August 2026 Volume 8

THE MATERIAL ADVANTAGE How Forgers Are Navigating Cost, Capacity and Critical Supply Risk By Angela Gibian MATERIALS

F or decades, material strategy in forging was often treated primarily as a purchasing function: source the billet, bar, ingot or alloy; manage the surcharge; and protect the delivery date. That model is no longer enough. Material availability, traceability and cost exposure have become board-level issues for forgers serving aerospace, defense, energy, transportation and heavy industrial markets. The competitive advantage is shifting toward companies that can not only form metal, but also

That matters because forgers sit at the intersection of three problems: material cost, production capacity and supply security. Steel, aluminum and copper tariffs have added another layer of complexity. Under changes implemented in 2026, the United States imposed additional ad valorem duties of 50% on many covered metal products, 25% on predominantly metal derivative products and a temporarily reduced 15% rate for certain industrial machinery and power equipment. For forgers, quoting practices, escalation clauses, country-of-origin documentation and customer pass-through language are no longer back-office details. They can determine whether a job remains profitable between the initial quote and final delivery. 3 The other side of the cost equation is risk. Low-cost material is not a bargain if its composition or documentation cannot be verified. That lesson remained current in February 2026, when the Federal Aviation Administration proposed an airworthiness directive covering certain Boeing 767-300F aircraft. The action followed a supplier notice indicating that some titanium cargo-track fittings had suspect material certifications. The proposed requirements included inspecting the fittings with an X-ray fluorescence spectrometer or replacing them with new fittings. The case reinforces a familiar but increasingly important lesson: material genealogy, supplier qualification and documentation discipline are as essential as heat-treatment control, inspection and die maintenance. 4 Titanium provides the clearest example of the connection between material availability and national supply-chain risk. The U.S. Geological Survey reported that the United States produced no titanium sponge metal in 2025 and was 100% reliant on imports. U.S. imports of titanium sponge were estimated at 44,000 metric tons, exceeding the previous high of 40,300 metric tons in 2023. Producers of titanium ingot and downstream products remain dependent on imported sponge and scrap, with aerospace consuming the majority of titanium metal. 5 Weber Metals described domestic and allied-nation supply security as a major concern for both titanium and aluminum. “Titanium sponge is now 100% foreign-made,” the company said, adding that U.S. titanium melting capacity is adequate but domestic raw-material options are largely limited to scrap recycling. Aerospace-grade aluminum is also exposed. Weber Metals noted that the supply of U.S.-sourced aerospace-quality aluminum capable of meeting newer corrosion and toughness requirements is limited, while much of the high-purity prime aluminum comes from the Middle East. Magnesium, which is used as an alloying addition for aluminum and can also be used in titanium sponge production, is not commonly available from U.S. sources and is frequently sourced from China. That level of dependence turns material planning into geopolitical

secure it, verify it and help customers design around its limitations. The pressure is especially visible in aerospace and defense. By early 2026, aviation executives were describing prolonged supply-chain delays as the industry’s “new norm.” Record passenger demand has collided with shortages of labor, production capacity and critical materials, delaying aircraft deliveries and forcing airlines to keep older aircraft in service longer. Lead times for titanium and nickel tubing were reported at 50 to 60 weeks—an improvement from the prior year, but still far above the pre-pandemic norm of about 20 weeks. 1 The challenge extends well beyond raw-material procurement. Castings and forgings remain critical pacing items for aircraft and engine production. In April 2026, Safran announced plans to invest €150 million in a new 30,000-ton hydraulic press as it works to increase production of critical engine components and gain greater control over its supply chain. Safran’s leadership said shortages of castings and forgings continue to contribute to aircraft production delays, illustrating the scale of investment required to close persistent capacity gaps. 2 Those production pressures are arriving as aircraft designs demand more from both materials and forging suppliers. In responses provided for this article, Weber Metals said, “The trend is toward more titanium in aircraft.” At the same time, customers continue to pursue larger, more integrated components. “A trend toward monolithic structures to achieve weight reduction, higher overall strength and part consolidation is ongoing,” the company said. “This type of larger part saves weight, avoids corrosion issues and minimizes costly fasteners.” The shift creates distinct material challenges. For titanium, Weber Metals said, “The biggest challenge is managing die wear and meeting ultrasonic requirements in larger billet sizes.” Aluminum presents a different problem: producing low residual stress when a forging’s geometry does not allow strain to be distributed evenly. Both issues become more difficult as components grow larger, specifications tighten and customers expect repeatable properties across the full cross section.

36 FIA MAGAZINE | AUGUST 2026