Safran LEAP engine deliveries catch up with Airbus production plans

Safran LEAP engine

Safran LEAP engine deliveries are accelerating as the French aerospace manufacturer races to align output with Airbus’ build rates. Safran LEAP engine deliveries reached 511 units in the third quarter, up 40pc year on year, pushing total shipments for the first nine months to 1,240 units. As a result, Safran now expects full-year Safran LEAP engine deliveries to grow by more than 20pc over 2024, implying that annual volumes could comfortably exceed 1,688 units.

Safran LEAP engine deliveries underpin Airbus narrowbody ramp-up

Safran’s LEAP delivery surge is closely tracking Airbus’ recovery in A320 family output after earlier engine shortages curbed assemblies. Higher third-quarter engine availability allowed Airbus to step up A320 deliveries, while Safran simultaneously increased shipments of key structures such as landing gear and nacelles. Deliveries of A320 landing-gear sets rose to 166 units in the quarter, and A320neo nacelles climbed to 186, underscoring how Safran is scaling its integrated narrowbody footprint. Meanwhile, discussions between Safran and Airbus on rate 75 for 2026–27 confirm that both companies share a common view on higher long-term production rates and the need for stable LEAP supply.

Trade uncertainty remains a risk despite strong aftermarket tailwinds

However, Safran still faces a complex trade environment even as operational performance improves. Recent EU-US tariff arrangements and efforts to secure eligibility under the US-Mexico-Canada Agreement have reduced some customs-related risks, but flows between China and the US — and persistent section 232 tariffs on aluminium, steel and copper — remain key concerns for the group. At the same time, Safran’s services and spares business continues to deliver robust growth as airlines keep aircraft in service longer and shop visits intensify. As a result, Safran has raised its services revenue guidance to low-to-mid 20pc percentage growth, helping lift total third-quarter revenue by 18.3pc to €7.85bn and providing an important buffer against macro and trade headwinds.

The Metalnomist Commentary

Safran LEAP engine deliveries are emerging as a critical bottleneck solution for Airbus as both sides push toward higher narrowbody build rates. For the wider metals and aero-supply chain, the combination of rising LEAP volumes, strong aftermarket work and persistent trade frictions will keep demand firm for high-spec nickel alloys, titanium and precision forgings. Suppliers that can manage tariff exposure while reliably meeting OEM schedules are likely to secure long-term, higher-margin positions in this extended aerospace upcycle.

Safran Rare Earth Stockpiling Adds Resilience to Aerospace Supply Chains

Safran Aerosystems

Safran rare earth stockpiling is becoming a key part of the company’s aerospace supply chain resilience strategy. The French engine maker said it is building rare earth inventories to reduce disruption risk. It is also working on alternative supply chains as geopolitical pressure grows. As a result, Safran rare earth stockpiling now sits alongside production expansion as a core industrial priority.

This matters because raw materials remain a bottleneck even as the aerospace supply chain improves. Safran said forging and casting still constrain output. Those upstream gaps can slow engine production even when demand stays strong. Therefore, aerospace supply chain resilience now depends as much on materials planning as on assembly efficiency.

Turbine Blade Casting Investment Targets the Upstream Bottleneck

Turbine blade casting investment is Safran’s direct answer to that constraint. The company is investing in its own casting facility and expanding forging capability. Management said Safran is the only engine manufacturer with in-house forging capacity. That gives the group more control over one of the hardest parts of the supply chain.

The new turbine casting facility in La Janais, Rennes will start operating in 2027. It will produce cast blades for M88 military engines and LEAP engines. That makes the investment strategically important for both defense and commercial aerospace. Consequently, turbine blade casting investment will support higher output across multiple engine programs.

Safran rare earth stockpiling fits the same logic. The company does not want to become a rare earth producer. However, it does want stronger protection against supply interruptions in materials that have become politically sensitive. As a result, Safran rare earth stockpiling is a defensive industrial move rather than a resource play.

LEAP Engine Deliveries Rise as Aftermarket Demand Stays Strong

LEAP engine deliveries are also moving higher, which explains why Safran is investing so aggressively upstream. The company delivered 1,802 LEAP engines in 2025, up 28pc from 2024. It expects another 15pc increase in 2026 to around 2,072 units. Therefore, supply chain pressure will likely stay intense as Airbus and Boeing push for higher build rates.

Safran is aiming for around 2,600 LEAP deliveries a year by 2028. That target will require more stable access to forgings, castings, and sensitive raw materials. Meanwhile, the aftermarket remains strong enough to add more pressure on the system. Spare parts revenue is expected to rise about 15pc in 2026, while services revenue should increase around 20pc.

The aftermarket strength comes from delayed aircraft retirements and more shop visits for both CFM56 and LEAP engines. That means Safran must support both new engine growth and a busy installed fleet at the same time. Consequently, aerospace supply chain resilience is no longer optional. It is essential for maintaining production and service performance together.

The Metalnomist Commentary

Safran’s update shows that aerospace growth is now an upstream materials story as much as a delivery story. Rare earth stockpiling and casting investment are both signs of the same reality. Engine makers can no longer rely on fragile external supply chains if they want to meet ambitious aircraft and aftermarket targets.

Safran Forging Press Expansion Strengthens France’s Jet Engine Supply Chain

Safran, Forging

Safran forging press investment in Gennevilliers will expand the French engine manufacturer’s capacity to produce large, high-performance aerospace components. The company plans to install a 30,000t hydraulic press that is expected to become operational in 2029.

The €150mn press will be able to produce 14,000 parts a year at full capacity. It will support higher output of the CFM International LEAP engine, which Safran jointly manufactures with GE Aerospace.

Safran forging press expansion also supports military engine supply chains. The new equipment will help produce parts for engines used in the Rafale, Mirage and A400M aircraft, as well as high-thrust GE engines where Safran supplies high-pressure and low-pressure compressors.

The investment shows how aerospace manufacturers are preparing for sustained engine demand. Airbus and Boeing are both trying to raise production rates for the A320neo Family and 737 MAX, increasing pressure on qualified forging, casting, machining and superalloy supply chains.

High-Tonnage Forging Capacity Targets Future Engine Programmes

The new Safran forging press will give the company more capability to manufacture large engine parts. This is important because next-generation civil aircraft engines are expected to require larger, more complex and more demanding forged components.

Large hydraulic presses are strategic assets in aerospace manufacturing. They allow producers to shape high-strength alloys under controlled conditions, improving structural integrity, fatigue performance and reliability in critical rotating and static engine parts.

The press will also reduce dependence on constrained external forging capacity. Aerospace supply chains have faced recurring bottlenecks in qualified forgings, castings, titanium products, nickel alloy parts and precision-machined components.

For Safran, adding high-tonnage forging capacity supports both current programmes and future engine platforms. The investment strengthens control over key manufacturing steps at a time when engine makers are trying to improve delivery reliability.

Nickel Superalloys and Titanium Remain Critical Engine Materials

Safran’s investment has direct implications for high-performance metals. Nickel-based superalloys are essential for turbine forgings because they retain strength, creep resistance and oxidation resistance at extreme temperatures.

These materials are used in the hottest sections of jet engines, where ordinary alloys cannot survive. As engine efficiency targets rise, demand for advanced nickel superalloy processing remains strategically important.

Titanium is also critical in lower-temperature engine sections, including low-pressure compressors. Its high strength-to-weight ratio and corrosion resistance make it essential for aerospace systems where weight reduction and mechanical performance matter together.

The Gennevilliers project follows Safran’s broader capacity buildout. The company is investing in a new turbine casting facility in La Janais, Rennes, scheduled for commissioning in 2027, and has committed €70mn to expand complex rotating part capacity at Le Creusot by 2029.

Together, these investments point to a coordinated engine materials strategy. Safran is strengthening forging, casting and rotating component capacity to support civil and military aerospace demand through the next production cycle.

The Metalnomist Commentary

Safran’s 30,000t press shows that aerospace competitiveness increasingly depends on control of qualified materials processing capacity. Nickel superalloy and titanium supply will remain critical as engine makers race to meet higher build rates without sacrificing reliability.

Safran Engine Machining Capacity Expansion Strengthens Aerospace and Defence Supply Chains

Safran Engine

Safran engine machining capacity expansion will strengthen Europe’s role in high-value aerospace manufacturing. Safran Aircraft Engines will invest €70mn at its Le Creusot site in France. The project will add production lines for complex rotating parts used in the M88 and GE90 engines. As a result, Safran engine machining capacity expansion supports both commercial aerospace and defence demand.

The investment matters because rotating parts sit at the core of engine performance and reliability. These components typically include compressor and turbine disks and blades. They are made from titanium alloys or nickel-based alloys depending on temperature requirements. Therefore, the project also matters for strategic alloy supply chains.

Safran’s timeline shows that this is a phased industrial buildout. Machining for the M88 and GE90 will start at the existing Le Creusot facility this year. Production will later shift into the expanded area once it becomes operational in 2029. Consequently, Safran engine machining capacity expansion begins delivering capability before the full project is completed.

Aerospace Rotating Parts Capacity Gains Strategic Importance

Aerospace rotating parts capacity is becoming more important as engine programs scale across civil and military markets. The M88 powers France’s Dassault Rafale fighter jet. Meanwhile, the GE90 powers Boeing’s 777 widebody aircraft. Therefore, the same expansion supports two very different but equally strategic aerospace segments.

This dual-market exposure strengthens the business case. Defence programs usually value security of supply and machining precision. Commercial aerospace programs require volume, consistency, and tight delivery discipline. As a result, the Le Creusot expansion gives Safran a stronger position across both industrial environments.

The project also fits a wider aerospace reality. Engine makers now need deeper control over critical components, not just final assembly. Machining capacity for advanced rotating parts cannot be expanded quickly or easily. Consequently, Safran engine machining capacity expansion reflects long-term confidence in future engine demand.

M88 Engine Supply Chain and GE90 Engine Components Get a Capacity Boost

M88 engine supply chain resilience should improve as new machining lines come online. The Rafale remains one of Europe’s most important fighter platforms. Any increase in component manufacturing capacity supports greater defence readiness and industrial autonomy. Therefore, this project has significance beyond pure factory expansion.

GE90 engine components also gain from the new investment. The GE90 remains a key powerplant for long-haul widebody aviation through the Boeing 777 family. Safran’s role in machining these parts reinforces how global aerospace supply chains still depend on specialised industrial nodes. Meanwhile, Le Creusot becomes more important inside that network.

The site’s existing production base adds further credibility to the project. Le Creusot already produces low-pressure turbine disks for the Leap and CFM56 programs. Those engines power core narrowbody fleets at Airbus and Boeing. As a result, Safran is expanding from an established industrial platform rather than starting from scratch.

The Metalnomist Commentary

This investment shows that aerospace competitiveness still depends on specialised manufacturing depth. Safran is not just adding floor space. It is strengthening a strategic production layer tied to titanium, nickel alloys, defence readiness, and widebody engine reliability.

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.

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.

Safran Compressor Components Plant Strengthens Belgium’s Aerospace Engine Supply Chain

Safran

Safran compressor components plant investment in Belgium will expand European aerospace manufacturing capacity as aircraft engine demand continues to rise. French aerospace manufacturer Safran will invest €125 million in a new compressor components production site in Welkenraedt, in partnership with Belgian and Walloon public authorities.

The Safran compressor components plant is scheduled to start operations in 2028 and will be operated by a new subsidiary, Safran Booster Components. Safran Aero Boosters will hold 56% of the project, while Wallonie Entreprendre will hold 33% and the Belgian Federal Holding and Investment will hold 11%.

The investment reflects a broader effort to remove bottlenecks in aircraft engine supply chains. As Airbus and Boeing raise production rates on major aircraft platforms, engine makers need more capacity for high-precision components, machining, inspection and advanced manufacturing.

New Welkenraedt Site Targets Engine Production Bottlenecks

The new facility will be housed in an 18,000m² building formerly used by heating, cooling and refrigeration equipment maker Copeland. This gives Safran a ready industrial base to expand component output without starting from a greenfield site.

The Safran compressor components plant will support demand from major civil aircraft engine programmes, including the CFM International LEAP engine. It will also support GE Aerospace’s GEnx and GE9X programmes.

This matters because engine supply has limited aircraft build-rate increases in recent years. Certain components have remained difficult to scale, while aftermarket demand has also pulled engines and parts away from new aircraft production.

LEAP, GEnx and GE9X Demand Drives Capacity Expansion

The investment is closely tied to expected production increases for the Airbus A320neo, Boeing 737 MAX, Boeing 787 and Boeing 777X. Higher aircraft build rates will require a steep increase in engine output over the coming years.

Compressor components are critical because they sit at the heart of engine performance, efficiency and durability. Their production depends on precision engineering, tight tolerances, reliable materials supply and qualified manufacturing processes.

For Belgium, the project strengthens the country’s position in the aerospace manufacturing chain. For Safran, it adds capacity at a time when engine makers are under pressure to support both newbuild aircraft and growing maintenance demand.

The Metalnomist Commentary

Safran’s Belgium investment shows that aerospace growth is being constrained by component-level capacity, not only final assembly. The next competitive advantage in aircraft engines will come from suppliers that can scale precision parts, advanced materials and qualified production without compromising reliability.

Airbus Safran Aubert & Duval Deal Deepens Control of Aerospace Speciality Metals

Aubert & Duval

Airbus Safran Aubert & Duval ownership is set to consolidate further after the two European aerospace groups agreed to acquire Tikehau Capital’s stake in the French speciality metals producer.

Airbus Safran Aubert & Duval control is strategically important because the company manufactures bars, forgings, ingots and other products from speciality steels, nickel-based superalloys and titanium. These materials are critical for aircraft engines, structural components and defence applications.

Airbus Safran Aubert & Duval ownership will be split more directly between the two industrial buyers after Tikehau’s stake is divided equally between them. The transaction remains subject to regulatory approvals.

The deal strengthens vertical control over a strategic European aerospace materials supplier at a time when aircraft manufacturers continue to face bottlenecks in forgings, superalloys and titanium components.

Aerospace Groups Secure Critical Forging and Alloy Capacity

Aubert & Duval occupies an important position between raw metal production and finished aerospace components. Its products include speciality alloy ingots, bars and forgings used in demanding high-temperature and high-strength applications.

This makes the company strategically relevant to both Airbus and Safran. Airbus needs qualified titanium, steel and superalloy products across aircraft structures and systems, while Safran depends heavily on high-performance metals for jet engine components.

Forging capacity is particularly important. Aerospace forgings require specialised equipment, long qualification cycles and tight process control, making it difficult to replace suppliers quickly when capacity tightens.

Superalloys also remain essential for hot-section engine components because they retain mechanical strength and corrosion resistance at extreme temperatures.

Titanium serves a different but equally important role. Its strength-to-weight ratio and corrosion resistance make it valuable in aircraft structures, landing gear, engine systems and other high-performance applications.

By increasing direct ownership, Airbus and Safran gain stronger influence over investment, capacity planning and production priorities at a supplier embedded deep inside their supply chains.

European Supply Security Drives Vertical Integration

Airbus, Safran and Tikehau originally acquired Aubert & Duval from Eramet in April 2023. The latest transaction moves the company even closer to its two largest strategic industrial stakeholders.

The French government also retains a special share to protect national strategic interests. That structure highlights the importance of Aubert & Duval not only to commercial aviation but also to defence and sovereign industrial capability.

The transaction reflects a wider aerospace trend toward securing critical suppliers rather than relying entirely on open-market procurement. Aircraft backlogs remain high, while qualified metals capacity has struggled to expand quickly enough in several segments.

Direct ownership can help protect investment in furnaces, forging presses, heat treatment and downstream processing. It can also improve coordination between material availability and aircraft or engine production schedules.

For Europe, this matters because aerospace supply security increasingly depends on retaining domestic capability in specialty alloys and high-value metal processing.

The transaction therefore goes beyond a financial restructuring. It strengthens Airbus and Safran’s control over one of Europe’s most strategically important producers of titanium, speciality steels and superalloys.

The Metalnomist Commentary

Airbus and Safran are treating speciality metals capacity as strategic infrastructure rather than a conventional supplier relationship. In aerospace, control over qualified titanium, superalloy and forging capacity is becoming as important as aircraft assembly itself.

Safran Uni Tritech LEAP Engine Components Deal Strengthens India Aerospace Supply Chain

Uni Tritech

Safran Uni Tritech LEAP engine components partnership will add Indian cast aluminium parts production to Safran’s global propulsion supply chain. The French aerospace manufacturer and Indian firm Uni Tritech signed a memorandum of understanding to manufacture components for LEAP-1A and LEAP-1B engines.

Safran Uni Tritech LEAP engine components production will take place in Dharwad, India. The agreement brings Uni Tritech into Safran’s supply chain at a time when aircraft engine makers are working to increase output and reduce bottlenecks across qualified component production.

Safran Uni Tritech LEAP engine components cooperation is strategically important because LEAP engines power major narrowbody aircraft programmes. LEAP-1A engines are used on Airbus A320neo family aircraft, while LEAP-1B engines power Boeing 737 MAX aircraft.

The deal also shows how India is moving deeper into aerospace manufacturing. The country is no longer only a market for aircraft and engines. It is increasingly becoming part of the qualified supplier base for global aerospace programmes.

Cast Aluminium Parts Add Capacity to LEAP Supply Chain

The agreement focuses on cast aluminium parts for LEAP engines. These components are part of a wider engine supply chain that depends on strict quality control, repeatable manufacturing and long-term supplier qualification.

This matters because LEAP engine deliveries have been rising as Airbus and Boeing push narrowbody production higher. Engine manufacturers need more capacity across castings, forgings, machined parts, coatings, assemblies and spare components.

Safran reported stronger engine deliveries in the first quarter, with little to no immediate impact from the US-Israel war against Iran. That performance highlights resilient demand, but it also increases pressure on suppliers to keep pace with production schedules.

Adding Uni Tritech to the supply chain can support diversification. For aerospace companies, geographic diversity is increasingly valuable as they manage logistics risk, capacity constraints and customer delivery commitments.

India’s role is also important from a cost and industrial policy perspective. Local aerospace manufacturing can support skilled employment, supplier development and deeper integration with global aircraft programmes.

India Gains Position in Aerospace Propulsion Manufacturing

The Dharwad production plan strengthens India’s position in aerospace propulsion components. Engine parts require more demanding qualification than many general industrial castings, making this a meaningful step for the local supplier base.

For Uni Tritech, the partnership gives access to a high-value global engine platform. For Safran, it adds another qualified manufacturing route for components needed to support LEAP production and aftermarket demand.

The agreement fits a broader trend in aerospace. Engine makers are widening their supplier networks while increasing investment in regions that can offer scale, technical capability and long-term manufacturing support.

India has been attracting more aerospace supply-chain activity as global manufacturers look for alternatives and additions to traditional production hubs. Partnerships like this can help the country move from assembly and lower-tier fabrication into more specialised component manufacturing.

The strategic value will depend on execution. Uni Tritech must meet Safran’s quality, delivery and process requirements consistently as LEAP engine demand continues to rise.

If successful, the partnership could become a model for further Indian participation in propulsion supply chains. That would support India’s ambition to become a larger supplier to global aerospace and defence manufacturers.

The Metalnomist Commentary

Safran’s agreement with Uni Tritech is small in headline value but important in supply-chain direction. As LEAP production rises, qualified component capacity in India could become a stronger part of the global aerospace manufacturing network.

Safran Non-Russian Titanium Supply Secured as Aerospace Procurement Shifts Further West

Safran, Olivier Andries

Safran non-Russian titanium supply is now fully secured, marking a major shift in aerospace titanium procurement. The French aerospace manufacturer said it has completed its transition away from Russian producer VSMPO-Avisma. This move includes alternative sources for billets and landing gear forgings. As a result, Safran non-Russian titanium supply has become a clear example of titanium supply chain diversification in the aerospace sector.

This change matters because aerospace-grade titanium sourcing is slow and difficult to replace. Certification rules are strict, large forging capacity is limited, and long-term contracts shape most procurement decisions. Therefore, Safran non-Russian titanium supply reflects years of industrial planning rather than a quick purchasing adjustment.

Aerospace Titanium Procurement Is Moving Away From Russian Dependence

Aerospace titanium procurement has been moving steadily away from Russian dependence since early 2022. Safran has now completed that shift, while other major manufacturers are still reducing exposure. Airbus, for example, has continued receiving Russian titanium under existing contracts while building alternative sourcing options. Consequently, Safran non-Russian titanium supply gives the market one of the clearest completed examples of western supplier replacement.

This transition also matters because Russian titanium has not been fully blocked across all western markets. The EU did not sanction Russian-origin titanium, and US measures remained limited to export licensing. Even so, aerospace manufacturers have increasingly chosen to diversify supply for strategic and political reasons. Therefore, aerospace titanium procurement is now being shaped by resilience as much as price or availability.

Titanium Supply Chain Diversification Is Reshaping the Competitive Map

Titanium supply chain diversification is also changing the wider industry balance. Safran’s exit adds more pressure to VSMPO-Avisma’s international order book at a time when Russian titanium volumes are already under strain. Lower sponge production and workforce adjustments suggest that the loss of western business is becoming more visible. As a result, Safran non-Russian titanium supply is not only a procurement story. It is also a competitive signal.

The broader market is now shifting toward western and allied suppliers with aerospace-grade capability. Large forgings, billet, and flat-rolled titanium products are becoming more strategically important across the supply chain. That means titanium producers with certified aerospace capacity may gain stronger long-term relevance. Meanwhile, OEMs are showing that supply security now carries more weight in purchasing decisions.

The Metalnomist Commentary

Safran’s move matters because titanium supply is no longer judged only by technical qualification and price. It is now judged by geopolitical resilience as well. The bigger takeaway is clear: aerospace titanium procurement is being redrawn around trusted capacity, and that shift will likely continue across the industry.

Safran’s Second Quarter LEAP Engine Deliveries Decline Due to HPT Yield Issues

French aerospace manufacturer Safran reported a significant drop in LEAP engine deliveries in the second quarter and first half of 2024, attributing the decrease to issues with high-pressure turbine (HPT) blade yields from its suppliers. This shortfall has impacted commitments to major airframe customers, Boeing and Airbus.

CFM International, a joint venture between GE Aerospace and Safran Aircraft Engines, delivered 664 LEAP engines in the first half of 2024, a decline from 785 units in the same period last year. The second quarter saw a particularly steep drop, with deliveries falling by 29.1% to 297 units. Safran's CEO, Olivier Andries, noted that the lower yield of HPT blades supplied to GE in April and May was a primary factor in this reduction. Although yields have slightly recovered, they have not yet returned to normal levels.

Howmet Aerospace, the primary supplier of HPT blades, has ramped up production by 40% in recent months and claims to be operating at or above capacity with current yields. Despite this, Safran has revised its full-year LEAP delivery guidance to flat to 5% growth over 2023, down from an earlier forecast of 10-15% in April and 20-25% at the start of the year. This revision is largely due to reduced deliveries of LEAP-1B engines to Boeing, stemming from decreased 737 MAX production, and ongoing HPT yield issues affecting Airbus more severely.

Despite these challenges, Safran expects to increase LEAP engine deliveries in the second half of the year, with improved HPT yields and a focus on supporting Airbus. Safran is carefully managing the situation to serve both airframers and airliners effectively.

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 primarily due to strong demand for CFM56 spare parts and LEAP service contracts. Additionally, deliveries of CFM56 engines increased by four units to 28, high thrust engines rose by eight units to 91, while M88 military engine deliveries fell to 14 units from 31 in the same period last year.

Safran's equipment and defense revenues also increased by 26% to $5.17 billion, driven by higher original equipment sales, including nacelles and landing gear sets for the A320, A330, and 787 programs. The strong civil aftermarket demand has prompted Safran to raise its revenue guidance for that segment to "upper mid-20s" growth, from around 20% previously.

Safran Tariff Surcharges Introduced Amid Global Trade Pressures

Safran

Safran tariff surcharges will be implemented as part of the French aerospace giant’s strategy to offset rising costs from global trade tensions. CEO Olivier Andries announced the measure following growing inflationary pressures linked to U.S. tariffs. Safran will also deploy trade relief tools such as duty drawbacks and free trade zones to minimize financial strain.

Supply Chain Adjustments and Trade Relief Measures

Safran is leveraging multiple mitigation strategies to absorb tariff-related costs. The company is utilizing exemptions under the USMCA agreement, particularly through its 25 production facilities in Mexico and Canada. Additionally, Safran is rerouting value chain flows to reduce exposure to the U.S. market, though this is complicated by its joint operations with GE Aerospace for LEAP engine production. Shared logistics and assembly responsibilities across the Atlantic have further complicated cost control efforts.

Despite tariff headwinds, Safran reaffirmed its annual earnings guidance, excluding the yet-to-be-determined impact of surcharges. Meanwhile, GE Aerospace, its LEAP program partner, estimated a $500 million hit from duties in 2025. The complexity of transatlantic aerospace production makes precise forecasting difficult under current trade conditions.

Engine and Component Deliveries Mixed Amid Disruptions

LEAP engine deliveries dropped 13% year-over-year due to a labor strike in France, but Safran expects to meet its 2024 goal of 15–20% growth. Component deliveries varied across programs, with Airbus nacelle and landing gear shipments rising and some Boeing-related outputs declining. Despite these fluctuations, aftermarket demand remained strong, lifting quarterly revenues by 17% to €7.3 billion ($8.3 billion).

The Metalnomist Commentary

Safran’s decision to introduce tariff surcharges signals a broader shift in how aerospace firms manage escalating trade risks. While free trade tools offer partial relief, the unpredictable tariff landscape requires adaptive supply chain and pricing strategies going forward.

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.

Safran Opens Titanium Compressor Blade Plant in Belgium to Boost Engine Supply Chain

Safran titanium blade

Strategic Investment Enhances Aerospace Manufacturing Capacity

Safran has inaugurated a new titanium compressor blade plant in Marchin, Belgium, to reinforce its engine supply chain resilience. The facility is part of Safran Blades, a partnership between Safran Aero Boosters and Belgian federal and Walloon authorities, representing a €108mn investment. Safran holds a 56% stake, Wallonie Entreprendre owns 28%, and Belgian Federal Holding and Investment has 16%.

The 10,000m² plant will produce 700,000 titanium compressor blades annually. These blades are integral to GE Aerospace’s GEnx engine, which powers Boeing’s 787 Dreamliner, and the LEAP engine by CFM International, a joint venture between Safran and GE Aerospace. Safran also manufactures the low-pressure compressor modules for both programs.

The facility is located on a former ArcelorMittal steel site, closed permanently in 2013. The opening comes as demand for narrow-body jet engines like the LEAP rises due to higher production rates for Airbus A320neo and Boeing 737 MAX aircraft. While wide-body programmes such as the 787 are still recovering from supply chain constraints, demand is projected to strengthen over the next few years.

The Metalnomist Commentary

Safran’s investment underscores a strategic shift toward securing titanium component production within Europe’s aerospace sector. As titanium remains critical for high-performance engine parts, localized capacity reduces dependency on global supply chains and strengthens long-term competitiveness in the face of rising demand.

Safran Predicts LEAP Engine Delivery Growth in 2025

Safran Aerosystems

French aerospace manufacturer Safran anticipates a 15-20% increase in LEAP engine deliveries in 2025 as demand rebounds for the Airbus A320neo and Boeing 737 MAX.

LEAP Engine Delivery Forecast

Safran, in collaboration with CFM International, expects LEAP engine deliveries to grow to approximately 1,649-1,727 units in 2025, a recovery from the estimated 10% decline in 2024 deliveries from 1,570 units in 2023. The LEAP engine powers Boeing’s 737 MAX exclusively and competes with Pratt & Whitney’s PW1100G-JM for installation on Airbus’s A320neo jets.

The projected recovery remains tempered by:

• 737 MAX production slowdowns at Boeing.
• Turbine blade yield issues affecting the Airbus A320neo engine variant.

Aftermarket Revenue Outlook

Safran expects lower year-over-year revenue growth in its civil aftermarket segment for 2025:

• Spare parts revenue is forecast to grow in the mid-to-high single digits.
• Services revenue is projected to increase by mid-teens percentages.

This marks a slowdown compared to the mid-twenties growth rate anticipated for overall aftermarket revenues in 2024. From 2025 onward, Safran plans to split its aftermarket revenue reporting into spare parts and services to reflect the increasing share of service contracts.

Supply Chain Challenges Persist

While the aerospace supply chain is improving, Safran highlighted that full recovery is unlikely by 2025. The company cited supply chain production capability as the main risk to meeting its guidance. Safran reiterated these concerns in its October report and during its recent capital markets day.

Despite challenges, Safran’s cautious optimism aligns with the ongoing recovery in global aerospace manufacturing, supported by rising demand for narrowbody jets and sustained investment in engine technology.

Safran Navigates Tariff Risks While Targeting Leap Engine Production Surge

Safran

Rising Demand from Airbus and Boeing Drives 2025 Leap Engine Outlook Despite Cross-Border Trade Concerns

Safran, the French aerospace giant, is closely watching potential U.S. tariff exposure as it plans a sharp increase in Leap engine production. Growing demand from both Airbus and Boeing is fueling the ramp-up, yet Safran remains cautious due to the complex global supply chain behind its CFM International joint venture with GE Aerospace.

Although Leap engine demand is set to rise, Safran's supply chain spans multiple countries. Components for the Leap 1A and 1B engines cross borders between France, the U.S., and Mexico, making them vulnerable to any future trade policy shifts. CEO Olivier Andriès emphasized this risk during the company’s full-year earnings call, stating that the impact of tariffs remains uncertain without knowing their exact scope.

Leap Engine Production Targets Face Supply and Policy Headwinds

Safran delivered 1,407 Leap engines in 2024, a drop from 1,570 units in 2023. The decline stemmed from high-pressure turbine (HPT) constraints on the 1A variant and reduced Boeing 737 MAX production, which affected the 1B. Nonetheless, the company reaffirmed its 2025 delivery target of 1,618–1,688 Leap engines, reflecting a 15–20% increase.

To support this growth, certification of a new HPT blade for the 1A is expected in 2025. Additionally, approval for an updated blade on the Boeing variant will help ease production bottlenecks. However, Safran acknowledged that both supply chain capacity and potential U.S. tariffs remain the two largest risks to this ramp-up.

Strong Growth Across Airbus Programs Offsets Leap Shortfall

Outside of the Leap program, Safran reported growth across several Airbus platforms. A320neo nacelle deliveries rose 7% to 622 units, while A330neo nacelles increased 15% to 62 units. Landing gear sets for the Boeing 787 jumped 37% to 41 units, while A320 landing gear sets rose 3% to 601.

In legacy engines, deliveries of the CFM56 rose 15% to 60 units, while high-thrust engines increased 3% to 195 units. Military M88 engine deliveries dipped slightly by two units, totaling 40.

As Safran prepares to scale production in 2025, its global manufacturing footprint—spanning over 18 sites in Mexico, 7 in Canada, and 24+ U.S. states—positions it well for long-term growth, but also increases exposure to trade risks.

Safran LEAP engine deliveries rise in H1 2025

Safran LEAP engine

Safran LEAP engine deliveries increased in the first half as production accelerated. As a result, Safran LEAP engine deliveries reached 729 units, up 10pc year on year. Meanwhile, the narrowbody market kept demand firm across Boeing 737 MAX and Airbus A320neo programs.

Production acceleration lifts Safran LEAP engine deliveries

Safran boosted output in the second quarter to support airlines and MRO partners. Q2 production rose 29pc versus Q1 and 38pc year on year. Therefore, the delivery cadence improved despite supply chain pressures in castings and forgings.

Aftermarket strength and airline orders support momentum

Safran reported stronger spare parts demand across LEAP and legacy CFM56 fleets. Notably, Ryanair ordered 30 LEAP-1B spare engines to support its 737 MAX fleet. Consequently, aftermarket revenue provided an additional tailwind to first-half results.

Safran broadened volumes beyond LEAP with high-thrust engines. First-half high-thrust deliveries rose to 107 units, up from 91 a year ago. However, M88 military engines slipped to 10, while CFM56 deliveries eased to 26.

The group posted solid top-line growth alongside delivery gains. First-half adjusted revenue reached €14.8bn, up 13.2pc year on year. In addition, second-quarter revenue edged up to €7.5bn from €7.3bn in Q1.

The Metalnomist Commentary

Airline network rebuilds and sustained A320neo and 737 MAX demand continue to anchor LEAP volumes. We expect LEAP spares and shop visits to lead margin mix while OEM output normalizes. Watch castings, combustor hardware, and rotor parts as pacing items for further rate increases.

Safran’s LEAP Engine Deliveries Drop in 3Q Amid Boeing and HPT Challenges

Safran

French aerospace manufacturer Safran, through its joint venture CFM International with GE Aerospace, reported a decline in LEAP engine deliveries in the third quarter of 2024. The decrease is attributed to lower deliveries of LEAP-1B engines to Boeing, coupled with high-pressure turbine (HPT) blade yield issues affecting the Airbus variant.

Key Delivery Figures

• Total LEAP Engines Delivered: 365, down by 24 units from the same period last year.
• Sequential Growth: Deliveries increased by 68 units compared to the second quarter due to improved HPT yield.

Boeing’s reduced 737 Max production—driven by systemic production issues, a federal limit, and ongoing labor strikes—has created a surplus of LEAP-1B inventory. Safran estimates Boeing's excess stock to be in the “three-digit” range but refrained from providing specifics.

Developments in HPT Blade Technology

• A new HPT blade for the LEAP-1A is expected to receive certification in the coming weeks, with initial shipments ready for the maintenance, repair, and overhaul (MRO) market.
• The LEAP-1B blade is scheduled for certification by the end of 2025.

Airbus and Safran’s Production Adjustments

• Safran reported a buildup of low-pressure modules due to limitations on LEAP engine production.
• It remains cautious about destocking to ensure readiness for anticipated production ramp-ups at Airbus and eventually Boeing.

Landing Gear and Nacelle Deliveries

• A320 Landing Gear: 142 units delivered, down by 11 units year-on-year.
• A350 Landing Gear: Flat at 11 units, though below pace.
• A320neo Nacelles: Deliveries increased by 25% to 159 units.
• 787 Landing Gear: More than doubled to 14 units, up from six a year earlier, as unaffected by Boeing’s 737 Max issues.

Financial Highlights

Safran’s civil aftermarket performance supported strong financials, with:

• Revenues up 14% to €6.6 billion ($7.1 billion).
• A 20% rise in propulsion aftermarket services, reflecting robust demand for engine maintenance and repairs.

Outlook

Safran expects the Boeing strike to resolve in the coming weeks but acknowledges that full supply chain normalization won’t occur until after 2025. The company is closely monitoring 20 critical suppliers to ensure future stability.

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 Acquires US-Based CRT to Strengthen MRO Capabilities

Safran

Expanding Aerospace Maintenance Network in North America

French aerospace giant Safran Aircraft Engines has successfully acquired US-based Component Repair Technologies (CRT), enhancing its global maintenance, repair, and overhaul (MRO) operations. This strategic move is part of Safran’s ambitious €1 billion ($1.4 billion) plan to significantly broaden its presence in aerospace aftermarket services.

CRT, headquartered in Mentor, Ohio, employs over 450 skilled technicians and engineers specializing in aircraft engine repairs. The company maintains certifications from the Federal Aviation Administration (FAA) and the European Union Aviation Safety Agency (EASA), guaranteeing compliance with rigorous international aerospace standards.

Boosting Repair Capabilities for Major Engine Components

Under Safran's ownership, CRT will focus on repairing critical engine components, including main, fan, compressor, and turbine shafts, alongside major cases and frames. This capability positions Safran to effectively respond to rising aftermarket service demands for the widely-used CFM56 and LEAP engines, which currently power approximately 32,000 aircraft globally.

Safran initiated the CRT acquisition process in September last year, underscoring the company's long-term commitment to expanding its aerospace repair capabilities and market presence throughout North America.