The affected components include key composite fuselage structures required to assemble the long‑range aircraft. When those structures arrive late or in insufficient numbers, final assembly slows—pushing delivery dates further into the future.

Although Airbus does not publicly comment on specific customer delivery schedules, industry sources say the concerns are serious enough that some airlines have already been alerted to potential schedule changes.

The Kinston, North Carolina factory has become a bottleneck

A major source of disruption is a plant in Kinston, North Carolina, formerly operated by Spirit AeroSystems and now owned by Airbus. The facility manufactures important composite fuselage sections used in the A350.

According to industry reporting, Airbus has struggled to secure a steady flow of these structures from the site. Production and shipping problems have created a supply bottleneck that slows the entire A350 assembly process.

Transitioning the factory from Spirit to Airbus has also introduced operational challenges. Staffing disruptions and organizational changes during the takeover have complicated efforts to stabilize output at the site.

Because widebody aircraft assembly depends on precisely timed deliveries of large structural sections, even small delays at a single supplier facility can ripple through the production system.

A350 production is stuck around six aircraft per month

The supply problems have made it difficult for Airbus to increase the manufacturing rate of the A350. Production has struggled to rise much beyond about six aircraft per month, according to industry sources.

Airbus still plans to increase output significantly over the coming years, with a long‑term goal of reaching around 12 A350 aircraft per month by 2028. But that ramp‑up depends heavily on stabilizing suppliers such as the former Spirit operations.

If the bottleneck persists, it could push delivery delays further into the decade and complicate Airbus’s expansion plans for the aircraft.

Disruptions are also affecting the A350 Freighter program

The supply challenges around the A350 platform extend to the upcoming A350F cargo aircraft, which is based on the same airframe.

Cargo doors for the freighter—manufactured at Airbus facilities in Spain—have reportedly faced disruptions as well, according to industry sources.

Airbus recently completed and delivered the first main‑deck cargo door from its Spanish production line to the final assembly line in Toulouse as part of the freighter’s development program.

Even so, supply chain difficulties across the A350 ecosystem have already pushed the freighter’s entry into service back to around 2027.

Wider supply chain issues are hitting Airbus

The A350 delays come amid a broader period of operational pressure for Airbus.

The company reported sharply weaker financial results in early 2026. Adjusted operating profit for the first quarter fell 52% year‑over‑year to about €300 million, reflecting fewer aircraft deliveries and supply disruptions.

One of the biggest constraints elsewhere in Airbus’s portfolio is a shortage of Pratt & Whitney engines, which has slowed deliveries of the popular A320‑family narrowbody aircraft.

To protect margins while dealing with delayed deliveries and inventory buildup, Airbus has also introduced 10% cuts to non‑industrial and headquarters spending.

Why the A350 delays matter

The A350 is Airbus’s flagship long‑haul aircraft and a key competitor to Boeing’s widebody models. Airlines depend on timely deliveries to expand international routes and replace older aircraft.

Because the program involves a complex global supply chain—spanning composite structures, large assemblies, and specialized systems—any persistent supplier disruption can slow production for years.

For Airbus, stabilizing the newly acquired Kinston facility and restoring a steady flow of fuselage components will likely be essential if the company wants to increase A350 output and avoid additional delays later this decade.

The affected components include key composite fuselage structures required to assemble the long‑range aircraft. When those structures arrive late or in insufficient numbers, final assembly slows—pushing delivery dates further into the future.

Although Airbus does not publicly comment on specific customer delivery schedules, industry sources say the concerns are serious enough that some airlines have already been alerted to potential schedule changes.

The Kinston, North Carolina factory has become a bottleneck

A major source of disruption is a plant in Kinston, North Carolina, formerly operated by Spirit AeroSystems and now owned by Airbus. The facility manufactures important composite fuselage sections used in the A350.

According to industry reporting, Airbus has struggled to secure a steady flow of these structures from the site. Production and shipping problems have created a supply bottleneck that slows the entire A350 assembly process.

Transitioning the factory from Spirit to Airbus has also introduced operational challenges. Staffing disruptions and organizational changes during the takeover have complicated efforts to stabilize output at the site.

Because widebody aircraft assembly depends on precisely timed deliveries of large structural sections, even small delays at a single supplier facility can ripple through the production system.

A350 production is stuck around six aircraft per month

The supply problems have made it difficult for Airbus to increase the manufacturing rate of the A350. Production has struggled to rise much beyond about six aircraft per month, according to industry sources.

Airbus still plans to increase output significantly over the coming years, with a long‑term goal of reaching around 12 A350 aircraft per month by 2028. But that ramp‑up depends heavily on stabilizing suppliers such as the former Spirit operations.

If the bottleneck persists, it could push delivery delays further into the decade and complicate Airbus’s expansion plans for the aircraft.

Disruptions are also affecting the A350 Freighter program

The supply challenges around the A350 platform extend to the upcoming A350F cargo aircraft, which is based on the same airframe.

Cargo doors for the freighter—manufactured at Airbus facilities in Spain—have reportedly faced disruptions as well, according to industry sources.

Airbus recently completed and delivered the first main‑deck cargo door from its Spanish production line to the final assembly line in Toulouse as part of the freighter’s development program.

Even so, supply chain difficulties across the A350 ecosystem have already pushed the freighter’s entry into service back to around 2027.

Wider supply chain issues are hitting Airbus

The A350 delays come amid a broader period of operational pressure for Airbus.

The company reported sharply weaker financial results in early 2026. Adjusted operating profit for the first quarter fell 52% year‑over‑year to about €300 million, reflecting fewer aircraft deliveries and supply disruptions.

One of the biggest constraints elsewhere in Airbus’s portfolio is a shortage of Pratt & Whitney engines, which has slowed deliveries of the popular A320‑family narrowbody aircraft.

To protect margins while dealing with delayed deliveries and inventory buildup, Airbus has also introduced 10% cuts to non‑industrial and headquarters spending.

Why the A350 delays matter

The A350 is Airbus’s flagship long‑haul aircraft and a key competitor to Boeing’s widebody models. Airlines depend on timely deliveries to expand international routes and replace older aircraft.

Because the program involves a complex global supply chain—spanning composite structures, large assemblies, and specialized systems—any persistent supplier disruption can slow production for years.

For Airbus, stabilizing the newly acquired Kinston facility and restoring a steady flow of fuselage components will likely be essential if the company wants to increase A350 output and avoid additional delays later this decade.