This week, we offer a quick look at CFM International and the iconic history of the joint venture’s engines.

When the JV between GE and Snecma was looking for a commercial application for its CFM56 engine in the early 1980s, the best bet was a re-engined 737.

Setting hindsight aside, it wasn’t a slam dunk. The 737-200 was a popular aircraft and mounting the larger bypass CFM56 under the wing with an undercarriage sized for the smaller JT8-D was a compromise.

The result was the iconic engine inlet shape the 737 would carry, in part, through the 737 MAX (ironically, the attempt to move the engine forward and up on the 737 MAX to minimize this odd inlet shape would bring better efficiencies - but would also add to stability issues that would eventually require the infamous MCAS system).

However, CFM very shortly found another customer on the new A320 platform, setting the stage for two decades of record production. The CFM56-5B was offered as an option on A320 family aircraft against the IAE V2500 - a product of another joint venture, while the CFM56-7B remained the only option on the 737NG.

Finally, the LEAP-1A and -1B (A for Airbus, B for Boeing) became the latest iteration of the program for CFM. Again, the Airbus platform offers an option between the LEAP-1A and Pratt & Whitney’s PW1100G, while the 737 MAX only offers the LEAP-1B engine.

And that is all there is to CFM*.

*note: Oh, and the LEAP-1C (C for COMAC) powering the C919. If you squint, you can see it on the chart

The success of CFM International is hard to deny. Considering the most common engines today, CFM is responsible for over 35,000 engines currently in service - not counting the fleet of spare engines.

Top 20 commercial aircraft engines - and a quiz

Considering the top 20 commercial aircraft engine programs in the world, four of the top five are CFM International.

What engine program comes in at number seven?

When ready, here is the answer.

Our research published this week

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