Airbus CEO Guillaume Faury said the company is currently assessing the impact of potential tariffs and counter-tariffs imposed by the United States on its business and what the trade battle may mean for future airplane demand and production plans in 2025 and beyond.
At the 2025 annual general meeting on April 15, Faury warned shareholders that Airbus’s environment is “complex and fast-changing.” He explicitly mentioned China’s decision to accept Boeing supplies to Chinese airlines no longer. According to Faury, the trade war is a “new risk” for Airbus, and the scope and pace will be analyzed.
Despite the uncertainty, Airbus’ manufacturing ramp-up plans are currently unchanged. Faury reiterated achieving 75 A320neo family monthly deliveries by 2027 and 14 for the A220 in 2026.
Tariffs, according to Faury, “are import duties, born by the one who is importing, by our customers.” However, Airbus contacts consumers “to see how we manage the situation.” It is vital “to understand the nature of tariffs.” Airbus may be “subject to tariffs” in some situations since it imports aeronautical parts to the United States for delivery to its final assembly facilities in Mobile, Alabama.
Shifting deliveries could be one potential mitigation strategy. Airbus is considering “what we are delivering to whom and when,” according to Faury.
Delta Air Lines CEO Ed Bastian had previously stated in April that the carrier will not take receipt of any aircraft subject to taxes. On the European front, Ryanair CEO Michael O’Leary agreed with him. Ryanair, a major Boeing customer, would likely postpone the delivery of 737-8s if European counter-tariffs hit them.
Many other airlines are organizing internal working groups to determine what to do. For example, Lufthansa is considering registering new 787s yet to be delivered to Switzerland to avoid prospective European Union duties on Boeing aircraft.
Despite the escalating trade battle, Faury stated that supply chain issues remain Airbus’s most significant commercial aviation difficulty. He referred to substantial delays in CFM International Leap 1A engine supply. “CFM is significantly behind the curve,” Faury stated. Airbus has 25-30 A320neo family aircraft parked waiting for engines, he confirmed, a figure he intends to reduce dramatically in the second half of the year. “Hopefully, we will no longer have any sizeable number of gliders by the end of the year,” Faury told me.
He cited the difficulties encountered in 2018 when essential improvements were required for the Pratt & Whitney PW1100G engines. These basic modifications caused a substantial delay, with over 100 finished aircraft remaining grounded while their engines were updated. By mid-year, these aircraft hadn’t been fully furnished or delivered to clients, leaving manufacturers with a backlog. Despite the initial failures, the problem was rectified mainly by the end of the year. Almost all of the aircraft waiting for engines were successfully delivered, illustrating the company’s capacity to overcome problems and meet delivery deadlines within a calendar year.
Airbus Chief Financial Officer Thomas Toepfer expects the final documents for acquiring Spirit AeroSystems’ Airbus workshare to be signed by the end of May, with the transaction completed by July 1. Spirit manufactures A220 wings and mid-fuselages, as well as significant A350 components.
Faury stated that Airbus expects to launch a replacement to the A320neo family before the end of this decade, with service beginning in the second half of the 2030s. The aircraft would consume 25-30% less fuel, owing to weight reductions, improved engines, and very long, foldable wings. He also stated that Airbus plans to upgrade its long-range aircraft “that are less public” but still aims for higher fuel efficiency and the use of sustainable aviation fuels. Faury did not go into greater information.
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