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CFM International LEAP
CFM International LEAP
CFM International LEAP
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LEAP
Mockup of a LEAP-X, the early code name of the engine
TypeTurbofan
National originFrance/United States
ManufacturerCFM International
First run4 September 2013[1]
Major applications
Number built2,516 (June 2019)[i]
Developed from
Developed intoGeneral Electric Passport

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.

Design

[edit]

The LEAP uses 15% less fuel and produces 15% less CO₂ compared to the CFM56.[6] 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.[7] 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.[8] The turbine shrouds, made from ceramic matrix composites (CMCs), are lighter than those on the CFM56.[9][10][11]

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.[7] Additionally, the LEAP includes some of the first FAA-certified 3D-printed components used in a commercial jet engine.[12]

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.[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 launched as LEAP-X on 13 July 2008,[10] intended as a successor to the CFM56.

In 2009, COMAC selected the LEAP engine for the C919.[16] 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.[1][17]

The LEAP-1A was tested on GE's 747-400 flying testbed.[18]

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.[19]

It obtained its 180-minute ETOPS approval from the U.S. Federal Aviation Administration and the European Aviation Safety Agency on 19 June 2017.[20]

Orders

[edit]

On 20 July 2011, American Airlines announced that it planned to purchase 100 Boeing 737 aircraft featuring the LEAP-1B engine.[21] The project was approved by Boeing on 30 August 2011, as the Boeing 737 MAX.[22][23] Southwest Airlines was the launch customer of the 737 MAX with a firm order of 150 aircraft.[24]

The list price was US$14.5 million[25] for a LEAP-1A, and US$14.5 million for a LEAP-1B.[26]

CFM International were offering rate-per-flight-hour support agreements (also known as "power by the hour" agreements) for the engine. For a LEAP-1A engine, costs were around US$3,039 per engine, per day, compared to US$1,852 per engine, per day for the prior-generation CFM56.[27]

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,[28] which achieved 35,500 orders.[3] Also, on the A320neo, where the engine was competing 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.[28][29]

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.[30]

In May 2025, the United States Department of Commerce paused the export of LEAP engines to COMAC.[31] The restrictions were lifted in July 2025 amid de-escalating U.S.-China trade tensions, with the U.S. permitting GE Aerospace to restart shipments.[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 duplicated supply sources on 80% of parts and subdivided assembly sites, already shared between GE and Safran.[36] GE assembles LEAP engines in Lafayette, Indiana, in addition to its existing Durham, North Carolina, 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 suffered delays in receiving parts to an accelerated schedule on its competing PW1100G geared turbofan, including shortages for its aluminium-titanium fan blade, which affected Airbus A320neo and Bombardier CSeries deliveries.[36] Safran assembles LEAP engines in Villaroche, France, and Safran and GE each assemble half of the annual volume.[37]

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 were expected to grow by 15% in 2019 but free cash flow depended 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).[38] CFM expected to produce 1,400 LEAP engines in 2020, including an average of 10 weekly LEAP-1Bs for the Boeing 737 Max.[38] By March 2022, CFM intended to output 2,000 engines in 2023, up from 845 deliveries in 2021.[39] 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.[40]

The troubled introduction of the Pratt & Whitney PW1100G on the A320neo 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.[41] From January through early August 2017, 39 PW1100G engines versus 396 CFM LEAP engines were chosen.[41] By 2024, the LEAP was selected for 75% of the A320neo orders.[40] 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.[41]

A contract for the production of components for the low-pressure turbine of the LEAP engine was signed on February 12, 2025, between Safran Aircraft Engines and India's Titan Engineering and Automation Limited. Manufacturing will start from 2026.[42] An additional agreement was signed for manufacturing turbine forged parts with Hindustan Aeronautics Limited.[43]

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.

In October 2017, an exhaust gas temperature shift was noticed during a flight and a CMC shroud coating in the high-pressure turbine was seen flaking off in a borescope inspection. This caused more hot gas leakage past the turbine than normal. A design change was required to the coating.[44][33][45][46]

Applications

[edit]
CFM International LEAP variants[47]
Model Application Thrust range Introduction
-1A Airbus A320neo family 24,500–35,000 lbf (109–156 kN) 2 August 2016[48]
-1B Boeing 737 MAX 23,000–29,000 lbf (100–130 kN) 22 May 2017[49]
-1C Comac C919 27,980–30,000 lbf (124.5–133.4 kN) 28 May 2023[50]

Specifications

[edit]
Model LEAP-1A[51] LEAP-1B[52] LEAP-1C[51]
Configuration Twin-spool, high bypass turbofan
Compressor 1 fan, 3-stage LP, 10-stage HP[53]
Combustor TAPS II (Twin-Annular, Pre-mixing Swirler second-generation)[47]
Turbine[54] 2-stage HP, 7-stage LP 2-stage HP, 5-stage LP 2-stage HP, 7-stage LP
Overall pressure ratio 40:1[53] (50:1 at top of climb)
TSFC at cruise 0.51 lb/lbf/h (14.4 g/kN/s)[55] 0.53 lb/lbf/h (15.0 g/kN/s)[55] 0.51 lb/lbf/h (14.4 g/kN/s)[56]
Fan diameter[53] 78 in (198 cm) 69.4 in (176 cm) 77 in (196 cm)[57]
Bypass ratio[53] 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[58][51][52]
Variant Take-off Max. continuous Application
-1A23 106.80 kN (24,010 lbf) 104.58 kN (23,510 lbf) N/a
-1A24 106.80 kN (24,010 lbf) 106.76 kN (24,000 lbf) Airbus A319neo (A319-151N), Airbus A320neo (A320-252N)
-1A26 120.64 kN (27,120 lbf) 118.68 kN (26,680 lbf) Airbus A319neo (A319-153N), Airbus A320neo (A320-251N)
-1A29 130.29 kN (29,290 lbf) 118.68 kN (26,680 lbf) Airbus A320neo (A320-253N)
-1A30 143.05 kN (32,160 lbf) 140.96 kN (31,690 lbf) Airbus A321neo (A321-252N), (A321-252NX)
-1A32 143.05 kN (32,160 lbf) 140.96 kN (31,690 lbf) Airbus A321neo (A321-251N), (A321-251NX)
-1A32X 143.05 kN (32,160 lbf) 110.54 kN (24,850 lbf) N/a
-1A33 143.05 kN (32,160 lbf) 140.96 kN (31,690 lbf) Airbus A321neo (A321-253N), (A321-253NX)
-1A33X 143.05 kN (32,160 lbf) 110.54 kN (24,850 lbf) Airbus A321XLR (A321-253NY)
-1A35A 143.05 kN (32,160 lbf) 140.96 kN (31,690 lbf) N/a
-1A35AX 143.05 kN (32,160 lbf) 110.54 kN (24,850 lbf) N/a
-1B25 119.15 kN (26,790 lbf) 115.47 kN (25,960 lbf) Boeing 737 MAX 8, 737 MAX 8-200
-1B27 124.71 kN (28,040 lbf) 121.31 kN (27,270 lbf) Boeing 737 MAX 8, 737 MAX 8-200
-1B28 130.41 kN (29,320 lbf) 127.62 kN (28,690 lbf) Boeing 737 MAX 8, 737 MAX 8-200, Boeing 737 MAX 9
-1C28 129.98 kN (29,220 lbf) 127.93 kN (28,760 lbf) Comac C919-100STD
-1C30 137.14 kN (30,830 lbf) 133.22 kN (29,950 lbf) Comac C919-100ER

See also

[edit]

Related development

Comparable engines

Related lists

Notes

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

CFM International LEAP

View on Grokipedia
from Grokipedia
The LEAP ("Leading Edge Aviation Propulsion") is a family of high-bypass ratio engines produced by , a 50/50 between and . Designed for narrow-body commercial jets, the LEAP incorporates advanced technologies such as woven composite fan blades, ceramic matrix composites in the turbine, and high-pressure compressors to achieve significant gains in efficiency and durability. The engine family includes three primary variants: the LEAP-1A, which powers the ; the LEAP-1B, exclusive to the ; and the LEAP-1C, selected for the C919. Entering revenue service in 2016, the LEAP has amassed over 25 million flight hours by late 2022, demonstrating dispatch reliability exceeding 99.95% and fuel burn reductions of 15-20% compared to its predecessor, the CFM56. While celebrated for enabling lower emissions and noise levels that meet stringent regulations, the LEAP has faced scrutiny over durability challenges, including powder metal contamination in high-pressure turbine parts and potential smoke ingress risks in the LEAP-1B variant, prompting FAA airworthiness directives and NTSB recommendations for modifications. These issues, particularly affecting early production engines on the 737 MAX, have led to higher-than-expected maintenance rates for some operators, though CFM has implemented fixes drawing from initial learnings.

Development

Origins and Program Launch

The CFM International LEAP engine family originated from strategic foresight by its parent companies, GE Aviation and (formerly Snecma), to succeed the highly successful CFM56 turbofan, which had powered over 30,000 single-aisle aircraft since entering service in 1984. In the early , amid escalating demands for , lower emissions, and reduced maintenance costs driven by volatile oil prices and environmental regulations, CFM initiated the Aviation (LEAP) technology demonstrator program to explore revolutionary advancements in design, including higher bypass ratios, ceramic matrix composites, and additive manufacturing. This pre-competitive research phase laid the groundwork for a clean-sheet engine architecture, independent of specific aircraft programs, positioning CFM to address the impending refresh of narrow-body fleets that accounted for the majority of global air traffic. On July 13, 2008, at the Farnborough International Airshow, CFM formally launched the LEAP-X program, announcing a next-generation high-bypass targeted at future single-aisle applications with projected 15-16% better than the CFM56. The launch, executed as a 50/50 commitment, included an extension of the GE-Safran partnership through 2040, reflecting confidence in shared risk and technology integration to outpace competitors like Pratt & Whitney's . LEAP-X was positioned not as a derivative but as a baseline for variants tailored to emerging needs, with initial parameters emphasizing durability for 40,000+ flight cycles and compatibility with 120-200 seat platforms. Program momentum accelerated following Airbus's December 1, 2007, unveiling of the A320neo, which offered LEAP-1A as one of two engine options alongside Pratt & Whitney's PW1100G-JM, prompting CFM to refine LEAP-X into production variants. The first firm order arrived on June 15, 2011, when committed to LEAP-1A engines for 30 A320neo aircraft, valued at approximately $1 billion at list prices, validating the program's commercial viability. Boeing's subsequent 2011 announcement of the 737 MAX, exclusively powered by LEAP-1B, and COMAC's December 2009 selection of LEAP-1C for the C919 further entrenched LEAP's market position, leading to over 900 orders by mid-2011 across the variants.

Engineering and Testing Phases

The phase of the CFM International LEAP program emphasized iterative component-level validation prior to full- integration, incorporating such as carbon fiber composite fan blades and ceramic matrix composites in the high-pressure to achieve targeted gains of 15-20% over prior CFM56 engines. Development began with subscale rig tests and eCore modules; the initial eCore 1 module completed its first ground test phase in November 2009 at GE facilities, accumulating data on core performance under simulated operating conditions. This was followed by Phase 2 testing in early 2010, focusing on endurance and thermal limits, after which over five years of component and subscale rig testing—totaling thousands of hours—preceded full engine assembly. Design freeze for the LEAP-1B variant was achieved in May 2013, enabling progression to -standard builds, with CFM planning 28 engines for and additional units for airframe-specific integration. Ground testing commenced with the first full LEAP-1A/1C engine in September 2013 at GE's facility, two days ahead of schedule, logging 310 hours and over 400 cycles to validate operability, surge margins, and durability across simulated flight envelopes. The LEAP-1B followed on June 18, 2014, initiating a two-year ground test campaign at the same site, encompassing endurance runs up to 5,000 cycles, acoustic evaluations, and crosswind simulations to confirm variant-specific adaptations for the pylon. By mid-2014, cumulative testing across prototypes exceeded 525 core hours from prior phases, with full engines undergoing progressive stress tests to identify and mitigate potential failure modes, such as blade containment and thermal barrier integrity. These efforts culminated in over 8,000 total ground hours by early 2016, distributed across variants to support joint FAA/EASA certification. Flight testing transitioned from ground validation, with the LEAP-1A powering an A320neo prototype in an October 2014 maiden flight from Villaroche, , evaluating in-flight performance and integration with the . The LEAP-1B achieved its first flight on a on May 1, 2015, completing a 5-hour-30-minute that confirmed aeromechanical stability across altitudes, followed by intensive campaigns assessing margins, signatures, and reverser functionality over subsequent weeks. Additional flights, including LEAP-1C evaluations on modified test , amassed nearly 17,000 cycles by 2016, incorporating real-world environmental exposures to refine control systems and validate predictive models derived from ground data. This phased approach ensured robustness against operational variances, though early durability challenges in high-time engines—attributed to coating wear in components—prompted post-certification enhancements without delaying initial entry-into-service timelines.

Certification Milestones

The LEAP-1A engine achieved joint type certification from the U.S. (FAA) and the (EASA) on November 20, 2015, marking the first variant to receive dual approval after accumulating over 6,500 test hours and 13,450 cycles across 34 engines, including fan blade-out and bird ingestion demonstrations. This certification enabled integration testing on the A320neo, which received full type approval with the LEAP-1A on May 31, 2016, paving the way for entry into service later that year. The Civil Aviation Administration (CAAC) subsequently validated the EASA type certificate for the LEAP-1A on April 9, 2018, facilitating broader regional adoption. The LEAP-1B variant followed with joint FAA and EASA type on May 5, 2016, after its first flight on a test on January 29, 2016, and subsequent expansion of the flight test fleet. This approval supported the FAA's of the 737 MAX powered by LEAP-1B engines on March 10, 2017, confirming compliance with airworthiness standards following over 2,200 flight hours in testing. For the LEAP-1C, developed exclusively for the , the integrated propulsion system—including engine, nacelle, and thrust reverser—received simultaneous FAA and EASA type certification on December 21, 2016, after on a modified in 2014. Both LEAP-1A and LEAP-1B variants earned 180-minute Extended-range Twin-engine Operational Performance Standards (ETOPS) certification from the FAA and EASA on June 21, 2017, enabling twin-engine operations over remote areas. More recently, on December 6, 2024, the FAA and EASA certified an enhanced high-pressure hardware durability kit for the LEAP-1A, incorporating 15 years of lab data to improve longevity amid operational demands. Additionally, the EASA certified the LEAP-1A configuration for the A321XLR on July 19, 2024, as the first engine approved for this extended-range variant.

Production Scaling and Supply Challenges

The LEAP engine program encountered unprecedented demand following its entry into service in 2016, necessitating a rapid production scale-up to support over 30,000 orders for aircraft such as the and . , comprising and , targeted annual output exceeding 2,000 engines by the mid-2020s, a quadrupling from early production rates of around 500 units per year, driven by the need to equip narrowbody fleets amid post-pandemic travel recovery. Supply chain disruptions, exacerbated by the , geopolitical tensions, and raw material shortages, constrained this ramp-up, leading to repeated forecast adjustments. In 2023, CFM reduced its LEAP delivery growth projection to 40-45% from an initial 50%, citing persistent component sourcing difficulties. Turbine blade supply interruptions from subcontractors further delayed outputs in 2024-2025, contributing to approximately 60 aircraft awaiting engines as of mid-2025 and risking broader delivery shortfalls for original equipment manufacturers. Labor shortages and volatility in qualified workforce availability compounded these issues, alongside broader aerospace sector bottlenecks in forgings and specialized alloys. Despite improvements, the supply environment remained tight into 2025, prompting ongoing negotiations between CFM and Airbus to align LEAP-1A deliveries with the A320neo production target of 75 units per month by 2027. In response, CFM raised its 2025 delivery growth outlook to over 20%, reflecting incremental supply chain stabilization but underscoring the need for sustained investments in capacity and subcontractor resilience.

Design and Technologies

Core Architecture and Innovations

The CFM International LEAP engine utilizes a twin-spool, high-bypass architecture, featuring a high-pressure spool with a ten-stage axial-flow and two-stage , paired with a low-pressure spool comprising a single-stage fan and three-stage . This configuration achieves an overall of approximately 40:1, higher than its CFM56 predecessor, while maintaining a core optimized to limit turbine inlet temperatures and enhance durability. The design emphasizes and risk reduction, drawing from evaluations of 18 potential architectures that prioritized mature technologies over experimental features like geared fans to ensure rapid and production scalability. Central to the core's innovations is the integration of ceramic matrix composites (CMCs) in the high-pressure turbine shrouds, marking the first commercial application of this material in a jet engine's hot section. These CMC components, developed through collaborative efforts involving GE and partners, withstand temperatures up to 1,300°C with reduced weight—about one-third that of nickel superalloys—and lower cooling air needs, contributing to a 15% improvement in over the CFM56 by enabling higher thermal cycles without excessive durability trade-offs. The high-pressure employs advanced three-dimensional in bladed disks (blisks) across multiple stages, improving airflow efficiency, stall margins, and overall pressure recovery while minimizing part count for weight savings. The combustor section features the Twin Annular Pre-mixing Swirler II (TAPS II) architecture, a design that premixes fuel and air to reduce peak flame temperatures, achieving emissions 50% below CAEP/6 standards without compromising ignition reliability or altitude relight performance. Complementing this, the high-pressure incorporates single-crystal blade materials and advanced cooling schemes, further supporting the core's ability to operate at elevated pressures and temperatures for sustained efficiency gains. These elements collectively form a compact, high-efficiency core that underpins the LEAP's dispatch reliability exceeding 99.98%.

Materials and Manufacturing Advances

The CFM International LEAP engine incorporates ceramic matrix composites (CMCs) in its high-pressure turbine shrouds, enabling operation at temperatures up to 1,300°C without the need for extensive cooling air, which reduces weight by approximately one-third compared to traditional superalloys and contributes to a 15-20% improvement in over predecessor engines. These CMCs, consisting of fibers embedded in a ceramic matrix, were developed through collaborative efforts involving GE Aviation and U.S. Department of Energy labs, marking their first commercial application in a production certified in 2016. Fan blades utilize 3D-woven carbon fiber composites produced via resin transfer molding (RTM), resulting in 18 wider-chord blades that are 20% lighter and stronger than the 36 blades in the CFM56, with leading edges for resistance. This design reduces centrifugal forces and enhances aerodynamic efficiency, supporting the engine's 15% lower fuel consumption. Additionally, low-pressure turbine blades employ a , which offers reduced and improved creep resistance at high temperatures compared to conventional . In manufacturing, the LEAP pioneered high-volume additive manufacturing with 3D-printed fuel nozzle tips, consolidating 18-20 traditional parts into a single unit that is 25% lighter and capable of withstanding extreme thermal cycles. GE's facility had produced over 100,000 such nozzles by August 2021 and reached 300,000 by subsequent milestones, demonstrating scalable production rates exceeding 1 million components annually. These advances enable complex internal geometries for better fuel-air mixing and reduced emissions, while minimizing assembly steps and .

Variant-Specific Adaptations

The LEAP engine variants incorporate aircraft-specific modifications primarily in fan diameter, low-pressure system scaling, , and integration to optimize , ground clearance, and pylon compatibility while retaining a common high-pressure core architecture. The LEAP-1A and LEAP-1C share closer internal similarities, with larger fans suited to their respective fuselages, whereas the LEAP-1B features a more compact design to accommodate the 737's legacy underwing mounting constraints without requiring fuselage or landing gear alterations. The LEAP-1A, exclusive to the , delivers ratings from 24,500 to 35,000 lbf with a 78-inch fan and 11:1 , enabling higher efficiency for the A320's wider and longer-range variants like the A321neo. Its larger fan and booster stages support greater mass flow, contributing to a 15% burn reduction over CFM56 predecessors, with adaptations including a tailored pylon interface and reverser for Airbus integration. In contrast, the LEAP-1B for the employs a 69.4-inch fan —larger than the prior CFM56-7B's 61 inches but constrained by the 737's lower ground clearance—resulting in a 9:1 and thrust up to 29,000 lbf. To offset the penalty from the reduced bypass and smaller scale, CFM optimized the low-pressure turbine with fewer stages and advanced , positioning the engine forward and higher on the ; this maintains comparable specific fuel consumption to the LEAP-1A despite the dimensional compromises demanded by Boeing's derivative design philosophy. The LEAP-1C, the sole Western engine for the , mirrors the LEAP-1A's core technologies with a 77-inch fan, 11:1 , and maximum thrust of 31,000 lbf, but includes customized contours and mounting provisions for the C919's pylon and geometry. Final assembly occurs in both the and , with emphasis on ceramic matrix composites in hot sections for durability in the C919's operational envelope, though some reports indicate exclusions of certain proprietary advanced features present in the -1A and -1B to align with COMAC's requirements.
VariantAircraftFan DiameterBypass RatioMax Thrust (lbf)
LEAP-1AAirbus A320neo78 in11:135,000
LEAP-1B69.4 in9:129,000
LEAP-1C77 in11:131,000

Applications

Primary Aircraft Integrations

The CFM International LEAP engine family features three primary variants tailored for specific narrowbody aircraft platforms: the LEAP-1A for the Airbus A320neo family, the LEAP-1B for the Boeing 737 MAX, and the LEAP-1C for the Comac C919. These integrations leverage the engine's high-bypass turbofan design to deliver improved fuel efficiency and reduced emissions compared to prior generations. The LEAP-1A powers the Airbus A320neo family, encompassing the A319neo, A320neo, and A321neo variants, which seat 100 to 240 passengers depending on configuration. It provides thrust ratings from 24,500 to 35,000 lbf and is one of two engine choices, alongside the Pratt & Whitney PW1100G geared turbofan. The A320neo with LEAP-1A received joint EASA and FAA certification on May 31, 2016, enabling entry into service shortly thereafter. Operators such as American Airlines have selected it for fleets including up to 100 A320neo-family aircraft. The LEAP-1B serves as the exclusive powerplant for all variants of the family, delivering thrust between 23,000 and 29,000 lbf to support the 's single-aisle efficiency goals. Optimized for the 737's under-wing pylon mounting, it first flew on a 737 MAX test on an unspecified date in 2016, contributing to the program's enhanced range and payload capabilities. Airlines like have integrated it across their 737 MAX 8 and MAX 10 fleets under long-term service agreements. The LEAP-1C is the sole Western-sourced engine for the , a 158- to 168-seat single-aisle jet, providing the necessary thrust for its 5,555 km maximum range. Selected in 2009 as the program's exclusive Western option, it powered the C919's on May 5, 2017, lasting 79 minutes. In May 2025, the U.S. suspended further LEAP-1C sales to amid export restrictions, though existing integrations remain in use for the aircraft's domestic operations.

Adoption by Airlines and Operators

The LEAP-1B variant is the exclusive powerplant for the Boeing 737 MAX family, resulting in its adoption by all airlines operating that aircraft type. Major adopters include American Airlines, which finalized service agreements for LEAP-1B engines powering its Boeing 737 MAX 8 and MAX 10 fleet in March 2024. Ryanair expanded its LEAP-1B support by purchasing 30 spare engines in June 2025 to accommodate its expanding Boeing 737 MAX fleet. Japan Airlines ordered additional LEAP-1B engines for 17 Boeing 737-8 aircraft in April 2025. Malaysia Aviation Group selected LEAP engines for further Boeing 737 MAX additions as announced in recent CFM updates. For the LEAP-1A variant, compatible with the Airbus A320neo family, adoption includes American Airlines' selection of the engine for 100 Airbus A320neo family aircraft. Xiamen Airlines ordered LEAP-1A engines to power 40 Airbus aircraft in November 2023. Pegasus Airlines achieved the first commercial entry into service of a LEAP-1A-powered A320neo on August 2, 2016. ANA Holdings incorporated LEAP-1A engines into orders for 13 A321neo aircraft as part of a broader commitment exceeding 75 LEAP engines in February 2025. The LEAP-1C variant powers the exclusively, with adoption centered on Chinese operators integrating the aircraft into domestic fleets, including , which completed its first LEAP-1C engine replacement in November 2024. Airlines such as and maintain sizable LEAP-powered fleets across variants.

Performance Characteristics

Efficiency Metrics and Emissions

The CFM International LEAP achieves a 15% improvement in specific fuel consumption (SFC) relative to the CFM56 predecessor, enabling reduced fuel burn during cruise and climb phases. This metric, verified through ground testing and in-service data from operators, stems from design elements including a higher of 9:1 to 11:1, advanced stages with pressure ratios up to 40:1 (50:1 at climb), and lightweight composite fan blades. Independent analyses and airline reports confirm these gains persist in real-world operations, with some evaluations noting up to 20% benefits under optimal conditions, though CFM's certified commitment remains at 15%. Fuel efficiency enhancements directly correlate with emissions reductions, yielding a 15% decrease in CO₂ output per passenger-kilometer compared to prior-generation engines like the CFM56. emissions are lowered by up to 50% through technology, providing margins beyond ICAO CAEP/6 certification limits adopted in 2013. These outcomes, substantiated by EASA and FAA type certification data from 2016 onward, reflect thermodynamic optimizations that minimize combustion temperatures while maintaining ratings of 23,000 to 35,000 lbf across LEAP variants. Operational variability, such as aircraft weight, altitude, and utilization rates, influences realized metrics, but fleet-wide data from deployments on the A320neo (LEAP-1A) and 737 MAX (LEAP-1B) since affirm the engine's role in curbing aviation's without compromising reliability. The LEAP-1C variant for the mirrors these performance envelopes, supporting equivalent and emissions profiles tailored to regional standards.

Thrust and Operational Specifications

The CFM International LEAP engine family features variant-specific thrust ratings optimized for applications, with maximum takeoff thrust ranging from 23,000 to 35,000 lbf depending on the model and certification. The LEAP-1A, powering the , delivers ratings from 24,010 lbf to 35,000 lbf, including specialized higher-thrust options up to 34,000 lbf for extended-range variants like the A321XLR. The LEAP-1B, exclusive to the , provides 23,000 to 29,317 lbf, with the LEAP-1B28 model rated at 29,317 lbf for higher-weight configurations. The LEAP-1C, for the , offers 27,980 to 30,000 lbf to match the airliner's performance requirements. Key operational parameters emphasize high-bypass efficiency and compact design, with the LEAP-1A and LEAP-1C sharing a 78-inch fan for superior , while the LEAP-1B uses a 69-inch fan to accommodate the 737's underwing clearance constraints. Bypass ratios vary by variant to balance , fuel burn, and installation: 11:1 for the LEAP-1A and LEAP-1C, and 8.6:1 to 9:1 for the LEAP-1B. Overall pressure ratios reach 40:1 for the LEAP-1A and 41:1 for the LEAP-1B, enabled by advanced staging including a single-stage fan, three-stage low-pressure , and ten-stage high-pressure .
VariantMax Takeoff Thrust (lbf)Fan Diameter (in)Bypass RatioOverall Pressure Ratio
LEAP-1A35,0007811:140:1
LEAP-1B29,000698.6:141:1
LEAP-1C30,0007811:140:1
These specifications derive from manufacturer data and reflect certified performance under standard sea-level conditions, with actual operational thrust derated for cruise efficiency and environmental factors. Dry weights approximate 6,000–6,500 lb across variants, supporting time-on-wing exceeding 20,000 cycles in fleet data.

Operational History

Entry into Service and Fleet Deployment

The CFM International LEAP engine family entered commercial service on August 2, 2016, when Pegasus Airlines operated the first Airbus A320neo powered by two LEAP-1A engines on a revenue flight from Istanbul to Izmir. This marked the initial deployment of the LEAP-1A variant, selected as one of two engine options for the A320neo family alongside Pratt & Whitney's PW1100G geared turbofans. The LEAP-1B variant followed, entering service on May 22, 2017, aboard a operated by Malindo Air (now ) on a flight from to . As the exclusive powerplant for the 737 MAX series, the LEAP-1B has been integrated into fleets of major carriers including , which operates over 270 such as of 2025, making it the largest operator of this variant. The LEAP-1C, tailored for the , achieved certification in 2018 but saw its first commercial deployment delayed until 2023 with , currently limited to a small number of primarily in . By 2025, LEAP engines power over 3,700 aircraft worldwide, operated by more than 150 airlines across the LEAP-1A (90 operators), LEAP-1B (71 operators), and LEAP-1C (3 operators) variants. Fleet deployment has been driven by orders from low-cost carriers and major network airlines such as , , and , with cumulative deliveries exceeding 4,000 aircraft by mid-2025 amid production ramps targeting increased output for A320neo and 737 MAX backlogs. This rapid expansion reflects the engine's role in re-engining narrowbody fleets for improved , though supply chain constraints have occasionally impacted deployment timelines.

Reliability Data and Durability Issues

The CFM International LEAP engine family has demonstrated high operational reliability, with a reported departure reliability rate of 99.95% across the fleet as of April 2024, reflecting fewer than one in 20,000 departures affected by engine-related delays or cancellations. This metric, derived from in-service data on variants powering the and , indicates robust day-to-day performance in standard conditions, surpassing some competing engines in initial maturity. Despite this, durability challenges have emerged, particularly in high-pressure turbine (HPT) components exposed to elevated temperatures and particulate ingestion in hot, dusty environments such as the and parts of . Operators have observed premature wear of HPT stage 1 blades, leading to reduced time-on-wing—sometimes as low as 50-70% of design intent—and elevated maintenance intervals compared to predecessors like the CFM56. These issues stem from the engine's higher overall pressure ratio (40:1) and , including ceramic matrix composites in hotter sections, which prioritize efficiency gains (15% fuel burn reduction) but accelerate degradation under cyclic stress and contamination. In response, CFM International developed hardware durability kits incorporating redesigned HPT stage 1 blades, nozzles, and shrouds with enhanced coatings to mitigate oxidation and erosion. The U.S. Federal Aviation Administration certified the LEAP-1A kit on December 6, 2024, enabling retrofit and new production integration to extend on-wing life by up to 50% in adverse conditions; similar approvals followed for the LEAP-1B variant. Rollout of these fixes is planned over 2025-2027, with CFM citing operational data from affected fleets to validate improvements. Compounding durability concerns, manufacturing quality issues surfaced in 2024, with an elevated rejection rate of HPT blades from supplier —exceeding 50% non-conformance in some batches—due to microstructural defects detected via non-destructive testing. This led to production shortfalls, delaying A320neo deliveries by approximately 500-700 engines in the second half of 2024, though CFM maintains these do not impact in-service safety. Early LEAP deployments also encountered fuel nozzle clogging from inconsistent manufacturing tolerances, prompting guidance in October 2020 for enhanced inspections. Overall, while LEAP's empirical fleet hours exceed 100 million by mid-2025 without systemic failure modes, these targeted durability hurdles have driven higher-than-anticipated shop visit rates in high-utilization, harsh-duty cycles.

Safety Incidents and Regulatory Responses

In December 2023, a 8 experienced a bird strike shortly after takeoff, activating the Load Reduction Device (LRD) in the port-side CFM LEAP-1B , which led to oil leakage into the engine core and subsequent of the aircraft's system, producing dense that entered the cabin and . Similar LRD activation occurred in another bird strike incident on a 737 MAX, resulting in vapor and hazards that prompted pilots to divert. These events highlighted a flaw in the LEAP-1B's LRD, intended to protect the from severe damage during high-load failures like blade imbalance or foreign object , but which inadvertently allows hot oil vapors to mix with used for environmental control. The National Transportation Safety Board (NTSB) investigated these occurrences and identified insufficient pilot awareness of LRD risks, as the device can generate toxic smoke within seconds of activation, potentially impairing visibility and causing health effects without immediate engine shutdown procedures. No fatalities resulted from these incidents, but the NTSB classified the smoke ingress as a critical safety concern due to its rapid onset and potential to degrade crew performance during critical phases of flight. Broader durability challenges in early LEAP variants, including high-pressure compressor stalls leading to aborted takeoffs, have also been reported, with three such events on LEAP-1A engines prompting manufacturer notifications to regulators. In response, the NTSB issued urgent safety recommendations on June 18, 2025, urging the Federal Aviation Administration (FAA) to mandate software modifications from CFM International to mitigate LRD-induced smoke, enhance flight crew training on recognition and response protocols, and require operators to update procedures for affected LEAP-1B engines. The FAA has promulgated multiple Airworthiness Directives (ADs), including one in June 2025 addressing high-pressure compressor stalls on LEAP-1A models by requiring inspections and potential part replacements, and another superseding prior ADs for LEAP-1A and LEAP-1C engines to incorporate durability enhancements certified by regulators in December 2024. These directives emphasize repetitive inspections and operational limits to prevent in-flight shutdowns, reflecting CFM's ongoing implementation of hardware fixes for initial production batches prone to accelerated wear. The European Union Aviation Safety Agency (EASA) has coordinated similar measures, ensuring harmonized global compliance without grounding fleets.

Market Dynamics

The CFM International LEAP engine program has amassed over 27,000 firm orders and commitments across its variants since inception, primarily driven by demand for the LEAP-1A on the and the LEAP-1B on the , with additional commitments for the LEAP-1C on the C919. Orders have trended steadily high, with more than 2,500 booked in 2023 alone, reflecting robust airline confidence amid narrowbody market recovery post-pandemic. Recent activity includes finalized purchases such as ' order for LEAP-1B engines to power 17 737-8 aircraft in April 2025 and ANA Holdings' commitment for over 75 LEAP engines in February 2025, underscoring ongoing expansion by major operators. Deliveries have demonstrated a ramp-up pattern, starting modestly upon entry into service in 2016 and accelerating through maturation, though interrupted by pandemic-related disruptions and production constraints. Annual figures show initial growth to 1,736 units in 2019, a dip to 1,136 in 2022 amid global aviation slowdowns, followed by recovery to 1,570 in 2023 and 1,407 in 2024. In 2025, CFM achieved 1,240 deliveries in the first nine months—a 21% year-on-year increase—positioning the program for a projected 20% rise over 2024 levels, targeting 1,618 to 1,688 units annually to align with airframer production rates.
YearDeliveries
2017459
20181,118
20191,736
20221,136
20231,570
20241,407
2025 (projected)1,618–1,688
This table illustrates the delivery trajectory, with cumulative shipments exceeding 10,000 units by late 2025, though occasional shortfalls have led to "gliders" awaiting installation, as reported in operations. The LEAP backlog has maintained strength above 10,000 engines since 2023, signaling sustained demand outpacing near-term supply capacity despite production ramps at GE and Safran facilities. This backlog, comprising firm orders net of deliveries, supports long-term revenue visibility for CFM partners, with trends indicating modest growth as new commitments offset shipments, though dependent on resolution of durability enhancements and supply chain bottlenecks.

Competitive Landscape and Economic Impact

The primary competitor to the CFM International LEAP engine family is the series (also known as the or GTF), which powers alternative variants of the alongside the LEAP-1A. While the LEAP-1B holds an exclusive position on the and the LEAP-1C is the sole engine option for the , the A320neo market features direct head-to-head competition, where airlines select between the two based on factors such as fuel efficiency, maintenance costs, and reliability. In delivery shares for narrowbody engines, the LEAP series accounted for 56% of units in recent assessments, compared to 22% for engines, reflecting stronger adoption amid the latter's production challenges. CFM has accelerated LEAP deliveries by up to 38% in certain quarters, outpacing 's slight output decline for GTF engines, driven by bottlenecks at the competitor. Performance metrics show the LEAP edging out the GTF in overall A320neo applications, with empirical data indicating superior dispatch reliability and lower life-cycle costs in some operator fleets, though the GTF demonstrates marginal advantages in specific fuel burn under ideal conditions. Independent analyses attribute LEAP's competitive edge to its ceramic matrix composites and advanced materials, enabling 15-20% better fuel efficiency over prior generations without the geared architecture's added complexity, which has led to higher inspection and overhaul demands for PW1000G units. Market dynamics favor CFM in backlog trends, with LEAP-equipped aircraft comprising a growing portion of Airbus and Boeing orders; for instance, operators increasingly opt for LEAP-1A over GTF on A320neos as Pratt & Whitney addresses durability issues. This positioning has solidified CFM's dominance in the single-aisle segment, where global demand for efficient engines exceeds 1,400 LEAP units annually. Economically, the LEAP program has generated substantial revenue for its parents, and , with GE's commercial engines and services segment reporting $8.9 billion in revenue for the latest full-year period, up 27% year-over-year, largely from LEAP sales and services. Safran recorded €8.6 billion in aircraft equipment revenues over nine months in 2025, boosted by LEAP demand, alongside an 11% profit increase in the first half of the year. The program's supports thousands of high-skill jobs across and the , preserving through extensive supplier networks that integrate advanced composites and precision . For airlines, LEAP adoption yields 15-20% fuel savings per flight compared to legacy engines, reducing operational costs amid rising prices and contributing to broader economic efficiencies in , with projected engine market growth from $53.48 billion in 2024 to $63.04 billion by later years. However, production ramp-ups have strained global s, delaying aircraft deliveries and indirectly impacting airline fleet expansion timelines. CFM anticipates 15-20% delivery growth in 2025, mitigating these effects while enhancing economic contributions through aftermarket services.

Future Enhancements

Ongoing Upgrades and Fixes

has addressed early durability challenges in the LEAP engine series, particularly accelerated wear on high-pressure turbine (HPT) stage 1 blades observed in hot and dusty operating environments, through redesigned hardware kits certified by aviation authorities. These issues, stemming from initial design assumptions underestimating operational stresses on like matrix composites, prompted iterative improvements focused on enhancing time-on-wing and reducing unscheduled removals. For the LEAP-1A variant, the U.S. (FAA) and (EASA) certified an upgraded HPT durability kit in December 2024, incorporating optimized blade casting, improved cooling passages, refined tip and trailing edge geometries, along with enhancements to the HPT stage 1 and shroud. The LEAP-1B model, exclusive to the , received a parallel durability upgrade rollout beginning in mid-2025, featuring a new HPT blade kit designed to extend component life and cut unscheduled engine removals by up to 30%, thereby improving fleet availability and lowering total ownership costs for operators. , a joint-venture partner, anticipates full of this kit for in-service integration during visits and new deliveries throughout 2025, building on empirical data from field inspections that identified localized distress patterns not fully mitigated in early production lots. These fixes leverage lessons from over 10 million flight hours accumulated by LEAP engines since entry into service, prioritizing causal factors like thermal cycling and particulate ingestion over generalized reliability assumptions. Supporting infrastructure enhancements include GE Aerospace's $75 million investment announced in September 2025 to upgrade maintenance, repair, and overhaul (MRO) facilities in the region, incorporating AI-enabled inspection tools to accelerate adoption of these hardware upgrades and monitor long-term performance. Additionally, ongoing regulatory adaptations, such as FAA Special Condition amendments in August 2025 for LEAP-1A and -1C models, address integration of woven composite fan blade technologies, ensuring compliance amid evolving material durability validations. emphasizes that these targeted interventions, informed by operator feedback and teardown analyses rather than predictive modeling alone, aim to align LEAP's in-service metrics closer to the proven benchmarks of its CFM56 predecessor without compromising the core efficiency gains from higher bypass ratios and advanced combustors.

Long-Term Evolution and Succession Programs

In June 2021, launched the Revolutionary Innovation for Sustainable Engines (RISE) program as the primary long-term succession initiative following the LEAP family of engines. This joint effort between and targets development of an advanced propulsion architecture incorporating open-fan technology, variable-pitch blades, and hybrid-electric systems to achieve approximately 20% reductions in fuel consumption and CO2 emissions relative to current-generation engines like the LEAP. The RISE program emphasizes maturing disruptive technologies through ground and , with initial rig demonstrations of core components such as the open-rotor fan completed by mid-2024. Key innovations include a compact for higher and noise-reducing blade geometries, positioning RISE as a foundational platform for CFM's next commercial engine generation, potentially entering service in the mid-2030s. In October 2025, CFM disclosed enhancements to the RISE open-fan design, including improved blade-out containment structures to address fan blade failure risks inherent in variable-pitch ultrahigh-bypass configurations. While RISE represents a toward sustainable narrowbody , its adoption depends on integration with manufacturers like and , with ongoing demonstrations aimed at validating performance claims amid industry scrutiny over timelines and lifecycle costs. No interim evolutionary variants bridging LEAP and RISE have been formally announced, reflecting CFM's focus on radical efficiency gains over incremental LEAP upgrades to meet projected 2030s decarbonization mandates.

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