The CEO of European aircraft manufacturer Airbus (AIR.PA) indicated that the new open-rotor technology being tested by engine manufacturer CFM International shows promising potential for improved efficiency and reduced emissions. However, he noted that it remains uncertain whether this technology will prove commercially viable.
Chief Executive Guillaume Faury also mentioned to reporters at the Global Aerospace Summit, hosted by the U.S. Chamber of Commerce, that deliveries of the current generation of LEAP engines from CFM International are still delayed.
“They are behind schedule with their deliveries,” he said.
CFM did not provide an immediate response.
In July, the world’s largest aircraft manufacturer issued a profit warning and reduced its delivery target for airplanes by 30 units, bringing it to 770 aircraft. This adjustment was attributed to supply-chain issues affecting components like engines and cabin interiors, with significant delays particularly impacting LEAP engines.
CFM, a joint venture between GE Aerospace (GE.N) and France’s Safran (SAF.PA), is the top jet engine manufacturer by the number of engines sold. Its LEAP engines are used in all Boeing 737 MAX jets and about half of the Airbus A320neos, where they compete with Pratt & Whitney (RTX.N) for airline contracts.
GE Aerospace CEO Larry Culp stated that the company is working closely with its top 15 suppliers, where most of the shortages are occurring.
“We’ve made significant progress over the past six months by visiting these facilities, helping them identify and address constraints,” he mentioned at the conference.
CFM, which is celebrating its 50th anniversary this month, is testing various technologies that could lead to an open-rotor engine with a larger, more visible main fan designed to capture more air and reduce fuel consumption by 20%.
Industry sources indicate that Boeing is less optimistic about the near-term viability of certain aspects of the technologies in CFM’s RISE demonstrator. According to Aviation Week, Boeing is leaning towards a more conventional engine design.
“We are still testing the open-rotor technology and assessing its noise, vibration, and performance… We haven’t yet determined whether the open-rotor will be successful, but we are hopeful, as it has the potential to offer significant fuel efficiency improvements,” Faury said.
Earlier at the conference, Faury reiterated that Airbus aims to start developing a new jet by the end of the decade.
Pratt & Whitney and Britain’s Rolls-Royce (RR.L.) are developing designs that utilize geared technology with conventional engine housings or nacelles.
This split suggests that Airbus might end up with just one supplier instead of the current two.
Faury expressed a desire for other engine manufacturers to explore open-rotor designs to foster more competition.
He did not dismiss the possibility of working with only one supplier.
“We will need a long-term contract and a compelling offer from CFM. If that is provided, we will be happy to partner with them. Otherwise, we might revert to more traditional technologies, where two manufacturers compete. The outcome is still uncertain,” he noted.
Analysts believe that decisions regarding engine architecture in the coming years will shape the future of air transport for decades as Airbus and Boeing refresh their top-selling medium-haul products and China continues to challenge their dominance in the jet market.
