View source for CFM International LEAP

{{Use dmy dates|date=November 2023}}
{{short description|Aircraft turbofan engine, successor to the CFM56}}
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->
{|{{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]] <br />[[Boeing 737 MAX]] <br />[[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]] <br />[[General Electric GE90]] <br />[[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 <!--alt: https://archive.org/stream/Aviation_Week_Space_Technology_April_27_2015 but may be copyrighted--> |access-date= 5 July 2018 |archive-date= 5 July 2018 |archive-url= https://web.archive.org/web/20180705150720/http://assets.penton.com/digitaleditions/AW/AWST_150427.pdf |url-status= live }}</ref><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<br>LP: 3,894 || HP: 20,171<br>LP: 4,586 || HP: 19,391<br>LP: 3,894
|}
{{notelist}}
{| class="wikitable sortable" style="text-align:center;"
|+ 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]]