{"id":7032614,"date":"2026-08-07T21:29:06","date_gmt":"2026-08-07T21:29:06","guid":{"rendered":"https:\/\/peraltafinancing.com\/airbus\/how-far-away-is-out-of-autoclave-aerostructure-production-for-airbus-and-boeing\/"},"modified":"2026-08-07T21:29:06","modified_gmt":"2026-08-07T21:29:06","slug":"how-far-away-is-out-of-autoclave-aerostructure-production-for-airbus-and-boeing","status":"publish","type":"post","link":"https:\/\/fivemor.com\/?p=7032614","title":{"rendered":"How far away is out-of-autoclave aerostructure production for Airbus and Boeing?"},"content":{"rendered":"


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Free for nonsubscribers\u00a0<\/strong><\/p>\n

By Howard Hardee<\/strong><\/p>\n

August 7, 2026<\/strong> \u00a9 Leeham News: <\/strong>The commercial aerospace sector could be roughly a decade away from achieving high-rate production of major composite aerostructures.<\/p>\n

Airbus and Boeing are exploring how to produce larger composite structures without curing them in autoclaves. Current infrastructure is time-intensive and expensive to operate, limiting today\u2019s aircraft production rates and presenting complex challenges for the future of airliner manufacturing.<\/p>\n

The airframer duopoly is interested in out-of-autoclave production processes because the next generation of single-aisle jets could be produced at rates of more than 100 aircraft per month. If the wings or fuselages of those aircraft are made mostly with composite materials, the companies would need massive autoclave capacity to support adequate production rates. Both companies are researching how to work around that constraint.<\/p>\n

Taking the time to cure the fuselage barrels and wings of the Airbus A350 and Boeing 787 in giant autoclaves\u2014chambers that apply intense pressure and heat to cure composite structures, such as wing top covers\u2014makes sense because those programs deliver jets at much lower rates than the single-aisle A320neo and 737 Max families. (However, supporting greater widebody aircraft production rates is another compelling reason to develop out-of-autoclave processes.)<\/p>\n

LNA<\/strong> aerospace analyst Bjorn Fehrm explains in Part 3<\/strong><\/a> of his series on Airbus\u2019 next clean-sheet aircraft that, in A350 production, a full cycle of curing wing top covers takes 24 hours, and only two covers fit inside the chamber at a time. Operating two production sites equipped with autoclaves\u2014in Stade, Germany and Illescas, Spain\u2014Airbus produces about 10 A350 airframes per month. It is attempting to increase that rate to a dozen A350s monthly.<\/p>\n

\"\"<\/a><\/p>\n

Wing top covers curing in autoclaves at Airbus\u2019 facility in Illescas, Spain. Photo credit: Airbus<\/strong><\/p>\n<\/div>\n

Turning to Airbus\u2019 eventual A320neo replacement, Ferhm\u2019s analysis indicates the company would need as many as 20 autoclaves running continuously to support all-composite narrowbody production rates of around 100 aircraft per month. That is a capital-intensive proposition that the company would likely prefer to avoid.<\/p>\n

Decade or decades?<\/strong><\/h5>\n

After learning from the first-generation all-composite A350 and 787 Dreamliner programs, both of which have had production pains as well as engineering triumphs, Airbus and Boeing are looking at how to apply advanced material technology to their next narrowbody lineups. How to produce composite wing structures at scale is a central question for Airbus\u2019 Wing of Tomorrow research program.<\/p>\n

Experts with both companies believe that out-of-autoclave manufacturing of large aerostructures is feasible, though that could be up a decade or more away\u2014depending on who you ask.<\/p>\n

LNA<\/strong> recently posed the question to Sue Partridge, head of Airbus\u2019 Wing of Tomorrow program, as well as Lisa Orme, vice president of Boeing, leads a team of 650 engineers and scientists working on advanced material design and production. Their responses shed light on how the companies are approaching the problem.<\/p>\n

Going bigger<\/strong><\/h5>\n

Orme notes that Boeing\u2019s out-of-autoclave processes are currently limited to producing smaller parts and fuselage components, such as door surrounds. Resin transfer molding, for example, promises faster cycles, but the tooling is expensive and has thus far proven best suited to smaller parts and medium production rates.<\/p>\n

Boeing would surely like to find a way to go bigger. Notably, the still-not-certified 777X, the long-awaited twin-aisle twinjet, features a mostly composite wing with signature folding wingtips. Wing structures for the 777-9 are produced in an autoclave.<\/p>\n

\"\"<\/a><\/p>\n

The 777-9\u2019s wing is a big part of what makes the forthcoming widebody more efficient than the 777 Classic. Photo credit: Boeing <\/strong><\/p>\n<\/div>\n

\u201cI think there\u2019s a future. I really do,\u201d Orme said. \u201cWe continue to innovate. We\u2019re not done with figuring out where we are without an autoclave, and we do think there\u2019s an art of the possible there. We\u2019re researching that. In terms of timing, that\u2019s really hard to say, but it is in the future.\u201d<\/p>\n

Asked by LNA<\/strong> whether she believes that future is decades away, Orme said the timelines is like \u201cit is probably singular,\u201d or around a decade. Boeing has lately taken the stance that its next narrowbody will enter service late in the 2030s, or even as late as 2040.<\/p>\n

Both Airbus and Boeing are researching very long and thin wing designs with higher aspect ratios for future aircraft platforms. While more efficient, such wings would be difficult to manufacture and would require advanced material designs.<\/p>\n

Wing of Tomorrow<\/strong><\/h5>\n

Airbus has been exploring how to leverage next-generation wing technologies to improve the fuel efficiency and reduce the operating costs of its next clean-sheet jets for more than a decade, Partridge said. That has included building three full-scale wing demonstrators and the recent launch of a flight-test program<\/a> that will extend the wings of an Airbus A321neo.<\/p>\n

\u201cThe first objective is about the performance of the wing; the wing will bring as much efficiency improvement to the next-generation single-aisle as the engine,\u201d she told LNA<\/strong> at Farnborough International Airshow. \u201cIt\u2019s a really important lever for efficiency, and the way you improve efficiency is through the wingspan.<\/p>\n

\u201cBy increasing the span of the wing, you reduce drag, reduce fuel burn, reduce CO2\u2026.So that\u2019s the first objective of the technologies we\u2019re developing: longer, lighter, slender wings.\u201d<\/p>\n

Another objective of the Wing of Tomorrow program is establishing how to produce new wing designs at high rates. Specifically, the major structural components of Airbus\u2019 next narrowbody wing will be made from composites, while the leading and trailing edges will be aluminum. Many other smaller components on and inside the wing will be metallic, as well.<\/p>\n

High rate, high quality\u00a0<\/strong><\/h5>\n

Partridge is \u201cvery optimistic\u201d that Airbus will solve how to produce wing structures with composite materials at high rates, without sacrificing safety and quality.<\/p>\n

\u201cWe made the decision to invest in a really good technology program, developing these technologies at scale in as close-to-as-possible to a real industrial environment,\u201d she said. \u201cWe need them to be mature. We need to have demonstrated that we can repeatedly make components, and we need to demonstrate the reliability of our industrial system. That\u2019s what Wing of Tomorrow is doing.\u201d<\/p>\n

\"\"<\/a><\/p>\n

The successor to the A320neo family will likely feature much longer wings, with folding wingtips to allow for access to airport gates. Photo credit: David McIntosh\/AIN<\/strong><\/p>\n<\/div>\n

To those ends, Airbus is exploring out-of-autoclave pathways, such as \u201cdry fiber\u201d technologies. Those processes place non-resin-impregnated fiber in a mold, then infuse the material with resin after layup. That is different from \u201cprepreg\u201d systems in which fibers are impregnated with resin before placement into a mold.<\/p>\n

Airbus is also exploring how to increase production rates of its current prepreg systems\u2014fiber pre-impregnated with resin\u2014which it has honed over years of A350 production.<\/p>\n

\u201cThe key there would be taking all the knowledge we have and then making sure that we can replicate it again at a high rate,\u201d Patridge said. \u201cWe\u2019ve been exploring different out-of-autoclave options, different dry fiber options. Those decisions are to come in the future.\u201d<\/p>\n

Partridge maintains that solving the puzzle will take less than 10 years, with the company targeting the launch of its A320neo family successor in 2030 and service entry later next decade.<\/p>\n

In and out of autoclave\u00a0<\/strong><\/h5>\n

Boeing is also researching how to produce lower-cost and higher-rate composite structures using autoclaves, as well. Lane Ballard, Boeing\u2019s chief technology officer, said the airframer is \u201cplacing bets in both camps.\u201d<\/p>\n

\u201cThere is a lot of work to be done even in-autoclave with tooling\u2026and material systems,\u201d he said. \u201cWe\u2019re working on both ends, just like the wind turbine and car industry is working on it, too. How do you come up with a way to produce first-pass quality at a very rapid rate without having these huge amounts of infrastructure that composites currently drive today?<\/p>\n

\u201cSo, we\u2019re doing a lot of research on both sides, but, definitely, out-of-autoclave is one of those areas we\u2019re interested in solving.\u201d<\/p>\n

Boeing has already demonstrated the concept on a smaller scale, including in developing the MQ-28A Ghost Bat, a stealthy autonomous aircraft designed by Boeing Australia for the Royal Australian Air Force. That aircraft\u2019s assembly includes the largest resin-fused panel ever built by Boeing, in a process completed outside of an autoclave.<\/p>\n

Scaling those techniques and developing repeatable production systems is an immense challenge facing the aerospace industry, from smaller air taxi start-ups to the global airframer duopoly.<\/p>\n

\u201cWe develop new materials from a systems point of view,\u201d Orme said. \u201cThe materials that we develop, we need to ensure that they can be subsequently coated and tested and machined and assembled and produced at rate.\u201d<\/p>\n

Related<\/em><\/h3>\n<\/p>\n

\n<\/div>\n\n","protected":false},"excerpt":{"rendered":"

Free for nonsubscribers\u00a0 By Howard Hardee August 7, 2026 \u00a9 Leeham News: The commercial aerospace sector could be roughly a decade away from achieving high-rate production of major composite aerostructures. Airbus and Boeing are exploring how to produce larger composite structures without curing them in autoclaves. Current infrastructure is time-intensive and expensive to operate, limiting […]<\/p>\n","protected":false},"author":1,"featured_media":7032615,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[12027],"tags":[180867,26861,195987,12585,195984,195985,12576,181216,94066,195986,10166],"dealstore":[],"offerexpiration":[],"class_list":["post-7032614","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-airbus","tag-787-dreamliner","tag-a350","tag-aerostructure","tag-airbus","tag-airbus-wing-of-tomorrow","tag-autoclave","tag-boeing","tag-composite-production","tag-composites","tag-outofautoclave","tag-production"],"yoast_head":"\nHow far away is out-of-autoclave aerostructure production for Airbus and Boeing? - Som2ny Network<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/fivemor.com\/?p=7032614\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"How far away is out-of-autoclave aerostructure production for Airbus and Boeing? - Som2ny Network\" \/>\n<meta property=\"og:description\" content=\"Free for nonsubscribers\u00a0 By Howard Hardee August 7, 2026 \u00a9 Leeham News: The commercial aerospace sector could be roughly a decade away from achieving high-rate production of major composite aerostructures. 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Airbus and Boeing are exploring how to produce larger composite structures without curing them in autoclaves. 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