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General Electric GE90

2025-06-08T13:10:53Z

2409:40F2:15A:B7A9:8934:14E9:9371:8782:

{{Short description|High-bypass turbofan aircraft engine}}
{{Use mdy dates|date=May 2024}}

{|{{Infobox aircraft begin
| name = GE90
| logo = General Electric GE90 Logo, November 1994.svg{{!}}class=skin-invert
| image = General Electric GE90 displayed at Farnborough Air Show 2008.jpg
| caption = GE90-115B
| alt =
}}{{Infobox aircraft engine
|type = [[Turbofan]]
|national origin = United States
|manufacturer = [[GE Aerospace]]
|first run = March 1993<ref>{{cite web |url= https://web.stanford.edu/~cantwell/AA283_Course_Material/GE90_Engine_Data.pdf |title= The GE90 – An Introduction |author= Brian J. Cantwell |publisher= Stanford University |date= February 2, 2010 |access-date= February 2, 2016 |archive-url= https://web.archive.org/web/20170930084057/https://web.stanford.edu/~cantwell/AA283_Course_Material/GE90_Engine_Data.pdf |archive-date= September 30, 2017 |url-status= dead }}</ref>
|major applications = [[Boeing 777]]
|number built = 2,800 by July 2020<ref name=GE24july2020/>
|produced= 1993-present
|developed from =
|variants with their own articles =
|developed into = [[General Electric GEnx]] [[Engine Alliance GP7000]] [[CFM International LEAP]] [[General Electric GE9X]]
}}
|}

The '''General Electric GE90''' is a family of [[High-bypass turbofan engine|high-bypass]] [[turbofan]] [[aircraft engine]]s built by [[GE Aerospace]] for the [[Boeing 777]], with thrust ratings from {{convert|81000|to|115000|lbf|kN|lk=on|abbr=off}}. It entered service with [[British Airways]] in November 1995. It is one of three engines for the 777-200 and -200ER, and the exclusive engine of the -200LR, -300ER, and 777F. It was the largest [[jet engine]],<ref name=120119PR>{{cite press release |url= https://www.geaviation.com/press-release/ge90-engine-family/record-year-worlds-largest-most-powerful-jet-engine |title= Record Year For The World's Largest, Most Powerful Jet Engine |date= January 19, 2012 |publisher= GE Aviation |access-date= January 1, 2019 |archive-date= January 1, 2019 |archive-url= https://web.archive.org/web/20190101194018/https://www.geaviation.com/press-release/ge90-engine-family/record-year-worlds-largest-most-powerful-jet-engine |url-status= live }}</ref> until being surpassed in January 2020 by its successor, the {{cvt|110000|lbf|kN|abbr=}} [[General Electric GE9X|GE9X]], which has a larger fan diameter by {{Convert|{{#expr:134-128}}|in|cm}}. However, the GE90-115B, the most recent variant of the GE90, is rated for a higher thrust (115,000 lbs) than the GE9X.

==Background==
In the early 1980s, GE began to develop an [[unducted fan]] (UDF) engine, which was thought to be a more fuel-efficient option to propel short-haul airliners, a compelling proposition after the [[1979 oil crisis]]. NASA gave GE a grant in February 1984 to continue its research, eventually building the experimental [[General Electric GE36|GE36]]. One of the major innovations for the engine were its carbon fiber composite fan blades, which were both lighter and stronger than traditional materials.<ref name="Sweetman 2005">{{Cite news |last=Sweetman |first=Bill |date=September 2005 |title=The Short, Happy Life of the Prop-fan |url=http://www.airspacemag.com/history-of-flight/the-short-happy-life-of-the-prop-fan-7856180/?all |url-status=live |archive-url=https://web.archive.org/web/20170814224217/http://www.airspacemag.com/history-of-flight/the-short-happy-life-of-the-prop-fan-7856180/?all |archive-date=August 14, 2017 |access-date=June 16, 2017 |work=[[Smithsonian (magazine)|Smithsonian]]}}</ref> However, the UDF was less reliable than the turbofans of the era, lower fuel costs made the cost of developing the engine less attractive, and the company was worried the GE36 would cannibalize sales of the highly successful [[CFM International CFM56|CFM56]] engine it had co-developed with [[Snecma]] of France.<ref name="Sweetman 2005" />

== Development ==
The GE90 engine was launched in 1990 to provide a large turbofan engine for the [[Boeing 777]], a wide-body, long-range, twin-engine jet airliner.<ref>{{Cite press release |title=First Year in Service for GE90 a Huge Success |url=https://www.geaviation.com/press-release/ge90-engine-family/first-year-service-ge90-huge-success |publisher=GE Aviation |date=November 18, 1996 |access-date=November 28, 2017 |archive-date=December 1, 2017 |archive-url=https://web.archive.org/web/20171201030649/https://www.geaviation.com/press-release/ge90-engine-family/first-year-service-ge90-huge-success |url-status=live}}</ref> GE Aviation teamed with Snecma (France, 24%), [[IHI Corporation|IHI]] (Japan) and [[Avio S.p.A.|Avio]] (Italy) for the program.<ref name="SnecmaGE90">{{cite web |title=commercial aircraft engines -GE90 |url=http://www.safran-aircraft-engines.com/file/download/fiche_ge90_ang.pdf |url-status=live |archive-url=https://web.archive.org/web/20161107160734/http://www.safran-aircraft-engines.com/file/download/fiche_ge90_ang.pdf |archive-date=November 7, 2016 |access-date=November 7, 2016 |work=Snecma |publisher=Safran}}</ref> The GE90 would face stiff competition as [[Pratt & Whitney]] and [[Rolls-Royce Holdings|Rolls-Royce]] would also offer engines for the 777, the [[Pratt & Whitney PW4000|PW4000]] and [[Rolls-Royce Trent 800|Trent 800]], respectively.

The major innovation of the GE90 was that it used 22 [[carbon fiber composite]] fan blades, technology first developed for the GE36. These blades provided double the strength at one-third the weight of traditional titanium fan blades. The 22 fan blades were a significant reduction from the 38 blades used in GE's prior large turbofan, the [[General Electric CF6|CF6]], despite the {{Convert|30|in|adj=mid}} greater diameter of the GE90. Having fewer fan blades reduces the engine weight and improves aerodynamic efficiency.

With the stiff competition to equip the first generation 777 models (777-200 and 777-200ER), GE tried to branch out and use the GE90 for other aircraft. Then-CEO [[Brian H. Rowe]] went so far as to offer to pay for the development of the GE90 for the [[Airbus A330]], but Airbus rebuffed the plan, instead choosing to focus on the four-engine [[Airbus A340|A340]] for the long-haul market.<ref name="Leeham14dec20172">{{cite news |author=Scott Hamilton |date=December 14, 2017 |title=Top Airbus officials scoffed at Leahy's 50% market share goal |work=Leeham |url=https://leehamnews.com/2017/12/14/top-airbus-officials-scoffed-leahys-50-market-share-goal/ |url-status=dead |access-date=December 14, 2017 |archive-url=https://web.archive.org/web/20181129153740/https://leehamnews.com/2017/12/14/top-airbus-officials-scoffed-leahys-50-market-share-goal/ |archive-date=November 29, 2018}}</ref>

In the late 1990s, Boeing began developing the second-generation 777 long-range variants (777-200LR, 777-300ER, and 777F). For these aircraft a more powerful engine in the thrust class of {{cvt|100000|lbf|kN}} was required, leading to talks between Boeing and engine manufacturers. General Electric offered to develop the GE90-115B engine,<ref name=777XGE90>{{cite web |url=http://www.flightglobal.com/articles/2000/03/01/62872/a-question-of-choice.html |archive-url=https://web.archive.org/web/20090414031600/http://www.flightglobal.com/articles/2000/03/01/62872/a-question-of-choice.html |archive-date=April 14, 2009 |title=A question of choice |work=Flight International |date=January 3, 2000 |access-date=March 29, 2009}}</ref> while Rolls-Royce proposed developing the [[Rolls-Royce Trent|Trent 8104]] engine.<ref>{{cite web |date=February 13, 2001 |title=Aero-Engines – Rolls-Royce Trent |url=http://www.janes.com/aerospace/civil/news/jae/jae010213_2_n.shtml |archive-url=https://web.archive.org/web/20080325005849/http://www.janes.com/aerospace/civil/news/jae/jae010213_2_n.shtml |archive-date=March 25, 2008 |access-date=March 21, 2009 |work=[[Jane's Information Group|Jane's Transport Business News]]}}</ref> In 1999, Boeing announced an agreement with General Electric, beating out rival proposals.<ref name="777XGE90" /> Under the deal with General Electric, Boeing agreed to only offer GE90 engines on new 777 versions.<ref name="777XGE90" /> The GE90-115B had its first run at the GE facility in [[Peebles, Ohio|Peebles]], Ohio in November 2001.<ref>{{Cite web |title=Full GE90 tests get under way |url=https://www.flightglobal.com/full-ge90-tests-get-under-way-/40510.article |url-status=live |archive-url=https://web.archive.org/web/20220212032031/https://www.flightglobal.com/full-ge90-tests-get-under-way-/40510.article |archive-date=February 12, 2022 |access-date=May 26, 2020 |website=Flight Global |language=en}}</ref>

==Design==
[[File:A6-ECF B777-300 Emirates front (4134226438).jpg|thumb|The GE90-115B diameter is {{cvt|128|in|cm|0}} while the 777 fuselage is {{cvt|244|in|cm|0}}]]

The GE90's 10-stage high-pressure compressor developed a then-industry record pressure ratio of 23:1 and is driven by a 2-stage, air-cooled, HP turbine. A 3-stage low-pressure compressor, situated directly behind the fan, supercharges the core. The fan/LPC is driven by a 6-stage low-pressure turbine.

The higher-thrust variants, GE90-110B1 and -115B, have a different architecture from that of the earlier GE90 versions. General Electric incorporated an advanced larger diameter fan made from [[composite material]]s which enhanced thrust at low flight speeds. However, GE also needed to increase core power to improve net thrust at high flight speeds. Consequently, GE elected to increase core capacity, which they achieved by removing one stage from the rear of the HP compressor and adding an additional stage to the LP compressor, which more than compensated for the reduction in HP compressor pressure ratio, resulting in a net increase in core mass flow
.<ref>{{cite web|url= https://blog.geaviation.com/people/the-ge90-ge-aviations-greatest-comeback-story|title= The GE90:ge aviations greatest comeback story|date= December 2, 2019|publisher= GE Aviation|access-date= February 12, 2020|archive-date= February 6, 2020|archive-url= https://web.archive.org/web/20200206054407/https://blog.geaviation.com/people/the-ge90-ge-aviations-greatest-comeback-story/|url-status= live}}</ref> The higher-thrust GE90 variants are the first production engines to feature swept rotor blades. The [[nacelle]] has a maximum diameter of {{cvt|166|in}}.<ref name=seattletimes4jan2019>{{cite news |url= https://www.seattletimes.com/business/boeing-aerospace/the-biggest-jet-engines-ever-seen-are-set-to-roar-on-boeings-777x/ |title= The biggest jet engines ever seen are set to roar on Boeing's 777X |date= January 4, 2019 |author= Dominic Gates |author-link= Dominic Gates |newspaper= The Seattle Times |access-date= January 4, 2019 |archive-date= January 4, 2019 |archive-url= https://web.archive.org/web/20190104174520/https://www.seattletimes.com/business/boeing-aerospace/the-biggest-jet-engines-ever-seen-are-set-to-roar-on-boeings-777x/ |url-status= live }}</ref> Each of the 22 fan blades on the GE90-115B have a length of {{convert|4|ft|abbr=off|sp=us}} and a mass of less than {{convert|50|lb|abbr=off}}.<ref name="MoMA">{{cite book |author=[[The Museum of Modern Art]] |title=MoMA highlights since 1980: 250 works from the Museum of Modern Art, New York |url={{GBurl|izrz644BTjEC}} |section=Jet engine fan blade (model GE90-115B) |section-url=https://www.moma.org/collection/works/93637 |page=175 |editor-first=Rebecca |editor-last=Roberts |year=2007 |publisher=The Museum of Modern Art |isbn=978-0-87070-713-1 |oclc=191091211 |access-date=October 18, 2022}}</ref>

==Operational history==
As one of the three available engines for the all-new Boeing 777 large twinjet airliner, the GE90 was an all-new $2 billion design in contrast to the offerings from [[Pratt & Whitney]] and [[Rolls-Royce Holdings|Rolls-Royce]] which were modifications of existing engines.<ref name=FG990714/>

The first General Electric-powered Boeing 777 was delivered to British Airways on November 12, 1995.<ref>{{Cite book |editor-last= Eden |editor-first= Paul |title= Civil Aircraft Today: The World's Most Successful Commercial Aircraft |year= 2008 |publisher= Amber Books Ltd |location= London |isbn= 978-1-84509-324-2 |page= 115}}</ref> The aircraft, with two GE90-77Bs, entered service five days later. Initial service was affected by [[gearbox]] bearing wear concerns, which caused the airline to temporarily withdraw its 777 fleet from [[transatlantic flight|transatlantic]] service in 1997. British Airways' aircraft returned to full service later that year.<ref name=norris143-144>{{Cite book |last1= Norris |first1= Guy |author2=Mark Wagner|title= Modern Boeing Jetliners |year= 1999 |publisher= Zenith Imprint |location= Minneapolis, Minnesota |isbn= 0-7603-0717-2 |pages= 143–144}}</ref>

Problems with GE90 development and testing caused delays in [[Federal Aviation Administration]] certification. British Airways soon replaced the GE90 with the Rolls-Royce Trent 800 on their 777s. In addition the GE90's increased thrust was not yet required by airlines and it was also the heaviest engine of the three available choices, making it the least popular option on these first generation 777s (777-200 and 777-200ER, also known collective as the 777 Classics) while the Rolls-Royce engine was the most popular. <ref name=FG990714/><ref name=BB990809/>

[[File:GE90-115B Farnborough 2004 cropped.JPG|thumb|A GE90-115B engine]]

For Boeing's second-generation 777 long-range versions (777-200LR, 777-300ER, and 777F), greater thrust was needed to meet the aircraft requirements. General Electric and Pratt & Whitney insisted on a [[Winner-take-all market|winner-take-all]] contract due to the $500 million investment in engine modifications needed to meet the requirements, with GE receiving sole engine supplier status.<ref name=FG990714>{{cite news |url= https://www.flightglobal.com/news/articles/ge90-secures-exclusive-position-on-777x-53942/ |title= GE90 secures exclusive position on 777X |work= Flight Global |date= July 14, 1999 |access-date= August 1, 2016 |archive-date= August 18, 2016 |archive-url= https://web.archive.org/web/20160818030957/https://www.flightglobal.com/news/articles/ge90-secures-exclusive-position-on-777x-53942/ |url-status= live }}</ref><ref name=BB990809>{{cite news |url= https://www.bloomberg.com/news/articles/1999-08-08/how-ge-locked-up-that-boeing-order |title= How Ge Locked Up That Boeing Order |publisher= Bloomberg |date= August 9, 1999 |access-date= March 7, 2017 |archive-date= September 12, 2017 |archive-url= https://web.archive.org/web/20170912235512/https://www.bloomberg.com/news/articles/1999-08-08/how-ge-locked-up-that-boeing-order |url-status= live }}</ref> The improved version entered service with Air France in May 2004.<ref>{{Cite press release|url=https://www.geaviation.com/press-release/ge90-engine-family/ge90-115b-ges-best-ever-new-jet-engine-entry-airline-service|title=GE90-115B: GE's Best-Ever New Jet Engine Entry Into Airline Service|publisher=GE Aviation|date=July 17, 2006|access-date=December 26, 2019|archive-date=December 26, 2019|archive-url=https://web.archive.org/web/20191226203642/https://www.geaviation.com/press-release/ge90-engine-family/ge90-115b-ges-best-ever-new-jet-engine-entry-airline-service|url-status=live}}</ref>

The higher thrust GE90-110B1 and -115B engines, in combination with the second-generation 777 variants -200LR and -300ER, were primary reasons for 777 sales being greater than those of the rival A330/340 series.<ref name=777pressure>{{cite web |url= https://www.flightglobal.com/news/articles/airbus-a350-xwb-puts-pressure-on-boeing-777-219901/ |title= Airbus A350 XWB puts pressure on Boeing 777 |publisher= flightglobal |date= November 26, 2007 |access-date= June 16, 2017 |archive-date= March 8, 2016 |archive-url= https://web.archive.org/web/20160308174257/https://www.flightglobal.com/news/articles/airbus-a350-xwb-puts-pressure-on-boeing-777-219901/ |url-status= live }}</ref> Using two engines produces a typical [[operating cost]] advantage of around 8–9% for the -300ER over the A340-600.<ref name="exclusive-a340e">{{cite web |author= Ben Kingsley-Jones |author2= Guy Norris |url= https://www.flightglobal.com/news/articles/exclusive-enhanced-a340-to-take-on-777-203391/ |title= Enhanced A340 to take on 777 |work= Flight International |date= November 29, 2005 |access-date= June 16, 2017 |archive-date= March 7, 2016 |archive-url= https://web.archive.org/web/20160307102539/https://www.flightglobal.com/news/articles/exclusive-enhanced-a340-to-take-on-777-203391/ |url-status= live }}</ref> The 777-300ER was also seen as a 747-400 replacement amid rising fuel prices given its 20% fuel burn advantage.<ref>{{cite news |url= http://aviationweek.com/awin/airbus-bids-adieu-a340-postpones-a350-delivery |title= Airbus Bids Adieu to A340, Postpones A350 Delivery |author= Jens Flottau |work= Aviation Week & Space Technology |date= November 14, 2011 |access-date= August 12, 2014 |archive-date= May 14, 2016 |archive-url= https://web.archive.org/web/20160514001920/http://aviationweek.com/awin/airbus-bids-adieu-a340-postpones-a350-delivery |url-status= live }}</ref>

Until passed by its derivative, the [[General Electric GE9X|GE9X]], the GE90 series held the title of the largest engines in aviation history. The fan diameter of the original series being {{convert|123|in|cm|abbr=on}}, and the largest variant GE90-115B has a fan diameter of {{convert|128|in|cm|abbr=on}}. As a result, the GE90 engine can only be air-freighted using an outsize cargo aircraft such as the [[Antonov An-124 Ruslan|Antonov An-124]], which restricts shipping options if, due to an emergency diversion, a 777 were stranded needing an engine change. If the fan and fan case are removed the engine may be shipped using a [[Boeing 747|747 Freighter]].<ref>{{cite news |title= GE strives to identify Air France engine fault |url= https://www.flightglobal.com/news/articles/ge-strives-to-identify-air-france-engine-fault-203826/ |work= [[Flight International]] |date= January 3, 2006 |access-date= November 7, 2016 |archive-date= June 13, 2017 |archive-url= https://web.archive.org/web/20170613182448/https://www.flightglobal.com/news/articles/ge-strives-to-identify-air-france-engine-fault-203826/ |url-status= live }}</ref>

The -94B for the -200ER was retrofitted with some of the first FAA-approved [[3D printing#Space|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 |work= GE reports |publisher= GE Aviation |date= April 14, 2015 |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= live }}</ref>

In 2011, its list price was [[United States dollar|US$]]{{#expr:11000/400}} million, and it had an in-flight shutdown rate (IFSD) of one per million engine flight-hours.<ref name=120119PR/> Until November 2015, it accumulated more than 8 million cycles and 50 million flight hours in 20 years.<ref>{{cite press release |url= http://www.geaviation.com/press/ge90/ge90_20151110.html |title= Etihad Airways signs engine agreements with GE for Boeing 777 Freighters |publisher= GE Aviation |date= November 10, 2015 |access-date= July 21, 2016 |archive-date= August 7, 2016 |archive-url= https://web.archive.org/web/20160807102703/http://www.geaviation.com/press/ge90/ge90_20151110.html |url-status= live }}</ref>
In July 2020, the fleet of 2,800 engines surpassed 100 million hours, powering over 1,200 aircraft for 70 operators with a dispatch reliability rate of 99.97%.<ref name=GE24july2020>{{cite press release |url= https://www.geaviation.com/press-release/ge90-engine-family/ge90-engine-surpasses-100-million-hours |title= GE90 engine surpasses 100 million hours |publisher= GE Aviation |date= July 24, 2020 |access-date= July 28, 2020 |archive-date= July 28, 2020 |archive-url= https://web.archive.org/web/20200728124611/https://www.geaviation.com/press-release/ge90-engine-family/ge90-engine-surpasses-100-million-hours |url-status= live }}</ref>
A complete overhaul costs more than $12 million.<ref>{{cite news |url= https://leehamnews.com/2021/11/08/pontifications-as-customers-wait-for-787s-some-rethink-777-300ers/ |title= Pontifications: As customers wait for 787s, some rethink 777-300ERs |date= November 8, 2021 |work= Leeham News |author= Scott Hamilton |access-date= November 10, 2021 |archive-date= November 10, 2021 |archive-url= https://web.archive.org/web/20211110052137/https://leehamnews.com/2021/11/08/pontifications-as-customers-wait-for-787s-some-rethink-777-300ers/ |url-status= live }}</ref>

===Records===
[[File:GE90-115B.jpg|GE90 without cowling|thumb|right]]
[[File:General Electric-747-N747GE-020918-03.jpg|thumb|The higher-thrust GE90-115B mounted on [[N747GE]], GE's Boeing 747 test aircraft.]]
The GE90-115B provided enough thrust to fly [[N747GE]], GE's Boeing 747-100 flying testbed with the other three engines at idle, an attribute demonstrated during a flight test.<ref>{{Cite video |title=General Electric Biggest Jet Engine for B-777 |publisher=History Channel |url=https://www.youtube.com/watch?v=Rac87fY6w-M |archive-url=https://ghostarchive.org/varchive/youtube/20211212/Rac87fY6w-M| archive-date=December 12, 2021 |url-status=live|date=2008 |time=3:00–3:10 min |access-date=July 11, 2013}}{{cbignore}}</ref><ref>{{Cite news |url=http://www.le-webmag.com/article.php3?id_article=45&lang=en |title=GE90-115B certification: a look at the flight tests |publisher=Safran |work= Le Webmag |date= August 8, 2003 |url-status=dead |archive-url=https://web.archive.org/web/20061101234127/http://www.le-webmag.com/article.php3?id_article=45&lang=en |archive-date=November 1, 2006 }}</ref>


According to the ''[[Guinness World Records|Guinness Book of Records]]'', at {{convert|127900|lbf|kN|abbr=on}}, the engine held the record for the highest thrust achieved by an aircraft engine (the maximum thrust for the engine in service is its rated thrust {{convert|115300|lbf|kN|abbr=on}}). This thrust record was reached inadvertently as part of a one-hour, triple-red-line engine stress test using a GE90-115B development engine at GE's outdoor test complex near [[Peebles, Ohio]]. It eclipsed the engine's previous Guinness world record of {{convert|122965|lbf|kN|abbr=on}}.<ref name=030205PR>{{cite press release |title= GE90 Sets New World Record For Thrust; Engine Completes FAR 33 Certification Tests |publisher= GE Aviation |date= February 5, 2003 |url= http://www.geae.com/aboutgeae/presscenter/ge90/ge90_200325a.html |access-date= April 14, 2011 |archive-date= June 14, 2011 |archive-url= https://web.archive.org/web/20110614030942/http://www.geae.com/aboutgeae/presscenter/ge90/ge90_200325a.html |url-status= live }}</ref>
On November 10, 2017, its successor, the [[GE9X]], reached a higher record thrust of {{cvt|134,300|lbf|kN}} in Peebles.<ref>{{cite press release |url= https://www.geaviation.com/press-release/ge9x-engine-family/ge9x-breaks-guinness-world-records™-title-thrust |title= GE9X Breaks GUINNESS WORLD RECORDS™ Title for Thrust |date= July 12, 2019 |publisher= GE Aviation }}{{Dead link|date=March 2022 |bot=InternetArchiveBot |fix-attempted=yes }}</ref>

The initial GE90 fan shaft design loads were greatly increased for operational torque and the fan blade-off condition. To accommodate the increase in fan-shaft torsional and bending stresses, a steel alloy, GE1014, not previously used in aircraft engines was required. A significantly longer fan shaft spline-coupling was required and maintaining the required high machining accuracy was challenging.<ref>Development of GE90-115B Turbofan Engine,Horibe et al., IHI Engineering Review,Vol.37 No.February 1, 2004,p.6</ref><ref>{{cite press release |title= Impressive Progress of GE90-115B Engine Continues |publisher= GE Aviation |date= July 24, 2000 |url= http://www.geae.com/aboutgeae/presscenter/ge90/ge90_20000724.html |access-date= December 19, 2008 |archive-date= March 6, 2009 |archive-url= https://web.archive.org/web/20090306051758/http://www.geae.com/aboutgeae/presscenter/ge90/ge90_20000724.html |url-status= live }}</ref>


In October 2003, a [[777-300ER|Boeing 777-300ER]] broke the [[ETOPS]] record by being able to fly five and a half hours (330 minutes) with one engine shut down.<ref>{{Cite press release |url=http://boeing.mediaroom.com/2003-10-15-Boeing-777-300ER-Performs-330-Minute-ETOPS-Flight |title=Boeing 777-300ER Performs 330-Minute ETOPS Flight |date=October 15, 2003 |publisher=Boeing |access-date=November 3, 2016 |archive-date=November 4, 2016 |archive-url=https://web.archive.org/web/20161104075009/http://boeing.mediaroom.com/2003-10-15-Boeing-777-300ER-Performs-330-Minute-ETOPS-Flight |url-status=live }}</ref> The aircraft, with GE90-115B engines, flew from Seattle to Taiwan as part of the ETOPS certification program.


On November 10, 2005, the GE90 entered the Guinness World Records for a second time. The GE90-110B1 powered a 777-200LR during the world's longest flight by a commercial airliner, though there were no fare-paying passengers on the flight, only journalists and invited guests. The 777-200LR flew {{convert|13423|mi|km|abbr=on}} in 22 hours, 22 minutes, flying from [[Hong Kong]] to [[London]] "the long way": over the Pacific, over the continental U.S., then over the Atlantic to London.<ref>{{cite news |title= Flight-distance record awaits as big 777 heads to London |url= http://www.seattlepi.com/business/article/Flight-distance-record-awaits-as-big-777-heads-to-1187040.php |work= [[Seattle Post-Intelligencer]] |date= November 8, 2005 |access-date= November 7, 2016 |archive-date= October 21, 2016 |archive-url= https://web.archive.org/web/20161021092730/http://www.seattlepi.com/business/article/Flight-distance-record-awaits-as-big-777-heads-to-1187040.php |url-status= live }}</ref>

==Incidents==

On August 11, 2004, a GE90-85B powering a Boeing 777-200ER on British Airways flight 2024 suffered an engine failure on takeoff from George Bush Intercontinental Airport, Houston. The pilots noticed a noise and vibration on takeoff but continued the rotation. At 1500 ft AGL they noticed smoke and haze in the cockpit and cabin crew advised cabin was filling with smoke. They returned to the airport for an immediate emergency landing.
Findings were a stage 2 turbine blade had separated at its shank damaging the trailing blades causing the vibration. The debris was contained in the engine casing.<ref>url= https://www.ntsb.gov/_layouts/ntsb.aviation/brief2.aspx?ev_id=20041015X01640&ntsbno=DCA04IA066&akey=1 {{Webarchive|url=https://web.archive.org/web/20180428181010/https://www.ntsb.gov/_layouts/ntsb.aviation/brief2.aspx?ev_id=20041015X01640&ntsbno=DCA04IA066&akey=1 |date=April 28, 2018 }}</ref>


On May 28, 2012, an Air Canada 777-300ER taking off from Toronto en route to Tokyo suffered failure of a GE90-115B at {{convert|1500|ft|m}} and returned safely. Engine debris was found on the ground.<ref>{{cite web|title=Maintenance inspection a factor in 2012 Air Canada engine failure during take-off from Lester B. Pearson International Airport|url=http://www.tsb.gc.ca/eng/medias-media/communiques/aviation/2013/a12o0074-20131213.asp|publisher=Transportation Safety Board of Canada|access-date=September 11, 2015|date=December 13, 2013|archive-date=October 19, 2015|archive-url=https://web.archive.org/web/20151019040549/http://www.tsb.gc.ca/eng/medias-media/communiques/aviation/2013/a12o0074-20131213.asp|url-status=live}}</ref><ref>{{cite news|last1=Edmiston|first1=Jake|title=Air Canada plane debris struck cars after engine failure, safety board confirms|url=http://news.nationalpost.com/posted-toronto/air-canada-plane-debris-struck-cars-after-engine-failure-safety-board-confirms|work=National Post|date=May 29, 2012|access-date=November 7, 2016|archive-date=February 12, 2022|archive-url=https://web.archive.org/web/20220212032031/https://nationalpost.com/category/news/|url-status=live}}</ref>


On September 8, 2015, a GE90-85B powering a Boeing 777-236ER on [[British Airways Flight 2276]] suffered an uncontained failure during take-off roll at Las Vegas McCarran Airport, leading to a fire. NTSB and FAA investigations were begun to determine the cause; initial findings were reported in September 2015.<ref>{{cite web |url=http://www.ainonline.com/aviation-news/air-transport/2015-09-08/engine-failure-causes-fire-british-airways-boeing-777 |title=Engine Failure Causes Fire on British Airways Boeing 777 |author=Charles Alcock |date=September 8, 2015 |work=Aviation International News |access-date=September 9, 2015 |archive-date=May 28, 2020 |archive-url=https://web.archive.org/web/20200528211621/https://www.ainonline.com/aviation-news/air-transport/2015-09-08/engine-failure-causes-fire-british-airways-boeing-777 |url-status=live }}</ref><ref>{{cite web |title=NTSB Issues Update on the British Airways Engine Fire at Las Vegas |url=https://www.ntsb.gov/news/press-releases/Pages/PR20150910.aspx |publisher=NTSB |date=September 8, 2015 |access-date=August 8, 2015 |archive-date=September 12, 2015 |archive-url=https://web.archive.org/web/20150912221308/https://www.ntsb.gov/news/press-releases/Pages/PR20150910.aspx |url-status=live }}</ref>


On June 27, 2016, a GE90-115B powering a Boeing 777-300ER, on [[Singapore Airlines]] Flight 368, received an engine oil warning during flight and returned to [[Singapore Changi Airport]]. On landing the malfunctioning right engine caught fire, leading to fire damage to the engine and the wing.<ref>{{cite web |url= https://www.flightglobal.com/news/articles/fire-damage-apparent-on-sia-777-wing-426708/ |title= Fire damage apparent on SIA 777 wing |work= Flight Global |date= June 27, 2016 |access-date= November 7, 2016 |archive-date= September 20, 2019 |archive-url= https://web.archive.org/web/20190920192725/https://www.flightglobal.com/news/articles/fire-damage-apparent-on-sia-777-wing-426708/ |url-status= live }}</ref>

===Transfer gearbox failures===
The FAA issued an Airworthiness Directive (AD) on May 16, 2013, and sent it to owners and operators of General Electric GE90-110B1 and GE90-115B turbofan engines. This emergency AD was prompted by reports of two failures of transfer gearbox assemblies (TGBs) which resulted in in-flight shutdowns (IFSDs). Investigation revealed that the failures were caused by TGB radial gear cracking and separation. This through the combined effect of manufacturing process and operating stresses.<ref name="TGB NTSB Incident Findings">{{cite web |last1=M Scarfo |first1=Jean-Pierre |title=National Transportation Safety Board Aviation Incident Final Report |url=https://skybrary.aero/sites/default/files/bookshelf/2942.pdf |website=Skybrary |publisher=National Transportation Safety Board |access-date=November 19, 2022}}</ref> Further inspections found two additional radial gears with cracks. This condition, if not corrected, could result in additional IFSDs of one or more engines, loss of thrust control, and damage to the airplane. The Airworthiness Directive requires compliance by taking remedial measures within five days of receipt of the AD. All affected modules have been replaced.<ref>{{cite web |url= http://cdn1.atp.com/ADs/pdf/131052e.pdf |title= Emergency airworthiness directive (AD) 2013-10-52 |at= sent to owners and operators of General Electric Company (GE) GE90-110B1 and GE90-115B turbofan engines |date= May 16, 2013 |publisher= FAA |access-date= November 7, 2016 |archive-url= https://web.archive.org/web/20161107160312/http://cdn1.atp.com/ADs/pdf/131052e.pdf |archive-date= November 7, 2016 |url-status= dead }}</ref>

==Specifications==
{{multiple images
|direction=vertical
|image1=SVGE90.jpg
|caption1=A GE90-94B ([[Boeing 777|Boeing 777-200ER]]), straight fan blades
|image2=GE90 B777-200LR.JPG
|caption2=A GE90-110B1 ([[Boeing 777|Boeing 777-200LR]]), curved fan blades
}}

{| class="wikitable" style="text-align: center;"
|+ GE90 Type Certificate<ref name=TCDS>{{cite web |url= http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/b80ecadfe26c16b986257fdb006d97cb/$FILE/E00049EN_R19.pdf |title= Type Certificate Data Sheet E00049EN |date= June 23, 2016 |publisher= FAA |access-date= November 7, 2016 |archive-date= February 9, 2020 |archive-url= https://web.archive.org/web/20200209042218/https://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/b80ecadfe26c16b986257fdb006d97cb/$FILE/E00049EN_R19.pdf |url-status= dead }}</ref> Datasheet<ref name=datasheet>{{cite web |url= https://www.kimerius.com/app/download/5781574315/The+GE90+-+An+introduction.pdf |title= The GE90 - An introduction |date= January 27, 2025 |publisher= GE |access-date= January 25, 2025 |archive-date= May 19, 2016 |archive-url= https://web.archive.org/web/20160519110958/https://www.kimerius.com/app/download/5781574315/The+GE90+-+An+introduction.pdf |url-status= live }}</ref>
! Variant
! -76B/-77B/-85B/-90B/-94B
! -110B1/-113B/-115B
|-
! Type
| colspan=2 | Dual rotor, [[Axial compressor|axial flow]], [[high bypass turbofan]]
|-
![[Compressor]]
| 1 fan, 3-stage LP, 10-stage HP
| 1 fan, 4-stage LP, 9-stage HP<ref name=GE90>{{cite web |url= http://www.geaviation.com/commercial/engines/ge90/ |title= GE90 Commercial Aircraft Engine |publisher= GE Aviation |access-date= March 28, 2016 |archive-date= March 29, 2016 |archive-url= https://web.archive.org/web/20160329070457/http://www.geaviation.com/commercial/engines/ge90/ |url-status= live }}</ref>
|-
! [[Turbine]]
| colspan=2 | 2-stage HP, 6-stage LP
|-
! Length{{efn|Fan spinner to nozzle centerbody}}
| {{cvt|286.9|in|m|lk=on}}
| {{cvt|286.67|in|m}}
|-
! Max. width
| {{cvt|152.4|in|m}}
| {{cvt|148.38|in|m}}
|-
! Max. height
| {{cvt|155.6|in|m}}
| {{cvt|154.56|in|m}}
|-
! Fan diameter<ref>{{cite press release |url= https://www.geaviation.com/press-release/ge90-engine-family/ge90-115b-fan-completing-blade-testing-schedule-first-engine-test |title= GE90-115B Fan Completing Blade Testing; On Schedule For First Engine To Test |date= June 17, 2001 |publisher= GE Aviation |access-date= January 1, 2019 |archive-date= January 1, 2019 |archive-url= https://web.archive.org/web/20190101195359/https://www.geaviation.com/press-release/ge90-engine-family/ge90-115b-fan-completing-blade-testing-schedule-first-engine-test |url-status= live }}</ref>
| {{cvt|123|in|m}}
| {{cvt|128|in|m}}
|-
! Weight{{efn|Dry, Includes basic engine, basic engine accessories, and optional equipment}}
| {{cvt|17400|lb|kg|0|lk=on}}
| {{cvt|19316|lb|kg}}
|-
! Takeoff [[thrust]]
| {{cvt|81,070-97,300|lbf|kN|lk=on}}
| {{cvt|110,760-115,540|lbf|kN}}{{efn|world record set at {{cvt|127,900|lbf|kN}} in testing 827 feet above sea level<ref name=030205PR/>}}
|-
! LP rotor speed
| 2,261.5 rpm
| 2,355 rpm
|-
! HP rotor speed
| colspan=2 | 9,332 [[Revolutions per minute|rpm]]
|-
! Air mass flow
|
Static: 1350 kg/s<ref name=datasheet></ref> 
Cruise: 576 kg/s<ref name=datasheet></ref>
|-
! Specific thrust
|
Static: 278.1 m/s²<ref name=datasheet></ref> 
Cruise: 120.1 m/s²<ref name=datasheet></ref>
|
|-
![[Bypass ratio]]<ref name="SnecmaGE90"/>
| 8.4–9
| 9
|-
! [[Overall pressure ratio|Pressure ratio]]<ref name=GE90/>
| 40:1
| 42:1
|-
! [[Thrust-to-weight ratio]]
| {{#expr:97300/17400round2}}
| {{#expr:115540/19316round2}}
|-
! Takeoff [[Thrust-specific fuel consumption|TSFC]]
| {{Convert|0.278|lb/lbf/h|g/kN/s|abbr=on}}<ref>{{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/2000/2000-1%20-%201791.html |title= Engine Directory Part 1 - Turbofans |magazine= Flight International |date= November 14, 2000 |access-date= February 16, 2019 |archive-date= February 16, 2019 |archive-url= https://web.archive.org/web/20190216212120/https://www.flightglobal.com/pdfarchive/view/2000/2000-1%20-%201791.html |url-status= live }}</ref>
|
|-
! Cruise TSFC
| {{cvt|0.545|lb/lbf/h|g/kN/s|abbr=on}} (-76B)<ref name="ijaaa"/> (-85B)<ref>{{cite web |url= https://booksite.elsevier.com/9780340741528/appendices/data-b/table-3/default.htm |title= Civil Jet Aircraft Design: Engine Data File |author= Lloyd R. Jenkinson & al. |date= July 30, 1999 |publisher= Elsevier/Butterworth-Heinemann |access-date= February 16, 2019 |archive-date= May 6, 2021 |archive-url= https://web.archive.org/web/20210506165319/https://booksite.elsevier.com/9780340741528/appendices/data-b/table-3/default.htm |url-status= live }}</ref> or {{cvt|0.520|lb/lbf/h|g/kN/s|abbr=on}} (-85B) <ref name="ijaaa">{{cite journal |issn=2374-6793 |journal=International Journal of Aviation, Aeronautics, and Aerospace |title=Blended Wing Body Propulsion System Design |page=28 |url=https://commons.erau.edu/cgi/viewcontent.cgi?article=1187&context=ijaaa#page=29 |doi=10.15394/ijaaa.2017.1187 |volume=4 |number=4 |year=2017 |given1=Parth |surname1=Kumar |given2=Adeel |surname2=Khalid |doi-access=free |access-date=July 10, 2021 |archive-date=June 3, 2021 |archive-url=https://web.archive.org/web/20210603081954/https://commons.erau.edu/cgi/viewcontent.cgi?article=1187&context=ijaaa#page=29 |url-status=live }}</ref><ref name="Sahai">{{cite thesis |title=Consideration of Aircraft Noise Annoyance during Conceptual Aircraft Design |given=Abhishek Kumar |surname=Sahai |publication-date=June 24, 2016 |url=https://publications.rwth-aachen.de/record/668901/files/668901.pdf#page=107 |at=Table 5.2: Comparison of key Gasturb simulated and reference values for the GE90-85B engine |access-date=May 30, 2021 |archive-date=June 2, 2021 |archive-url=https://web.archive.org/web/20210602213657/https://publications.rwth-aachen.de/record/668901/files/668901.pdf#page=107 |url-status=live }}</ref>
|
|}
{{clear}}

==Derivatives==

===GEnx===
{{Main|General Electric GEnx}}

The [[General Electric GEnx|GEnx]] engine, that has been developed for the [[Boeing 787 Dreamliner]] and [[Boeing 747-8|747-8]], is derived from a smaller core variant of the GE90, also featuring a fan with swept rotor blades.

===GP7000===
{{Main|Engine Alliance GP7000}}

GE Aviation set up a cooperative venture with Pratt & Whitney, named [[Engine Alliance]], under which the companies have developed an engine for the [[Airbus A380]], named GP7000, based on an 0.72 flow scale of the GE90-110B/115B core.

===GE9X===
{{Main|General Electric GE9X}}

In February 2012, GE announced studies on a 10% more efficient derivative, dubbed the GE9X, to power the new [[Boeing 777X|Boeing 777-8X/9X]] aircraft.

===LM9000===

The LM9000 is an [[aeroderivative gas turbine]] available in two options; the LM9000 without water augmentation outputting {{cvt|66|MW}} at a 42.4% efficiency before [[cogeneration]], and the LM9000 with water augmentation outputting {{cvt|75|MW}} at a 42.7% efficiency before cogeneration.<ref>{{cite web |url= https://www.ge.com/power/gas/gas-turbines/lm9000 |title= LM9000 |publisher= General Electric |access-date= July 2, 2018 |archive-date= July 2, 2018 |archive-url= https://web.archive.org/web/20180702233427/https://www.ge.com/power/gas/gas-turbines/lm9000 |url-status= live }}</ref> The engine's 33:1 pressure ratio comes from a 4-stage low pressure compressor followed by a 9 stage high pressure compressor, driven by a 2 stage high pressure turbine and a 1-stage low pressure turbine, powering a 4-stage free turbine.<ref>{{cite web |url= https://www.geoilandgas.com/sites/geog.dev.local/files/ge_tms_lm9000_brochure-041817-pages.pdf |title= LM9000 – The new prime mover for oil and gas |publisher= General Electric |date= 2017 |access-date= June 30, 2017 |archive-date= July 2, 2018 |archive-url= https://web.archive.org/web/20180702233457/https://www.geoilandgas.com/sites/geog.dev.local/files/ge_tms_lm9000_brochure-041817-pages.pdf |url-status= live }}</ref>

==See also==
{{aircontent
|see also=
|related=
* [[General Electric GEnx]]
* [[Engine Alliance GP7000]]
* [[General Electric GE9X]]
* [[General Electric LM9000]]
|similar engines=
*[[Pratt & Whitney PW4000]]
*[[Rolls-Royce Trent 800]]
*[[Rolls-Royce Trent XWB]]
|lists=
* [[List of aircraft engines]]
}}

==References==
{{notelist}}

===Notes===

{{Reflist|35em}}

== External links ==
{{Commons category}}
* {{Official website}}
* {{cite press release |url= http://www.geaviation.com/press/ge90/ge90_20041116.html |title= It's Great Design Too: World's Biggest Jet Engine Fan Blade at The Museum of Modern Art |publisher= GE Aviation |date= November 16, 2004 |access-date= July 21, 2016 |archive-date= October 11, 2016 |archive-url= https://web.archive.org/web/20161011142233/http://www.geaviation.com/press/ge90/ge90_20041116.html |url-status= dead }}

{{GE aeroengines}}

{{DEFAULTSORT:General Electric Ge90}}
[[Category:High-bypass turbofan engines]]
[[Category:General Electric aircraft engines|GE90]]
[[Category:1990s turbofan engines]]

CFM International LEAP

2025-06-08T13:09:29Z

2409:40F2:15A:B7A9:8934:14E9:9371:8782:

{{Use dmy dates|date=November 2023}}
{{short description|Aircraft turbofan engine, successor to the CFM56}}

{|{{Infobox aircraft begin
| name = LEAP
| logo = CFM LEAP red-gradient logo.svg
| image = CFM LEAP-X (cropped).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<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]] [[Boeing 737 MAX]] [[Comac C919]]
|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]] [[General Electric GE90]] [[General Electric GEnx]]
|developed into = [[General Electric Passport]]
|variants with their own articles =
}}
|}

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]]. As the successor to the widely used [[CFM56]], the LEAP competes directly with the [[Pratt & Whitney PW1000G]] to power [[narrow-body aircraft]].

== Design ==
The LEAP incorporates several design features intended to improve fuel efficiency and reduce emissions compared to the CFM56. Its architecture includes a scaled-down version of the low-pressure turbine used on the [[General Electric GEnx]] engine. The fan blades are made of composite materials via a [[Out of autoclave composite manufacturing|resin transfer molding]] process and are designed to untwist under load to maintain aerodynamic efficiency.

Although capable of operating at higher pressures than the CFM56, the LEAP engine is typically operated at lower pressures to improve durability and service life.<ref name="Norris" /> It utilizes 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 engine’s high-pressure compressor achieves a compression ratio of up to 22:1, approximately double that of its predecessor.<ref name="TakingLEAP">{{cite news |last=Chandler |first=Jerome Greer |date=18 May 2017 |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 |access-date=1 March 2022 |work=Aviation Pros}}</ref> The turbine shrouds are made using [[ceramic matrix composite]]s (CMCs), which provide high temperature resistance with reduced weight. These and other design improvements are projected to result in a 16% reduction in fuel consumption relative to earlier CFM engines.<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  |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><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>

The LEAP also incorporates an [[Aspirator (pump)|eductor]]-based oil cooling system, derived from the GEnx design. This system includes oil coolers mounted on the fan duct lining and uses a [[venturi effect]] to maintain oil pressure within the 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> Additionally, the LEAP includes some of the first FAA-certified [[3D-printed]] components used in a commercial jet engine.<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 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 [[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]]. Some analysts have described the LEAP-1C as more closely related in capability to an upgraded CFM56 than to other LEAP variants.<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>

== Development ==
[[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 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 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" />

[[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>]]

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>

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>

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>

=== Orders ===
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>

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>

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>
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>

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>

In May 2025, the United States Department of Commerce paused the export of LEAP engines to [[Commercial Aircraft Corporation of China|COMAC]].<ref>{{cite web |author1=Zach Vasile |title=U.S. Blocks Sale of CFM Aircraft Engine to China |url=https://www.flyingmag.com/u-s-blocks-sale-of-cfm-aircraft-engine-to-china/ |website=2025-5-30 |publisher=Flying Magazine |accessdate=2025-05-31}}</ref>

=== Production ===
[[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>

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>

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" />

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>

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>
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>

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.<ref>{{Cite news |date=2025-02-13 |title=Safran selects TEAL for the production of LEAP engine turbine parts in India |url=https://economictimes.indiatimes.com/news/defence/safran-selects-teal-for-the-production-of-leap-engine-turbine-parts-in-india/articleshow/118208343.cms |access-date=2025-02-13 |work=The Economic Times |issn=0013-0389}}</ref> An additional agreement was signed for manufacturing turbine forged parts with [[Hindustan Aeronautics Limited]].<ref>{{Cite news |last= |first= |date=2025-02-13 |title=Aero India 2025{{!}} HAL signs agreement with Safran Aircraft Engines and Collins Aerospace |url=https://www.thehindu.com/news/cities/bangalore/aero-india-2025-hal-signs-agreement-with-safran-aircraft-engines-and-collins-aerospace/article69214090.ece |access-date=2025-02-13 |work=The Hindu |language=en-IN |issn=0971-751X}}</ref>

=== Operations ===
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>

== Applications ==
{| class="wikitable"
|+ 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
! Application
! Thrust range
! Introduction
|-
| -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|-|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}} || 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">
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 is the exclusive engine option for the [[Boeing 737 MAX]].
File:LEAP-1C (tight crop).png|The LEAP-1C is the exclusive engine option for the [[Comac C919]].
</gallery>

== Specifications ==

{{Sticky header}}
{| class="wikitable sticky-header" 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/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-1C<ref name="LEAP-1A/1C Type Certificate" />
|-
! Configuration
| colspan=3 | Twin-spool, [[high bypass turbofan]]
|-
! [[Axial compressor|Compressor]]
| colspan=3 | 1 fan, 10-stage {{abbr|HP|high-pressure}}, 3-stage {{abbr|LP|low-pressure}}<ref name="LEAP Brochure" />
|-
! [[Combustor]]
| 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>
| 2-stage HP, 7-stage LP
| 2-stage HP, 5-stage LP
| 2-stage HP, 7-stage LP
|-
! [[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= 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)
|-
! [[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= 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|0.51|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" />
| {{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" />
| 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|2.543|m|in|abbr=on}} || {{convert|2.421|m|in|abbr=on}} || {{convert|2.659|m|in|abbr=on}}
|-
! Max. height
| {{convert|2.362|m|in|abbr=on}} || {{convert|2.256|m|in|abbr=on}} || {{convert|2.714|m|in|abbr=on}}
|-
! Max. weight
| {{convert|3153|kg|abbr=on}} (Wet) || {{convert|2780|kg|abbr=on}} (Dry) || {{convert|3935|kg|abbr=on}} (Wet)
|-
! Max. take-off [[thrust]]
| {{convert|143.05|kN|abbr=on|}} || {{convert|130.41|kN|abbr=on|}} || {{convert|137.14|kN|abbr=on|}}
|-
! Max. continuous thrust
| {{convert|140.96|kN|abbr=on|}} || {{convert|127.62|kN|abbr=on|}} || {{convert|133.22|kN|abbr=on|}}
|-
! Max. [[Revolutions per minute|rpm]]
| HP: 19,391 LP: 3,894 || HP: 20,171 LP: 4,586 || HP: 19,391 LP: 3,894
|}
{{notelist}}
{| class="wikitable sortable" style="text-align:center;"
|+ Thrust ratings<ref>{{Cite web |date=2017-03-02 |title=EASA.A.064 - Airbus A318, A319, A320, A321 Single Aisle {{!}} EASA |url=https://www.easa.europa.eu/en/document-library/type-certificates/aircraft-cs-25-cs-22-cs-23-cs-vla-cs-lsa/easaa064-airbus-a318 |access-date=2024-12-25 |website=www.easa.europa.eu |language=en}}</ref><ref name="LEAP-1A/1C Type Certificate" /><ref name="LEAP-1B Type Certificate" />
! Variant || Take-off || Max. continuous || Application
|-
| -1A23 || {{cvt|106.80|kN}} || {{cvt|104.58|kN}} || None
|-
| -1A24 || {{cvt|106.80|kN}} || {{cvt|106.76|kN}} || [[Airbus A319neo]] (A319-151N)
[[Airbus A320neo family|Airbus A320neo]] (A320-252N)
|-
| -1A26 || {{cvt|120.64|kN}} || {{cvt|118.68|kN}} || A319neo, (A319-153N), A320neo (A320-251N)
|-
| -1A29 || {{cvt|130.29|kN}} || {{cvt|118.68|kN}} || A320neo (A320-253N)
|-
| -1A30 || {{cvt|143.05|kN}} || {{cvt|140.96|kN}} || [[Airbus A321neo]] (A321-252N), (A321-252NX)
|-
| -1A32
|{{cvt|143.05|kN}}
|{{cvt|140.96|kN}}
|A321neo (A321-251N), (A321-251NX)
|-
| -1A32X
|{{cvt|143.05|kN}}
|{{cvt|110.54|kN}}
|None
|-
| -1A33
|{{cvt|143.05|kN}}
|{{cvt|140.96|kN}}
|A321neo (A321-253N,) (A321-253NX)
|-
| -1A33X
|{{cvt|143.05|kN}}
|{{cvt|110.54|kN}}
|[[Airbus A321XLR]] (A321-253NY)
|-
| -1A35A
|{{cvt|143.05|kN}}
|{{cvt|140.96|kN}}
|None
|-
| -1A35AX
|{{cvt|143.05|kN}}
|{{cvt|110.54|kN}}
|None
|-
| -1B25 || {{cvt|119.15|kN}} || {{cvt|115.47|kN}} || [[Boeing 737 MAX 8]], [[Boeing 737 MAX 200|737 MAX 8-200]]
|-
| -1B27 || {{cvt|124.71|kN}} || {{cvt|121.31|kN}} || [[Boeing 737 MAX 8]], [[Boeing 737 MAX 200|737 MAX 8-200]]
|-
| -1B28 || {{cvt|130.41|kN}} || {{cvt|127.62|kN}} || [[Boeing 737 MAX 8]], [[Boeing 737 MAX 200|737 MAX 8-200]], [[Boeing 737 MAX 9]]
|-
| -1C28 || {{cvt|129.98|kN}} || {{cvt|127.93|kN}} || [[Comac C919|Comac C919-100STD]]
|-
| -1C30 || {{cvt|137.14|kN}} || {{cvt|133.22|kN}} || [[Comac C919|C919-100ER]]
|}

== See also ==
{{Aircontent
|see also=
|related=
* [[CFM International CFM56]]
* [[General Electric Passport]]
|similar engines=
* [[ACAE CJ-1000A]]
* [[Aviadvigatel PD-14]]
* [[Pratt & Whitney PW1000G]]
|lists=
* [[List of aircraft engines]]
}}

== Notes ==
{{notelist-lr}}

== References ==
{{reflist}}

== External links ==
{{Commons category}}
* [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]
* [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]
* [https://www.bbc.co.uk/news/business-15571113 Plane makers switch to cleaner engines]

{{Joint development aeroengines}}

[[Category:High-bypass turbofan engines]]
[[Category:2010s turbofan engines]]
[[Category:General Electric aircraft engines]]
[[Category:Snecma aircraft engines]]