Farnborough underway with CFM press conference
Tweets from Saturday’s CFM press conference:
Bernie Baldwin @BernieBaldwin
#FARN12 #FIA12 @CFM_engines Part commonality between LEAP-1A and LEAP-1B very little.
CFM: 737 Max Leap-1B engine core has 10-stage 22:1 pressure ratio in the HPC. 1st 5 stages are blisks. Plans 5-stage LPT. #FIA12
Bernie Baldwin @BernieBaldwin
#FARN12 #FIA12 @CFM_engines doesn’t see a commercial use of open rotor technology in the thrust range where CFM sits now until about 2030.
Another shot from @CFM_engines: Each Leap-powered A320neo will have $3-$4M net present value advantage on 15yr term against A320neo w/PW1200
Bernie Baldwin @BernieBaldwin
#FARN12, #FIA12 @CFM_engines LEAP-1A/1C design freeze took place on 28 June 2012, drawings now being released. -1B freeze will be mid 2013.
Interesting: @CFM_engines predicts Leap-1A will beat PW1200 on MX by 50h/yr on A320neo. Also 4 fewer “fill-ups”. #FARN12 #FIA12
Looks like @CFM_engines expects CFM56 production to phase out completely by 2019, meaning no more A320neos & 737NGs. #FIA12 #FARN12
Here is a full story from The Wall Street Journal. Author Jon Ostrower also posted the following image on his Facebook account:
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Leeham News and Comment
- Boeing’s McNerney: Interest in 787-10, 777X high; “our airplanes are better than theirs” May 22, 2013
- Odds and Ends: Boeing ponders 787 rate hike; A350 fly-by at PAS?; EMB wins order for E-Jet May 21, 2013
- United returns 787 to service today; WSJ points to other issues May 20, 2013
- Comparing the 787, 777-200/300ER and the 777-8/9X May 17, 2013
- Assessing the A350 program May 16, 2013
Seems like someone was in a rush: the HPT gas two “stag”‘s and the LPT five “states”.Will be interesting to see if prefer red or blue states…
Yeah, prof read, prof read, prof read.
It is interesting the Leap-1A and Leap-1B engine will have little in common with each other. So why don’t CFMI just call it the Leap-2A or -2B engine?
It will be sad to see the end of the CFM-56 production. By 2019, it will have been in production for 40 years, developement actually began in 1969 and it was introduced at the 1971 PAS.
As of April 2012, more than 28,800 CFM-56 engines have been ordered, and in commerical airline service for more than 30 years;
http://www.cfm56.com/press/news/cfm+celebrates+30+years+of+commercial+service/656
The CFM-56 powers various models of;
KC-135
RC-135
DC-8
E-3
E-6
KE-3
B-737
A-32X
A-340
The CFM56 production will not end in 2019, maybe for new build aircraft, but CFM will produce at least 100 engines a year for customer support.
That may be true, Nicolas. But all we have today is what CFMI is saying. There is no mention of the CFM-56 continuing in production after 2019, unless there is some demand for the engine by a cintract from someone.
I would be interested to know what would be the differences between the Leap -1A and -1B. Many specs sited in the above picture are for both -1A and -01B.
http://airinsight.com/2011/11/09/comparing-the-new-technology-narrow-body-engines-gtf-vs-leap-maintenance-costs/
CFM is obviously reducing the number of LPT stages from 7 on the Leap-1A to 5 stages on the Leap-1B. The Leap-1B’s LPT is supposed to be “ultra-high-efficent” — whatever that means. At least the -1B will be lighter due to the removal of two LPT stages which should lead to slightly less maintenance costs. HP spool looks roughly the same.
Interesting tidbit.
How plane giants descended into global “price war”.
http://www.google.com/search?aq=f&hl=en&gl=us&tbm=nws&btnmeta_news_search=1&q=airbus
http://www.reuters.com/article/2012/07/07/us-airshow-airbus-boeing-idUSBRE8660IH20120707
I know the HPT produces gas… what are you trying to say here?!