Edit filter log

'<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. --> {|{{Infobox Aircraft Begin |name= LEAP |image= File:CFM_LEAP-X.jpg |caption= Mockup of a LEAP-X, the early code name of the engine }} {{Infobox Aircraft Engine |type= [[Turbofan]] |national origin= [[France]]/[[United States]] |manufacturer= [[CFM International]] |first run= 4 September 2013 (LEAP-1A)<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 |accessdate=2013-09-07}}</ref><br>13 June 2014 (LEAP-1B)<ref name="-1B FETT">{{cite news|url=http://www.journal-aviation.com/actualites/27138-cfm-international-demarre-le-premier-leap-1b-du-737-max |title=CFM International démarre le premier LEAP-1B du 737 MAX |publisher=Le journal de l'aviation |date=2014-06-18 |accessdate=2015-03-05}}</ref><br>9 October 2014 (LEAP-1C)<ref name="-1C Engine Tests">{{cite news|url=http://www.ainonline.com/aviation-news/aerospace/2014-11-10/leap-1c-engine-tests-continue-comacs-c919-takes-shape |title=Leap 1C Engine Tests Continue as Comac's C919 Takes Shape |publisher=AIN-Online |date=2014-11-10 |accessdate=2016-03-15}}</ref> |major applications= [[Airbus A320neo family]] <br>[[Boeing 737 MAX]] <br>[[Comac C919]] |number built = 20+ |program cost = |unit cost = ${{#expr:170/12.2round1}} million USD <ref name=170214PR/> |predecessor = [[CFM International CFM56]] |developed from = [[General Electric GEnx]] |variants with their own articles = |developed into = }} |} The '''CFM International LEAP''' is a [[high-bypass turbofan]] engine. It is produced by [[CFM International]], a 50-50 [[joint venture]] company between [[GE Aviation]] of the United States and [[Safran Aircraft Engines]] (formerly known as [[Snecma]]) of France. It is a modernized replacement for the successful [[CFM International CFM56]], intended to compete with the [[Pratt & Whitney PW1000G]] in the single-aisle jetliner market. ==Design== The LEAP's basic architecture includes a scaled-up 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), GE plans to set the operating pressure lower than the maximum in order to maximize the engine's service life and reliability. Currently proposed for the LEAP is a greater use of composite materials, a [[blisk]] fan in the compressor, a second-generation Twin Annular Pre Swirl (TAPS II) combustor, and a bypass ratio around 10-11:1. GE is using [[ceramic matrix composite]]s (CMC) to build the turbine shrouds.<ref>Norris, Guy, Hot blades, Aviation Week & Space Technology, April 27-May 10, 2015, p.55</ref> These technological advances are projected to produce 16% lower fuel consumption.<ref name="LEAP-X unveil" /><ref>[http://www.flightglobal.com/articles/2009/10/06/332998/new-engines-flurry-of-activity-despite-downturn.html New engines: flurry of activity despite downturn]</ref><ref name="Xpower">[http://www.cfm56.com/xpower LEAP-X: Redefining Turbofan Engines for Narrowbody Aircraft]</ref> 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."<ref name="Norris">Norris, Guy, Pressure testing, Aviation Week and Space Technology, October 28, 2013, p. 43</ref> The engine has some of the first FAA-approved [[3D printing#Space|3D-printed components]].<ref name=tu2015-04>{{cite news |first=Per Erlien |last=Dalløkken |url=http://www.tu.no/industri/2015/04/21/verdens-storste-jetmotor-far-3d-printet-komponent |title=Verdens største jetmotor får 3D-printet komponent |trans-title=World's biggest jet engine gets 3D-printed component |work=[[Teknisk Ukeblad]] |date=21 April 2015 |accessdate=22 April 2015 }}</ref><ref name=ge2015-3d>[http://www.gereports.com/post/116402870270/the-faa-cleared-the-first-3d-printed-part-to-fly GE]</ref> ==Development== [[File:Turbofan CFM Leap at Paris Air Show 2013.jpg|thumb|side view with cutaways]] The LEAP ("Leading Edge Aviation Propulsion")<ref>[http://www.cfmaeroengines.com/engines/leap#history LEAP Turbofan Engine, History]</ref> incorporates technologies that CFM developed as part of the LEAP56 technology acquisition program, which CFM launched in 2005.<ref>[http://www.cfm56.com/press/news/cfm+laying+the+technology+foundation+for+the+future/131? CFM Laying the Technology Foundation for the Future]. CFM International</ref> The engine was officially launched as ''LEAP-X'' on 13 July 2008.<ref name="LEAP-X unveil">{{cite news|url=http://www.cfm56.com/press/news/cfm+unveils+new+leap-x+engine/441 |title=CFM Unveils New LEAP-X Engine |publisher=[[CFM International]] |date=2008-07-13 |accessdate=2008-07-16}}</ref> It is intended to be a successor to the [[CFM International CFM56|CFM56-5B]] and CFM56-7B. 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>http://www.flightglobal.com/news/articles/first-leap-powered-a320neo-moved-to-flight-test-team-411466/</ref> The first engine entering the test program successfully 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>Norris, Guy, Pressure testing, Aviation Week and Space Technology, October 28, 2013, pp.42-43</ref> General Electric 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, 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>Norris, Guy, Boom time, Aviation Week & Space Technology, October 13, 2014, p.40</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}}</ref> ===Orders=== The [[Commercial Aircraft Corporation of China]] (COMAC) has chosen the LEAP engine for its new [[COMAC C919]] aircraft.<ref>[http://www.flightglobal.com/articles/2009/12/21/336414/cfm-international-to-provide-engines-for-comacs-c919.html CFM International to provide engines for COMAC's C919]</ref> The aircraft was due to begin testing in 2016.<ref>[http://www.flightglobal.com/articles/2010/04/28/341200/cfm-to-finish-leap-core-testing-by-mid-may.html CFM to finish Leap core testing by mid-May]</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 |accessdate=May 31, 2013}}</ref> The project was approved by Boeing on August 30, 2011 as the [[Boeing 737 MAX]].<ref>[http://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]. Forbes</ref><ref>[http://www.flightglobal.com/blogs/flightblogger/2011/08/boeing_rendering_illustrates_m/ Boeing rendering illustrates major changes to 737NE]. 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 |accessdate=May 31, 2013}}</ref> 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/}}</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/}}</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}}</ref> ===Production=== In 2016, the engine was introduced in August on the [[Airbus A320neo]] with [[Pegasus Airlines]] and CFM delivered 77 LEAP.<ref name=170214PR/> CFM should produce 500 engines in 2017 with the [[737 MAX]] introduction and 1,100 in 2018.<ref>{{cite news |url= http://atwonline.com/manufacturers/cfm-prepares-scary-production-ramp-leap-program |title= CFM prepares for ‘scary’ production ramp-up on LEAP program |date= Nov 11, 2016 |work= Aviation Week}}</ref> It should reach 2,000 by 2020, to be 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}}</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: GE assembles its production in [[Lafayette, Indiana]] in addition to its previous [[Durham, North Carolina]] facility. As more than 75% of the engine comes from suppliers, critical parts suppliers pass “run-rate stress tests” lasting two to 12 weeks. [[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>{{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}}</ref> ==Applications== [[File:AIB A320neo F-WNEW 27may15 LFBO-2.jpg|thumb|Airbus A320neo prototype with Leap engines.]] {| class="wikitable" ! Model ! Application<ref name=leap/> ! Thrust range<ref name=leap>{{cite web |url= http://www.cfmaeroengines.com/engines/leap |title=The Leap Engine |publisher= CFM international |date= |accessdate= 14 November 2016}}</ref> ! Introduction<ref name="aviationweek.com">{{cite web |url= http://www.aviationweek.com/awmobile/Article.aspx?id=/article-xml/avd_11_07_2012_p05-01-514146.xml |title= CFM To Release A320NEO Leap Engine Final Design By Year-End |work= Aviation Week |date= November 7, 2012 |accessdate= May 31, 2013}}</ref> |- | 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 |accessdate=August 3, 2016}}</ref> |- | 1B || [[Boeing 737 MAX]] || {{convert|23000|-|28000|lbf|kN|abbr=on}} || 2017 (planned) |- | 1C || [[COMAC C919]] || {{convert|27980|-|30000|lbf|kN|abbr=on}} || 2018 (planned) |} ==Specifications== {| class="wikitable" style="text-align:center;" |- ! 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/system/files/dfu/EASA%20E110%20TCDS%20Issue%204%20LEAP%201A_1C.pdf |publisher= [[EASA]] |date= 21 December 2016}}</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/system/files/dfu/EASA%20E%20115%20TCDS%20issue%201%20LEAP-1B_20160405_1.0.pdf |publisher= [[EASA]] |date= 4 May 2016}}</ref> ! LEAP-1C<ref name="LEAP-1A/1C Type Certificate"/> |- | Configuration | colspan=3 | Twin-spool, high bypass [[turbofan]] |- | Compressor | colspan=3 | 1 fan, 3-stage LP, 22:1 10-stage HP<ref name="LEAP Brochure"/> |- | Combustor | colspan=3 | second generation Twin-Annular, Pre-Mixing Swirler Combustor (TAPS II)<ref name=leap/> |- | Turbine | 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 |accessdate=May 31, 2013}}</ref> |- | Compression ratio | colspan=3 | 40:1<ref name="LEAP Brochure">{{cite web |url= http://www.cfmaeroengines.com/files/brochures/LEAP-Brochure-2013.pdf |title=LEAP Brochure |publisher=CFM International |date=May 28, 2013 |accessdate=May 7, 2014}}</ref> (50:1, Top-of-Climb) |- | [[Thrust specific fuel consumption|TSFC]] | colspan=3 | ~ -15% (vs. current CFM56 engine)<ref name=leap/> |- |Fan diameter<ref name="LEAP Brochure"/> | {{convert|78|in|cm|0|abbr=on}} || {{convert|69.4|in|cm|0|abbr=on}} || {{convert|78|in|cm|0|abbr=on}} |- |Bypass ratio (BPR)<ref name="LEAP Brochure"/> | 11:1 || 9:1 || 11:1 |- | 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}} |- | 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}} |- | 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}} |- | Weight | {{convert|2990-3153|kg|abbr=on}} (Wet) || {{convert|2780|kg|abbr=on}} (Dry) || {{convert|3929-3935|kg|abbr=on}} (Wet) |- | Take-Off Thrust | -1A23, 24 : {{convert|106.80|kN|abbr=on|}} <br/>-1A26 : {{convert|120.64|kN|abbr=on|}} <br/>-1A30, 32, 33, 35 : {{convert|143.05|kN|abbr=on|}} || -1B28 : {{convert|130.41|kN|abbr=on|}} || -1C28 : {{convert|129.98|kN|abbr=on|}} <br/>-1C30 : {{convert|137.14|kN|abbr=on|}} |- | Max. Continuous | -1A23 : {{convert|104.58|kN|abbr=on|}} <br/>-1A24 : {{convert|106.76|kN|abbr=on|}} <br/>-1A26 : {{convert|118.68|kN|abbr=on|}} <br/>-1A30, 32, 33, 35 : {{convert|140.96|kN|abbr=on|}} || -1B28 : {{convert|127.62|kN|abbr=on|}} || -1C28 : {{convert|127.93|kN|abbr=on|}} <br/>-1C30 : {{convert|133.22|kN|abbr=on|}} |- | Max. rpm | LP : 3894, HP : 19391 || LP : 4586, HP : 20171 || LP : 3894, HP : 19391 |} {{notelist}} ==See also== {{Aircontent |see also= |related= * [[CFM International CFM56]] * [[General Electric Passport]] |similar engines= * [[Aviadvigatel PD-14]] * [[Pratt & Whitney PW1000G]] * [[ACAE CJ-1000A]] |lists= * [[List of aircraft engines]] }} ==References== {{Reflist|1}} ==External links== {{Commons category|CFM International LEAP}} * [http://www.cfmaeroengines.com/engines/leap CFM LEAP page] * [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/2009/09/28/332831/a320-re-engine-decision-in-2010.html A320 re-engine decision in 2010] * [http://www.bbc.co.uk/news/business-15571113 Plane makers switch to cleaner engines] {{Joint development aeroengines}} [[Category:High-bypass turbofan engines]] [[Category:Turbofan engines 2010–2019]] [[it:CFM International CFM56#CFM International LEAP]]'