Sustainable Aviation
Airbus Boosts Titanium and Aluminium Recycling for Sustainable Aerospace
Airbus enhances titanium and aluminium recycling via additive manufacturing and partnerships, cutting emissions and energy use in aerospace production.
Advancing Circularity in Aerospace: Airbus’s Initiatives for Titanium and Aluminium Recycling
The aerospace sector is undergoing a pivotal shift toward sustainable manufacturing, and Airbus is at the forefront of this change. With global pressure mounting to reduce environmental footprints, particularly in resource-intensive industries like aviation, circularity has emerged as a strategic imperative. Airbus is leveraging advanced technologies and forging new partnerships to increase the circularity of two critical metals, titanium and aluminium, used extensively in aircraft manufacturing.
Through innovations such as additive layer manufacturing (ALM), targeted recycling programs, and collaborations across the value chain, Airbus aims to reduce raw material consumption, extend component life, and ensure high-quality recycling of metals at the end of an aircraft’s service. These initiatives not only cut emissions but also address long-term supply chain vulnerabilities and align with broader sustainability goals, like those outlined in the Destination 2050 roadmap.
The Importance of Circular Economy in Aerospace
The circular economy represents a fundamental departure from the traditional linear model of production and consumption. In aerospace, where aircraft are designed to last over two decades, resource efficiency has always been a consideration. However, the scale and urgency of climate change have elevated the importance of circularity, particularly for high-impact materials like titanium and aluminium.
Circularity in this context involves more than just recycling. It encompasses a full spectrum of strategies, the ‘ten Rs’, which include refusing unnecessary use, reducing material input, rethinking design, reusing components, repairing, refurbishing, repurposing, remanufacturing, recycling, and recovering. For metals, this approach is especially valuable, as they can theoretically be recycled indefinitely without loss of integrity.
Despite this potential, demand for virgin metals still outpaces the uptake of recycled materials. This is due to several factors, including the technical challenges of reclaiming aerospace-grade metals and regulatory hurdles that prioritize traceability and performance standards. Airbus’s initiatives aim to close this gap by embedding circularity throughout the aircraft lifecycle, from design to decommissioning.
Why Titanium and Aluminium Matter
Titanium and aluminium are foundational to modern aircraft design. Titanium is prized for its strength, corrosion resistance, and ability to withstand high temperatures, making it ideal for engines, landing gear, and structural components. Aluminium, on the other hand, is lightweight and malleable, commonly used in fuselage structures, wing assemblies, and interior components.
The use of these metals contributes significantly to aircraft performance, particularly in reducing weight and improving fuel efficiency. For example, the Airbus A350 incorporates a high percentage of aluminium and titanium in its airframe, contributing to a 25% reduction in fuel burn compared to previous models.
However, the environmental cost of producing these metals is considerable. Primary aluminium production is energy-intensive, while titanium extraction and processing emit substantial greenhouse gases. Increasing the use of recycled materials can mitigate these impacts, but only if high-quality recycling processes are in place to maintain the stringent standards required in aerospace applications.
Technological Innovations at Airbus
Additive Layer Manufacturing (ALM)
One of Airbus’s most promising technologies for enhancing material circularity is additive layer manufacturing (ALM), a form of 3D printing. Unlike traditional subtractive manufacturing, which cuts away material from a larger block, ALM builds parts layer by layer, using only the material necessary. This substantially reduces waste and allows for more complex, integrated designs.
Airbus employs two main ALM techniques: powder bed fusion (PBF) and directed energy deposition (DED). PBF uses lasers to melt powdered titanium into precise shapes, while DED involves melting wire feedstock to create larger, regularly shaped parts. These methods have already yielded tangible benefits. For instance, the latch shafts on the A350, previously made from ten separate parts, are now produced as a single component using ALM, reducing weight by 45% and saving approximately 126,000 kg of CO₂ over the aircraft’s lifespan.
These innovations not only improve material efficiency but also contribute to structural integrity and performance. The integrated designs made possible through ALM reduce assembly complexity and potential failure points, enhancing safety while supporting sustainability goals.
“With ALM, we’re not just reducing waste, we’re rethinking how parts are designed, manufactured, and integrated. It’s a paradigm shift in aerospace engineering.”, Airbus Engineering Team
Recycling and Recovery
Airbus is also investing in advanced recycling technologies that allow for the recovery of high-quality titanium and aluminium from decommissioned aircraft. Partnering with organizations like TARMAC Aerosave and Constellium, Airbus has developed processes to disassemble aircraft and sort materials for reuse. These efforts are supported by digital material passports that track the composition and history of each part, ensuring traceability and compliance with aerospace standards.
For aluminium, this has led to the successful remelting of reclaimed material into certified aerospace-grade sheets. These sheets match the mechanical properties of virgin aluminium but require only 5% of the energy to produce. For titanium, Airbus works with IMET Alloys, which uses chemical cleaning processes to remove contaminants from used parts, enabling up to 95% of the recovered metal to be reused in new manufacturing.
These advancements are crucial in closing the loop for aerospace metals. By ensuring that materials retain their value and performance characteristics, Airbus is creating a more resilient and sustainable supply chain while reducing reliance on energy-intensive virgin material production.
Collaborative Ecosystem and Partnerships
Airbus recognizes that achieving true circularity requires collaboration across the entire aerospace value chain. The company works closely with raw material suppliers, component manufacturers, recycling specialists, and regulatory bodies to develop and implement circular practices. These partnerships are essential for overcoming technical, logistical, and regulatory challenges.
For example, IMET Alloys plays a key role in processing and recycling titanium scrap, while Constellium focuses on aluminium recycling. TARMAC Aerosave specializes in aircraft dismantling and material recovery. Together, these partners help Airbus achieve high recovery rates and ensure that recycled materials meet the stringent requirements of aerospace manufacturing.
These collaborations also facilitate knowledge sharing and innovation. By pooling expertise and resources, Airbus and its partners are able to develop new technologies, improve recycling efficiency, and accelerate the adoption of circular practices across the industry.
Conclusion
Airbus’s commitment to increasing the circularity of titanium and aluminium represents a significant step forward in sustainable aerospace manufacturing. Through the use of additive manufacturing, advanced recycling techniques, and strategic partnerships, the company is setting new standards for resource efficiency and environmental stewardship.
As the aerospace industry continues to grow, the need for sustainable material management will become even more critical. Airbus’s initiatives provide a blueprint for how companies can reduce their environmental impact while maintaining performance and safety. Looking ahead, further innovations in design, regulation, and collaboration will be key to scaling these efforts and achieving a truly circular aerospace economy.
FAQ
What is circularity in aerospace manufacturing?
Circularity refers to a production model that minimizes waste and maximizes the reuse, recycling, and recovery of materials throughout the lifecycle of an aircraft.
Why are titanium and aluminium important in aircraft?
These metals are lightweight, strong, and resistant to corrosion. Titanium is used in high-stress components like engines and landing gear, while aluminium is widely used in fuselage and wing structures.
How does additive manufacturing reduce waste?
Additive manufacturing builds parts layer by layer, using only the material needed. This reduces scrap and allows for more efficient and integrated designs.
Can recycled metals meet aerospace standards?
Yes, with proper processing and certification, recycled titanium and aluminium can meet the stringent performance and safety requirements of aerospace applications.
What are the environmental benefits of circularity?
Recycling metals significantly reduces energy use and emissions compared to producing new materials. For example, recycled aluminium uses up to 95% less energy than primary production.
Sources:
Airbus,
IMET Alloys,
Constellium,
TARMAC Aerosave,
Ellen MacArthur Foundation
Photo Credit: Airbus
Sustainable Aviation
KBR Selected for Asia’s First Ethanol-to-Jet SAF Plant in Singapore
KBR will provide PureSAF technology licensing and FEED services for a 100,000-ton/year SAF facility on Jurong Island, Singapore.
On June 29, 2026, KBR announced its selection by Keppel Ltd. and Aster Chemicals and Energy to provide technology licensing and Front-End Engineering Design (FEED) services for a proposed 100,000-ton-per-year SAF (SAF) facility on Jurong Island, Singapore.
The planned facility is envisioned as Asia’s first commercial-scale ethanol-to-jet (EtJ) SAF plant. According to the KBR press release, the project will utilize the company’s PureSAF technology to produce a 100% drop-in jet fuel, supporting Singapore’s national mandate to increase sustainability usage across the aviation sector.
PureSAF technology and project scope
The Jurong Island facility will leverage PureSAF, a technology originally developed by Swedish Biofuels AB and engineered for commercial-scale production by KBR, which holds the exclusive global license. The process is designed to convert ethanol into aviation fuel that requires no blending with conventional Jet A or Jet A-1 before use.
In a statement accompanying the announcement, KBR President and CEO Stuart Bradie highlighted the system’s flexibility.
“KBR’s PureSAF is a feedstock-flexible, bankable technology that is designed to deliver a 100% drop in jet fuel, ready to power aircraft without blending. We are constantly innovating our SAF solution to make it compatible with feedstock availability in different regions and to enable the aviation industry to transition to low-carbon jet fuel with a cost-optimized approach.”
The FEED study will determine the technical configuration and project capital expenditure required for the facility. The development remains subject to regulatory approvals and a final investment decision (FID) by the project partners.
Aligning with Singapore’s aviation mandates
The selection of KBR follows a January 28, 2026, agreement between Keppel’s Infrastructure Division and Aster to jointly assess the development of the Jurong Island site. Aster operates as a joint venture between Indonesian petrochemical company Chandra Asri and Swiss commodities trader Glencore.
The proposed 100,000-ton annual production capacity aligns directly with targets set by the Civil Aviation Authority of Singapore (CAAS). Starting in 2026, the CAAS mandates a 1% SAF uplift for all departing flights from the country, with a stated goal of increasing that requirement to between 3% and 5% by 2030.
Alongside the SAF plant contract, KBR and Keppel signed a Memorandum of Intent to collaborate on broader energy transition initiatives. The companies plan to explore technologies related to waste-to-energy, plastic recycling, biofuels, and artificial intelligence-driven digitalization.
AirPro News analysis
We view the progression of the Jurong Island project to the FEED stage as a critical indicator of the Asia-Pacific region’s readiness to scale SAF production. While North America and Europe have led early SAF capacity investments, Singapore’s firm regulatory mandate provides the demand certainty required to underwrite commercial-scale facilities in Southeast Asia. The choice of an ethanol-to-jet pathway is particularly notable, as it allows operators to bypass the constrained supply of fats, oils, and greases that limit hydroprocessed esters and fatty acids (HEFA) production volumes. The project’s ultimate realization hinges on the upcoming final investment decision, which will test the commercial viability of the EtJ process in the current economic environment.
Sources: KBR
Photo Credit: KBR
Sustainable Aviation
NGO Coalition Pushes EU to End Aviation ETS Exemption
The SASHA Coalition urges the EU to end its ETS exemption for international flights ahead of the July 2026 legislative review.
A coalition of environmental and industry non-governmental organizations is urging the European Commission to end the European Union Emissions Trading System exemption for international flights, a move proponents estimate could generate €130 billion in carbon market revenues between 2027 and 2035.
In a campaign coordinated by the SASHA Coalition, groups including Opportunity Green, Transport & Environment, and Carbon Market Watch are targeting the upcoming legislative revision of the European Union Emissions Trading System (EU ETS) scheduled for July 2026. The coalition argues that integrating extra-EEA flights into the carbon pricing mechanism is necessary to fund clean aviation technologies, specifically electro-Sustainable Aviation Fuel (eSAF) and Direct Air Capture (DAC) infrastructure.
The financial and environmental cost of the exemption
The European Union initially included aviation in the ETS on January 1, 2012, but introduced a stop-the-clock mechanism exempting extra-EEA flights following international pressure. According to a policy briefing from the SASHA Coalition, this exemption left an estimated 1.1 billion tonnes of carbon dioxide emissions unregulated between 2012 and 2023. The coalition calculates this resulted in €26 billion in uncollected carbon market revenues during that period.
If the exemption is maintained after its scheduled expiration in 2027, the coalition projects that 1.3 billion tonnes of carbon dioxide emissions will go unregulated through 2035. A full-scope ETS could generate an estimated €14 billion in annual revenue for European Union member states by 2030.
Industry perspectives on carbon pricing and CORSIA
The debate centers on the effectiveness of the United Nations Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). The European Commission is required to assess by mid-2026 whether CORSIA delivers sufficient environmental ambition. Environmental groups argue the UN scheme is structurally unfit because it relies on offsetting rather than absolute emissions reduction and targets only emissions above a high baseline. Conversely, Airlines and industry groups have historically opposed extending the EU ETS to international flights, citing concerns over market distortions, potential violations of international law, and competitive disadvantages for European hubs.
Clean technology providers argue that a strong regulatory framework is required to drive investment. During a June 9, 2026 roundtable event at the European Parliament convened by the SASHA Coalition, NEG8 Carbon Head of Business Development Dr. David Mulrooney emphasized the necessity of the ETS for commercial strategy.
“To answer your question directly: the EU ETS is foundational to our commercial strategy. NEG8 supplies atmospheric CO2 capture. The stronger and more consistent the carbon price signal, the stronger the investment case for the infrastructure we sell into. ETS is not a policy backdrop for us. It is the market mechanism our business is built on,” Mulrooney stated.
Mulrooney advocated for directing ETS revenue into DAC and eSAF to drive down costs, similar to historical cost curves for solar power and batteries. Member of the European Parliament Cynthia Ní Mhurchú also spoke at the event, noting that regulatory certainty is critical for future planning.
AirPro News analysis
The July 2026 review of the EU ETS represents a critical juncture for European aviation policy. We observe that the European Commission is caught between two competing pressures: the mandate to meet aggressive decarbonization targets and the risk of triggering international trade disputes if it unilaterally prices emissions on extra-EEA flights. The SASHA Coalition focus on revenue generation for eSAF and DAC is a strategic pivot, framing the ETS not just as a punitive tax but as a necessary funding mechanism for the aviation industry transition. Overcoming airline opposition to overlapping carbon pricing regimes will require the Commission to clearly articulate how the EU ETS and CORSIA can coexist without creating prohibitive administrative and financial burdens for operators.
Sources: SASHA Coalition
Photo Credit: SASHA Coalition
Sustainable Aviation
Delta Air Lines Installs VCT Finlets on 240 Boeing 737NG Jets
Delta Air Lines will fit aerodynamic finlets from Vortex Control Technologies on 240 Boeing 737-800 and 737-900ER aircraft.
Delta Air Lines will install aerodynamic finlets from Vortex Control Technologies across 240 of its Boeing 737 Next Generation aircraft to reduce drag and lower fuel consumption.
Announced in a company press release on June 17, 2026, the modification program targets the carrier’s Boeing 737-800 and 737-900ER fleets. The installation follows computational fluid dynamics analysis and flight test validation, aligning with Delta’s broader sustainability objectives to address the 90 percent of its carbon footprint generated by jet fuel.
Aerodynamic modifications and fleet implementation
The Vortex Control Technologies (VCT) finlet package consists of small aerodynamic devices installed on the aft fuselage of the aircraft. These structures are designed to reshape airflow around the tail section, reducing flow separation and improving overall pressure distribution. By mitigating aerodynamic drag, the finlets directly decrease the amount of thrust required during cruise, resulting in lower fuel burn.
Delta Air Lines Chief Sustainability Officer Amelia DeLuca stated that the carrier seeks out innovations that reduce environmental impact and generate long-term operational benefits.
“We appreciate the strong partnership with VCT throughout the evaluation process and are looking forward to this implementation to further support our ongoing fleet efficiency initiatives,” DeLuca said.
VCT Chief Executive Officer Gil Morgan noted that equipping the 240 Delta aircraft represents a significant milestone for the manufacturer.
“We are proud to provide a practical technology that helps airlines improve fuel efficiency, reduce carbon emissions and enhance operating economics,” Morgan said.
Regulatory approval and industry adoption
The VCT finlet system operates under a Federal Aviation Administration (FAA) Supplemental Type Certificate (STC). The technology has steadily gained traction among Boeing 737 Next Generation (737NG) operators seeking incremental efficiency improvements. On September 26, 2025, the European Union Aviation Safety Agency (EASA) validated the FAA STC, clearing the devices for installation on European-registered aircraft.
Other operators have also adopted the modification. On July 29, 2025, Avelo Airlines announced a follow-on order for additional VCT finlets. The carrier reported proven fuel savings and emissions reductions after 18 months of in-service performance across its own Boeing 737NG fleet.
AirPro News analysis
We view Delta’s adoption of aft-fuselage finlets as a pragmatic approach to extending the economic viability of its Boeing 737NG fleet. While winglets have long been the industry standard for drag reduction, aft-body modifications represent an incremental but valuable efficiency gain for mature airframes. As airlines manage delayed deliveries of next-generation narrowbody aircraft, retrofitting existing fleets with drag-reducing technology offers an immediate reduction in fuel burn and emissions without requiring significant downtime or capital expenditure.
Sources: Delta News Hub
Photo Credit: Delta Air Lines
-
Aircraft Orders & Deliveries3 days agoSMBC Sells $2B Aircraft Loan Portfolio After Air Lease Acquisition
-
Regulations & Safety6 days agoLight-Sport Aircraft Strikes CITIC Tower in Beijing
-
Aircraft Orders & Deliveries7 days agoUSC Aero Acquires Five Lufthansa A340-600s for Fleet and Parts
-
MRO & Manufacturing4 days agoSeAH Besteel Opens Texas Superalloy Plant in H2 2026
-
Defense & Military6 days agoLockheed Martin NXGB Hypersonic Glide Body Program Launch