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’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 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’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.

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.

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.

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 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 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.

GE Aerospace LEAP engine deliveries surge as aftermarket demand lifts outlook

GE Aerospace LEAP

Supply chain tailwinds support LEAP ramp

GE Aerospace LEAP engine deliveries jumped sharply in the second quarter. The surge in GE Aerospace LEAP engine deliveries reflects improving supplier output and steadier logistics. The company also raised guidance on stronger commercial services demand.

GE and Safran’s CFM International power the 737 MAX and A320neo. Meanwhile, GE Aerospace LEAP engine deliveries rose 38% year on year in the quarter. Total commercial engine shipments climbed 37%, while defense deliveries rose 84%.

GE credits supply stabilization for the throughput gains. Output at 12 priority suppliers increased 10% sequentially, with 95% on-time volumes. As a result, GE intends to burn down $3bn of “trapped inventory” accumulated since 2023.

Tariff risk still shadows the recovery. GE estimates a potential $500mn profit hit if reciprocal US duties arrive on 1 August. However, a new US-China framework has eased fears of retaliatory Chinese tariffs on spares.

Materials intensity and services momentum

The LEAP ramp strengthens demand for titanium and nickel alloys. That pull-through spans low-pressure and high-pressure sections across narrowbody fleets. Looking ahead, GE targets 2,500 LEAP deliveries in 2028 to match OEM rates.

Technology upgrades should extend time on wing. GE expects Boeing certification of a new HPT blade by the first half of 2026. The kit, already rolling into Airbus fleets, should more than double LEAP durability.

Aftermarket services now power earnings growth. Second-quarter MRO revenue rose 21% to $7.3bn on higher spares and shop visits. Airlines are flying older aircraft longer as new-build deliveries lag plan.

GE lifted full-year operating profit guidance to $8.2bn–$8.5bn. Quarterly profit rose 60% to $2bn, with revenue up 21% to $11bn. Therefore, GE Aerospace LEAP engine deliveries and services together underpin a firmer 2025 trajectory.

The Metalnomist Commentary

The LEAP ramp is pulling metals through the value chain, notably titanium and nickel alloys. If tariff risks recede, the combination of durability upgrades and MRO breadth should compress downtime and smooth cash conversion across narrowbody fleets.

Aerospace OEMs Look to Reduce Dependency on Russian Titanium

VSMPO

Aerospace OEMs, including Airbus and Safran, are working to reduce reliance on Russian titanium as supply chain challenges grow due to rising tensions.

The Shift Away from VSMPO-AVISMA 

As global tensions escalate, aerospace original equipment manufacturers (OEMs) like Airbus and Safran are actively working to decrease their reliance on Russian titanium producer VSMPO-AVISMA. The urgency of this shift has heightened since Russian President Vladimir Putin’s recent call for export restrictions on critical metals like titanium, nickel, and uranium.

Airbus Multi-Sourcing Strategy

Airbus, a leading European aircraft manufacturer, is well-positioned in the short-to-medium term thanks to its diversified network of metal suppliers. An Airbus spokesperson told Metalnomist that efforts are underway to secure supply chain resilience through multi-sourcing strategies. However, Airbus has refrained from specifying a timeline for when it will completely sever ties with Russian suppliers.

Safran

Safran’s Progress Toward Decoupling 

French aerospace manufacturer Safran has been reducing its reliance on Russian titanium since February 2022. The company has made significant strides in qualifying alternative, non-Russian sources of titanium. According to a Safran representative, while the qualification of new suppliers takes 2-3 years depending on the complexity of the parts, the process is nearly complete. However, scaling up production to meet current demand remains a challenge across the industry.

Challenges of Securing Alternative Supplies 

VSMPO-AVISMA is the world’s largest titanium producer, and transitioning away from its supply chain has been a complex process for aerospace OEMs. One of the key obstacles is the exclusive contracts in place for critical parts like landing gear components, as well as the limited capacity for producing large-scale forgings and machining operations. Airbus acknowledged in October that it continues to honor its existing contracts in compliance with international sanctions, but reiterated its long-term goal of decoupling from Russian supply chains.

Boeing and the U.S. Response 

In contrast to Airbus, American aircraft manufacturer Boeing ceased all procurement from VSMPO-AVISMA in March 2022. Boeing also ended its forgings joint venture with the Russian company, Ural-Boeing Manufacturing. The U.S. has since imposed a 70% duty on titanium imports from Russia, further isolating the Russian supplier from the American market.

RTX

The Role of Nickel and Titanium in Aerospace 

Titanium plays a vital role in aerospace applications, including structural parts, fasteners, compressor blades, landing gears, and heat exchangers. Nickel, another metal facing export restrictions, is primarily used in high-temperature superalloys for the hot core of jet engines.

Global Sanctions and Industry Reactions The EU has yet to implement sanctions specifically targeting VSMPO, a move that contrasts with the more aggressive stance taken by the U.S. and Canada. Canada’s direct sanctions on VSMPO initially impacted companies like Airbus and Bombardier, but both received exemptions. U.S.-based RTX, however, faced complications and had to secure new titanium sources for its subsidiary, Collins Aerospace, which manufactures landing gear in Canada.

Future Prospects for Titanium Supply 

In response to the growing demand and the void left by VSMPO, U.S. titanium melters such as Timet, ATI, and Perryman are expanding their ingot melt capacities. Similarly, Japanese producers Toho Titanium and Osaka Titanium are investing in capacity expansion, though these efforts are expected to take several years to fully materialize.

Uncertainty Around Russian Export Restrictions 

Whether Russia will move forward with its export restrictions remains uncertain. Safran has stated it has no further information beyond Russia’s public statements, and Airbus has declined to comment on the matter. VSMPO’s largest shareholder, Industrial Investments, holds a 65.27% stake, while the Russian state-controlled defense firm Rostec owns 25%. Putin’s call for restrictions came with the caveat that they should not harm Russia, leaving the industry in a state of uncertainty.

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.