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{{Use dmy dates|date=November 2023}}
{{short description|Aircraft turbofan engine, successor to the CFM56}}
{{short description|Aircraft turbofan engine, successor to the CFM56}}
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->
{|{{Infobox aircraft begin
{|{{Infobox aircraft begin
|name= LEAP
| name = LEAP
|image= File:CFM LEAP-X (cropped).jpg
| logo = CFM LEAP red-gradient logo.svg
|caption= Mockup of a LEAP-X, the early code name of the engine
| image = CFM LEAP-X (cropped).jpg
| caption = Mockup of a LEAP-X, the early code name of the engine
}}
}}
{{Infobox Aircraft Engine
{{Infobox Aircraft Engine
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|national origin= France/United States
|national origin= France/United States
|manufacturer= [[CFM International]]
|manufacturer= [[CFM International]]
|first run= 4 September 2013<ref name="-1A begins ground test">{{cite news |url=http://www.cfmaeroengines.com/press/cfm-launches-a-new-era-as-first-leap-engine-begins-ground-testing/713 |title=CFM launches a new era as first LEAP engine begins ground testing |publisher=[[CFM International]] |date=2013-09-06 |access-date=2013-09-07 |archive-date=2015-06-20 |archive-url=https://web.archive.org/web/20150620181720/http://www.cfmaeroengines.com/press/cfm-launches-a-new-era-as-first-leap-engine-begins-ground-testing/713 |url-status=live }}</ref>
|first run= 4 September 2013<ref name="-1A begins ground test">{{cite news |url=http://www.cfmaeroengines.com/press/cfm-launches-a-new-era-as-first-leap-engine-begins-ground-testing/713 |title=CFM launches a new era as first LEAP engine begins ground testing |publisher=[[CFM International]] |date=6 September 2013 |access-date=7 September 2013 |archive-date=20 June 2015 |archive-url=https://web.archive.org/web/20150620181720/http://www.cfmaeroengines.com/press/cfm-launches-a-new-era-as-first-leap-engine-begins-ground-testing/713 |url-status=live }}</ref>
|major applications= [[Airbus A320neo family]] <br>[[Boeing 737 MAX]] <br>[[Comac C919]]
|major applications= [[Airbus A320neo family]] <br />[[Boeing 737 MAX]] <br />[[Comac C919]]
|number built = {{#expr:77+460+1118+861}}+{{efn|77 delivered in 2016,<ref name=170214PR/> 460 in 2017,<ref name=AIN4jul2018/> 1,118 in 2018,<ref name=Flight1feb2019/> 861 in H1 2019.<ref name=Flight5sep2019/>}}
|number built = 2,516 (June 2019){{efn-lr|77 delivered in 2016,<ref name=170214PR /> 460 in 2017,<ref name=AIN4jul2018 /> 1,118 in 2018,<ref name=Flight1feb2019 /> 861 in H1 2019.<ref name=Flight5sep2019 />}}
|developed from = [[CFM International CFM56]] <br>[[General Electric GEnx]]
|developed from = [[CFM International CFM56]] <br />[[General Electric GEnx]]
|variants with their own articles =
|variants with their own articles =
|developed into =[[General Electric Passport]]
}}
}}
|}
|}


The '''CFM International LEAP''' ("Leading Edge Aviation Propulsion"<ref>{{cite web |url= https://www.safran-group.com/aviation/aircraft-engines-and-nacelles/aircraft-engines |title= Aircraft engines |publisher= Safran |access-date= 2019-08-02 |archive-date= 2019-08-06 |archive-url= https://web.archive.org/web/20190806221413/https://www.safran-group.com/aviation/aircraft-engines-and-nacelles/aircraft-engines |url-status= live }}</ref>) is a [[high-bypass turbofan]] engine produced by [[CFM International]], a 50–50 [[joint venture]] between American [[GE Aerospace]] (formerly GE Aviation) and French [[Safran Aircraft Engines]] (formerly Snecma). It is the successor of the [[CFM56]] and competes with the [[Pratt & Whitney PW1000G]] to power [[narrow-body aircraft]].
The '''CFM International LEAP''' ("Leading Edge Aviation Propulsion") is a [[high-bypass turbofan]] engine produced by [[CFM International]], a 50–50 [[joint venture]] between American [[GE Aerospace]] and French [[Safran Aircraft Engines]]. It is the successor of the [[CFM56]] and competes with the [[Pratt & Whitney PW1000G]] to power [[narrow-body aircraft]].


==Design==
== Design ==
The LEAP's basic architecture includes a scaled-down version of [[Safran]]'s low pressure turbine used on the [[General Electric GEnx|GEnx]] engine. The fan has flexible blades manufactured by a [[Out of autoclave composite manufacturing|resin transfer molding]] process, which are designed to untwist as the fan's rotational speed increases. While the LEAP is designed to operate at a higher pressure than the CFM56 (which is partly why it is more efficient), CFM plans to set the operating pressure lower than the maximum to maximize the engine's service life and reliability.<ref name="Norris"/> Currently proposed for the LEAP is a greater use of composite materials, a [[blisk]] fan in the compressor, a second-generation Twin Annular Pre-mixing Swirler (TAPS II) combustor, and a bypass ratio around 10–11:1.<!-- doesn't appear to be supported by aviation week Apr 2015 neither Oct 2013 : no "blisk", "TAPS" neither bypass ratio in the articles, and the Apr 2015 one is about Pratt's use of CMCs-->
The LEAP's basic architecture includes a scaled-down version of Safran's low-pressure turbine used on the [[General Electric GEnx|GEnx]] engine. The fan has flexible blades manufactured by a [[Out of autoclave composite manufacturing|resin transfer molding]] process, which are designed to untwist as the fan's rotational speed increases. While the LEAP is designed to operate at a higher pressure than the CFM56 (which is partly why it is more efficient), CFM plans to set the operating pressure lower than the maximum to maximize the engine's service life and reliability.<ref name="Norris" /> Currently proposed for the LEAP is a greater use of composite materials, a [[blisk]] fan in the compressor, a second-generation Twin Annular Pre-mixing Swirler (TAPS II) combustor, and a bypass ratio around 10–11:1.<!-- doesn't appear to be supported by aviation week Apr 2015 neither Oct 2013 : no "blisk", "TAPS" neither bypass ratio in the articles, and the Apr 2015 one is about Pratt's use of CMCs-->


The high-pressure (HP) compressor operates at up to a 22:1 compression ratio, which is roughly double the corresponding value for the CFM56's HP compressor.<ref name="TakingLEAP">{{cite news |work=Aviation Pros |title=Taking the LEAP: CFM's successor to the fabulous 56 |url=https://www.aviationpros.com/engines-components/aircraft-engines/turbine-engines-parts/article/12328944/taking-the-leap-cfms-successor-to-the-fabulous-56 |date=May 18, 2017 |first=Jerome Greer |last=Chandler |access-date=March 1, 2022}}</ref>
The high-pressure (HP) compressor operates at up to a 22:1 compression ratio, which is roughly double the corresponding value for the CFM56's HP compressor.<ref name="TakingLEAP">{{cite news |work=Aviation Pros |title=Taking the LEAP: CFM's successor to the fabulous 56 |url=https://www.aviationpros.com/engines-components/aircraft-engines/turbine-engines-parts/article/12328944/taking-the-leap-cfms-successor-to-the-fabulous-56 |date=18 May 2017 |first=Jerome Greer |last=Chandler |access-date=1 March 2022}}</ref>


CFM uses [[ceramic matrix composite]]s (CMC) to build the turbine shrouds.<ref>{{cite news |url= http://aviationweek.com/technology/pratt-targets-hot-rotating-blade-use-cmcs |title= Pratt Targets Hot, Rotating Blade Use Of CMCs |date= Apr 13, 2015 |author= Guy Norris |url-access= subscription |access-date= July 5, 2018 |archive-date= September 28, 2018 |archive-url= https://web.archive.org/web/20180928084001/http://aviationweek.com/technology/pratt-targets-hot-rotating-blade-use-cmcs |url-status= live }} {{cite magazine |magazine= Aviation Week & Space Technology |title= Hot blades |date= April 27, 2015 |page= 55 |url= https://assets.informa.com/digitaleditions/AW/AWST_150427.pdf <!--alt: https://archive.org/stream/Aviation_Week_Space_Technology_April_27_2015 but may be copyrighted--> |access-date= July 5, 2018 |archive-date= July 5, 2018 |archive-url= https://web.archive.org/web/20180705150720/http://assets.penton.com/digitaleditions/AW/AWST_150427.pdf |url-status= live }}</ref> These technological advances are projected to produce 16% lower fuel consumption.<ref name="LEAP-X unveil" /><ref>{{cite news |url= http://www.flightglobal.com/news/articles/new-engines-flurry-of-activity-despite-downturn-332998 |title= New engines: flurry of activity despite downturn |date= 2009-10-06 |work= Flightglobal |access-date= 2018-07-05 |archive-date= 2018-05-09 |archive-url= https://web.archive.org/web/20180509150904/https://www.flightglobal.com/news/articles/new-engines-flurry-of-activity-despite-downturn-332998/ |url-status= live }}</ref> Reliability is also supported by use of an [[Aspirator (pump)|eductor]]-based oil cooling system similar to that of the GEnx, featuring coolers mounted on the inner lining of the fan duct. According to Aviation Week's article, "The eductor device produces a [[venturi effect]], which ensures a positive pressure to keep oil in the lower internal sump."<ref name="Norris">{{cite news |url= http://aviationweek.com/awin/smooth-start-fast-paced-leap-1a-test-program |title= Smooth Start To Fast-Paced Leap-1A Test Program |date= Oct 28, 2013 |author= Guy Norris |access-date= July 5, 2018 |archive-date= September 28, 2018 |archive-url= https://web.archive.org/web/20180928100536/http://aviationweek.com/awin/smooth-start-fast-paced-leap-1a-test-program |url-status= live }} {{cite magazine |magazine= Aviation Week & Space Technology |title= Pressure testing |page= 43 |url= http://archive.aviationweek.com/issue/20131029#!&pid=42 |url-access= subscription |access-date= 2018-07-05 |archive-date= 2018-07-05 |archive-url= https://web.archive.org/web/20180705150840/http://archive.aviationweek.com/issue/20131029#!&pid=42 |url-status= live }}</ref> The engine has some of the first FAA-approved [[3D-printed]] components.<ref name=ge2015-3d>{{cite news |url= http://www.gereports.com/post/116402870270/the-faa-cleared-the-first-3d-printed-part-to-fly |title= The FAA Cleared the First 3D Printed Part to Fly in a Commercial Jet Engine from GE |date= Apr 14, 2015 |author= Tomas Kellner |publisher= GE |access-date= April 22, 2015 |archive-date= June 29, 2017 |archive-url= https://web.archive.org/web/20170629213122/http://www.gereports.com/post/116402870270/the-faa-cleared-the-first-3d-printed-part-to-fly/ |url-status= dead }}</ref>
CFM uses [[ceramic matrix composite]]s (CMC) to build the turbine shrouds.<ref>{{cite news |url= http://aviationweek.com/technology/pratt-targets-hot-rotating-blade-use-cmcs |title= Pratt Targets Hot, Rotating Blade Use Of CMCs |date= 13 April 2015 |author= Guy Norris |url-access= subscription |access-date= 5 July 2018 |archive-date= 28 September 2018 |archive-url= https://web.archive.org/web/20180928084001/http://aviationweek.com/technology/pratt-targets-hot-rotating-blade-use-cmcs |url-status= live }} {{cite magazine |magazine= Aviation Week & Space Technology |title= Hot blades |date= 27 April 2015 |page= 55 |url= https://assets.informa.com/digitaleditions/AW/AWST_150427.pdf <!--alt: https://archive.org/stream/Aviation_Week_Space_Technology_April_27_2015 but may be copyrighted--> |access-date= 5 July 2018 |archive-date= 5 July 2018 |archive-url= https://web.archive.org/web/20180705150720/http://assets.penton.com/digitaleditions/AW/AWST_150427.pdf |url-status= live }}</ref> These technological advances are projected to produce 16% lower fuel consumption.<ref name="LEAP-X unveil" /><ref>{{cite news |url= http://www.flightglobal.com/news/articles/new-engines-flurry-of-activity-despite-downturn-332998 |title= New engines: flurry of activity despite downturn |date= 6 October 2009 |work= Flightglobal |access-date= 5 July 2018 |archive-date= 9 May 2018 |archive-url= https://web.archive.org/web/20180509150904/https://www.flightglobal.com/news/articles/new-engines-flurry-of-activity-despite-downturn-332998/ |url-status= live }}</ref> Reliability is also supported by use of an [[Aspirator (pump)|eductor]]-based oil cooling system similar to that of the GEnx, featuring coolers mounted on the inner lining of the fan duct. According to Aviation Week's article, "The eductor device produces a [[venturi effect]], which ensures a positive pressure to keep oil in the lower internal sump."<ref name="Norris">{{cite news |url= http://aviationweek.com/awin/smooth-start-fast-paced-leap-1a-test-program |title= Smooth Start To Fast-Paced Leap-1A Test Program |date= 28 October 2013 |author= Guy Norris |access-date= 5 July 2018 |archive-date= 28 September 2018 |archive-url= https://web.archive.org/web/20180928100536/http://aviationweek.com/awin/smooth-start-fast-paced-leap-1a-test-program |url-status= live }} {{cite magazine |magazine= Aviation Week & Space Technology |title= Pressure testing |page= 43 |url= http://archive.aviationweek.com/issue/20131029#!&pid=42 |url-access= subscription |access-date= 5 July 2018 |archive-date= 5 July 2018 |archive-url= https://web.archive.org/web/20180705150840/http://archive.aviationweek.com/issue/20131029#!&pid=42 |url-status= live }}</ref> The engine has some of the first FAA-approved [[3D-printed]] components.<ref name=ge2015-3d>{{cite news |url= http://www.gereports.com/post/116402870270/the-faa-cleared-the-first-3d-printed-part-to-fly |title= The FAA Cleared the First 3D Printed Part to Fly in a Commercial Jet Engine from GE |date= 14 April 2015 |author= Tomas Kellner |publisher= GE |access-date= 22 April 2015 |archive-date= 29 June 2017 |archive-url= https://web.archive.org/web/20170629213122/http://www.gereports.com/post/116402870270/the-faa-cleared-the-first-3d-printed-part-to-fly/ |url-status= dead }}</ref>


The LEAP-1C for the Chinese-built [[Comac C919]] reportedly lacks many of the improvements of the other LEAP models over concerns that the [[Allegations of intellectual property theft by China|technology could be stolen]] and put into the [[ACAE CJ-1000A|CJ-1000A]] engine being developed by another state-owned manufacturer, the [[Aero Engine Corporation of China]]. Experts believe that the LEAP-1C is actually an upgraded version of the prior-generation CFM56.<ref>{{Cite web |last=Bogaisky |first=Jeremy |date=2022-09-20 |title=China Preps To Launch Its First Big Passenger Jet. It's No Threat To Boeing Or Airbus—Yet |url=https://www.forbes.com/sites/jeremybogaisky/2022/09/20/china-comac-c919-boeing-airbus/ |access-date=2024-04-26 |website=Forbes |language=en}}</ref> Compared to the similarly sized LEAP-1A, the -1C is heavier and produces less thrust.<ref name="LEAP-1A/1C Type Certificate" />
⚫
==Development==
{{multiple image
| width = 250
| direction = vertical
| image2 = GE 747-400 N747GF.jpg
| caption2 = The LEAP-1A was tested on GE's [[747-400]] flying test platform.<ref>{{cite news |url= http://aviationweek.com/technology/cfm-lifts-veil-leap-engine-test-details |title= CFM Lifts Veil On Leap Engine Test Details |date= Nov 20, 2015 |author= Guy Norris |work= Aviation Week & Space Technology |access-date= December 12, 2018 |archive-date= February 11, 2019 |archive-url= https://web.archive.org/web/20190211185247/http://aviationweek.com/technology/cfm-lifts-veil-leap-engine-test-details |url-status= live }}</ref>
}}


⚫
== Development ==
⚫
The LEAP ("Leading Edge Aviation Propulsion")<ref>{{Cite web |url=http://www.cfmaeroengines.com/engines/leap#history |title=LEAP Turbofan Engine, History |access-date=2012-08-16 |archive-date=2018-09-03 |archive-url=https://web.archive.org/web/20180903023247/https://www.cfmaeroengines.com/engines/leap/#history |url-status=live }}</ref> incorporates technologies that CFM developed as part of the LEAP56 technology acquisition program, which CFM launched in 2005.<ref>{{cite press release|url=http://www.cfm56.com/press/news/cfm+laying+the+technology+foundation+for+the+future/131?|title=CFM Laying the Technology Foundation for the Future|date=2005-06-13|archive-url=https://web.archive.org/web/20091029154930/http://www.cfm56.com/press/news/cfm+laying+the+technology+foundation+for+the+future/131|archive-date=2009-10-29}}. CFM International</ref> The engine was officially launched as ''LEAP-X'' on 13 July 2008.<ref name="LEAP-X unveil">{{cite press release |url= https://www.cfmaeroengines.com/press-articles/cfm-unveils-new-leap-x-engine/ |title= CFM Unveils New LEAP-X Engine |publisher= [[CFM International]] |date= 2008-07-13 |access-date= 2018-07-05 |archive-date= 2018-07-05 |archive-url= https://web.archive.org/web/20180705150739/https://www.cfmaeroengines.com/press-articles/cfm-unveils-new-leap-x-engine/ |url-status= live }}</ref> It is intended to be a successor to the [[CFM International CFM56|CFM56-5B]] and CFM56-7B.
⚫
[[File:Paris Air Show 2017 LEAP fan.jpg|thumb|18 blade fan]]
⚫
The LEAP<ref>{{Cite web |url=http://www.cfmaeroengines.com/engines/leap#history |title=LEAP Turbofan Engine, History |access-date=16 August 2012 |archive-date=3 September 2018 |archive-url=https://web.archive.org/web/20180903023247/https://www.cfmaeroengines.com/engines/leap/#history |url-status=live }}</ref> incorporates technologies that CFM developed as part of the LEAP56 technology acquisition program, which CFM launched in 2005.<ref>{{cite press release|url=http://www.cfm56.com/press/news/cfm+laying+the+technology+foundation+for+the+future/131?|title=CFM Laying the Technology Foundation for the Future|date=13 June 2005|archive-url=https://web.archive.org/web/20091029154930/http://www.cfm56.com/press/news/cfm+laying+the+technology+foundation+for+the+future/131|archive-date=29 October 2009}}. CFM International</ref> The engine was officially launched as ''LEAP-X'' on 13 July 2008.<ref name="LEAP-X unveil">{{cite press release |url= https://www.cfmaeroengines.com/press-articles/cfm-unveils-new-leap-x-engine/ |title= CFM Unveils New LEAP-X Engine |publisher= [[CFM International]] |date= 13 July 2008 |access-date= 5 July 2018 |archive-date= 5 July 2018 |archive-url= https://web.archive.org/web/20180705150739/https://www.cfmaeroengines.com/press-articles/cfm-unveils-new-leap-x-engine/ |url-status= live }}</ref> It is intended to be a successor to the [[CFM International CFM56|CFM56]].


In 2009, [[Commercial Aircraft Corporation of China|COMAC]] selected the LEAP engine for the [[C919]].<ref>{{cite news |url= http://www.flightglobal.com/news/articles/cfm-international-to-provide-engines-for-comacs-c919-336414 |title= CFM International to provide engines for COMAC's C919 |date= 21 Dec 2009 |work= flightglobal |access-date= 15 July 2018 |archive-date= 15 November 2019 |archive-url= https://web.archive.org/web/20191115172045/https://www.flightglobal.com/news/articles/cfm-international-to-provide-engines-for-comacs-c919-336414/ |url-status= live }}</ref> The aircraft was due to begin testing in 2016.<ref>{{cite news |url= http://www.flightglobal.com/news/articles/cfm-to-finish-leap-core-testing-by-mid-may-341200 |title= CFM to finish Leap core testing by mid-May |date= 28 Apr 2010 |work= flightglobal |access-date= 15 July 2018 |archive-date= 3 September 2014 |archive-url= https://web.archive.org/web/20140903153235/http://www.flightglobal.com/news/articles/cfm-to-finish-leap-core-testing-by-mid-may-341200/ |url-status= live }}</ref>
In 2009, [[Commercial Aircraft Corporation of China|COMAC]] selected the LEAP engine for the [[C919]].<ref>{{cite news |url= http://www.flightglobal.com/news/articles/cfm-international-to-provide-engines-for-comacs-c919-336414 |title= CFM International to provide engines for COMAC's C919 |date= 21 December 2009 |work= flightglobal |access-date= 15 July 2018 |archive-date= 15 November 2019 |archive-url= https://web.archive.org/web/20191115172045/https://www.flightglobal.com/news/articles/cfm-international-to-provide-engines-for-comacs-c919-336414/ |url-status= live }}</ref> The aircraft was due to begin testing in 2016.<ref>{{cite news |url= http://www.flightglobal.com/news/articles/cfm-to-finish-leap-core-testing-by-mid-may-341200 |title= CFM to finish Leap core testing by mid-May |date= 28 April 2010 |work= flightglobal |access-date= 15 July 2018 |archive-date= 3 September 2014 |archive-url= https://web.archive.org/web/20140903153235/http://www.flightglobal.com/news/articles/cfm-to-finish-leap-core-testing-by-mid-may-341200/ |url-status= live }}</ref>
In total, 28 test engines will be used by CFM to achieve engine certification, and 32 others will be used by [[Airbus]], [[Boeing]] and [[COMAC]] for aircraft certification and test programs.<ref name="-1A begins ground test"/><ref>{{cite news |url= http://www.flightglobal.com/news/articles/first-leap-powered-a320neo-moved-to-flight-test-team-411466/ |title= First Leap-powered A320neo moved to flight-test team |date= 22 Apr 2015 |author= david kaminski morrow |work= flightglobal |access-date= 22 April 2015 |archive-date= 25 April 2015 |archive-url= https://web.archive.org/web/20150425045935/http://www.flightglobal.com/news/articles/first-leap-powered-a320neo-moved-to-flight-test-team-411466/ |url-status= live }}</ref> The first engine entering the test program reached and sustained {{convert|33000|lbf|kN|abbr=on}} of thrust, required to satisfy the highest rating for the [[Airbus A321neo]]. The same engine ultimately reached {{convert|35000|lbf|kN|abbr=on}} of thrust in test runs.<ref name="Norris"/>
In total, 28 test engines will be used by CFM to achieve engine certification, and 32 others will be used by [[Airbus]], [[Boeing]] and [[COMAC]] for aircraft certification and test programs.<ref name="-1A begins ground test" /><ref>{{cite news |url= http://www.flightglobal.com/news/articles/first-leap-powered-a320neo-moved-to-flight-test-team-411466/ |title= First Leap-powered A320neo moved to flight-test team |date= 22 April 2015 |author= david kaminski morrow |work= flightglobal |access-date= 22 April 2015 |archive-date= 25 April 2015 |archive-url= https://web.archive.org/web/20150425045935/http://www.flightglobal.com/news/articles/first-leap-powered-a320neo-moved-to-flight-test-team-411466/ |url-status= live }}</ref> The first engine entering the test program reached and sustained {{convert|33000|lbf|kN|abbr=on}} of thrust, required to satisfy the highest rating for the [[Airbus A321neo]]. The same engine ultimately reached {{convert|35000|lbf|kN|abbr=on}} of thrust in test runs.<ref name="Norris" />


CFM carried out the first test flight, of a LEAP-1C, in [[Victorville, California]], with the engine mounted on the company's [[Boeing 747]] flying [[testbed aircraft]], on October 6, 2014. The -1C version features a thrust reverser equipped with a one piece O-ring replacing a 2 piece door. The thrust reverser is deployed by the O-ring sliding aft, reducing the drag that was induced by the older design and improving efficiency.<ref>{{cite magazine |url= http://aviationweek.com/commercial-aviation/cfm-marks-40th-anniversary-leap-1-flight-test |title= CFM Marks 40th Anniversary With Leap-1 Flight Test |author= Guy Norris |magazine= Aviation Week & Space Technology |date= October 13, 2014 |page= 40 |access-date= December 12, 2018 |archive-date= November 30, 2014 |archive-url= https://web.archive.org/web/20141130060330/http://aviationweek.com/commercial-aviation/cfm-marks-40th-anniversary-leap-1-flight-test |url-status= live }}</ref> In April 2015, it was reported that the LEAP-1B was suffering up to a 5% shortfall on its promised reduction in fuel consumption.<ref>{{cite news|url=http://www.postandcourier.com/article/20150419/PC05/150419367/1177/engine-problems-aren-x2019-t-propulsion-south-carolina-x2019-s-problem|title=Engine problems aren't Propulsion South Carolina's problem|access-date=2015-04-20|archive-date=2015-04-24|archive-url=https://web.archive.org/web/20150424155842/http://www.postandcourier.com/article/20150419/PC05/150419367/1177/engine-problems-aren-x2019-t-propulsion-south-carolina-x2019-s-problem|url-status=live}}</ref>
[[File:GE 747-400 N747GF.jpg|thumb|The LEAP-1A was tested on GE's [[747-400]] flying test platform.<ref>{{cite news |url= http://aviationweek.com/technology/cfm-lifts-veil-leap-engine-test-details |title= CFM Lifts Veil On Leap Engine Test Details |date= 20 November 2015 |author= Guy Norris |work= Aviation Week & Space Technology |access-date= 12 December 2018 |archive-date= 11 February 2019 |archive-url= https://web.archive.org/web/20190211185247/http://aviationweek.com/technology/cfm-lifts-veil-leap-engine-test-details |url-status= live }}</ref>]]
It obtained its 180-minute [[ETOPS]] approval from the U.S. [[Federal Aviation Administration]] and the [[European Aviation Safety Agency]] on June 19, 2017.<ref>{{cite press release |url= https://www.cfmaeroengines.com/press-articles/leap-engines-awarded-180-minute-etops-certification/ |title= LEAP engines awarded 180-minute ETOPS certification |date= Jun 21, 2017 |publisher= CFM International |access-date= June 21, 2017 |archive-date= May 22, 2018 |archive-url= https://web.archive.org/web/20180522180908/https://www.cfmaeroengines.com/press-articles/leap-engines-awarded-180-minute-etops-certification/ |url-status= live }}</ref>


CFM carried out the first test flight of a LEAP-1C in [[Victorville, California]], with the engine mounted on the company's [[Boeing 747]] flying [[testbed aircraft]] on 6 October 2014. The -1C version features a thrust reverser equipped with a one-piece O-ring replacing a two-piece door. The thrust reverser is deployed by the O-ring sliding aft, reducing the drag that was induced by the older design and improving efficiency.<ref>{{cite magazine |url= http://aviationweek.com/commercial-aviation/cfm-marks-40th-anniversary-leap-1-flight-test |title= CFM Marks 40th Anniversary With Leap-1 Flight Test |author= Guy Norris |magazine= Aviation Week & Space Technology |date= 13 October 2014 |page= 40 |access-date= 12 December 2018 |archive-date= 30 November 2014 |archive-url= https://web.archive.org/web/20141130060330/http://aviationweek.com/commercial-aviation/cfm-marks-40th-anniversary-leap-1-flight-test |url-status= live }}</ref>
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===Orders===


In April 2015, it was reported that the LEAP-1B was suffering up to a 5% shortfall on its promised reduction in fuel consumption.<ref>{{cite news|url=http://www.postandcourier.com/article/20150419/PC05/150419367/1177/engine-problems-aren-x2019-t-propulsion-south-carolina-x2019-s-problem|title=Engine problems aren't Propulsion South Carolina's problem|access-date=20 April 2015|archive-date=24 April 2015|archive-url=https://web.archive.org/web/20150424155842/http://www.postandcourier.com/article/20150419/PC05/150419367/1177/engine-problems-aren-x2019-t-propulsion-south-carolina-x2019-s-problem|url-status=live}}</ref>
⚫
On July 20, 2011, [[American Airlines]] announced that it planned to purchase 100 Boeing 737 aircraft featuring the LEAP-1B engine.<ref>{{cite web |url=http://boeing.mediaroom.com/index.php?s=43&item=1845 |title=Boeing and American Airlines Agree on Order for up to 300 Airplanes - Jul 20, 2011 |publisher=Boeing.mediaroom.com |date=July 20, 2011 |access-date=May 31, 2013 |archive-date=September 9, 2011 |archive-url=https://web.archive.org/web/20110909130429/http://boeing.mediaroom.com/index.php?s=43&item=1845 |url-status=live }}</ref> The project was approved by Boeing on August 30, 2011, as the [[Boeing 737 MAX]].<ref>[https://www.forbes.com/sites/afontevecchia/2011/08/30/boeing-confirms-duopoly-with-airbus-by-announcing-re-engining-of-737/ Boeing Confirms Duopoly With Airbus Announcing Re-Engining Of 737] {{Webarchive|url=https://web.archive.org/web/20160305041318/http://www.forbes.com/sites/afontevecchia/2011/08/30/boeing-confirms-duopoly-with-airbus-by-announcing-re-engining-of-737/ |date=2016-03-05 }}. Forbes</ref><ref>[http://www.flightglobal.com/blogs/flightblogger/2011/08/boeing_rendering_illustrates_m/ Boeing rendering illustrates major changes to 737NE] {{Webarchive|url=https://web.archive.org/web/20141016003641/http://www.flightglobal.com/blogs/flightblogger/2011/08/boeing_rendering_illustrates_m/ |date=2014-10-16 }}. flightglobal.com</ref> [[Southwest Airlines]] is the launch customer of the 737 MAX with a firm order of 150 aircraft.<ref>{{cite web |url=http://swamedia.com/releases/7b1c6522-daf8-40be-98d4-ce354aa974d3?search=737+max |title=Southwest Airlines Will Become Launch Customer for the New Boeing 737 Max Aircraft - Southwest Airlines Newsroom |publisher=Swamedia.com |date=December 13, 2011 |access-date=May 31, 2013 |archive-url=https://web.archive.org/web/20141015052936/http://swamedia.com/releases/7b1c6522-daf8-40be-98d4-ce354aa974d3?search=737+max |archive-date=2014-10-15 |url-status=dead }}</ref>


The list price of a LEAP-1A is USD{{#expr:5500/380round1}} million,<ref>{{cite news |url= http://atwonline.com/engines/lion-group-completes-55-billion-leap-1a-purchase |title= Lion Group completes $5.5 billion LEAP-1A purchase |date= Mar 30, 2018 |author= Alan Dron |work= Aviation Week Network |access-date= March 31, 2018 |archive-date= March 31, 2018 |archive-url= https://web.archive.org/web/20180331175105/http://atwonline.com/engines/lion-group-completes-55-billion-leap-1a-purchase |url-status= live }}</ref> and USD{{#expr:348/24round1}} million for a LEAP-1B.<ref>{{cite press release |url= https://www.cfmaeroengines.com/press-articles/alc-finalizes-348-million-cfm-leap-1b-engine-order/ |title= ALC finalizes $348 million CFM LEAP-1B engine order |publisher= CFM |date= Aug 8, 2017 |access-date= September 15, 2017 |archive-date= September 16, 2017 |archive-url= https://web.archive.org/web/20170916010719/https://www.cfmaeroengines.com/press-articles/alc-finalizes-348-million-cfm-leap-1b-engine-order/ |url-status= live }}</ref>
It obtained its 180-minute [[ETOPS]] approval from the U.S. [[Federal Aviation Administration]] and the [[European Aviation Safety Agency]] on 19 June 2017.<ref>{{cite press release |url= https://www.cfmaeroengines.com/press-articles/leap-engines-awarded-180-minute-etops-certification/ |title= LEAP engines awarded 180-minute ETOPS certification |date= 21 June 2017 |publisher= CFM International |access-date= 21 June 2017 |archive-date= 22 May 2018 |archive-url= https://web.archive.org/web/20180522180908/https://www.cfmaeroengines.com/press-articles/leap-engines-awarded-180-minute-etops-certification/ |url-status= live }}</ref>


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=== Orders ===
⚫
CFM International offers its support for the engine, and signed a 15-year Rate per Flight Hour agreement with [[Loong Air]] for 20 LEAP-1A at U.S $333 million, or ${{#expr:333000000/20/15/365.25round0}} per engine per day, in contrast with U.S. $138 million for 17 [[CFM International CFM56]] over 12 years or ${{#expr:138000000/17/12/365.25round0}} per engine per day.<ref>{{cite web |title= Zhejiang Loong Air signs RPFH agreement for CFM56-5B engines |date= 15 June 2015 |publisher= Aviation News Ltd |url= http://www.aviationnews-online.com/technology/zhejiang-loong-air-signs-rpfh-agreement-for-cfm56-5b-engines/ |access-date= 16 June 2015 |archive-date= 23 September 2015 |archive-url= https://web.archive.org/web/20150923180802/http://www.aviationnews-online.com/technology/zhejiang-loong-air-signs-rpfh-agreement-for-cfm56-5b-engines/ |url-status= live }}</ref> As a number of A320neo engine for [[All Nippon Airways|ANA]] group of [[Japan]] was also ordered in 2014, there is a possibility to select the LEAP engine.<ref>{{cite web |title= Zhejiang Loong Air signs Service agreement for CFM LEAP-1A engines |date= 15 June 2015 |publisher= Aviation News Ltd |url= http://www.aviationnews-online.com/technology/zhejiang-loong-air-signs-service-agreement-for-cfm-leap-1a-engines/ |access-date= 16 June 2015 |archive-date= 23 September 2015 |archive-url= https://web.archive.org/web/20150923180809/http://www.aviationnews-online.com/technology/zhejiang-loong-air-signs-service-agreement-for-cfm-leap-1a-engines/ |url-status= live }}</ref>
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On 20 July 2011, [[American Airlines]] announced that it planned to purchase 100 Boeing 737 aircraft featuring the LEAP-1B engine.<ref>{{cite web |url=http://boeing.mediaroom.com/index.php?s=43&item=1845 |title=Boeing and American Airlines Agree on Order for up to 300 Airplanes – Jul 20, 2011 |publisher=Boeing.mediaroom.com |date=20 July 2011 |access-date=31 May 2013 |archive-date=9 September 2011 |archive-url=https://web.archive.org/web/20110909130429/http://boeing.mediaroom.com/index.php?s=43&item=1845 |url-status=live }}</ref> The project was approved by Boeing on 30 August 2011, as the [[Boeing 737 MAX]].<ref>[https://www.forbes.com/sites/afontevecchia/2011/08/30/boeing-confirms-duopoly-with-airbus-by-announcing-re-engining-of-737/ Boeing Confirms Duopoly With Airbus Announcing Re-Engining Of 737] {{Webarchive|url=https://web.archive.org/web/20160305041318/http://www.forbes.com/sites/afontevecchia/2011/08/30/boeing-confirms-duopoly-with-airbus-by-announcing-re-engining-of-737/ |date=5 March 2016 }}. Forbes</ref><ref>[http://www.flightglobal.com/blogs/flightblogger/2011/08/boeing_rendering_illustrates_m/ Boeing rendering illustrates major changes to 737NE] {{Webarchive|url=https://web.archive.org/web/20141016003641/http://www.flightglobal.com/blogs/flightblogger/2011/08/boeing_rendering_illustrates_m/ |date=16 October 2014 }}. flightglobal.com</ref> [[Southwest Airlines]] is the launch customer of the 737 MAX with a firm order of 150 aircraft.<ref>{{cite web |url=http://swamedia.com/releases/7b1c6522-daf8-40be-98d4-ce354aa974d3?search=737+max |title=Southwest Airlines Will Become Launch Customer for the New Boeing 737 Max Aircraft – Southwest Airlines Newsroom |publisher=Swamedia.com |date=13 December 2011 |access-date=31 May 2013 |archive-url=https://web.archive.org/web/20141015052936/http://swamedia.com/releases/7b1c6522-daf8-40be-98d4-ce354aa974d3?search=737+max |archive-date=15 October 2014 |url-status=dead }}</ref>


In 2016 CFM booked 1,801 orders, LEAP backlog is at more than 12,200 for more than $170 billion U.S. at list price.<ref name=170214PR>{{cite press release |url= https://www.cfmaeroengines.com/press-articles/2016-cfm-orders-surpass-2600-engines/ |title= 2016 CFM orders surpass 2,600 engines |date= 14 February 2017 |publisher= CFM International |access-date= 15 February 2017 |archive-date= 10 December 2019 |archive-url= https://web.archive.org/web/20191210192152/https://www.cfmaeroengines.com/press-articles/2016-cfm-orders-surpass-2600-engines/ |url-status= live }}</ref> In early 2018, the backlog was at 14,500, with a 59% share of the A320neo market for decided customers as it has an 18 percentage point advantage in utilization rate over the [[Pratt & Whitney PW1000G]].<ref>{{cite news |url= https://leehamnews.com/2018/03/22/ge-cfm-in-lockstep-with-boeing-on-nma/ |title= GE/CFM in "lockstep" with Boeing on NMA |date= March 22, 2018 |work= Leeham News |access-date= March 22, 2018 |archive-date= December 10, 2019 |archive-url= https://web.archive.org/web/20191210192243/https://leehamnews.com/2018/03/22/ge-cfm-in-lockstep-with-boeing-on-nma/ |url-status= live }}</ref>
The list price is {{US$|{{#expr:5500/380round1}} million|link=yes}}<ref>{{cite news |url= http://atwonline.com/engines/lion-group-completes-55-billion-leap-1a-purchase |title= Lion Group completes $5.5 billion LEAP-1A purchase |date= 30 March 2018 |author= Alan Dron |work= Aviation Week Network |access-date= 31 March 2018 |archive-date= 31 March 2018 |archive-url= https://web.archive.org/web/20180331175105/http://atwonline.com/engines/lion-group-completes-55-billion-leap-1a-purchase |url-status= live }}</ref> for a LEAP-1A, and {{US$|{{#expr:348/24round1}} million}} for a LEAP-1B.<ref>{{cite press release |url= https://www.cfmaeroengines.com/press-articles/alc-finalizes-348-million-cfm-leap-1b-engine-order/ |title= ALC finalizes $348 million CFM LEAP-1B engine order |publisher= CFM |date= 8 August 2017 |access-date= 15 September 2017 |archive-date= 16 September 2017 |archive-url= https://web.archive.org/web/20170916010719/https://www.cfmaeroengines.com/press-articles/alc-finalizes-348-million-cfm-leap-1b-engine-order/ |url-status= live }}</ref>


⚫
CFM International offers rate-per-flight-hour support agreements (also known as "power by the hour" agreements) for the engine. For a LEAP-1A engine, costs are around {{US$|{{#expr:333000000/20/15/365.25round0}}}} per engine, per day, compared to {{US$|{{#expr:138000000/17/12/365.25round0}}}} per engine, per day for the prior-generation CFM56.<ref>{{cite web |title= Zhejiang Loong Air signs RPFH agreement for CFM56-5B engines |date= 15 June 2015 |publisher= Aviation News Ltd |url= http://www.aviationnews-online.com/technology/zhejiang-loong-air-signs-rpfh-agreement-for-cfm56-5b-engines/ |access-date= 16 June 2015 |archive-date= 23 September 2015 |archive-url= https://web.archive.org/web/20150923180802/http://www.aviationnews-online.com/technology/zhejiang-loong-air-signs-rpfh-agreement-for-cfm56-5b-engines/ |url-status= live }}</ref>
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By July 2018, the LEAP had an eight-year backlog with 16,300 sales. More LEAPs were produced in the five years to 2018 than CFM56s in 25 years.<ref name=AIN4jul2018>{{cite news |url= https://www.ainonline.com/aviation-news/aerospace/2018-07-04/cfm-confident-leap-production-can-catch-soon |title= CFM Confident Leap Production Can Catch Up Soon |author= Chris Kjelgaard |date= July 4, 2018 |work= AIN online |access-date= 2018-07-05 |archive-date= 2018-07-05 |archive-url= https://web.archive.org/web/20180705150601/https://www.ainonline.com/aviation-news/aerospace/2018-07-04/cfm-confident-leap-production-can-catch-soon |url-status= live }}</ref>
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It is the second-most ordered jet engine behind the 44-year-old CFM56,<ref name=Flight15jul2018/> which achieved 35,500 orders.<ref name=AIN4jul2018/> In July 2018 its A320neo selected-engine market share was 58.6%, with one-third yet to select, the CFM56 have a 60% share of the [[A320ceo]] market.<ref name=Flight15jul2018>{{cite news |url= https://www.flightglobal.com/news/articles/farnborough-cfm-looks-to-another-leap-forward-at-fa-450029/ |title= CFM looks to another Leap forward at Farnborough |date= 15 July 2018 |author= Stephen Trimble |work= Flightglobal |access-date= 15 July 2018 |archive-date= 15 July 2018 |archive-url= https://web.archive.org/web/20180715123154/https://www.flightglobal.com/news/articles/farnborough-cfm-looks-to-another-leap-forward-at-fa-450029/ |url-status= live }}</ref>


In 2020, GE Aerospace lost 1,900 orders worth $13.9 billion (${{#expr:13900/1900round1}}M each), reducing the backlog value to $259 billion, while more than 1,000 [[Boeing 737 Max]] orders were cancelled among the [[Boeing 737 MAX groundings]] and the [[impact of the COVID-19 pandemic on aviation]].<ref>{{cite news |url= https://www.flightglobal.com/ge-aviation-lost-1900-leap-orders-in-12-months/143476.article |title= GE Aerospace lost 1,900 Leap orders in 12 months |author= Jon Hemmerdinger |date= 27 April 2021 |work= Flightglobal |access-date= 28 April 2021 |archive-date= 28 April 2021 |archive-url= https://web.archive.org/web/20210428053146/https://www.flightglobal.com/ge-aviation-lost-1900-leap-orders-in-12-months/143476.article |url-status= live }}</ref>
In 2016, CFM booked 1,801 orders, and the LEAP backlog stood at more than 12,200, worth more than {{US$|170 billion}} at list price.<ref name=170214PR>{{cite press release |url= https://www.cfmaeroengines.com/press-articles/2016-cfm-orders-surpass-2600-engines/ |title= 2016 CFM orders surpass 2,600 engines |date= 14 February 2017 |publisher= CFM International |access-date= 15 February 2017 |archive-date= 10 December 2019 |archive-url= https://web.archive.org/web/20191210192152/https://www.cfmaeroengines.com/press-articles/2016-cfm-orders-surpass-2600-engines/ |url-status= live }}</ref>


⚫
By July 2018, the LEAP had an eight-year backlog with 16,300 sales. At that time, more LEAPs were produced in the five years it was on sale than CFM56s in 25 years.<ref name=AIN4jul2018>{{cite news |url= https://www.ainonline.com/aviation-news/aerospace/2018-07-04/cfm-confident-leap-production-can-catch-soon |title= CFM Confident Leap Production Can Catch Up Soon |author= Chris Kjelgaard |date= 4 July 2018 |work= AIN online |access-date= 5 July 2018 |archive-date= 5 July 2018 |archive-url= https://web.archive.org/web/20180705150601/https://www.ainonline.com/aviation-news/aerospace/2018-07-04/cfm-confident-leap-production-can-catch-soon |url-status= live }}</ref>
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===Production===
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It is the second-most ordered jet engine behind the 44-year-old CFM56,<ref name=Flight15jul2018 /> which achieved 35,500 orders.<ref name=AIN4jul2018 /> Also, on the A320neo, where the engine competes head-to-head with the [[Pratt & Whitney PW1000G]], the LEAP had captured a 59% market share in July 2018. By comparison, the CFM56 had a 60% share of the prior-generation [[A320ceo]] market.<ref name=Flight15jul2018>{{cite news |url= https://www.flightglobal.com/news/articles/farnborough-cfm-looks-to-another-leap-forward-at-fa-450029/ |title= CFM looks to another Leap forward at Farnborough |date= 15 July 2018 |author= Stephen Trimble |work= Flightglobal |access-date= 15 July 2018 |archive-date= 15 July 2018 |archive-url= https://web.archive.org/web/20180715123154/https://www.flightglobal.com/news/articles/farnborough-cfm-looks-to-another-leap-forward-at-fa-450029/ |url-status= live }}</ref><ref>{{cite news |url= https://leehamnews.com/2018/03/22/ge-cfm-in-lockstep-with-boeing-on-nma/ |title= GE/CFM in "lockstep" with Boeing on NMA |date= 22 March 2018 |work= Leeham News |access-date= 22 March 2018 |archive-date= 10 December 2019 |archive-url= https://web.archive.org/web/20191210192243/https://leehamnews.com/2018/03/22/ge-cfm-in-lockstep-with-boeing-on-nma/ |url-status= live }}</ref>
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[[File:Turbofan CFM Leap at Paris Air Show 2013.jpg|thumb|side view with cutaways]]


In 2016, the engine was introduced in August on the [[Airbus A320neo]] with [[Pegasus Airlines]] and CFM delivered 77 LEAP.<ref name=170214PR/> With the [[737 MAX]] introduction, CFM delivered 257 LEAPs in the first three quarters of 2017, including 110 in the third: 49 to Airbus and 61 to Boeing, and targets 450 in the year.<ref name=AvWeek31oct2017 /> CFM was to produce 1,200 engines in 2018, 1,900 in 2019, and 2,100 in 2020.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/paris-ge-ups-production-target-to-meet-boeing-and-a-438362/ |title= GE ups production target to meet Boeing and Airbus demand |date= June 19, 2017 |work= Flight Global |author= Stephen Trimble |access-date= June 19, 2017 |archive-date= June 19, 2017 |archive-url= https://web.archive.org/web/20170619101616/https://www.flightglobal.com/news/articles/paris-ge-ups-production-target-to-meet-boeing-and-a-438362/ |url-status= live }}</ref> This is compared to the 1,700 [[CFM56]] produced in 2016.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/cfm-quietly-confident-on-leap-production-ramp-up-431474/ |title= CFM quietly confident on Leap production ramp-up |date= November 15, 2016 |author= Max Kingsley-Jones |work= Flight Global |access-date= November 15, 2016 |archive-date= November 15, 2016 |archive-url= https://web.archive.org/web/20161115193644/https://www.flightglobal.com/news/articles/cfm-quietly-confident-on-leap-production-ramp-up-431474/ |url-status= live }}</ref>
In 2020, GE Aviation reported that CFM had lost 1,900 orders for LEAP engines worth {{US$|13.9 billion}} ({{US$|{{#expr:13900/1900round1}} million}} each), reducing the backlog value to {{US$|259 billion}}. More than 1,000 cancellations came from [[Boeing 737 MAX]] orders being canceled among the [[Boeing 737 MAX groundings]], while the remainder came from the [[impact of the COVID-19 pandemic on aviation]].<ref>{{cite news |url= https://www.flightglobal.com/ge-aviation-lost-1900-leap-orders-in-12-months/143476.article |title= GE Aviation lost 1,900 Leap orders in 12 months |author= Jon Hemmerdinger |date= 27 April 2021 |work= Flightglobal |access-date= 28 April 2021 |archive-date= 28 April 2021 |archive-url= https://web.archive.org/web/20210428053146/https://www.flightglobal.com/ge-aviation-lost-1900-leap-orders-in-12-months/143476.article |url-status= live }}</ref>


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=== Production ===
⚫
To cope with the demand, CFM is duplicating supply sources on 80% of parts and even subdivide assembly sites, already shared between GE and Safran.<ref name=Flight16Nov2016/> GE assembles its production in [[Lafayette, Indiana]], US in addition to its previous [[Durham, North Carolina]], US facility.<ref name=Flight16Nov2016/> As more than 75% of the engine comes from suppliers, critical parts suppliers pass “run-rate stress tests” lasting two to 12 weeks.<ref name=Flight16Nov2016/> [[Pratt & Whitney]] acknowledges a production ramp-up bottleneck on its rival [[PW1100G]] geared turbofan including a critical shortage of the unique aluminium-titanium [[fan blade]], hitting the [[Airbus A320neo]] and the [[Bombardier CSeries]] deliveries.<ref name=Flight16Nov2016>{{cite news |url= https://www.flightglobal.com/news/articles/new-ge-plant-highlights-cfm-ramp-up-strategy-on-leap-431552/ |work= Flight Global |title= New GE plant highlights CFM ramp-up strategy on Leap |date= 16 November 2016 |access-date= 17 November 2016 |archive-date= 17 November 2016 |archive-url= https://web.archive.org/web/20161117211611/https://www.flightglobal.com/news/articles/new-ge-plant-highlights-cfm-ramp-up-strategy-on-leap-431552/ |url-status= live }}</ref> Safran assembles its production in [[Melun Villaroche Aerodrome|Villaroche, France]], Safran and GE each assemble half of the annual volume.<ref>{{Cite news|url=http://www.mro-network.com/manufacturing-distribution/cfm-confirms-initial-leap-1a-and-leap-1b-assembly-allocation|title=CFM confirms initial LEAP-1A and LEAP-1B assembly allocation|date=2016-12-15|work=MRO Network|access-date=2017-12-24|archive-date=2017-12-25|archive-url=https://web.archive.org/web/20171225034755/http://www.mro-network.com/manufacturing-distribution/cfm-confirms-initial-leap-1a-and-leap-1b-assembly-allocation|url-status=live}}</ref> [[Mecachrome]] plan to produce 120,000–130,000 LEAP [[turbine blade]]s in 2018 up from 50,000 in 2017.<ref>{{cite news |url= http://aviationweek.com/commercial-aviation/leap-engine-deliveries-airbus-still-challenging |title= Leap Engine Deliveries To Airbus Still Challenging |date= Mar 15, 2018 |author= Thierry Dubois |work= Aviation Week & Space Technology |access-date= March 23, 2018 |archive-date= March 23, 2018 |archive-url= https://web.archive.org/web/20180323175535/http://aviationweek.com/commercial-aviation/leap-engine-deliveries-airbus-still-challenging |url-status= live }}</ref>
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[[File:Turbofan CFM Leap at Paris Air Show 2013.jpg|thumb|side view with cutaways]]


In 2016, the engine was introduced in August on the [[Airbus A320neo]] with [[Pegasus Airlines]] and CFM delivered 77 LEAP.<ref name=170214PR /> With the [[737 MAX]] introduction, CFM delivered 257 LEAPs in the first three quarters of 2017, including 110 in the third: 49 to Airbus and 61 to Boeing, and targets 450 in the year.<ref name=AvWeek31oct2017 /> CFM was to produce 1,200 engines in 2018, 1,900 in 2019, and 2,100 in 2020.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/paris-ge-ups-production-target-to-meet-boeing-and-a-438362/ |title= GE ups production target to meet Boeing and Airbus demand |date= 19 June 2017 |work= Flight Global |author= Stephen Trimble |access-date= 19 June 2017 |archive-date= 19 June 2017 |archive-url= https://web.archive.org/web/20170619101616/https://www.flightglobal.com/news/articles/paris-ge-ups-production-target-to-meet-boeing-and-a-438362/ |url-status= live }}</ref> This is compared to the 1,700 [[CFM56]] produced in 2016.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/cfm-quietly-confident-on-leap-production-ramp-up-431474/ |title= CFM quietly confident on Leap production ramp-up |date= 15 November 2016 |author= Max Kingsley-Jones |work= Flight Global |access-date= 15 November 2016 |archive-date= 15 November 2016 |archive-url= https://web.archive.org/web/20161115193644/https://www.flightglobal.com/news/articles/cfm-quietly-confident-on-leap-production-ramp-up-431474/ |url-status= live }}</ref>
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In mid-June 2018, deliveries remained four to five weeks behind schedule down from six, and should catch up in the fourth quarter as the [[Quality management|quality]] variation of [[casting]]s and [[forging]]s improves.<ref name="AIN4jul2018"/> The production has no single manufacturing [[choke point]] by selecting multiple [[supply chain|supplier]]s for every critical part.<ref name="AIN4jul2018"/>
⚫
From 460 in 2017, 1,100 LEAPs should be built in 2018, along 1,050 CFM56s as it encounter unexpected sales, to pass the record production of 1,900 engines in 2017.<ref name="AIN4jul2018"/> It will stay over 2,000 engines per year as 1,800 LEAPs should be produced in 2019 while CFM56 production will drop, then 2,000 in 2020.<ref name=AIN4jul2018/> In 2018, 1,118 engines were delivered.<ref name=Flight1feb2019>{{cite news |url= https://www.flightglobal.com/news/articles/cfms-leap-deliveries-doubled-in-2018-amid-supply-ch-455481/ |title= MID SUPPLY CHAIN RECOVERY CFM's Leap deliveries doubled in 2018 amid supply chain recovery |date= 1 Feb 2019 |author= Jon Hemmerdinger |work= Flightglobal |access-date= 26 October 2019 |archive-date= 26 October 2019 |archive-url= https://web.archive.org/web/20191026074104/https://www.flightglobal.com/news/articles/cfms-leap-deliveries-doubled-in-2018-amid-supply-ch-455481/ |url-status= live }}</ref>


⚫
To cope with the demand, CFM is duplicating supply sources on 80% of parts and even subdivide assembly sites, already shared between GE and Safran.<ref name=Flight16Nov2016 /> GE assembles its production in [[Lafayette, Indiana]], US in addition to its previous [[Durham, North Carolina]], US facility.<ref name=Flight16Nov2016 /> As more than 75% of the engine comes from suppliers, critical parts suppliers pass “run-rate stress tests” lasting two to 12 weeks.<ref name=Flight16Nov2016 /> [[Pratt & Whitney]] acknowledges a production ramp-up bottleneck on its rival [[PW1100G]] geared turbofan including a critical shortage of the unique aluminium-titanium [[fan blade]], hitting the [[Airbus A320neo]] and the [[Bombardier CSeries]] deliveries.<ref name=Flight16Nov2016>{{cite news |url= https://www.flightglobal.com/news/articles/new-ge-plant-highlights-cfm-ramp-up-strategy-on-leap-431552/ |work= Flight Global |title= New GE plant highlights CFM ramp-up strategy on Leap |date= 16 November 2016 |access-date= 17 November 2016 |archive-date= 17 November 2016 |archive-url= https://web.archive.org/web/20161117211611/https://www.flightglobal.com/news/articles/new-ge-plant-highlights-cfm-ramp-up-strategy-on-leap-431552/ |url-status= live }}</ref> Safran assembles its production in [[Melun Villaroche Aerodrome|Villaroche, France]], Safran and GE each assemble half of the annual volume.<ref>{{Cite news|url=http://www.mro-network.com/manufacturing-distribution/cfm-confirms-initial-leap-1a-and-leap-1b-assembly-allocation|title=CFM confirms initial LEAP-1A and LEAP-1B assembly allocation|date=15 December 2016|work=MRO Network|access-date=24 December 2017|archive-date=25 December 2017|archive-url=https://web.archive.org/web/20171225034755/http://www.mro-network.com/manufacturing-distribution/cfm-confirms-initial-leap-1a-and-leap-1b-assembly-allocation|url-status=live}}</ref> [[Mecachrome]] plan to produce 120,000–130,000 LEAP [[turbine blade]]s in 2018 up from 50,000 in 2017.<ref>{{cite news |url= http://aviationweek.com/commercial-aviation/leap-engine-deliveries-airbus-still-challenging |title= Leap Engine Deliveries To Airbus Still Challenging |date= 15 March 2018 |author= Thierry Dubois |work= Aviation Week & Space Technology |access-date= 23 March 2018 |archive-date= 23 March 2018 |archive-url= https://web.archive.org/web/20180323175535/http://aviationweek.com/commercial-aviation/leap-engine-deliveries-airbus-still-challenging |url-status= live }}</ref>
Over the first half of 2019, CFM revenues were up by 23% to €5.9 billion with 1,119 engine deliveries; declining sales of CFM56 (258 sold), more than offsetted by LEAP (861 sold).<ref name=Flight5sep2019/> Recurring [[operating income]] rose by 34% to €1.2 billion, but was reduced by €107 million ($118 million) due to the negative margins and initial costs of LEAP production, before a positive contribution expected in the second half.<ref name=Flight5sep2019/> Revenues should grow by 15% in 2019 but [[free cash flow]] depends on the return to service of the [[Boeing 737 MAX groundings|grounded 737 MAX]].<ref name=Flight5sep2019>{{cite news |url= https://www.flightglobal.com/news/articles/leap-production-edges-towards-positive-contribution-460681/ |title= Leap production edges towards positive contribution |date= 5 Sep 2019 |author= David Kaminski-Morrow |work= Flightglobal |access-date= 5 September 2019 |archive-date= 5 September 2019 |archive-url= https://web.archive.org/web/20190905125039/https://www.flightglobal.com/news/articles/leap-production-edges-towards-positive-contribution-460681/ |url-status= live }}</ref>


⚫
In mid-June 2018, deliveries remained four to five weeks behind schedule, down from six, and should catch up in the fourth quarter as the [[Quality management|quality]] variation of [[casting]]s and [[forging]]s improves.<ref name="AIN4jul2018" /> The production has no single manufacturing [[choke point]] by selecting multiple [[supply chain|suppliers]] for every critical part.<ref name="AIN4jul2018" />
⚫
In 2019, LEAP production rose to 1,736 engines, orders and commitments reached 1,968 amid the 737 MAX groundings, compared with 3,211 for 2018, for a stable backlog of 15,614 (compared to 15,620).<ref name=Flight27feb2020/> CFM expects to produce 1,400 LEAP engines in 2020, including an average of 10 weekly LEAP-1Bs for the Boeing 737 Max.<ref name=Flight27feb2020>{{cite news |url= https://www.flightglobal.com/engines/cfm-to-build-10-737-max-engines-weekly-for-2020/136959.article |title= CFM to build 10 737 Max engines weekly for 2020 |author= David Kaminski-Morrow |date= 27 February 2020 |work= Flightglobal |access-date= 27 February 2020 |archive-date= 26 January 2022 |archive-url= https://web.archive.org/web/20220126161442/https://www.flightglobal.com/engines/cfm-to-build-10-737-max-engines-weekly-for-2020/136959.article |url-status= live }}</ref> By March 2022, CFM intended to output 2,000 engines in 2023, up from 845 deliveries in 2021.<ref>{{cite news |url= https://www.flightglobal.com/engines/ge-aviation-confident-in-ability-to-double-leap-output-by-2023/147899.article |title= GE Aviation confident in ability to double Leap output by 2023 |author= Jon Hemmerdinger |date= 11 March 2022 |work= FlightGlobal}}</ref>


⚫
From 460 in 2017, 1,100 LEAPs should be built in 2018, along with 1,050 CFM56s, as it encountered unexpected sales, to pass the record production of 1,900 engines in 2017.<ref name="AIN4jul2018" /> It will stay at over 2,000 engines per year as 1,800 LEAPs should be produced in 2019, while CFM56 production will drop, then 2,000 in 2020.<ref name=AIN4jul2018 /> In 2018, 1,118 engines were delivered.<ref name=Flight1feb2019>{{cite news |url= https://www.flightglobal.com/news/articles/cfms-leap-deliveries-doubled-in-2018-amid-supply-ch-455481/ |title= MID SUPPLY CHAIN RECOVERY CFM's Leap deliveries doubled in 2018 amid supply chain recovery |date= 1 February 2019 |author= Jon Hemmerdinger |work= Flightglobal |access-date= 26 October 2019 |archive-date= 26 October 2019 |archive-url= https://web.archive.org/web/20191026074104/https://www.flightglobal.com/news/articles/cfms-leap-deliveries-doubled-in-2018-amid-supply-ch-455481/ |url-status= live }}</ref>
⚫
=== Operations ===


The troubled introduction of the [[PW1100G]] on the A320neo has motivated customers to choose LEAP engines. LEAP market share rose from 55% to 60% in 2016, but orders for 1,523 aircraft ({{#expr:1523/(2179+1463+1523)*100round0}}%) had not specified which engine would be chosen.<ref name=Bloomberg22aug2017/> From January through early August 2017, 39 PW1100G engines versus 396 CFM LEAP engines were chosen.<ref name="Bloomberg22aug2017"/> As an example of PW1100G reliability issues, 9% of LEAP-powered A320neos were out of service for at least one week in July 2017, compared with 46% of those using the PW1100G.<ref name=Bloomberg22aug2017>{{cite news |url= https://www.bloomberg.com/news/articles/2017-08-22/pratt-s-10-billion-jet-engine-lags-ge-by-10-to-1-on-new-orders |title= Pratt's $10 Billion Jet Engine Lags GE by 10-to-1 on New Orders |author= Rick Clough |date= 22 Aug 2017 |work= Bloomberg |access-date= 2017-08-23 |archive-date= 2017-08-23 |archive-url= https://web.archive.org/web/20170823162923/https://www.bloomberg.com/news/articles/2017-08-22/pratt-s-10-billion-jet-engine-lags-ge-by-10-to-1-on-new-orders |url-status= live }}</ref>
Over the first half of 2019, CFM revenues were up by 23% to {{€|5.9 billion|link=yes}} with 1,119 engine deliveries; declining sales of CFM56 (258 sold), more than offset by LEAP (861 sold).<ref name=Flight5sep2019 /> Recurring [[operating income]] rose by 34% to {{€|1.2 billion}}, but was reduced by {{€|107 million}} ({{US$|118 million}}) due to the negative margins and initial costs of LEAP production, before a positive contribution expected in the second half.<ref name=Flight5sep2019 /> Revenues should grow by 15% in 2019 but [[free cash flow]] depends on the return to service of the [[Boeing 737 MAX groundings|grounded 737 MAX]].<ref name=Flight5sep2019>{{cite news |url= https://www.flightglobal.com/news/articles/leap-production-edges-towards-positive-contribution-460681/ |title= Leap production edges towards positive contribution |date= 5 September 2019 |author= David Kaminski-Morrow |work= Flightglobal |access-date= 5 September 2019 |archive-date= 5 September 2019 |archive-url= https://web.archive.org/web/20190905125039/https://www.flightglobal.com/news/articles/leap-production-edges-towards-positive-contribution-460681/ |url-status= live }}</ref>


⚫
In 2019, LEAP production rose to 1,736 engines, and orders and commitments reached 1,968 amid the 737 MAX groundings, compared with 3,211 for 2018, for a stable backlog of 15,614 (compared to 15,620).<ref name=Flight27feb2020 /> CFM expects to produce 1,400 LEAP engines in 2020, including an average of 10 weekly LEAP-1Bs for the Boeing 737 Max.<ref name=Flight27feb2020>{{cite news |url= https://www.flightglobal.com/engines/cfm-to-build-10-737-max-engines-weekly-for-2020/136959.article |title= CFM to build 10 737 Max engines weekly for 2020 |author= David Kaminski-Morrow |date= 27 February 2020 |work= Flightglobal |access-date= 27 February 2020 |archive-date= 26 January 2022 |archive-url= https://web.archive.org/web/20220126161442/https://www.flightglobal.com/engines/cfm-to-build-10-737-max-engines-weekly-for-2020/136959.article |url-status= live }}</ref> By March 2022, CFM intended to output 2,000 engines in 2023, up from 845 deliveries in 2021.<ref>{{cite news |url= https://www.flightglobal.com/engines/ge-aviation-confident-in-ability-to-double-leap-output-by-2023/147899.article |title= GE Aviation confident in ability to double Leap output by 2023 |author= Jon Hemmerdinger |date= 11 March 2022 |work= FlightGlobal}}</ref>
⚫
The Boeing 737 MAX LEAP-1B started revenue service in May 2017 with [[Malindo Air]] with 8 hours of daily operation, while the A320neo LEAP-1A surpassed 10 hours per day by July. Safran discovered a production [[Nonconformity (quality)|quality defect]] on LEAP-1B low-pressure turbine disks during assembly for possibly 30 engines and CFM is working to minimize flight-test and customer-delivery disruptions.<ref>{{cite news |url= http://www.mro-network.com/engines-engine-systems/issues-newest-engines-provide-early-mro-proving-opportunities |title= Issues With Newest Engines Provide Early MRO-Proving Opportunities |author= Sean Broderick |date= Aug 31, 2017 |work= Aviation Week Network |access-date= September 20, 2017 |archive-date= September 20, 2017 |archive-url= https://web.archive.org/web/20170920142247/http://www.mro-network.com/engines-engine-systems/issues-newest-engines-provide-early-mro-proving-opportunities |url-status= live }}</ref>
In 2023, CFM booked over 2,500 orders, resulting in a backlog of 10,675, delivered 1,570 Leap engines, up by 38% from 1,136 in 2022, and was expecting 20-25% more deliveries for 2024.<ref name=Flight18feb2024 />


The troubled introduction of the [[Pratt & Whitney PW1000G|Pratt & Whitney PW1100G]] on the A320neo has motivated customers to choose LEAP engines. LEAP market share rose from 55% to 60% in 2016, but orders for 1,523 aircraft ({{#expr:1523/(2179+1463+1523)*100round0}}%) had not specified which engine would be chosen.<ref name=Bloomberg22aug2017 /> From January through early August 2017, 39 PW1100G engines versus 396 CFM LEAP engines were chosen.<ref name="Bloomberg22aug2017" /> By 2024, the LEAP was selected for 75% of the A320neo orders.<ref name=Flight18feb2024>{{cite news |url= https://www.flightglobal.com/air-transport/leap-sales-not-threatened-by-gtf-advantage-performance-gain-says-safran-chief/156977.article |title= Leap sales 'not threatened' by GTF Advantage performance gain, says Safran chief |author= Dominic Perry |date= 18 February 2024 |work= FlightGlobal}}</ref> As an example of PW1100G reliability issues, 9% of LEAP-powered A320neos were out of service for at least one week in July 2017, compared with 46% of those using the PW1100G.<ref name=Bloomberg22aug2017>{{cite news |url= https://www.bloomberg.com/news/articles/2017-08-22/pratt-s-10-billion-jet-engine-lags-ge-by-10-to-1-on-new-orders |title= Pratt's $10 Billion Jet Engine Lags GE by 10-to-1 on New Orders |author= Rick Clough |date= 22 August 2017 |work= Bloomberg |access-date= 23 August 2017 |archive-date= 23 August 2017 |archive-url= https://web.archive.org/web/20170823162923/https://www.bloomberg.com/news/articles/2017-08-22/pratt-s-10-billion-jet-engine-lags-ge-by-10-to-1-on-new-orders |url-status= live }}</ref>
⚫
In early October 2017, an [[exhaust gas temperature]] shift was noticed during a flight and a [[ceramic matrix composite|CMC]] shroud coating in the {{abbr|HP|high-pressure}} turbine was seen flaking off in a [[borescope]] inspection, creating a leaking gap: eight in-service engines are seeing their coating replaced.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/cfm-reviews-fleet-after-finding-leap-1a-durability-i-442669/ |title= CFM reviews fleet after finding Leap-1A durability issue |date= 30 Oct 2017 |author= Stephen Trimble |work= Flightglobal |access-date= 30 October 2017 |archive-date= 30 October 2017 |archive-url= https://web.archive.org/web/20171030233359/https://www.flightglobal.com/news/articles/cfm-reviews-fleet-after-finding-leap-1a-durability-i-442669/ |url-status= live }}</ref> Safran [[provision (accounting)|provision]]ed €50 million ($58 million) to trouble-shoot in-service engines, including potentially LEAP-1Bs.<ref name=AvWeek31oct2017>{{cite news |url= http://www.mro-network.com/maintenance-repair-overhaul/safran-reveals-leap-turbine-shroud-coating-issue |title= Safran Reveals Leap Turbine Shroud Coating Issue Issue |author= Sean Broderick |date= Oct 31, 2017 |work= Aviation Week Network |access-date= October 31, 2017 |archive-date= October 31, 2017 |archive-url= https://web.archive.org/web/20171031170022/http://www.mro-network.com/maintenance-repair-overhaul/safran-reveals-leap-turbine-shroud-coating-issue |url-status= live }}</ref> Forty LEAP-1A were replaced and the part should be replaced in over 500 in-service engines, while shipments are four weeks behind schedule.<ref>{{cite news |url= https://www.bloomberg.com/news/articles/2018-03-05/ge-sees-durability-fix-for-new-jet-engine-in-second-quarter |title= Fix for New Boeing, Airbus Planes |author= Rick Clough and Julie Johnsson |date= 5 March 2018 |agency= Bloomberg |access-date= 2018-03-06 |archive-date= 2018-03-06 |archive-url= https://web.archive.org/web/20180306202553/https://www.bloomberg.com/news/articles/2018-03-05/ge-sees-durability-fix-for-new-jet-engine-in-second-quarter |url-status= live }}</ref> Deliveries with the permanent CMC environmental-barrier coating fix began in June.<ref>{{cite news |url= https://www.ainonline.com/aviation-news/air-transport/2018-07-17/cfm-fixes-leap-turbine-shroud-coatings |title= CFM Fixes Leap Turbine Shroud Coatings |author= Chris Kjelgaard |date= July 17, 2018 |work= AIN online |access-date= 2018-07-17 |archive-date= 2018-07-17 |archive-url= https://web.archive.org/web/20180717183936/https://www.ainonline.com/aviation-news/air-transport/2018-07-17/cfm-fixes-leap-turbine-shroud-coatings |url-status= live }}</ref>


⚫
=== Operations ===
⚫
{{anchor|SWA 8701}}On March 26, 2019, due to the [[Boeing 737 MAX groundings]], [[Southwest Airlines]] flight 8701 ([[737 MAX 8]]) took off from [[Orlando International Airport]] for a [[ferry flight]] to storage without passengers, but soon after problems with one of the engines caused an emergency landing at the same airport. Southwest then inspected 12 LEAP engines and two other airlines also inspected their engines.<ref>{{cite news |url= https://www.bloomberg.com/news/articles/2019-04-18/airlines-said-to-conduct-engine-checks-on-grounded-boeing-max |title= Airlines to Conduct Engine Checks on Grounded Boeing Max |date= April 17, 2019 |first1= Mary |last1= Schlangenstein |first2= Rick |last2= Clough |first3= Alan |last3= Levin |agency= [[Bloomberg News]] |access-date= 2019-05-04 |archive-date= 2019-04-18 |archive-url= https://web.archive.org/web/20190418211840/https://www.bloomberg.com/news/articles/2019-04-18/airlines-said-to-conduct-engine-checks-on-grounded-boeing-max |url-status= live }}</ref> CFM recommended replacing the fuel nozzles more often due to [[coking]], a carbon buildup.<ref>{{cite news |url= https://www.mro-network.com/maintenance-repair-overhaul/cfm-monitoring-leap-fleet-issue-linked-southwest-engine-failure |title= CFM Monitoring Leap Fleet For Issue Linked To Southwest Engine Failure |first= Sean |last= Broderick |date= Apr 18, 2019 |work= [[Aviation Week]] Network |access-date= May 5, 2019 |archive-date= May 5, 2019 |archive-url= https://web.archive.org/web/20190505060847/https://www.mro-network.com/maintenance-repair-overhaul/cfm-monitoring-leap-fleet-issue-linked-southwest-engine-failure |url-status= live }}</ref>
⚫
The Boeing 737 MAX LEAP-1B started revenue service in May 2017 with [[Malindo Air]] with 8 hours of daily operation, while the A320neo LEAP-1A surpassed 10 hours per day by July. Safran discovered a production [[Nonconformity (quality)|quality defect]] on LEAP-1B low-pressure turbine disks during assembly for possibly 30 engines, and CFM is working to minimize flight-test and customer-delivery disruptions.<ref>{{cite news |url= http://www.mro-network.com/engines-engine-systems/issues-newest-engines-provide-early-mro-proving-opportunities |title= Issues With Newest Engines Provide Early MRO-Proving Opportunities |author= Sean Broderick |date= 31 August 2017 |work= Aviation Week Network |access-date= 20 September 2017 |archive-date= 20 September 2017 |archive-url= https://web.archive.org/web/20170920142247/http://www.mro-network.com/engines-engine-systems/issues-newest-engines-provide-early-mro-proving-opportunities |url-status= live }}</ref>

⚫
In early October 2017, an [[exhaust gas temperature]] shift was noticed during a flight and a [[ceramic matrix composite|CMC]] shroud coating in the {{abbr|HP|high-pressure}} turbine was seen flaking off in a [[borescope]] inspection, creating a leaking gap: eight in-service engines are seeing their coating replaced.<ref>{{cite news |url= https://www.flightglobal.com/news/articles/cfm-reviews-fleet-after-finding-leap-1a-durability-i-442669/ |title= CFM reviews fleet after finding Leap-1A durability issue |date= 30 October 2017 |author= Stephen Trimble |work= Flightglobal |access-date= 30 October 2017 |archive-date= 30 October 2017 |archive-url= https://web.archive.org/web/20171030233359/https://www.flightglobal.com/news/articles/cfm-reviews-fleet-after-finding-leap-1a-durability-i-442669/ |url-status= live }}</ref> Safran [[provision (accounting)|provisioned]] {{€|50 million}} ({{US$|58 million}}) to troubleshoot in-service engines, including potentially LEAP-1Bs.<ref name=AvWeek31oct2017>{{cite news |url= http://www.mro-network.com/maintenance-repair-overhaul/safran-reveals-leap-turbine-shroud-coating-issue |title= Safran Reveals Leap Turbine Shroud Coating Issue Issue |author= Sean Broderick |date= 31 October 2017 |work= Aviation Week Network |access-date= 31 October 2017 |archive-date= 31 October 2017 |archive-url= https://web.archive.org/web/20171031170022/http://www.mro-network.com/maintenance-repair-overhaul/safran-reveals-leap-turbine-shroud-coating-issue |url-status= live }}</ref> Forty LEAP-1A were replaced and the part should be replaced in over 500 in-service engines, while shipments are four weeks behind schedule.<ref>{{cite news |url= https://www.bloomberg.com/news/articles/2018-03-05/ge-sees-durability-fix-for-new-jet-engine-in-second-quarter |title= Fix for New Boeing, Airbus Planes |author= Rick Clough and Julie Johnsson |date= 5 March 2018 |agency= Bloomberg |access-date= 6 March 2018 |archive-date= 6 March 2018 |archive-url= https://web.archive.org/web/20180306202553/https://www.bloomberg.com/news/articles/2018-03-05/ge-sees-durability-fix-for-new-jet-engine-in-second-quarter |url-status= live }}</ref> Deliveries with the permanent CMC environmental-barrier coating fix began in June.<ref>{{cite news |url= https://www.ainonline.com/aviation-news/air-transport/2018-07-17/cfm-fixes-leap-turbine-shroud-coatings |title= CFM Fixes Leap Turbine Shroud Coatings |author= Chris Kjelgaard |date= 17 July 2018 |work= AIN online |access-date= 17 July 2018 |archive-date= 17 July 2018 |archive-url= https://web.archive.org/web/20180717183936/https://www.ainonline.com/aviation-news/air-transport/2018-07-17/cfm-fixes-leap-turbine-shroud-coatings |url-status= live }}</ref>


⚫
{{anchor|SWA 8701}}On 26 March 2019, due to the [[Boeing 737 MAX groundings]], [[Southwest Airlines]] flight 8701 ([[737 MAX 8]]) took off from [[Orlando International Airport]] for a [[ferry flight]] to storage without passengers, but soon after problems with one of the engines caused an emergency landing at the same airport. Southwest then inspected 12 LEAP engines, and two other airlines also inspected their engines.<ref>{{cite news |url= https://www.bloomberg.com/news/articles/2019-04-18/airlines-said-to-conduct-engine-checks-on-grounded-boeing-max |title= Airlines to Conduct Engine Checks on Grounded Boeing Max |date= 17 April 2019 |first1= Mary |last1= Schlangenstein |first2= Rick |last2= Clough |first3= Alan |last3= Levin |agency= [[Bloomberg News]] |access-date= 4 May 2019 |archive-date= 18 April 2019 |archive-url= https://web.archive.org/web/20190418211840/https://www.bloomberg.com/news/articles/2019-04-18/airlines-said-to-conduct-engine-checks-on-grounded-boeing-max |url-status= live }}</ref> CFM recommended replacing the fuel nozzles more often due to [[coking]], a carbon buildup.<ref>{{cite news |url= https://www.mro-network.com/maintenance-repair-overhaul/cfm-monitoring-leap-fleet-issue-linked-southwest-engine-failure |title= CFM Monitoring Leap Fleet For Issue Linked To Southwest Engine Failure |first= Sean |last= Broderick |date= 18 April 2019 |work= [[Aviation Week]] Network |access-date= 5 May 2019 |archive-date= 5 May 2019 |archive-url= https://web.archive.org/web/20190505060847/https://www.mro-network.com/maintenance-repair-overhaul/cfm-monitoring-leap-fleet-issue-linked-southwest-engine-failure |url-status= live }}</ref>
By December 2021, CFM claimed a 72% share of the [[narrowbody]] market.<ref>{{cite news |url= https://www.flightglobal.com/engines/safran-waiting-for-airframers-before-any-new-engine-launch-says-chief-andries/146700.article |title= Safran waiting for airframers before any new engine launch, says chief Andries |author= Dominic Perry |date= 2 December 2021 |work= Flightglobal |access-date= 3 December 2021 |archive-date= 4 December 2021 |archive-url= https://web.archive.org/web/20211204010433/https://www.flightglobal.com/engines/safran-waiting-for-airframers-before-any-new-engine-launch-says-chief-andries/146700.article |url-status= live }}</ref>


==Applications==
== Applications ==
{| class="wikitable"
{| class="wikitable"
|+ CFM International LEAP engine<ref name=leap>{{cite web |url= http://www.cfmaeroengines.com/engines/leap |title= The Leap Engine |publisher= CFM International |access-date= 14 November 2016 |archive-date= 3 September 2018 |archive-url= https://web.archive.org/web/20180903023247/https://www.cfmaeroengines.com/engines/leap/ |url-status= live }}</ref>
|+ CFM International LEAP variants<ref name=leap>{{cite web |url= http://www.cfmaeroengines.com/engines/leap |title= The Leap Engine |publisher= CFM International |access-date= 14 November 2016 |archive-date= 3 September 2018 |archive-url= https://web.archive.org/web/20180903023247/https://www.cfmaeroengines.com/engines/leap/ |url-status= live }}</ref>
! Model
! Model
! Application
! Application
Line 93: Line 93:
! Introduction
! Introduction
|-
|-
| -1A || [[Airbus A320neo family]] || {{convert|24500|-|35,000|lbf|kN|abbr=on}} || 2 Aug 2016<ref name=FG160802>{{cite web |url= https://www.flightglobal.com/news/articles/pegasus-starts-flying-leap-1a-powered-a320neo-428117/ |title= Pegasus starts flying Leap-1A-powered A320neo |work= Flight Global |date= August 2, 2016 |access-date= August 3, 2016 |archive-date= June 26, 2018 |archive-url= https://web.archive.org/web/20180626163813/https://www.flightglobal.com/news/articles/pegasus-starts-flying-leap-1a-powered-a320neo-428117/ |url-status= live }}</ref>
| -1A || [[Airbus A320neo family]] || {{convert|24500|-|35,000|lbf|kN|abbr=on}} || 2 August 2016<ref name=FG160802>{{cite web |url= https://www.flightglobal.com/news/articles/pegasus-starts-flying-leap-1a-powered-a320neo-428117/ |title= Pegasus starts flying Leap-1A-powered A320neo |work= Flight Global |date= 2 August 2016 |access-date= 3 August 2016 |archive-date= 26 June 2018 |archive-url= https://web.archive.org/web/20180626163813/https://www.flightglobal.com/news/articles/pegasus-starts-flying-leap-1a-powered-a320neo-428117/ |url-status= live }}</ref>
|-
|-
| -1B || [[Boeing 737 MAX]] || {{convert|23000|-|28000|lbf|kN|abbr=on}} || 22 May 2017<ref name=FG220517>{{cite web |url= https://www.flightglobal.com/news/articles/malindo-operates-worlds-first-737-max-flight-437454/ |title= Malindo operates world's first 737 Max flight |work= Flight Global |date= May 22, 2017 |access-date= May 22, 2017 |archive-date= November 13, 2018 |archive-url= https://web.archive.org/web/20181113205531/https://www.flightglobal.com/news/articles/malindo-operates-worlds-first-737-max-flight-437454/ |url-status= live }}</ref>
| -1B || [[Boeing 737 MAX]] || {{convert|23000|-|29000|lbf|kN|abbr=on}} || 22 May 2017<ref name=FG220517>{{cite web |url= https://www.flightglobal.com/news/articles/malindo-operates-worlds-first-737-max-flight-437454/ |title= Malindo operates world's first 737 Max flight |work= Flight Global |date= 22 May 2017 |access-date= 22 May 2017 |archive-date= 13 November 2018 |archive-url= https://web.archive.org/web/20181113205531/https://www.flightglobal.com/news/articles/malindo-operates-worlds-first-737-max-flight-437454/ |url-status= live }}</ref>
|-
|-
| -1C || [[COMAC C919]] || {{convert|27980|-|30000|lbf|kN|abbr=on}} || May 28, 2023<ref>{{cite web |url= https://www.flightglobal.com/airlines/a-new-beginning-comac-c919-enters-commercial-service/153474.article |title= ’A new beginning’: Comac C919 enters commercial service |author= Alfred Chua|date= 2023-05-28 |website= Flight Global }}</ref>
| -1C || [[Comac C919]] || {{convert|27980|-|30000|lbf|kN|abbr=on}} || 28 May 2023<ref>{{cite web |url= https://www.flightglobal.com/airlines/a-new-beginning-comac-c919-enters-commercial-service/153474.article |title= 'A new beginning': Comac C919 enters commercial service |author= Alfred Chua|date= 28 May 2023 |website= Flight Global }}</ref>
|}
|}
<gallery mode="packed">
<gallery mode="packed">
File:Airbus A320neo CFM LEAP nacelle.jpg|The LEAP-1A installed on the [[Airbus A320neo family]].
File:Airbus A320neo CFM LEAP nacelle.jpg|The LEAP-1A is one of two engine options on the [[Airbus A320neo family]].
File:Boeing 737-9 MAX CFM LEAP-1B PAS.jpg|The LEAP-1B installed on the [[Boeing 737 MAX]].
File:Boeing 737-9 MAX CFM LEAP-1B PAS.jpg|The LEAP-1B is the exclusive engine option for the [[Boeing 737 MAX]].
File:B-919A@PEK (20221226151724).jpg|The LEAP-1C is the exclusive engine option for the Chinese [[Comac C919]].
File:LEAP-1C (tight crop).png|The LEAP-1C is the exclusive engine option for the [[Comac C919]].
</gallery>
</gallery>


==Specifications==
== Specifications ==
⚫
[[File:Paris Air Show 2017 LEAP fan.jpg|thumb|18 blade fan]]


{{Sticky header}}
{| class="wikitable" style="text-align:center;"
{| class="wikitable sticky-header" style="text-align:center;"
|+ The LEAP Family
! Model
! Model
! LEAP-1A<ref name="LEAP-1A/1C Type Certificate">{{cite web |title= Type Certificate data sheet for LEAP-1A & LEAP-1C Series Engines |url= https://www.easa.europa.eu/sites/default/files/dfu/EASA%20E110%20TCDS%20Issue%207%20LEAP-1A-1C.pdf |publisher= [[EASA]] |date= 30 May 2018 |access-date= 12 October 2018 |archive-url= https://web.archive.org/web/20181013014334/https://www.easa.europa.eu/sites/default/files/dfu/EASA%20E110%20TCDS%20Issue%207%20LEAP-1A-1C.pdf |archive-date= 13 October 2018 |url-status= dead }}</ref>
! LEAP-1A<ref name="LEAP-1A/1C Type Certificate">{{cite web |title= Type Certificate data sheet for LEAP-1A & LEAP-1C Series Engines |url= https://www.easa.europa.eu/sites/default/files/dfu/EASA%20E110%20TCDS%20Issue%207%20LEAP-1A-1C.pdf |publisher= [[EASA]] |date= 30 May 2018 |access-date= 12 October 2018 |archive-url= https://web.archive.org/web/20181013014334/https://www.easa.europa.eu/sites/default/files/dfu/EASA%20E110%20TCDS%20Issue%207%20LEAP-1A-1C.pdf |archive-date= 13 October 2018 |url-status= dead }}</ref>
! LEAP-1B<ref name="LEAP-1B Type Certificate">{{cite web |title= Type Certificate data sheet for LEAP-1B Series Engines |url= https://www.easa.europa.eu/sites/default/files/dfu/EASA%20E115%20TCDS%20Issue%203%20LEAP-1B.pdf |publisher= [[EASA]] |date= 16 June 2017 |access-date= 4 April 2018 |archive-url= https://web.archive.org/web/20180404202036/https://www.easa.europa.eu/sites/default/files/dfu/EASA%20E115%20TCDS%20Issue%203%20LEAP-1B.pdf |archive-date= 4 April 2018 |url-status= dead }}</ref>
! LEAP-1B<ref name="LEAP-1B Type Certificate">{{cite web |title= Type Certificate data sheet for LEAP-1B Series Engines |url= https://www.easa.europa.eu/sites/default/files/dfu/EASA%20E115%20TCDS%20Issue%203%20LEAP-1B.pdf |publisher= [[EASA]] |date= 16 June 2017 |access-date= 4 April 2018 |archive-url= https://web.archive.org/web/20180404202036/https://www.easa.europa.eu/sites/default/files/dfu/EASA%20E115%20TCDS%20Issue%203%20LEAP-1B.pdf |archive-date= 4 April 2018 |url-status= dead }}</ref>
! LEAP-1C<ref name="LEAP-1A/1C Type Certificate"/>
! LEAP-1C<ref name="LEAP-1A/1C Type Certificate" />
|-
|-
| Configuration
! Configuration
| colspan=3 | Twin-spool, [[high bypass turbofan]]
| colspan=3 | Twin-spool, [[high bypass turbofan]]
|-
|-
|[[Axial compressor|Compressor]]
! [[Axial compressor|Compressor]]
| colspan=3 | 1 fan, 3-stage LP, 10-stage HP<ref name="LEAP Brochure"/>
| colspan=3 | 1 fan, 10-stage {{abbr|HP|high-pressure}}, 3-stage {{abbr|LP|low-pressure}}<ref name="LEAP Brochure" />
|-
|-
|[[Combustor]]
! [[Combustor]]
| colspan=3 | Second generation Twin-Annular, Pre-Mixing Swirler Combustor (TAPS II)<ref name=leap/>
| colspan=3 | TAPS II (Twin-Annular, Pre-mixing Swirler second-generation)<ref name=leap />
|-
|-
⚫
! [[Turbine]]<ref name=airinsight>{{cite web |url= http://airinsight.com/2011/11/09/comparing-the-new-technology-narrow-body-engines-gtf-vs-leap-maintenance-costs |title= Comparing the new technology Narrow-body engines: GTF vs LEAP maintenance costs |work= Airinsight |date= 9 November 2011 |access-date= 31 May 2013 |archive-date= 18 April 2015 |archive-url= https://web.archive.org/web/20150418191419/http://airinsight.com/2011/11/09/comparing-the-new-technology-narrow-body-engines-gtf-vs-leap-maintenance-costs/ |url-status= dead }}</ref>
|[[Turbine]]
| 2-stage HP, 7-stage LP
⚫
| colspan=3 | 2-stage HP, 7-stage (-1B: 5-stage) LP<ref name=airinsight>{{cite web |url= http://airinsight.com/2011/11/09/comparing-the-new-technology-narrow-body-engines-gtf-vs-leap-maintenance-costs |title= Comparing the new technology Narrow-body engines: GTF vs LEAP maintenance costs |work= Airinsight |date= November 9, 2011 |access-date= May 31, 2013 |archive-date= April 18, 2015 |archive-url= https://web.archive.org/web/20150418191419/http://airinsight.com/2011/11/09/comparing-the-new-technology-narrow-body-engines-gtf-vs-leap-maintenance-costs/ |url-status= dead }}</ref>
| 2-stage HP, 5-stage LP
| 2-stage HP, 7-stage LP
|-
|-
| [[Overall pressure ratio|OPR]]
! [[Overall pressure ratio]]
| colspan=3 | 40:1<ref name="LEAP Brochure">{{cite web |url= https://www.cfmaeroengines.com/wp-content/uploads/2017/09/Brochure_LEAPfiches_2017.pdf |title= LEAP overview |publisher= CFM International |date= June 2017 |access-date= 2018-04-04 |archive-date= 2018-04-04 |archive-url= https://web.archive.org/web/20180404201904/https://www.cfmaeroengines.com/wp-content/uploads/2017/09/Brochure_LEAPfiches_2017.pdf |url-status= live }}</ref> (50:1, Top-of-Climb)
| colspan=3 | 40:1<ref name="LEAP Brochure">{{cite web |url= https://www.cfmaeroengines.com/wp-content/uploads/2017/09/Brochure_LEAPfiches_2017.pdf |title= LEAP overview |publisher= CFM International |date= June 2017 |access-date= 4 April 2018 |archive-date= 4 April 2018 |archive-url= https://web.archive.org/web/20180404201904/https://www.cfmaeroengines.com/wp-content/uploads/2017/09/Brochure_LEAPfiches_2017.pdf |url-status= live }}</ref> (50:1 at top of climb)
|-
|-
| Cruise [[Thrust specific fuel consumption|TSFC]]
! [[Thrust specific fuel consumption|TSFC]] at cruise
| {{cvt|0.51|lb/lbf/h|g/kN/s|1}}<ref name=AIN19aug2019>{{cite news |url= https://www.ainonline.com/aviation-news/air-transport/2019-08-19/aviadvigatel-mulls-higher-thrust-pd-14s-replace-ps-90a |title= Aviadvigatel Mulls Higher-thrust PD-14s To Replace PS-90A |author= Vladimir Karnozov |date= August 19, 2019 |work= AIN Online |access-date= 2021-05-16 |archive-date= 2021-05-16 |archive-url= https://web.archive.org/web/20210516205336/https://www.ainonline.com/aviation-news/air-transport/2019-08-19/aviadvigatel-mulls-higher-thrust-pd-14s-replace-ps-90a |url-status= live }}</ref>
| {{cvt|0.51|lb/lbf/h|g/kN/s|1}}<ref name=AIN19aug2019>{{cite news |url= https://www.ainonline.com/aviation-news/air-transport/2019-08-19/aviadvigatel-mulls-higher-thrust-pd-14s-replace-ps-90a |title= Aviadvigatel Mulls Higher-thrust PD-14s To Replace PS-90A |author= Vladimir Karnozov |date= 19 August 2019 |work= AIN Online |access-date= 16 May 2021 |archive-date= 16 May 2021 |archive-url= https://web.archive.org/web/20210516205336/https://www.ainonline.com/aviation-news/air-transport/2019-08-19/aviadvigatel-mulls-higher-thrust-pd-14s-replace-ps-90a |url-status= live }}</ref>
| {{cvt|0.53|lb/lbf/h|g/kN/s|1}}<ref name=AIN19aug2019/>
| {{cvt|0.53|lb/lbf/h|g/kN/s|1}}<ref name=AIN19aug2019 />
| {{cvt|0.51|lb/lbf/h|g/kN/s|1}}<ref name="TO201112">{{cite magazine |url=https://issuu.com/aviationlive/docs/to22/22 |magazine=Take-off |pages=20–21 |publication-date=December 2011 |title=PD-14: New generation engine for MC-21 |given=Andrey |surname=Fomin |access-date=2019-08-07 |archive-date=2022-01-26 |archive-url=https://web.archive.org/web/20220126161435/https://issuu.com/aviationlive/docs/to22/22 |url-status=live }}</ref>
| {{cvt|0.51|lb/lbf/h|g/kN/s|1}}<ref name="TO201112">{{cite magazine |url=https://issuu.com/aviationlive/docs/to22/22 |magazine=Take-off |pages=20–21 |publication-date=December 2011 |title=PD-14: New generation engine for MC-21 |given=Andrey |surname=Fomin |access-date=7 August 2019 |archive-date=26 January 2022 |archive-url=https://web.archive.org/web/20220126161435/https://issuu.com/aviationlive/docs/to22/22 |url-status=live }}</ref>
|-
|-
|Fan diameter<ref name="LEAP Brochure"/>
! Fan diameter<ref name="LEAP Brochure" />
| {{convert|78|in|cm|0|abbr=on}} || {{convert|69.4|in|cm|0|abbr=on}} || {{convert|77|in|cm|0|abbr=on}}<ref>{{cite web |url= https://www.safran-aircraft-engines.com/commercial-engines/single-aisle-commercial-jets/leap/leap-1c |title= LEAP-1C: integrated propulsion system for the Comac C919 |publisher= Safran Aircraft Engines |date= June 2015 |access-date= 2018-04-04 |archive-date= 2017-04-21 |archive-url= https://web.archive.org/web/20170421003527/https://www.safran-aircraft-engines.com/commercial-engines/single-aisle-commercial-jets/leap/leap-1c |url-status= live }}</ref>
| {{convert|78|in|cm|0|abbr=on}} || {{convert|69.4|in|cm|0|abbr=on}} || {{convert|77|in|cm|0|abbr=on}}<ref>{{cite web |url= https://www.safran-aircraft-engines.com/commercial-engines/single-aisle-commercial-jets/leap/leap-1c |title= LEAP-1C: integrated propulsion system for the Comac C919 |publisher= Safran Aircraft Engines |date= June 2015 |access-date= 4 April 2018 |archive-date= 21 April 2017 |archive-url= https://web.archive.org/web/20170421003527/https://www.safran-aircraft-engines.com/commercial-engines/single-aisle-commercial-jets/leap/leap-1c |url-status= live }}</ref>
|-
|-
|[[Bypass ratio]]<ref name="LEAP Brochure"/>
! [[Bypass ratio]]<ref name="LEAP Brochure" />
| 11:1 || 9:1 || 11:1
| 11:1 || 9:1 || 11:1
|-
|-
| Length
! Length
| {{convert|3.328|m|in|abbr=on}} {{efn|fan case forward flange to turbine rear frame aft flange}} || {{convert|3.147|m|in|abbr=on}} || {{convert|4.505|m|in|abbr=on}} {{efn|fan cowl hinge beam front to centre vent tube end}}
| {{convert|3.328|m|in|abbr=on}}{{efn|fan case forward flange to turbine rear frame aft flange}} || {{convert|3.147|m|in|abbr=on}} || {{convert|4.505|m|in|abbr=on}}{{efn|fan cowl hinge beam front to centre vent tube end}}
|-
|-
| Max. Width
! Max. width
| {{convert|2.533-2.543|m|in|abbr=on}} || {{convert|2.421|m|in|abbr=on}} || {{convert|2.659|m|in|abbr=on}}
| {{convert|2.543|m|in|abbr=on}} || {{convert|2.421|m|in|abbr=on}} || {{convert|2.659|m|in|abbr=on}}
|-
|-
| Max. Height
! Max. height
| {{convert|2.368-2.362|m|in|abbr=on}} || {{convert|2.256|m|in|abbr=on}} || {{convert|2.714|m|in|abbr=on}}
| {{convert|2.362|m|in|abbr=on}} || {{convert|2.256|m|in|abbr=on}} || {{convert|2.714|m|in|abbr=on}}
|-
|-
! Max. weight
| Weight
| {{convert|2990-3153|kg|abbr=on}} (Wet) || {{convert|2780|kg|abbr=on}} (Dry) || {{convert|3929-3935|kg|abbr=on}} (Wet)
| {{convert|3153|kg|abbr=on}} (Wet) || {{convert|2780|kg|abbr=on}} (Dry) || {{convert|3935|kg|abbr=on}} (Wet)
|-
|-
| Max. Take-Off [[thrust]]
! Max. take-off [[thrust]]
| {{convert|143.05|kN|abbr=on|}} || {{convert|130.41|kN|abbr=on|}} || {{convert|137.14|kN|abbr=on|}}
| {{convert|143.05|kN|abbr=on|}} || {{convert|130.41|kN|abbr=on|}} || {{convert|137.14|kN|abbr=on|}}
|-
|-
| Max. Continuous
! Max. continuous thrust
| {{convert|140.96|kN|abbr=on|}} || {{convert|127.62|kN|abbr=on|}} || {{convert|133.22|kN|abbr=on|}}
| {{convert|140.96|kN|abbr=on|}} || {{convert|127.62|kN|abbr=on|}} || {{convert|133.22|kN|abbr=on|}}
|-
|-
| Max. [[Revolutions per minute|rpm]]
! Max. [[Revolutions per minute|rpm]]
| LP : 3894, HP : 19391 || LP : 4586, HP : 20171 || LP : 3894, HP : 19391
| HP: 19,391<br>LP: 3,894 || HP: 20,171<br>LP: 4,586 || HP: 19,391<br>LP: 3,894
|}
|}
⚫
{{notelist}}

{| class="wikitable sortable" style="text-align:center;"
{| class="wikitable sortable" style="text-align:center;"
|+ Thrust ratings<ref name="LEAP-1A/1C Type Certificate"/><ref name="LEAP-1B Type Certificate"/>
|+ Thrust ratings<ref name="LEAP-1A/1C Type Certificate" /><ref name="LEAP-1B Type Certificate" />
! Variant || Take-Off Thrust || Max. Continuous
! Variant || Take-off || Max. continuous || Application
|-
|-
| -1A23 || {{convert|106.80|kN|abbr=on|}} || {{convert|104.58|kN|abbr=on|}}
| -1A23 || {{cvt|106.80|kN}} || {{cvt|104.58|kN}} || [[Airbus A319neo|A319neo]]
|-
|-
| -1A24 || {{convert|106.80|kN|abbr=on|}} || {{convert|106.76|kN|abbr=on|}}
| -1A24 || {{cvt|106.80|kN}} || {{cvt|106.76|kN}} || A319neo, [[Airbus A320neo family|A320neo]]
|-
|-
| -1B25 || {{convert|119.15|kN|abbr=on|}} || {{convert|115.47|kN|abbr=on|}}
| -1A26 || {{cvt|120.64|kN}} || {{cvt|118.68|kN}} || A319neo, A320neo
|-
|-
| -1A26 || {{convert|120.64|kN|abbr=on|}} || {{convert|118.68|kN|abbr=on|}}
| -1A29 || {{cvt|130.29|kN}} || {{cvt|118.68|kN}} || A320neo
|-
|-
| -1B27 || {{convert|124.71|kN|abbr=on|}} || {{convert|121.31|kN|abbr=on|}}
| -1A30 || rowspan=4 | {{cvt|143.05|kN}} || rowspan=4 | {{cvt|140.96|kN}} || rowspan=4 | [[Airbus A321neo|A321neo]]
|-
|-
| -1A32
⚫
| -1B28 || {{convert|130.41|kN|abbr=on|}} || {{convert|127.62|kN|abbr=on|}}
|-
|-
| -1A33
⚫
| -1C28 || {{convert|129.98|kN|abbr=on|}} || {{convert|127.93|kN|abbr=on|}}
|-
|-
| -1A35A
⚫
| -1C30 || {{convert|137.14|kN|abbr=on|}} || {{convert|133.22|kN|abbr=on|}}
|-
|-
| -1A30, 32, 33, 35A || {{convert|143.05|kN|abbr=on|}} || {{convert|140.96|kN|abbr=on|}}
| -1B25 || {{cvt|119.15|kN}} || {{cvt|115.47|kN}} || [[Boeing 737 MAX|737 MAX 8]]
|-
| -1B27 || {{cvt|124.71|kN}} || {{cvt|121.31|kN}} || 737 MAX 8, [[Boeing 737 MAX|737 MAX 9]]
|-
⚫
| -1B28 || {{cvt|130.41|kN}} || {{cvt|127.62|kN}} || 737 MAX 8, 737 MAX 9
|-
⚫
| -1C28 || {{cvt|129.98|kN}} || {{cvt|127.93|kN}} || [[Comac C919|C919]]
|-
⚫
| -1C30 || {{cvt|137.14|kN}} || {{cvt|133.22|kN}} || C919
|}
|}


⚫
== See also ==
⚫
{{notelist}}

⚫
==See also==
{{Aircontent
{{Aircontent
|see also=
|see also=
Line 194: Line 201:
* [[CFM International CFM56]]
* [[CFM International CFM56]]
* [[General Electric Passport]]
* [[General Electric Passport]]

|similar engines=
|similar engines=
⚫
* [[ACAE CJ-1000A]]
* [[Aviadvigatel PD-14]]
* [[Aviadvigatel PD-14]]
* [[Pratt & Whitney PW1000G]]
* [[Pratt & Whitney PW1000G]]
⚫
* [[ACAE CJ-1000A]]

|lists=
|lists=
* [[List of aircraft engines]]
* [[List of aircraft engines]]
}}
}}


==References==
== Notes ==
{{reflist|30em}}
{{notelist-lr}}

== References ==
{{reflist}}


==External links==
== External links ==
{{Commons category|CFM International LEAP}}
{{Commons category}}
* [http://www.cfmaeroengines.com/engines/leap CFM LEAP page]
* [http://www.cfmaeroengines.com/engines/leap CFM LEAP page]
* [https://www.geaerospace.com/propulsion/commercial/cfm-leap CFM LEAP] on GE Aerospace
* [https://web.archive.org/web/20120216170743/http://www.cfm56.com/press/news/cfm+unveils+new+leap-x+engine/441?searchkey=leap-x CFM Unveils New LEAP-X Engine]
* [https://web.archive.org/web/20120216170743/http://www.cfm56.com/press/news/cfm+unveils+new+leap-x+engine/441?searchkey=leap-x CFM Unveils New LEAP-X Engine]
* [http://www.flightglobal.com/articles/2009/09/28/332830/cfm-ready-to-advance-leap-x-schedule-opens-way-for.html CFM ready to advance LEAP-X schedule; opens way for 737RE]
* [http://www.flightglobal.com/articles/2009/09/28/332830/cfm-ready-to-advance-leap-x-schedule-opens-way-for.html CFM ready to advance LEAP-X schedule; opens way for 737RE]

Latest revision as of 02:31, 16 December 2024

LEAP
Mockup of a LEAP-X, the early code name of the engine
Type Turbofan
National origin France/United States
Manufacturer CFM International
First run 4 September 2013[1]
Major applications Airbus A320neo family
Boeing 737 MAX
Comac C919
Number built 2,516 (June 2019)[i]
Developed from CFM International CFM56
General Electric GEnx

The CFM International LEAP ("Leading Edge Aviation Propulsion") is a high-bypass turbofan engine produced by CFM International, a 50–50 joint venture between American GE Aerospace and French Safran Aircraft Engines. It is the successor of the CFM56 and competes with the Pratt & Whitney PW1000G to power narrow-body aircraft.

Design

[edit]

The LEAP's basic architecture includes a scaled-down version of Safran's low-pressure turbine used on the GEnx engine. The fan has flexible blades manufactured by a resin transfer molding process, which are designed to untwist as the fan's rotational speed increases. While the LEAP is designed to operate at a higher pressure than the CFM56 (which is partly why it is more efficient), CFM plans to set the operating pressure lower than the maximum to maximize the engine's service life and reliability.[6] Currently proposed for the LEAP is a greater use of composite materials, a blisk fan in the compressor, a second-generation Twin Annular Pre-mixing Swirler (TAPS II) combustor, and a bypass ratio around 10–11:1.

The high-pressure (HP) compressor operates at up to a 22:1 compression ratio, which is roughly double the corresponding value for the CFM56's HP compressor.[7]

CFM uses ceramic matrix composites (CMC) to build the turbine shrouds.[8] These technological advances are projected to produce 16% lower fuel consumption.[9][10] Reliability is also supported by use of an eductor-based oil cooling system similar to that of the GEnx, featuring coolers mounted on the inner lining of the fan duct. According to Aviation Week's article, "The eductor device produces a venturi effect, which ensures a positive pressure to keep oil in the lower internal sump."[6] The engine has some of the first FAA-approved 3D-printed components.[11]

The LEAP-1C for the Chinese-built Comac C919 reportedly lacks many of the improvements of the other LEAP models over concerns that the technology could be stolen and put into the CJ-1000A engine being developed by another state-owned manufacturer, the Aero Engine Corporation of China. Experts believe that the LEAP-1C is actually an upgraded version of the prior-generation CFM56.[12] Compared to the similarly sized LEAP-1A, the -1C is heavier and produces less thrust.[13]

Development

[edit]
18 blade fan

The LEAP[14] incorporates technologies that CFM developed as part of the LEAP56 technology acquisition program, which CFM launched in 2005.[15] The engine was officially launched as LEAP-X on 13 July 2008.[9] It is intended to be a successor to the CFM56.

In 2009, COMAC selected the LEAP engine for the C919.[16] The aircraft was due to begin testing in 2016.[17] In total, 28 test engines will be used by CFM to achieve engine certification, and 32 others will be used by Airbus, Boeing and COMAC for aircraft certification and test programs.[1][18] The first engine entering the test program reached and sustained 33,000 lbf (150 kN) of thrust, required to satisfy the highest rating for the Airbus A321neo. The same engine ultimately reached 35,000 lbf (160 kN) of thrust in test runs.[6]

The LEAP-1A was tested on GE's 747-400 flying test platform.[19]

CFM carried out the first test flight of a LEAP-1C in Victorville, California, with the engine mounted on the company's Boeing 747 flying testbed aircraft on 6 October 2014. The -1C version features a thrust reverser equipped with a one-piece O-ring replacing a two-piece door. The thrust reverser is deployed by the O-ring sliding aft, reducing the drag that was induced by the older design and improving efficiency.[20]

In April 2015, it was reported that the LEAP-1B was suffering up to a 5% shortfall on its promised reduction in fuel consumption.[21]

It obtained its 180-minute ETOPS approval from the U.S. Federal Aviation Administration and the European Aviation Safety Agency on 19 June 2017.[22]

Orders

[edit]

On 20 July 2011, American Airlines announced that it planned to purchase 100 Boeing 737 aircraft featuring the LEAP-1B engine.[23] The project was approved by Boeing on 30 August 2011, as the Boeing 737 MAX.[24][25] Southwest Airlines is the launch customer of the 737 MAX with a firm order of 150 aircraft.[26]

The list price is US$14.5 million[27] for a LEAP-1A, and US$14.5 million for a LEAP-1B.[28]

CFM International offers rate-per-flight-hour support agreements (also known as "power by the hour" agreements) for the engine. For a LEAP-1A engine, costs are around US$3,039 per engine, per day, compared to US$1,852 per engine, per day for the prior-generation CFM56.[29]

In 2016, CFM booked 1,801 orders, and the LEAP backlog stood at more than 12,200, worth more than US$170 billion at list price.[2]

By July 2018, the LEAP had an eight-year backlog with 16,300 sales. At that time, more LEAPs were produced in the five years it was on sale than CFM56s in 25 years.[3] It is the second-most ordered jet engine behind the 44-year-old CFM56,[30] which achieved 35,500 orders.[3] Also, on the A320neo, where the engine competes head-to-head with the Pratt & Whitney PW1000G, the LEAP had captured a 59% market share in July 2018. By comparison, the CFM56 had a 60% share of the prior-generation A320ceo market.[30][31]

In 2020, GE Aviation reported that CFM had lost 1,900 orders for LEAP engines worth US$13.9 billion (US$7.3 million each), reducing the backlog value to US$259 billion. More than 1,000 cancellations came from Boeing 737 MAX orders being canceled among the Boeing 737 MAX groundings, while the remainder came from the impact of the COVID-19 pandemic on aviation.[32]

Production

[edit]
side view with cutaways

In 2016, the engine was introduced in August on the Airbus A320neo with Pegasus Airlines and CFM delivered 77 LEAP.[2] With the 737 MAX introduction, CFM delivered 257 LEAPs in the first three quarters of 2017, including 110 in the third: 49 to Airbus and 61 to Boeing, and targets 450 in the year.[33] CFM was to produce 1,200 engines in 2018, 1,900 in 2019, and 2,100 in 2020.[34] This is compared to the 1,700 CFM56 produced in 2016.[35]

To cope with the demand, CFM is duplicating supply sources on 80% of parts and even subdivide assembly sites, already shared between GE and Safran.[36] GE assembles its production in Lafayette, Indiana, US in addition to its previous Durham, North Carolina, US facility.[36] As more than 75% of the engine comes from suppliers, critical parts suppliers pass “run-rate stress tests” lasting two to 12 weeks.[36] Pratt & Whitney acknowledges a production ramp-up bottleneck on its rival PW1100G geared turbofan including a critical shortage of the unique aluminium-titanium fan blade, hitting the Airbus A320neo and the Bombardier CSeries deliveries.[36] Safran assembles its production in Villaroche, France, Safran and GE each assemble half of the annual volume.[37] Mecachrome plan to produce 120,000–130,000 LEAP turbine blades in 2018 up from 50,000 in 2017.[38]

In mid-June 2018, deliveries remained four to five weeks behind schedule, down from six, and should catch up in the fourth quarter as the quality variation of castings and forgings improves.[3] The production has no single manufacturing choke point by selecting multiple suppliers for every critical part.[3]

From 460 in 2017, 1,100 LEAPs should be built in 2018, along with 1,050 CFM56s, as it encountered unexpected sales, to pass the record production of 1,900 engines in 2017.[3] It will stay at over 2,000 engines per year as 1,800 LEAPs should be produced in 2019, while CFM56 production will drop, then 2,000 in 2020.[3] In 2018, 1,118 engines were delivered.[4]

Over the first half of 2019, CFM revenues were up by 23% to €5.9 billion with 1,119 engine deliveries; declining sales of CFM56 (258 sold), more than offset by LEAP (861 sold).[5] Recurring operating income rose by 34% to €1.2 billion, but was reduced by €107 million (US$118 million) due to the negative margins and initial costs of LEAP production, before a positive contribution expected in the second half.[5] Revenues should grow by 15% in 2019 but free cash flow depends on the return to service of the grounded 737 MAX.[5]

In 2019, LEAP production rose to 1,736 engines, and orders and commitments reached 1,968 amid the 737 MAX groundings, compared with 3,211 for 2018, for a stable backlog of 15,614 (compared to 15,620).[39] CFM expects to produce 1,400 LEAP engines in 2020, including an average of 10 weekly LEAP-1Bs for the Boeing 737 Max.[39] By March 2022, CFM intended to output 2,000 engines in 2023, up from 845 deliveries in 2021.[40] In 2023, CFM booked over 2,500 orders, resulting in a backlog of 10,675, delivered 1,570 Leap engines, up by 38% from 1,136 in 2022, and was expecting 20-25% more deliveries for 2024.[41]

The troubled introduction of the Pratt & Whitney PW1100G on the A320neo has motivated customers to choose LEAP engines. LEAP market share rose from 55% to 60% in 2016, but orders for 1,523 aircraft (29%) had not specified which engine would be chosen.[42] From January through early August 2017, 39 PW1100G engines versus 396 CFM LEAP engines were chosen.[42] By 2024, the LEAP was selected for 75% of the A320neo orders.[41] As an example of PW1100G reliability issues, 9% of LEAP-powered A320neos were out of service for at least one week in July 2017, compared with 46% of those using the PW1100G.[42]

Operations

[edit]

The Boeing 737 MAX LEAP-1B started revenue service in May 2017 with Malindo Air with 8 hours of daily operation, while the A320neo LEAP-1A surpassed 10 hours per day by July. Safran discovered a production quality defect on LEAP-1B low-pressure turbine disks during assembly for possibly 30 engines, and CFM is working to minimize flight-test and customer-delivery disruptions.[43]

In early October 2017, an exhaust gas temperature shift was noticed during a flight and a CMC shroud coating in the HP turbine was seen flaking off in a borescope inspection, creating a leaking gap: eight in-service engines are seeing their coating replaced.[44] Safran provisioned €50 million (US$58 million) to troubleshoot in-service engines, including potentially LEAP-1Bs.[33] Forty LEAP-1A were replaced and the part should be replaced in over 500 in-service engines, while shipments are four weeks behind schedule.[45] Deliveries with the permanent CMC environmental-barrier coating fix began in June.[46]

On 26 March 2019, due to the Boeing 737 MAX groundings, Southwest Airlines flight 8701 (737 MAX 8) took off from Orlando International Airport for a ferry flight to storage without passengers, but soon after problems with one of the engines caused an emergency landing at the same airport. Southwest then inspected 12 LEAP engines, and two other airlines also inspected their engines.[47] CFM recommended replacing the fuel nozzles more often due to coking, a carbon buildup.[48]

Applications

[edit]
CFM International LEAP variants[49]
Model Application Thrust range Introduction
-1A Airbus A320neo family 24,500–35,000 lbf (109–156 kN) 2 August 2016[50]
-1B Boeing 737 MAX 23,000–29,000 lbf (100–130 kN) 22 May 2017[51]
-1C Comac C919 27,980–30,000 lbf (124.5–133.4 kN) 28 May 2023[52]

Specifications

[edit]
Model LEAP-1A[13] LEAP-1B[53] LEAP-1C[13]
Configuration Twin-spool, high bypass turbofan
Compressor 1 fan, 10-stage HP, 3-stage LP[54]
Combustor TAPS II (Twin-Annular, Pre-mixing Swirler second-generation)[49]
Turbine[55] 2-stage HP, 7-stage LP 2-stage HP, 5-stage LP 2-stage HP, 7-stage LP
Overall pressure ratio 40:1[54] (50:1 at top of climb)
TSFC at cruise 0.51 lb/lbf/h (14.4 g/kN/s)[56] 0.53 lb/lbf/h (15.0 g/kN/s)[56] 0.51 lb/lbf/h (14.4 g/kN/s)[57]
Fan diameter[54] 78 in (198 cm) 69.4 in (176 cm) 77 in (196 cm)[58]
Bypass ratio[54] 11:1 9:1 11:1
Length 3.328 m (131.0 in)[a] 3.147 m (123.9 in) 4.505 m (177.4 in)[b]
Max. width 2.543 m (100.1 in) 2.421 m (95.3 in) 2.659 m (104.7 in)
Max. height 2.362 m (93.0 in) 2.256 m (88.8 in) 2.714 m (106.9 in)
Max. weight 3,153 kg (6,951 lb) (Wet) 2,780 kg (6,130 lb) (Dry) 3,935 kg (8,675 lb) (Wet)
Max. take-off thrust 143.05 kN (32,160 lbf) 130.41 kN (29,320 lbf) 137.14 kN (30,830 lbf)
Max. continuous thrust 140.96 kN (31,690 lbf) 127.62 kN (28,690 lbf) 133.22 kN (29,950 lbf)
Max. rpm HP: 19,391
LP: 3,894		 HP: 20,171
LP: 4,586		 HP: 19,391
LP: 3,894
  1. ^ fan case forward flange to turbine rear frame aft flange
  2. ^ fan cowl hinge beam front to centre vent tube end
Thrust ratings[13][53]
Variant Take-off Max. continuous Application
-1A23 106.80 kN (24,010 lbf) 104.58 kN (23,510 lbf) A319neo
-1A24 106.80 kN (24,010 lbf) 106.76 kN (24,000 lbf) A319neo, A320neo
-1A26 120.64 kN (27,120 lbf) 118.68 kN (26,680 lbf) A319neo, A320neo
-1A29 130.29 kN (29,290 lbf) 118.68 kN (26,680 lbf) A320neo
-1A30 143.05 kN (32,160 lbf) 140.96 kN (31,690 lbf) A321neo
-1A32
-1A33
-1A35A
-1B25 119.15 kN (26,790 lbf) 115.47 kN (25,960 lbf) 737 MAX 8
-1B27 124.71 kN (28,040 lbf) 121.31 kN (27,270 lbf) 737 MAX 8, 737 MAX 9
-1B28 130.41 kN (29,320 lbf) 127.62 kN (28,690 lbf) 737 MAX 8, 737 MAX 9
-1C28 129.98 kN (29,220 lbf) 127.93 kN (28,760 lbf) C919
-1C30 137.14 kN (30,830 lbf) 133.22 kN (29,950 lbf) C919

See also

[edit]

Related development

Comparable engines

Related lists

Notes

[edit]
  1. ^ 77 delivered in 2016,[2] 460 in 2017,[3] 1,118 in 2018,[4] 861 in H1 2019.[5]

References

[edit]
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[edit]
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