Ohio, April 25 - In the first quarter of 2025, CFM International, a joint venture between GE Aerospace and Safran Aircraft Engines, reported a 13% year-on-year decline in deliveries of its Leap turbofan engines, with shipments dropping to 319 units from 367 in the same period of 2024. This reduction, disclosed during GE Aerospace’s earnings report on April 22, reflects ongoing supply chain challenges that have hampered production. Despite the setback, CFM remains optimistic about achieving a 15-20% increase in full-year Leap deliveries compared to the 1,407 engines delivered in 2024, targeting a range of 1,618 to 1,688 units. GE chief executive Lawrence Culp expressed confidence in meeting this goal, citing progress in addressing supply chain bottlenecks and enhancements in engine durability as key factors supporting the anticipated ramp-up.
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A significant development highlighted in the quarter is the standardization of a durability kit for Leap-1A engines, which power Airbus A320neo-family jets. This kit, certified by the US Federal Aviation Administration (FAA) late last year, is now included in all Leap-1A engines shipped to Airbus. Designed to extend the life of components prone to premature wear, particularly in harsh environments like the Middle East, where dust and sand accelerate degradation, the kit includes redesigned high-pressure turbine blades, new fuel nozzles, and nozzle supports. Culp noted that the updated turbine blades feature a simpler design, which not only improves durability but also streamlines production, aiding CFM’s delivery targets. The company claims this upgrade enables the Leap-1A to achieve time-on-wing performance comparable to the venerable CFM56, a benchmark for reliability in the industry.
However, skepticism persists among industry insiders about the Leap’s ability to match the CFM56’s legendary durability. The Leap, like its competitor Pratt & Whitney’s PW1000G, operates at higher temperatures and pressures to achieve superior fuel efficiency, 15-20% better than the CFM56, potentially compromising longevity. Jonathan Berger of Alton Aviation Consultancy remarked that the CFM56’s robustness may never be replicated, while Avelo Airlines’ CEO Andrew Levy, operating CFM56-powered 737NGs, bluntly stated that the Leap cannot match its predecessor’s on-wing endurance. These concerns are compounded by historical durability issues, such as a 2017 coating deterioration in Leap-1A turbine parts and compressor stall incidents in 2023, which prompted regulatory action.
CFM is also advancing similar durability improvements for the Leap-1B, which exclusively powers Boeing’s 737 Max. While these enhancements are still in development, the company’s focus on addressing wear in harsh conditions, through innovations like a reverse bleed system to reduce fuel nozzle carbon buildup, demonstrates a commitment to reliability. Despite the Q1 delivery dip, CFM’s proactive measures and ambitious production goals signal a strategic push to overcome challenges and maintain its competitive edge in the narrowbody aircraft market.