Closing the gap: Composite structures and the UK’s aerospace readiness
By Adrian Tayler, Head of Aerospace and Mark Bowering, Chief Engineer for Aerostructures
Over the past 20 years, aerospace structures have gradually transitioned from metallics to composites, with more than 50% of the most recent aircraft in service being manufactured from composite materials.
Within the next five years, composite structures will define the future of aerospace even further. Lighter, stronger, and more efficient, they are now central to both civil and defence platform development. What is new is the production volumes involved, and the rates required for manufacture. This is not a marginal shift. It represents a fundamental change in how aircraft are designed, built and integrated - and it is already underway.
The UK has played a leading role in developing composite technologies. But while the direction of travel is clear, our industrial readiness is not. If we are to secure long-term roles on future aircraft programmes — and protect high value manufacturing, jobs and sovereign capability — we must act now.
The problem: Aircraft design has moved on, the supply chain has not
Composite content in commercial aircraft has increased steadily over the past four decades. Where earlier platforms relied almost entirely on metallic structures, modern widebody aircraft now exceed 50% composite by structural weight.
Wings, fuselages and empennage have all transitioned as manufacturers chase weight reduction, efficiency and emissions performance.
The next generation of aircraft will push this further. Publicly visible work on future single aisle and ultra efficient platforms points to longer, lighter wings, more integrated structures, and aerodynamic concepts such as laminar flow and aeroelastic tailoring. These are enabled by composites — not optional addons, but core structural choices.
What has not kept pace is the readiness of supply chains to manufacture these structures at rate. The ability to deliver large composite assemblies reliably, affordably and repeatedly remains concentrated in a small number of countries. Without a step change, the UK risks losing ground just as new programmes take shape.
The current situation: Strong foundations, limited readiness
The UK starts from a position of strength. We remain the assembly base for almost all Airbus commercial wings. We have worldclass research capability and more than 15 years of sustained investment in composite technologies.
UK companies currently supply hundreds of millions of pounds’ worth of aerospace composite components each year, and the long-term growth opportunity is significant.
There is a credible path to a multibillion pound UK composite market by mid-century , including a substantial opportunity in future wing systems. Securing that work would anchor manufacturing in regions already closely tied to aerospace and create demand across a wide supplier base.
But readiness remains uneven.
Most UK composite manufacturing is still low volume and labour-intensive. Automation is limited. Production systems are often limited to low volume manufacture rather than high volume, high-rate delivery. Skills shortages persist - particularly in hands-on composite production, inspection and integration.
Even where technical capability exists, supply chains are rarely configured to operate as connected systems.
Information does not flow easily between primes, Tier 1s and SME suppliers. Production status, quality data and change information are often fragmented, increasing risk, stifling agility and reducing confidence. In an environment where OEMs are seeking certainty of cost, quality and delivery, that lack of visibility matters.
As a result, many capable suppliers struggle to scale, and many potential investors hesitate.
The shift required: From innovation to industrial execution
The challenge now is not invention. It is delivery.
To compete for future aircraft programmes, the UK must demonstrate that it can manufacture composite structures at production rate, with predictable performance. That requires a coordinated shift towards:
- Rate capable composite manufacturing systems, including advanced tooling and automation
- End-to-end production capability, from materials through to assembly and inspection
- Demonstrated industrial maturity in core composite processes by 2030
- Workforce development aligned to real production needs, not legacy manufacturing models
- Reduced investment risk through clearer demand signals and shared public private backing
- Digitally ready supply chains that can share production data, track quality, and coordinate planning across multiple tiers
Digital readiness is not a side issue. Future suppliers will need to provide production data and quality insight upstream, while receiving real-time visibility of schedule changes and engineering updates. That kind of trust and responsiveness depends on systems being integrated, not siloed. In many cases, that capability is still missing.
The “Factory of the Future” in aerospace is not a showcase. It is the baseline required to win work.
The benefits: Jobs, exports and resilience
Getting this right delivers clear benefits.
It secures high value jobs in regions already supporting aerospace manufacturing. It grows UK exports in a market that will expand steadily over the coming decades. It strengthens sovereign capability in both civil and defence supply chains. And it reduces reliance on imported structures at a time when resilience matters more than ever.
This is not about protecting legacy positions. It is about earning relevance in the next generation of aircraft.
Final word: Delivery is the test
Major aerospace manufacturers are already shaping the aircraft that will enter service in the late 2030s. Decisions about supply chains are being influenced now, based on confidence in delivery, not just technical promise.
The UK has the foundations to succeed. But foundations alone are not enough. The next five years will determine whether we remain a serious manufacturing partner — or become primarily a research contributor to programmes built elsewhere.
NCC exists to help bridge that gap — translating proven technology into industrial capability, supporting skills development, and working with industry and government to reduce risk and accelerate delivery.
We know what needs to be done. The task now is to do it — with focus, pace and intent.
Since being awarded a £15.8m High Rate Manufacture Capital Acquisition Project in 2025, NCC has been working with a dedicated UK Industry Advisory group to design, build, test, and commission the new composite capabilities to meet industry needs. These ready-for-use capabilities include further developing our already novel and unique Ultra High Rate Deposition capabilities and supporting processes. Organisations interested in next generation wing and narrow body aircraft technology can talk to our experts.