In July 2018 its A320neo selected-engine market share was 58.6%, with one-third yet to select, the CFM56 have a 60% share of the A320ceo market. It is the second-most ordered jet engine behind the 44-year-old CFM56, which achieved 35,500 orders. More LEAPs were produced in the five years to 2018 than CFM56s in 25 years. īy July 2018, the LEAP had an eight-year backlog with 16,300 sales. In early 2018, the backlog was at 14,500, with a 59% share of the A320neo market for decided customers as it has an 18 percentage point advantage in utilization rate over the Pratt & Whitney PW1000G. In 2016 CFM booked 1,801 orders, LEAP backlog is at more than 12,200 for more than $170 billion U.S. As a number of A320neo engine for ANA group of Japan was also ordered in 2014, there is a possibility to select the LEAP engine. $138 million for 17 CFM International CFM56 over 12 years or $1852 per engine per day. ĬFM International offers its support for the engine, and signed a 15-year Rate per Flight Hour agreement with Loong Air for 20 LEAP-1A at U.S $333 million, or $3039 per engine per day, in contrast with U.S. The list price of a LEAP-1A is USD14.5 million, and USD14.5 million for a LEAP-1B. Southwest Airlines is the launch customer of the 737 MAX with a firm order of 150 aircraft. The project was approved by Boeing on August 30, 2011, as the Boeing 737 MAX.
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On July 20, 2011, American Airlines announced that it planned to purchase 100 Boeing 737 aircraft featuring the LEAP-1B engine. Federal Aviation Authority and the European Aviation Safety Agency on June 19, 2017. It obtained its 180-minute ETOPS approval from the U.S. In April 2015, it was reported that the LEAP-1B was suffering up to a 5% shortfall on its promised reduction in fuel consumption. The thrust reverser is deployed by the O-ring sliding aft, reducing the drag that was induced by the older design and improving efficiency. The -1C version features a thrust reverser equipped with a one piece O-ring replacing a 2 piece door. General Electric carried out the first test flight, of a LEAP-1C, in Victorville, California, with the engine mounted on the company's Boeing 747 flying testbed aircraft, on October 6, 2014. The same engine ultimately reached 35,000 lbf (160 kN) of thrust in test runs. The first engine entering the test program reached and sustained 33,000 lbf (150 kN) of thrust, required to satisfy the highest rating for the Airbus A321neo. 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. The aircraft was due to begin testing in 2016. In 2009, COMAC selected the LEAP engine for the C919. It is intended to be a successor to the CFM56-5B and CFM56-7B. The engine was officially launched as LEAP-X on 13 July 2008. The LEAP ("Leading Edge Aviation Propulsion") incorporates technologies that CFM developed as part of the LEAP56 technology acquisition program, which CFM launched in 2005. The LEAP-1A was tested on GE's 747-400 flying test platform. According to Aviation Week's article, "The eductor device produces a venturi effect, which ensures a positive pressure to keep oil in the lower internal sump." The engine has some of the first FAA-approved 3D-printed components. Reliability is also supported by use of an eductor-based oil cooling system similar to that of the GEnx, featuring coolers mounted on the inner lining of the fan duct.
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These technological advances are projected to produce 16% lower fuel consumption.
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GE is using ceramic matrix composites (CMC) to build the turbine shrouds. Currently proposed for the LEAP is a greater use of composite materials, a blisk fan in the compressor, a second-generation Twin Annular Pre-mixing Swirler (TAPS II) combustor, and a bypass ratio around 10-11:1. While the LEAP is designed to operate at a higher pressure than the CFM56 (which is partly why it is more efficient), GE plans to set the operating pressure lower than the maximum to maximize the engine's service life and reliability. The fan has flexible blades manufactured by a resin transfer molding process, which are designed to untwist as the fan's rotational speed increases. The LEAP's basic architecture includes a scaled-down version of Safran's low pressure turbine used on the GEnx engine.