engines, and GE Aerospace, are expanding their MRO networks through new investments. Tier 1 suppliers also anticipate a growing share of demand for their materials coming from aftermarket consumption.

Werner Aero, operating a 2,500ft² warehouse in New Jersey, specializes in selling parts recycled from dismantled retired aircraft, while also providing leasing services, inventory management, and repair operations. The company handles legacy engine programs for the aforementioned engine manufacturers.

The acquisition coincides with Toshinori Kondo assuming the role of Werner Aero's chief executive on January 1st, succeeding company founder Mike Cazaz, who retired after 32 years. Kondo joined Werner as executive vice president in 2022 as part of Sumitomo's initial investment.

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.

Barnes Aerospace separation creates two focused US engineering groups

Barnes Aerospace

The Barnes Aerospace separation marks a strategic reset for the US-based engineering group under Apollo ownership. The move splits the former Barnes Group into Barnes Aerospace and Industrial Solutions Group, each with its own leadership and capital structure. As a result, the Barnes Aerospace separation aims to unlock sharper strategic focus while giving Apollo clearer levers to grow and refinance the two platforms.

Barnes Aerospace separation sharpens focus on engines and MRO

The Barnes Aerospace separation creates a dedicated aerospace business concentrated on engine component manufacturing and repair. This focus allows management to prioritize OEM and MRO contracts, certification cycles, and long-term service agreements without competing for capital with non-core units. Therefore, the Barnes Aerospace separation should support targeted investment in advanced materials, precision machining and repair technologies for next-generation engines.

Meanwhile, Industrial Solutions Group will consolidate moulding solutions, force and motion control, and automation activities. These businesses follow different capex cycles, customer bases and margin profiles than aerospace. By separating the portfolios, Apollo can tailor capital structures and performance metrics to each segment, potentially attracting different co-investors over time.

Private equity ownership reshapes aerospace and industrial portfolios

The Barnes Aerospace separation also reflects a broader trend of private equity reshaping industrial portfolios. Apollo closed its acquisition of Barnes Group in January, and the rapid reorganization suggests a deliberate value-creation plan. As a result, Barnes Aerospace separation decisions will likely focus on margin expansion, footprint optimization and possible bolt-on acquisitions in engines and MRO.

Industrial Solutions Group, in turn, can pursue automation and motion control growth in automotive, factory automation and other industrial end markets. Both entities now report independently, with governance and incentives aligned more tightly to their specific markets. For suppliers and customers across metals, components and systems, the Barnes Aerospace separation signals more transparent strategies and potentially faster decision-making.

The Metalnomist Commentary

The Barnes Aerospace separation underscores how private equity ownership can accelerate portfolio carve-outs in complex engineering groups. Over the next few years, investors should watch whether the aerospace arm leans further into high-value engine programs while Industrial Solutions becomes a platform for automation roll-ups. Execution on capital discipline and technology investment will determine whether this separation delivers durable value across both chains.

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.

ATI’s Forgings Backlog Soars Amid Increased MRO Demand

ATI

Specialty alloy producer ATI has seen its forgings backlog reach a historic high, fueled by heightened demand for Maintenance, Repair, and Overhaul (MRO) services. The demand for components used in the "hot section" of aircraft engines is driving this growth, particularly for isothermal forgings. The company’s forged products business has experienced significant lead-time extensions, with some parts now taking over a year to be delivered.

Strong Demand in Jet Engine Market Supports Sales Growth

MRO demand has had a substantial impact on ATI’s sales, particularly in the jet engine market. The company reported a 9% increase in sales for its jet engine end market in 2024, reaching $1.5 billion. This growth is largely attributed to the demand for isothermal forgings, a key component in the production of jet engines. The delay in new aircraft deliveries has forced airlines to extend the operational life of their fleets, creating a growing need for aftermarket services, including spares and upgrade kits.

To meet these demands, ATI increased its isothermal forgings output by 32% in 2024, following significant technology upgrades at its Cudahy, Wisconsin facility. The company also expanded its downstream capabilities, adding a heat treatment facility along with machining and testing capacities to improve throughput rates.

Looking Ahead: Titanium Products and Engine Revenue Growth

ATI anticipates continued growth in its jet engine business, projecting a similar 9% revenue increase for 2025. The company’s work with Pratt & Whitney, particularly the accelerated inspections of its PW1100G-JM (GTF) engine fleet used in Airbus’s A320neo program, is expected to further fuel this growth.

In addition, ATI has made significant investments in its titanium production capabilities. The company recently commissioned its electron beam (EB) furnace at its Richland, Washington facility, which will help boost titanium ingot production. With Boeing and Airbus planning to ramp up production of their titanium-bearing widebody models, ATI anticipates an acceleration in orders for titanium products in the second half of 2025.

GE LEAP Engine Deliveries Set to Rise Again as Supply Chain Recovery Gains Traction

GE LEAP

GE LEAP engine deliveries are set to rise again in 2026 as supply chain recovery gains traction. GE Aerospace expects to ship 15pc more LEAP engines this year. That would take annual deliveries to about 2,072 units. As a result, GE LEAP engine deliveries are moving closer to the company’s 2,500-unit target for 2028.

The growth matters because the LEAP powers the core narrowbody fleets of Boeing and Airbus. The LEAP-1B serves the 737 MAX exclusively. The LEAP-1A remains a key option for the A320neo family. Therefore, GE LEAP engine deliveries remain central to global commercial aircraft output.

The 2025 base was already strong. GE shipped 1,802 LEAP engines last year, up 28pc from 2024. Fourth-quarter LEAP deliveries surged by 49pc to 727 units. Meanwhile, total commercial engine shipments rose 25pc to 2,386 units. That momentum gives the company a stronger platform for 2026 growth.

Aerospace Supply Chain Recovery Is Supporting Higher Engine Output

Aerospace supply chain recovery is now the main enabler behind GE’s delivery plan. The company increased material input from priority suppliers by 40pc in 2025. It also reported double-digit sequential throughput growth in the fourth quarter. Consequently, supplier improvement is now translating into higher engine output.

However, GE also signaled that this pace may not be easy to sustain. Management said the 2025 body of work put the business in position for another step forward. That effort included process improvement and capital expansion across the supply base. Therefore, 2026 performance will depend on whether suppliers can keep pace with airframer ramp-up targets.

The wider delivery mix should also improve. GE expects commercial engine shipments in 2026 to rise by the mid-to-high teens. That includes more widebody engines such as the GEnx and GE9x. As a result, growth is not limited to narrowbody demand alone.

Aerospace MRO Demand Remains Strong as Fleet Retirements Stay Low

Aerospace MRO demand remains a major earnings driver for GE Aerospace. Airlines continue flying older aircraft longer because new deliveries remain delayed. GE now expects only 2pc of the global fleet to retire in 2026. That is below its earlier estimate of 2-3pc. Therefore, shop visits and spare parts demand should remain elevated.

This service strength is already visible in financial performance. Full-year commercial services revenue rose 26pc to $25bn. Earnings from in-house engine maintenance also improved on the year. Meanwhile, total company profit rose 31pc to $10bn and revenue increased 18pc to nearly $46bn. That combination shows GE is benefiting from both production growth and aftermarket resilience.

Defense also added support, even with a softer fourth quarter. Defense engine shipments rose nearly 30pc in 2025 to 635 units. Fourth-quarter deliveries declined by 6.5pc, but the full-year trend stayed positive. Consequently, GE enters 2026 with strength across several engine markets.

The Metalnomist Commentary

GE’s outlook shows that aerospace growth now depends as much on materials flow as final assembly demand. The company appears better positioned than a year ago, but supplier discipline remains the real bottleneck. If input recovery holds, LEAP output and MRO earnings could both stay strong through 2026.

Osaka Titanium lowers run rate as domestic demand softens

Osaka Titanium

Osaka Titanium lowers run rate to align output with weaker home-market demand. Osaka Titanium lowers run rate by up to 10pc from April. Meanwhile, Osaka Titanium lowers run rate while preserving export momentum to aerospace customers.

Exports to aerospace steady as local demand slips

Osaka Titanium trimmed titanium sponge operations because Japan’s general industry slowed. Clients entered inventory adjustment, reducing orders for heat exchangers. As a result, domestic titanium sales fell about 45pc to ¥1.4bn in April–June. China’s prolonged slowdown further constrained Japanese machinery exports. The Amagasaki plant’s nameplate capacity remains 50,000 t/yr.

Airbus and MRO needs underpin sponge shipments

Export demand stayed firm on Airbus programs and engine MRO work. Quarterly titanium sponge exports rose 15.3pc year on year to ¥90bn. Therefore, international aerospace offset softness in Japan’s industrial sector. The company previously averaged a 90pc facility run rate in April–September 2024. Current operations run up to 10pc below typical levels.

Sponge production will likely stay lower through March 2026. However, management expects a recovery to full rates as early as autumn. Deferred orders from aerospace could tighten titanium sponge availability. Consequently, buyers should watch lead times, premia, and alloy surcharges. Supply discipline may stabilize prices despite broader manufacturing headwinds.

The Metalnomist Commentary

Japan’s titanium cycle is increasingly aerospace-led. If Airbus build rates and MRO visits hold, export pull should outrun domestic softness. Watch inventory normalization in heat exchanger supply chains for the next inflection.

RTX Faces Tariff Headwinds Despite Growth in Engine Deliveries

RTX

Commercial and military engine shipments rise, but RTX warns of $850mn tariff impact

RTX, the US aerospace conglomerate, expects up to $850 million in profit impact from tariffs in 2025, even as its commercial engine deliveries increased. In the first quarter, RTX — which includes Pratt & Whitney, Collins Aerospace, and Raytheon — saw strong demand for aircraft engines and aftermarket services.

Strong engine output and MRO demand offset by trade pressures

RTX reported a 7.8% increase in large commercial engine (LCE) shipments to 250 units in Q1, alongside a 35% surge in maintenance, repair, and overhaul (MRO) output. Meanwhile, military engine deliveries rose 19%, and aftermarket sales jumped 28%, driven by older fleets operating longer amid aircraft delivery delays.

However, the company warned that ongoing US-China tariff tensions may significantly pressure earnings. The projected $850mn hit assumes current tariffs remain and includes mitigations such as duty drawbacks, free trade zones, and temporary imports under bond. RTX said it may pass some costs to customers or shift production.

RTX maintains cautious optimism amid supply chain and cost challenges

Despite a 10% drop in quarterly profit to $1.5 billion, RTX remains cautiously optimistic due to sustained aircraft utilization and large backlogs from airframers. The company has addressed supply constraints, including heat exchanger production for Boeing’s 787 Dreamliner. CEO Christopher Calio emphasized flexibility, stating RTX will "execute on the playbook" if market conditions shift.

The Metalnomist Commentary

RTX’s growth in engine output and MRO services shows resilience, but looming trade tensions pose serious margin risks. Strategic flexibility in production and sourcing will be key as global aerospace players navigate the turbulent tariff landscape.

RTX Forging Press Investment Strengthens US Aerospace Engine Supply Chain

RTX

RTX forging press investment in Columbus, Georgia, will expand US capacity for critical nickel- and titanium-based rotating aircraft components. The $200mn Pratt & Whitney project adds a seventh isothermal forging press and targets a 30pc increase in compressor and turbine disk output.

The RTX forging press expansion comes at a strategically important moment for aerospace manufacturing. Commercial airframers continue to face engine shortages and parts constraints, while defense programs require reliable domestic capacity for high-performance components. Forged rotating parts sit at the center of that pressure because they must withstand extreme heat, stress, and fatigue.

The new press is expected to become operational in 2028. RTX did not disclose current production levels, but the planned 30pc output increase shows that Pratt & Whitney is investing directly in one of the most constrained areas of the aerospace value chain.

Isothermal Forging Capacity Targets Engine Bottlenecks

Isothermal forging is critical for producing high-performance nickel and titanium components used in jet engines. Compressor and turbine disks require precise microstructure control, strength, and thermal stability. These are not ordinary metal parts, and qualifying new capacity takes time.

The Columbus Forge facility already supports several major engine programs, including the PW1100G geared turbofan engine for Airbus’ A320neo family. It also supports the F135 engine used in Lockheed Martin’s F-35 Lightning II fighter jet. That makes the site important for both commercial aerospace and defense readiness.

The investment also responds to a wider industry problem. Airbus build rates have been affected by engine availability, while Pratt & Whitney has been managing a powdered metal issue that grounded hundreds of narrowbody aircraft for inspection and rework. More forging capacity will not solve every engine constraint, but it strengthens a key upstream production step.

Titanium and Nickel Supply Chains Gain Strategic Importance

Nickel- and titanium-based rotating components are among the most demanding products in the aerospace materials chain. They require qualified feedstock, controlled melting, advanced forging, heat treatment, machining, inspection, and strict traceability. Any weakness in one step can delay engine deliveries.

RTX’s investment therefore has implications beyond one facility. It signals that aerospace manufacturers are rebuilding capacity in deeper parts of the supply chain, not only final assembly and MRO. This matters because engine shortages often originate from specialized materials, forgings, castings, coatings, and certified component bottlenecks.

Pratt & Whitney also recently completed a separate $70mn expansion at the Columbus Engine Center. That project added 81,000ft² of MRO capacity and increased annual service capacity by more than 25pc. Together, the forging and MRO investments show a broader strategy: increase new-part output while improving support for engines already in service.

The Metalnomist Commentary

The RTX forging press investment shows that aerospace resilience depends on metallurgical capacity as much as final aircraft demand. Nickel and titanium forging assets are becoming strategic infrastructure for both commercial engine recovery and defense supply security.

Rolls-Royce Engine Demand Holds Firm as Widebody MRO Activity Grows

Rolls-Royce Engine

Rolls-Royce engine demand remained robust in the first quarter despite uncertainty from the Middle East war, supported by higher widebody engine deliveries and stronger shop-visit activity. The UK jet engine manufacturer said large original equipment engine deliveries rose by 18% from a year earlier.

Rolls-Royce engine demand also strengthened in the aftermarket. Large engine shop visits increased by 12% in January-March, showing that airlines continue to require maintenance, repair and overhaul support for widebody fleets.

Rolls-Royce engine demand is strategically important because widebody engine programmes depend on long-cycle materials, qualified repair capacity and reliable high-temperature components. These include advanced alloys, turbine blade materials and precision engine parts that are difficult to replace quickly.

The company maintained its full-year guidance for underlying profit of £4bn-4.2bn, saying it expects to fully mitigate the current financial impact of the Middle East conflict.

Trent Fleet Activity Supports Aftermarket Visibility

Rolls-Royce said it does not expect the Middle East war to change large engine shop visits in 2026 or 2027. This is important because aftermarket services are a major driver of earnings stability for engine manufacturers.

Engine flying hours for Middle Eastern airlines recovered after an initial dip. Flying hours for Trent XWB engines, which power the Airbus A350, returned to pre-conflict levels.

Overall large engine flying hours reached 115% of first-quarter 2019 levels. That indicates widebody utilisation remains healthy despite geopolitical pressure on fuel markets, airline costs and regional flight networks.

The Trent 700 fleet also remains commercially important. Rolls-Royce does not expect a change in the retirement profile of the legacy A330ceo engine, with most of the fleet contracted into the 2030s.

This supports continued MRO demand for older widebody platforms. Airlines are keeping aircraft in service longer while new aircraft deliveries remain constrained by supply-chain bottlenecks across engines, interiors, structures and certified components.

For the aerospace supply chain, this is a strong signal. Legacy engine maintenance and newer-generation widebody support will continue to pull demand for qualified repair services, replacement parts and specialised materials.

HPT Blade Upgrades Reinforce Materials-Critical Engine Reliability

Rolls-Royce has begun installing improved high-pressure turbine blades on Trent 1000 and Trent 7000 original equipment engines. The company is also installing the blades during shop visits for in-service aircraft.

More than one-third of the Trent 1000-TE fleet has already been upgraded with improved HPT blades. The Trent 1000-TE is an engine option for Boeing’s 787 Dreamliner.

This upgrade programme matters because turbine blade reliability is central to engine performance, time on wing and airline operating economics. Better blade durability can reduce disruption, improve maintenance planning and support customer confidence.

High-pressure turbine components sit among the most demanding parts of a jet engine. They operate in extreme temperature and stress environments, making material quality, coating systems, casting capability and inspection standards strategically important.

The continued growth in OE deliveries and shop visits also shows that widebody engines remain a resilient aerospace segment. Even when geopolitical risk weighs on airline sentiment, engine maintenance cannot be deferred indefinitely without affecting fleet availability.

Rolls-Royce’s update therefore points to a market where engine makers with deep installed fleets, strong service contracts and proven upgrade pathways remain well positioned.

For suppliers, the message is clear. Aerospace aftermarket demand is not only about airlines flying more. It is about keeping complex engines reliable through qualified parts, specialist repairs and long-term materials support.

The Metalnomist Commentary

Rolls-Royce’s first-quarter update shows that widebody engine demand remains tied to fleet utilisation and aftermarket discipline, not only new aircraft production. The deeper supply-chain signal is that qualified turbine materials and repair capacity remain strategic bottlenecks as airlines keep legacy and new-generation fleets in service.

GE Aerospace Engine Deliveries Rise as LEAP Shipments Support Aircraft Ramp-Up

GE Aerospace Engine

GE Aerospace engine deliveries rose sharply in the first quarter as the company increased commercial engine shipments and benefited from strong aerospace maintenance demand. Total engine deliveries climbed by 50% on the year to 640 units in January-March.

GE Aerospace engine deliveries were led by the LEAP engine, where shipments rose by 63% to 520 units. The LEAP is the sole engine for Boeing’s 737 MAX and one of the two engine options for Airbus’ A320neo family.

GE Aerospace engine deliveries helped offset weaker volumes from rival Pratt & Whitney, whose large commercial engine deliveries fell year on year. This matters because engine availability remains one of the biggest constraints on narrowbody aircraft production.

The result shows that aerospace demand remains strong, but the supply chain is still under pressure. Engine makers need more castings, forgings, rotating parts, powder metal components, superalloys, titanium parts and qualified spare capacity to meet aircraft build-rate targets.

LEAP Ramp-Up Offsets Pratt & Whitney Weakness

GE Aerospace attributed higher shipment volumes to better supplier performance. The company has been working to increase output of new engines and spare parts to support Boeing and Airbus production plans.

The company announced another $1bn supply-chain investment in March. About $100mn of that will support external suppliers and help them increase output capacity.

This investment is strategically important because commercial engine production depends on a deep, qualified supplier base. A single bottleneck in forgings, castings, coatings, disks, blades or precision machined parts can slow engine deliveries.

GE Aerospace competes with Pratt & Whitney on the Airbus A320neo programme. Pratt & Whitney’s delivery pressure has affected Airbus production planning, while GE’s stronger LEAP output gives aircraft manufacturers another source of support.

However, demand still exceeds available supply. GE Aerospace said supplier throughput rose by double digits, but spare parts delinquency increased by 70% from the end of 2024 because of material availability constraints.

That warning is important for metals and aerospace suppliers. Higher engine deliveries do not mean the supply chain is fully recovered. It means suppliers are improving from a constrained base while demand continues to rise faster than available capacity.

MRO Demand Stays Strong but Fuel Risk Emerges

Aerospace MRO demand remained robust in the first quarter. LEAP internal shop visits rose by more than 50% from a year earlier, while spare parts sales increased by more than 25%.

The aftermarket outlook remains strong because LEAP work scopes are increasing and older-generation CFM56 and GE90 engines still face major shop-visit cycles. Many of these engines are approaching their first or second major maintenance events.

This creates a powerful revenue base for GE Aerospace. Even when new engine deliveries face constraints, airlines still need repairs, overhauls, spare parts and component replacement to keep fleets flying.

However, the Middle East war has created a new risk for airline economics. Higher oil prices and tighter jet fuel supply could pressure airline finances and delay some aftermarket work in the near term.

GE Aerospace lowered its full-year forecast for global commercial flight growth to flat-to-low-single-digit growth. It had previously expected mid-single-digit growth.

The company still maintained its 2026 earnings guidance. It said that without the war, it likely would have raised its forecasts.

Defense and power-generation engine deliveries also increased. Quarterly shipments for defence and aeroderivative applications rose by 24% to 185 units, adding another source of industrial demand for high-performance engine materials.

GE Aerospace’s quarterly revenue rose by 25% to $12.4bn, while profit fell by 2.1% to $2.2bn. The figures show that demand remains strong, but supply-chain cost, material constraints and geopolitical pressure continue to shape margins.

The Metalnomist Commentary

GE Aerospace’s first-quarter results show that aircraft production recovery is now a supplier-capacity story. LEAP shipments are improving, but material availability and spare parts delays prove that aerospace metals, forgings and MRO capacity remain strategic bottlenecks.