محرك ليپ

LEAP
CFM LEAP red-gradient logo.svg
CFM LEAP-X (cropped).jpg
Mockup of a LEAP-X, the early code name of the engine
النوع Turbofan
المنشأ France/United States
المصنع CFM International
أول تشغيل 4 September 2013[1]
التطبيقات الرئيسية Airbus A320neo family
Boeing 737 MAX
Comac C919
Number built 2,516 (June 2019)[i]
التطوير CFM International CFM56
General Electric GE90
General Electric GEnx
تطورت إلى General Electric Passport

The CFM International LEAP ("Leading Edge Aviation Propulsion") is a high-bypass turbofan engine produced by CFM International, a 50–50 joint venture between the American GE Aerospace and the French Safran Aircraft Engines. 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 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.[6] 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.[7] The turbine shrouds are made using ceramic matrix composites (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.[8][9][10]

The LEAP also incorporates an 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.[6] Additionally, the LEAP includes some of the first FAA-certified 3D-printed components used in a commercial jet engine.[11]

The LEAP-1C variant, developed for the Chinese-built Comac C919, reportedly omits some of the advanced technologies found in other LEAP models. According to industry sources, this decision was influenced by concerns that the technology could be stolen and put into the CJ-1000A engine being developed by another state-owned manufacturer, the Aero Engine Corporation of China. Some analysts have described the LEAP-1C as more closely related in capability to an upgraded CFM56 than to other LEAP variants.[12]

Development

18 blade fan

The LEAP[13] incorporates technologies that CFM developed as part of the LEAP56 technology acquisition program, which CFM launched in 2005.[14] The engine was officially launched as LEAP-X on 13 July 2008.[9] It is intended to be a successor to the CFM56.

In 2009, COMAC selected the LEAP engine for the C919.[15] The aircraft was due to begin testing in 2016.[16] 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.[1][17] 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. The same engine ultimately reached 35،000 lbf (160 kN) of thrust in test runs.[6]

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

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.[19]

In April 2015, it was reported that the LEAP-1B was suffering up to a 5% shortfall on its promised reduction in fuel consumption.[20]

It obtained its 180-minute ETOPS approval from the U.S. Federal Aviation Administration and the European Aviation Safety Agency on 19 June 2017.[21]

Orders

On 20 July 2011, American Airlines announced that it planned to purchase 100 Boeing 737 aircraft featuring the LEAP-1B engine.[22] The project was approved by Boeing on 30 August 2011, as the Boeing 737 MAX.[23][24] Southwest Airlines is the launch customer of the 737 MAX with a firm order of 150 aircraft.[25]

The list price is US$14٫5 million[26] for a LEAP-1A, and US$14٫5 million for a LEAP-1B.[27]

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$3٬039 per engine, per day, compared to US$1٬852 per engine, per day for the prior-generation CFM56.[28]

In 2016, CFM booked 1,801 orders, and the LEAP backlog stood at more than 12,200, worth more than US$170 billion at list price.[2]

By July 2018, the LEAP had an eight-year backlog with 16,300 sales. At that time, more LEAPs were produced in the five years it was on sale than CFM56s in 25 years.[3] It is the second-most ordered jet engine behind the 44-year-old CFM56,[29] which achieved 35,500 orders.[3] 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.[29][30]

In 2020, GE Aviation reported that CFM had lost 1,900 orders for LEAP engines worth US$13٫9 billion (US$7٫3 million each), reducing the backlog value to US$259 billion. More than 1,000 cancellations came from Boeing 737 MAX orders being canceled among the Boeing 737 MAX groundings, while the remainder came from the impact of the COVID-19 pandemic on aviation.[31]

In May 2025, the United States Department of Commerce paused the export of LEAP engines to COMAC.[32]

Production

side view with cutaways

In 2016, the engine was introduced in August on the Airbus A320neo with Pegasus Airlines and CFM delivered 77 LEAP.[2] With the 737 MAX introduction, CFM delivered 257 LEAPs in the first three quarters of 2017, including 110 in the third: 49 to Airbus and 61 to Boeing, and targets 450 in the year.[33] CFM was to produce 1,200 engines in 2018, 1,900 in 2019, and 2,100 in 2020.[34] This is compared to the 1,700 CFM56 produced in 2016.[35]

To cope with the demand, CFM is duplicating supply sources on 80% of parts and even subdivide assembly sites, already shared between GE and Safran.[36] GE assembles its production in Lafayette, Indiana, US in addition to its previous Durham, North Carolina, US facility.[36] As more than 75% of the engine comes from suppliers, critical parts suppliers pass “run-rate stress tests” lasting two to 12 weeks.[36] Pratt & Whitney 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.[36] Safran assembles its production in Villaroche, France, Safran and GE each assemble half of the annual volume.[37] Mecachrome plan to produce 120,000–130,000 LEAP turbine blades in 2018 up from 50,000 in 2017.[38]

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 variation of castings and forgings improves.[3] The production has no single manufacturing choke point by selecting multiple suppliers for every critical part.[3]

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.[3] 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.[3] In 2018, 1,118 engines were delivered.[4]

Over the first half of 2019, CFM revenues were up by 23% to €5٫9 billion with 1,119 engine deliveries; declining sales of CFM56 (258 sold), more than offset by LEAP (861 sold).[5] Recurring operating income rose by 34% to €1٫2 billion, but was reduced by €107 million (US$118 million) due to the negative margins and initial costs of LEAP production, before a positive contribution expected in the second half.[5] Revenues should grow by 15% in 2019 but free cash flow depends on the return to service of the grounded 737 MAX.[5]

In 2019, LEAP production rose to 1,736 engines, and orders and commitments reached 1,968 amid the 737 MAX groundings, compared with 3,211 for 2018, for a stable backlog of 15,614 (compared to 15,620).[39] CFM expects to produce 1,400 LEAP engines in 2020, including an average of 10 weekly LEAP-1Bs for the Boeing 737 Max.[39] By March 2022, CFM intended to output 2,000 engines in 2023, up from 845 deliveries in 2021.[40] 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.[41]

The troubled introduction of the 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 (29%) had not specified which engine would be chosen.[42] From January through early August 2017, 39 PW1100G engines versus 396 CFM LEAP engines were chosen.[42] By 2024, the LEAP was selected for 75% of the A320neo orders.[41] 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.[42]

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.[43] An additional agreement was signed for manufacturing turbine forged parts with Hindustan Aeronautics Limited.[44]

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 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.[45]

In early October 2017, an exhaust gas temperature shift was noticed during a flight and a CMC shroud coating in the HP turbine was seen flaking off in a borescope inspection, creating a leaking gap: eight in-service engines are seeing their coating replaced.[46] Safran provisioned €50 million (US$58 million) to troubleshoot in-service engines, including potentially LEAP-1Bs.[33] Forty LEAP-1A were replaced and the part should be replaced in over 500 in-service engines, while shipments are four weeks behind schedule.[47] Deliveries with the permanent CMC environmental-barrier coating fix began in June.[48]

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.[49] CFM recommended replacing the fuel nozzles more often due to coking, a carbon buildup.[50]

Applications

CFM International LEAP variants[51]
Model Application Thrust range Introduction
-1A Airbus A320neo family 24،500–35،000 lbf (109–156 kN) 2 August 2016[52]
-1B Boeing 737 MAX 23،000–29،000 lbf (100–130 kN) 22 May 2017[53]
-1C Comac C919 27،980–30،000 lbf (124.5–133.4 kN) 28 May 2023[54]

Specifications

Model LEAP-1A[55] LEAP-1B[56] LEAP-1C[55]
Configuration Twin-spool, high bypass turbofan
Compressor 1 fan, 10-stage HP, 3-stage LP[57]
Combustor TAPS II (Twin-Annular, Pre-mixing Swirler second-generation)[51]
Turbine[58] 2-stage HP, 7-stage LP 2-stage HP, 5-stage LP 2-stage HP, 7-stage LP
Overall pressure ratio 40:1[57] (50:1 at top of climb)
TSFC at cruise 0.51 lb/lbf/h (14.4 g/kN/s)[59] 0.53 lb/lbf/h (15.0 g/kN/s)[59] 0.51 lb/lbf/h (14.4 g/kN/s)[60]
Fan diameter[57] 78 in (198 cm) 69.4 in (176 cm) 77 in (196 cm)[61]
Bypass ratio[57] 11:1 9:1 11:1
Length 3.328 m (131.0 in)[أ] 3.147 m (123.9 in) 4.505 m (177.4 in)[ب]
Max. width 2.543 m (100.1 in) 2.421 m (95.3 in) 2.659 m (104.7 in)
Max. height 2.362 m (93.0 in) 2.256 m (88.8 in) 2.714 m (106.9 in)
Max. weight 3،153 kg (6،951 lb) (Wet) 2،780 kg (6،130 lb) (Dry) 3،935 kg (8،675 lb) (Wet)
Max. take-off thrust 143.05 kN (32،160 lbf) 130.41 kN (29،320 lbf) 137.14 kN (30،830 lbf)
Max. continuous thrust 140.96 kN (31،690 lbf) 127.62 kN (28،690 lbf) 133.22 kN (29،950 lbf)
Max. rpm HP: 19,391
LP: 3,894		 HP: 20,171
LP: 4,586		 HP: 19,391
LP: 3,894
  1. ^ fan case forward flange to turbine rear frame aft flange
  2. ^ fan cowl hinge beam front to centre vent tube end
Thrust ratings[62][55][56]
Variant Take-off Max. continuous Application
-1A23 106.80 kN (24،010 lbf) 104.58 kN (23،510 lbf) {{N/A}}
-1A24 106.80 kN (24،010 lbf) 106.76 kN (24،000 lbf) Airbus A319neo (A319-151N), Airbus A320neo (A320-252N)
-1A26 120.64 kN (27،120 lbf) 118.68 kN (26،680 lbf) Airbus A319neo (A319-153N), Airbus A320neo (A320-251N)
-1A29 130.29 kN (29،290 lbf) 118.68 kN (26،680 lbf) Airbus A320neo (A320-253N)
-1A30 143.05 kN (32،160 lbf) 140.96 kN (31،690 lbf) Airbus A321neo (A321-252N), (A321-252NX)
-1A32 143.05 kN (32،160 lbf) 140.96 kN (31،690 lbf) Airbus A321neo (A321-251N), (A321-251NX)
-1A32X 143.05 kN (32،160 lbf) 110.54 kN (24،850 lbf) {{N/A}}
-1A33 143.05 kN (32،160 lbf) 140.96 kN (31،690 lbf) Airbus A321neo (A321-253N), (A321-253NX)
-1A33X 143.05 kN (32،160 lbf) 110.54 kN (24،850 lbf) Airbus A321XLR (A321-253NY)
-1A35A 143.05 kN (32،160 lbf) 140.96 kN (31،690 lbf) {{N/A}}
-1A35AX 143.05 kN (32،160 lbf) 110.54 kN (24،850 lbf) {{N/A}}
-1B25 119.15 kN (26،790 lbf) 115.47 kN (25،960 lbf) Boeing 737 MAX 8, 737 MAX 8-200
-1B27 124.71 kN (28،040 lbf) 121.31 kN (27،270 lbf) Boeing 737 MAX 8, 737 MAX 8-200
-1B28 130.41 kN (29،320 lbf) 127.62 kN (28،690 lbf) Boeing 737 MAX 8, 737 MAX 8-200, Boeing 737 MAX 9
-1C28 129.98 kN (29،220 lbf) 127.93 kN (28،760 lbf) Comac C919-100STD
-1C30 137.14 kN (30،830 lbf) 133.22 kN (29،950 lbf) Comac C919-100ER

See also

تطورات ذات صلة

قوائم ذات صلة

Notes

  1. ^ 77 delivered in 2016,[2] 460 in 2017,[3] 1,118 in 2018,[4] 861 in H1 2019.[5]

References

  1. ^ أ ب "CFM launches a new era as first LEAP engine begins ground testing". CFM International. 6 سبتمبر 2013. Archived from the original on 20 يونيو 2015. Retrieved 7 سبتمبر 2013.
  2. ^ أ ب ت "2016 CFM orders surpass 2,600 engines" (Press release). CFM International. 14 فبراير 2017. Archived from the original on 10 ديسمبر 2019. Retrieved 15 فبراير 2017.
  3. ^ أ ب ت ث ج ح خ Chris Kjelgaard (4 يوليو 2018). "CFM Confident Leap Production Can Catch Up Soon". AIN online. Archived from the original on 5 يوليو 2018. Retrieved 5 يوليو 2018.
  4. ^ أ ب Jon Hemmerdinger (1 فبراير 2019). "MID SUPPLY CHAIN RECOVERY CFM's Leap deliveries doubled in 2018 amid supply chain recovery". Flightglobal. Archived from the original on 26 أكتوبر 2019. Retrieved 26 أكتوبر 2019.
  5. ^ أ ب ت ث David Kaminski-Morrow (5 سبتمبر 2019). "Leap production edges towards positive contribution". Flightglobal. Archived from the original on 5 سبتمبر 2019. Retrieved 5 سبتمبر 2019.
  6. ^ أ ب ت Guy Norris (28 أكتوبر 2013). "Smooth Start To Fast-Paced Leap-1A Test Program". Archived from the original on 28 سبتمبر 2018. Retrieved 5 يوليو 2018. "Pressure testing". Aviation Week & Space Technology. p. 43. Archived from the original on 5 يوليو 2018. Retrieved 5 يوليو 2018.
  7. ^ Chandler, Jerome Greer (18 مايو 2017). "Taking the LEAP: CFM's successor to the fabulous 56". Aviation Pros. Retrieved 1 مارس 2022.
  8. ^ Guy Norris (13 أبريل 2015). "Pratt Targets Hot, Rotating Blade Use Of CMCs". Archived from the original on 28 سبتمبر 2018. Retrieved 5 يوليو 2018. "Hot blades" (PDF). Aviation Week & Space Technology. 27 أبريل 2015. p. 55. Archived (PDF) from the original on 5 يوليو 2018. Retrieved 5 يوليو 2018.
  9. ^ أ ب "CFM Unveils New LEAP-X Engine" (Press release). CFM International. 13 يوليو 2008. Archived from the original on 5 يوليو 2018. Retrieved 5 يوليو 2018.
  10. ^ "New engines: flurry of activity despite downturn". Flightglobal. 6 أكتوبر 2009. Archived from the original on 9 مايو 2018. Retrieved 5 يوليو 2018.
  11. ^ Tomas Kellner (14 أبريل 2015). "The FAA Cleared the First 3D Printed Part to Fly in a Commercial Jet Engine from GE". GE. Archived from the original on 29 يونيو 2017. Retrieved 22 أبريل 2015.
  12. ^ Bogaisky, Jeremy (20 سبتمبر 2022). "China Preps To Launch Its First Big Passenger Jet. It's No Threat To Boeing Or Airbus—Yet". Forbes (in الإنجليزية). Retrieved 26 أبريل 2024.
  13. ^ "LEAP Turbofan Engine, History". Archived from the original on 3 سبتمبر 2018. Retrieved 16 أغسطس 2012.
  14. ^ "CFM Laying the Technology Foundation for the Future" (Press release). 13 يونيو 2005. Archived from the original on 29 أكتوبر 2009.. CFM International
  15. ^ "CFM International to provide engines for COMAC's C919". flightglobal. 21 ديسمبر 2009. Archived from the original on 15 نوفمبر 2019. Retrieved 15 يوليو 2018.
  16. ^ "CFM to finish Leap core testing by mid-May". flightglobal. 28 أبريل 2010. Archived from the original on 3 سبتمبر 2014. Retrieved 15 يوليو 2018.
  17. ^ david kaminski morrow (22 أبريل 2015). "First Leap-powered A320neo moved to flight-test team". flightglobal. Archived from the original on 25 أبريل 2015. Retrieved 22 أبريل 2015.
  18. ^ Guy Norris (20 نوفمبر 2015). "CFM Lifts Veil On Leap Engine Test Details". Aviation Week & Space Technology. Archived from the original on 11 فبراير 2019. Retrieved 12 ديسمبر 2018.
  19. ^ Guy Norris (13 أكتوبر 2014). "CFM Marks 40th Anniversary With Leap-1 Flight Test". Aviation Week & Space Technology. p. 40. Archived from the original on 30 نوفمبر 2014. Retrieved 12 ديسمبر 2018.
  20. ^ "Engine problems aren't Propulsion South Carolina's problem". Archived from the original on 24 أبريل 2015. Retrieved 20 أبريل 2015.
  21. ^ "LEAP engines awarded 180-minute ETOPS certification" (Press release). CFM International. 21 يونيو 2017. Archived from the original on 22 مايو 2018. Retrieved 21 يونيو 2017.
  22. ^ "Boeing and American Airlines Agree on Order for up to 300 Airplanes – Jul 20, 2011". Boeing.mediaroom.com. 20 يوليو 2011. Archived from the original on 9 سبتمبر 2011. Retrieved 31 مايو 2013.
  23. ^ Boeing Confirms Duopoly With Airbus Announcing Re-Engining Of 737 Archived 5 مارس 2016 at the Wayback Machine. Forbes
  24. ^ Boeing rendering illustrates major changes to 737NE Archived 16 أكتوبر 2014 at the Wayback Machine. flightglobal.com
  25. ^ "Southwest Airlines Will Become Launch Customer for the New Boeing 737 Max Aircraft – Southwest Airlines Newsroom". Swamedia.com. 13 ديسمبر 2011. Archived from the original on 15 أكتوبر 2014. Retrieved 31 مايو 2013.
  26. ^ Alan Dron (30 مارس 2018). "Lion Group completes $5.5 billion LEAP-1A purchase". Aviation Week Network. Archived from the original on 31 مارس 2018. Retrieved 31 مارس 2018.
  27. ^ "ALC finalizes $348 million CFM LEAP-1B engine order" (Press release). CFM. 8 أغسطس 2017. Archived from the original on 16 سبتمبر 2017. Retrieved 15 سبتمبر 2017.
  28. ^ "Zhejiang Loong Air signs RPFH agreement for CFM56-5B engines". Aviation News Ltd. 15 يونيو 2015. Archived from the original on 23 سبتمبر 2015. Retrieved 16 يونيو 2015.
  29. ^ أ ب Stephen Trimble (15 يوليو 2018). "CFM looks to another Leap forward at Farnborough". Flightglobal. Archived from the original on 15 يوليو 2018. Retrieved 15 يوليو 2018.
  30. ^ "GE/CFM in "lockstep" with Boeing on NMA". Leeham News. 22 مارس 2018. Archived from the original on 10 ديسمبر 2019. Retrieved 22 مارس 2018.
  31. ^ Jon Hemmerdinger (27 أبريل 2021). "GE Aviation lost 1,900 Leap orders in 12 months". Flightglobal. Archived from the original on 28 أبريل 2021. Retrieved 28 أبريل 2021.
  32. ^ Zach Vasile. "U.S. Blocks Sale of CFM Aircraft Engine to China". 2025-5-30. Flying Magazine. Retrieved 31 مايو 2025.
  33. ^ أ ب Sean Broderick (31 أكتوبر 2017). "Safran Reveals Leap Turbine Shroud Coating Issue Issue". Aviation Week Network. Archived from the original on 31 أكتوبر 2017. Retrieved 31 أكتوبر 2017.
  34. ^ Stephen Trimble (19 يونيو 2017). "GE ups production target to meet Boeing and Airbus demand". Flight Global. Archived from the original on 19 يونيو 2017. Retrieved 19 يونيو 2017.
  35. ^ Max Kingsley-Jones (15 نوفمبر 2016). "CFM quietly confident on Leap production ramp-up". Flight Global. Archived from the original on 15 نوفمبر 2016. Retrieved 15 نوفمبر 2016.
  36. ^ أ ب ت ث "New GE plant highlights CFM ramp-up strategy on Leap". Flight Global. 16 نوفمبر 2016. Archived from the original on 17 نوفمبر 2016. Retrieved 17 نوفمبر 2016.
  37. ^ "CFM confirms initial LEAP-1A and LEAP-1B assembly allocation". MRO Network. 15 ديسمبر 2016. Archived from the original on 25 ديسمبر 2017. Retrieved 24 ديسمبر 2017.
  38. ^ Thierry Dubois (15 مارس 2018). "Leap Engine Deliveries To Airbus Still Challenging". Aviation Week & Space Technology. Archived from the original on 23 مارس 2018. Retrieved 23 مارس 2018.
  39. ^ أ ب David Kaminski-Morrow (27 فبراير 2020). "CFM to build 10 737 Max engines weekly for 2020". Flightglobal. Archived from the original on 26 يناير 2022. Retrieved 27 فبراير 2020.
  40. ^ Jon Hemmerdinger (11 مارس 2022). "GE Aviation confident in ability to double Leap output by 2023". FlightGlobal.
  41. ^ أ ب Dominic Perry (18 فبراير 2024). "Leap sales 'not threatened' by GTF Advantage performance gain, says Safran chief". FlightGlobal.
  42. ^ أ ب ت Rick Clough (22 أغسطس 2017). "Pratt's $10 Billion Jet Engine Lags GE by 10-to-1 on New Orders". Bloomberg. Archived from the original on 23 أغسطس 2017. Retrieved 23 أغسطس 2017.
  43. ^ "Safran selects TEAL for the production of LEAP engine turbine parts in India". The Economic Times. 13 فبراير 2025. ISSN 0013-0389. Retrieved 13 فبراير 2025.
  44. ^ "Aero India 2025| HAL signs agreement with Safran Aircraft Engines and Collins Aerospace". The Hindu (in الإنجليزية). 13 فبراير 2025. ISSN 0971-751X. Retrieved 13 فبراير 2025.
  45. ^ Sean Broderick (31 أغسطس 2017). "Issues With Newest Engines Provide Early MRO-Proving Opportunities". Aviation Week Network. Archived from the original on 20 سبتمبر 2017. Retrieved 20 سبتمبر 2017.
  46. ^ Stephen Trimble (30 أكتوبر 2017). "CFM reviews fleet after finding Leap-1A durability issue". Flightglobal. Archived from the original on 30 أكتوبر 2017. Retrieved 30 أكتوبر 2017.
  47. ^ Rick Clough and Julie Johnsson (5 مارس 2018). "Fix for New Boeing, Airbus Planes". Bloomberg. Archived from the original on 6 مارس 2018. Retrieved 6 مارس 2018.
  48. ^ Chris Kjelgaard (17 يوليو 2018). "CFM Fixes Leap Turbine Shroud Coatings". AIN online. Archived from the original on 17 يوليو 2018. Retrieved 17 يوليو 2018.
  49. ^ Schlangenstein, Mary; Clough, Rick; Levin, Alan (17 أبريل 2019). "Airlines to Conduct Engine Checks on Grounded Boeing Max". Bloomberg News. Archived from the original on 18 أبريل 2019. Retrieved 4 مايو 2019.
  50. ^ Broderick, Sean (18 أبريل 2019). "CFM Monitoring Leap Fleet For Issue Linked To Southwest Engine Failure". Aviation Week Network. Archived from the original on 5 مايو 2019. Retrieved 5 مايو 2019.
  51. ^ أ ب "The Leap Engine". CFM International. Archived from the original on 3 سبتمبر 2018. Retrieved 14 نوفمبر 2016.
  52. ^ "Pegasus starts flying Leap-1A-powered A320neo". Flight Global. 2 أغسطس 2016. Archived from the original on 26 يونيو 2018. Retrieved 3 أغسطس 2016.
  53. ^ "Malindo operates world's first 737 Max flight". Flight Global. 22 مايو 2017. Archived from the original on 13 نوفمبر 2018. Retrieved 22 مايو 2017.
  54. ^ Alfred Chua (28 مايو 2023). "'A new beginning': Comac C919 enters commercial service". Flight Global.
  55. ^ أ ب ت "Type Certificate data sheet for LEAP-1A & LEAP-1C Series Engines" (PDF). EASA. 30 مايو 2018. Archived from the original (PDF) on 13 أكتوبر 2018. Retrieved 12 أكتوبر 2018.
  56. ^ أ ب "Type Certificate data sheet for LEAP-1B Series Engines" (PDF). EASA. 16 يونيو 2017. Archived from the original (PDF) on 4 أبريل 2018. Retrieved 4 أبريل 2018.
  57. ^ أ ب ت ث "LEAP overview" (PDF). CFM International. يونيو 2017. Archived (PDF) from the original on 4 أبريل 2018. Retrieved 4 أبريل 2018.
  58. ^ "Comparing the new technology Narrow-body engines: GTF vs LEAP maintenance costs". Airinsight. 9 نوفمبر 2011. Archived from the original on 18 أبريل 2015. Retrieved 31 مايو 2013.
  59. ^ أ ب Vladimir Karnozov (19 أغسطس 2019). "Aviadvigatel Mulls Higher-thrust PD-14s To Replace PS-90A". AIN Online. Archived from the original on 16 مايو 2021. Retrieved 16 مايو 2021.
  60. ^ Fomin, Andrey (ديسمبر 2011). "PD-14: New generation engine for MC-21". Take-off. pp. 20–21. Archived from the original on 26 يناير 2022. Retrieved 7 أغسطس 2019.
  61. ^ "LEAP-1C: integrated propulsion system for the Comac C919". Safran Aircraft Engines. يونيو 2015. Archived from the original on 21 أبريل 2017. Retrieved 4 أبريل 2018.
  62. ^ "EASA.A.064 - Airbus A318, A319, A320, A321 Single Aisle | EASA". www.easa.europa.eu (in الإنجليزية). 2 مارس 2017. Retrieved 25 ديسمبر 2024.

External links

قالب:Joint development aeroengines

?
تمّ الاسترجاع من "https://www.marefa.org/w/index.php?title=محرك_ليپ&oldid=4162570"