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CFM International LEAP
The CFM International LEAP ("Leading Edge Aviation Propulsion") is a high-bypass turbofan engine produced by CFM International, a 50–50 joint venture between the American GE Aerospace and the French Safran Aircraft Engines. It competes with the Pratt & Whitney PW1000G for narrow-body aircraft.
The LEAP uses 15% less fuel and produces 15% less CO₂ compared to the CFM56. It uses a scaled-down version of the low-pressure turbine used on the General Electric GEnx engine. The fan blades are made of composite materials using a resin transfer molding process and untwist under aerodynamic and centrifugal loads to maintain aerodynamic efficiency.
Although designed with a higher overall pressure ratio than the CFM56, the engine operating limit is lower to improve durability and service life. It uses a higher proportion of composite materials, features the second-generation Twin Annular Pre-mixing Swirler (TAPS II) combustor, and has a bypass ratio of approximately 10:1 to 11:1. The high-pressure compressor has a pressure ratio of 22:1, approximately double that of the CFM56. The turbine shrouds, made from ceramic matrix composites (CMCs), are lighter than those on the CFM56.
The LEAP incorporates an eductor-based oil cooling system, derived from the GEnx design. This system includes oil coolers mounted on the fan duct and uses a venturi effect to maintain oil pressure within the internal sump. Additionally, the LEAP includes some of the first FAA-certified 3D-printed components used in a commercial jet engine.
The LEAP-1C variant, developed for the Chinese-built Comac C919, reportedly omits some of the advanced technologies found in other LEAP models. According to industry sources, this decision was influenced by 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. Some analysts have described the LEAP-1C as more closely related in capability to an upgraded CFM56 than to other LEAP variants.
The LEAP incorporates technologies that CFM developed as part of the LEAP56 technology acquisition program, which CFM launched in 2005. The engine was launched as LEAP-X on 13 July 2008, intended as a successor to the CFM56.
In 2009, COMAC selected the LEAP engine for the C919. 28 development engines were used by CFM to achieve engine certification, and 32 more used by Airbus, Boeing and COMAC for aircraft certification and other test programs.
CFM carried out the first test flight of a LEAP-1C in Victorville, California, with the engine mounted on the company Boeing 747 flying testbed aircraft on 6 October 2014. The -1C version has a thrust reverser with a one-piece O-Duct replacing the more usual two-piece D-Duct. There are no drag links for the blocker doors giving a smoother flowpath for the fan air.
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CFM International LEAP
The CFM International LEAP ("Leading Edge Aviation Propulsion") is a high-bypass turbofan engine produced by CFM International, a 50–50 joint venture between the American GE Aerospace and the French Safran Aircraft Engines. It competes with the Pratt & Whitney PW1000G for narrow-body aircraft.
The LEAP uses 15% less fuel and produces 15% less CO₂ compared to the CFM56. It uses a scaled-down version of the low-pressure turbine used on the General Electric GEnx engine. The fan blades are made of composite materials using a resin transfer molding process and untwist under aerodynamic and centrifugal loads to maintain aerodynamic efficiency.
Although designed with a higher overall pressure ratio than the CFM56, the engine operating limit is lower to improve durability and service life. It uses a higher proportion of composite materials, features the second-generation Twin Annular Pre-mixing Swirler (TAPS II) combustor, and has a bypass ratio of approximately 10:1 to 11:1. The high-pressure compressor has a pressure ratio of 22:1, approximately double that of the CFM56. The turbine shrouds, made from ceramic matrix composites (CMCs), are lighter than those on the CFM56.
The LEAP incorporates an eductor-based oil cooling system, derived from the GEnx design. This system includes oil coolers mounted on the fan duct and uses a venturi effect to maintain oil pressure within the internal sump. Additionally, the LEAP includes some of the first FAA-certified 3D-printed components used in a commercial jet engine.
The LEAP-1C variant, developed for the Chinese-built Comac C919, reportedly omits some of the advanced technologies found in other LEAP models. According to industry sources, this decision was influenced by 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. Some analysts have described the LEAP-1C as more closely related in capability to an upgraded CFM56 than to other LEAP variants.
The LEAP incorporates technologies that CFM developed as part of the LEAP56 technology acquisition program, which CFM launched in 2005. The engine was launched as LEAP-X on 13 July 2008, intended as a successor to the CFM56.
In 2009, COMAC selected the LEAP engine for the C919. 28 development engines were used by CFM to achieve engine certification, and 32 more used by Airbus, Boeing and COMAC for aircraft certification and other test programs.
CFM carried out the first test flight of a LEAP-1C in Victorville, California, with the engine mounted on the company Boeing 747 flying testbed aircraft on 6 October 2014. The -1C version has a thrust reverser with a one-piece O-Duct replacing the more usual two-piece D-Duct. There are no drag links for the blocker doors giving a smoother flowpath for the fan air.