“Advanced manufacturing industries are seeking our circular aviation materials as low-emission, high-performance alternatives to support their transition to net zero”, Karina Cady, CEO, Nandina REM

1. Can you go back to the genesis of Nandina REM and what were the main stages of its development?

Nandina REM was founded on a simple question: how can circularity help organisations build more resilient advanced material supply chains? Seeking a solution to this challenge led us to our model of producing critical materials and minerals by reprocessing highly engineered end-of-life assets.

Aircraft provided us with a way in. Over 90% of an aircraft is reusable or recyclable, and each uses highly engineered materials with extremely high-quality standards. And with thousands retired globally, there is a supply of feedstock ready. Initially, building capacity to acquire and disassemble these assets and reprocess materials was the key.

A big moment for us this year was the launching of our world-first recovered carbon fibre at the Singapore Airshow, in collaboration with our innovation partner, Singapore’s Agency for Science, Technology and Research (A*STAR). This proved that the performance and cost of our reprocessed materials can match or improve virgin materials.

Initially, our focus was on aviation and automotive supply chains, and earlier this year we established the Aviation Circularity Consortium (ACC), an alliance bringing together airlines, regulators, OEMs and suppliers to drive decarbonisation through circular aviation practices. However, we’ve seen growing demand from a wide range of end users for a secure source of low-emission materials – from metal alloys and carbon fibre to wool fabrics and plastics.

2. What are the main technological challenges for participating in decarbonising the aviation industry, particularly by recycling end-of-life aircraft?

There are several areas where we have developed new technology or processes to carry out asset disassembly and material reprocessing.

The number one priority – as for any business producing materials for aviation applications – is ensuring that the industry’s stringent quality standards are met. Aircraft endure extreme operational stress, so recycled materials must match or surpass the reliability of virgin materials. Our advanced recovery technology preserves the structural integrity of materials like aviation-grade aluminium. And unlike traditional recycling methods, our proprietary recovery process retains the strength of recycled carbon fibre, enabling its reuse in high-performance components.

In terms of decarbonisation specifically, material traceability was another critical challenge. Our traceability-first approach has meant developing new systems to ensure that materials are tracked from aircraft disassembly, through reprocessing to new parts manufacturing. Apart from ensuring that we can measure product carbon emissions of the large array of materials that come off an aircraft, this has compliance benefits and ensures manufacturers have confidence in using recycled, certified materials.

3. What are the main economic challenges that you must also overcome to be competitive?

Through targeting investments in deep tech and material science, we can ensure that sustainable low-carbon options do not need to compromise on either price or material performance. Products such as our recovered carbon fibre are cost-competitive while requiring 71% less energy to produce compared to virgin materials.

While there can be a ‘green premium’ associated with initial adoption costs, we are developing innovative sustainable financing models that support suppliers. For example, through our work within the ACC, we facilitate financing solutions for SME manufacturers that need to invest and retool to take on circular materials.

4. How mature is the concept of recycling in the aviation industry?

The aviation industry has a longstanding practice of reusing parts to maximise the lifecycle of aircraft components, from engines to landing gear. This is both practical and impactful from a sustainability perspective. We are seeking to build on this approach and unlock even greater value by advancing the recovery and recycling of high-quality materials – like carbon fibre and aluminium – so they can be repurposed back into aviation and even automotive applications.

Momentum is clearly building around greater material recycling and circularity, with key players piloting such materials in supply chains. However, pathways for the certification of recycled materials for critical aerospace uses and establishing the necessary infrastructure for large-scale adoption remain works in progress. Regulatory bodies are increasingly developing frameworks to support this, signalling the maturation of recycling as a vital part of the industry’s sustainable future.

5. Which countries are the most driving forces, given that you are based in Singapore?

Several regions are leading the global shift towards sustainability and circularity in aviation, and we’re seeing dynamic progress.

The United States, with its large aviation market and focus on innovation in material recovery technologies, is advancing the integration of recycled materials into aircraft manufacturing. Regulatory bodies like the FAA are laying foundational standards around sustainable aviation practices.

Meanwhile, Asia-Pacific has several major aviation hubs, as well as markets with particular strengths in advanced manufacturing and strategic roles in global supply chains.

6. In this regard, what support does the Singapore government provide for your work and research?

Our collaboration with Singapore’s national science and technology agency, A*STAR, has helped accelerate our journey to bring recovered aviation materials to market. By combining advanced technology with deep expertise in material science, we have achieved significant milestones in a short time frame.

Singapore customs have also been extremely supportive in ensuring that we’re positioned to meet the stringent requirements of working internationally with carbon fibre, which is a controlled strategic good.

7. In February, the group announced that it will recycle carbon fibre from retired aircraft to use in new aircraft: can you tell us more about it from a technological and process point of view? How do you ensure that the quality of your recycled carbon is the same as that of virgin material? What is the contribution of your A*STAR partner?

Yes! This is already in operation today and commercial projects are underway. Recovering carbon fibre from aircraft involves separating it from composite materials without degrading its strength. Our proprietary low-temperature, solvent-based recovery process carefully removes the resin, preserving the carbon fibre’s structural properties. This method produces high-quality, reclaimed carbon fibre suitable for high-performance, non-structural applications, including aircraft interiors and automotive components.

Our low-temperature, solvent-based process allows us to retain the high-value mechanical properties of recycled carbon fibre, matching virgin standards. A*STAR’s Advanced Remanufacturing Technology Centre has been pivotal, providing expertise that combines deep tech and material science, which allowed us to accelerate the introduction of circular carbon fibre for aviation.

8. What will be the price difference between virgin material and your reclaimed carbon fibre?

Our solvolysis process produces recovered carbon fibre at a 30 to 40% lower cost  compared to virgin alternatives. The exact difference will depend on the end product application, sale volume and specific requirements. But in all cases, it provides a clear cost competitiveness over virgin materials without compromising on performance.

9. You were planning to recycle 40 aircraft in 2024, do you confirm this figure? And what are your mid-term ambitions?

Our target is to recycle over 100 aircraft annually within the next year. We plan to significantly increase this in the coming years, as well as acquire other end-of-life assets that are well-suited for our feedstock requirements such as wind turbines.

By 2030, our goal is to reduce 1 Gt of greenhouse gas emissions from global supply chains through our solutions. Our vision for success includes catalysing a larger movement within the industry, where multiple players are involved in driving circularity at scale. By working together, we believe the industry can achieve a far-reaching impact on sustainability.

10. What are the objectives of the recently launched Aviation Circularity Consortium (ACC)? And how will it be financed?

The ACC’s purpose is to bring together organisations that can create a circular economy for the aviation industry. As a first key step to reaching this goal, the ACC has just launched its industry roadmap, offering a clear, actionable framework for organisations across aviation to embrace circularity.

This roadmap provides practical steps that stakeholders can start implementing today to unlock the value and competitive advantages of circular practices.

By following these guidelines, airlines, suppliers and manufacturers can accelerate their decarbonisation efforts and drive resource efficiencies across the supply chain.

In addition to this guidance, the ACC is actively engaging with financial institutions to develop transition financing solutions to support a scaled adoption of circular practices by easing initial costs, ultimately facilitating a smoother transition for companies ready to make sustainable shifts in their operations.

11. On what realistic time horizon do you think it will be possible to decarbonise the aeronautics industry?

Decarbonising the aviation industry is a complex undertaking that requires a multi-faceted approach and coordinated effort across the entire ecosystem. Realistically, we see significant progress over the next 2 to 3 decades, but full decarbonisation will take time.

Circular materials, like our recovered carbon fibre, will contribute to lowering the carbon footprint in aircraft manufacturing and maintenance, and complement advancements of other sustainable aviation strategies, including SAF.

Ultimately, while the road to full decarbonisation is long, the pace of innovation is accelerating. By leveraging circular materials, deep tech advancements and industry collaboration, we can take meaningful steps towards a more sustainable aviation future.

12. Without revealing anything confidential, what are the next steps for Nandina REM in the years to come?

Nandina REM is expanding quickly to meet the demand we’ve found for reprocessed advanced materials, with growing teams now in Southeast Asia, Japan, the United States and Europe.

We are actively working with several airlines to explore how our reclaimed materials can be integrated into both aircraft refits and future designs, underscoring the appetite for sustainable solutions in aviation. This is focused on aluminium and carbon fibre, but we’ll continue to use the full range of reprocessed materials, including copper, titanium, tungsten and wool yarns.

Seeking more robust and resilient supply chains for critical materials is a priority across advanced manufacturing industries, meaning we’ll continue to develop a more diverse end-user base. Our materials slot into these existing supply chains but working with new customers also unlocks greater opportunities to drive decarbonisation in a range of industries.

Cover photo: Karina Cady, CEO Nandina REM