Why Additive Manufacturing in Aviation Is No Longer Experimental
For years, additive manufacturing (AM) in aerospace lived in the “potential” column, exciting, but limited to prototypes or niche repairs. That’s no longer the case.
Today, certified flight parts, tooling, and operational components are flying. Additive is proving itself not just in innovation labs, but in real aircraft.
Here’s what’s changed and what comes next.
From Technology Trials to Trusted Supply Chains
Not long ago, AM adoption meant purchasing machines and developing internal expertise. OEMs carried the burden of testing, qualifying, and refining every aspect of the process.
Now, things have shifted. Certified suppliers offer AM parts directly to end users, unlocking a new phase where confidence in the process outweighs curiosity about the technology.
What’s Behind the Shift?
In our daily conversations with aerospace customers, engineers, procurement leads, and QA teams, we hear one common theme:
“I don’t want to validate the technology. I want to buy a certified part that works.”
This shift in mindset is critical. It marks the moment where AM becomes a valid manufacturing option, not a science project.
And the ecosystem is responding, with certified materials, standardised processes, and validated quality control built into the supply chain.
Real Use Cases: What’s Already Flying
Across our platform, aerospace teams use AM for:
- Flight-ready polymer components
- Rapid tooling for composite layup, casting, and forming
- Lightweight jigs and inspection fixtures
- Functional prototypes and surrogate parts
- Retrofit and cabin interior modifications
These use cases often share a common thread: low-volume needs, short lead times, and high mix, all areas where traditional manufacturing struggles.
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Choosing the Right Technology
For most teams, two technologies dominate:
- FDM (Fused Deposition Modelling) is ideal for larger, hollow parts with lightweighting requirements. It’s also preferred in MRO due to speed and cost.
- SLS (Selective Laser Sintering) is best suited for small parts that require tight tolerances and batch production. It’s widely used for certified interior components and brackets.
Companies using ULTEM material in FDM workflows can balance weight, strength, and flame resistance, key for cabin applications.
Why Polymers Dominate in Aerospace
Polymers have gained traction in aerospace AM not just because of material properties, but because of:
- Lower cost and time to qualify
- Faster access to spares
- Adequate performance for many semi-structural and cosmetic parts
Today, AM is often introduced only when OEM spares are unavailable, in a reactive manner. However, the fundamental shift will occur when AM is designed into sustainment from the outset.
What We’re Seeing Next – Straight From the Field
From sourcing teams to mechanical engineers, here’s what we hear on repeat:
1. Hybrid Parts
Teams are combining polymer, composite, and machined elements into a single structure. Materials are ingredients, and a good part uses more than one.
2. Multi-Functionality
Instead of using one part per function, designers aim to utilise the same geometry for multiple purposes, thereby reducing weight and assembly steps.
3. Lifecycle-Based AM
We’re starting to see seat assemblies and cabin components designed with AM spares in mind, not just as a fallback when warehouses run out of stock.
Regulation: Europe Is Taking the Lead
Additive standards are still evolving, especially for polymers. European regulatory bodies are increasingly addressing this space more aggressively.
Efforts like EASA 21G/21J are beginning to formalise the qualification path for polymer AM in certified applications.
In contrast, U.S. regulatory frameworks still focus heavily on metal. ASTM AM standards exist, but gaps remain, especially in the aftermarket context.
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What Still Holds Aerospace Teams Back
Despite growing adoption, several barriers remain:
- Finishing costs can exceed production costs
- Yield loss and witness coupons add complexity
- Materials like silicone or soft-touch elastomers still lack qualification paths
- Some teams struggle to source AM parts with high fatigue strength for mechanical applications (study)
The good news? Most of these issues are being actively addressed, and many can already be mitigated with intelligent design or effective technology selection.
The Scale: AM Is Already Flying
Based on publicly available data, more than 1.3 to 1.5 million AM parts have been integrated into flight applications.
These range from cabin components to brackets, ducts, tooling, and spares. Many are produced annually. AM is no longer a niche tool; it’s becoming a standard in aerospace part sourcing.
Why Now?
Aerospace teams today face increasing pressure:
- Aging platforms
- Long lead times for legacy parts
- Supply chain risk from diminishing manufacturing sources
- Tooling costs that kill low-volume feasibility
Additive manufacturing solves these. But only if it’s part of your sourcing strategy, not just your prototyping workflow.
From Prototype to Production-Ready
We help aviation teams source high-quality AM parts for tooling, cabin retrofits, and functional prototypes. Whether you need a one-off component or ongoing support, we connect you to the right technology and supplier fast.
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