Safran handed over 147 CFM International Leap engines during the first half, but the figure has yet to offset the drop in CFM56 deliveries.
The propulsion specialists's figures indicate that it delivered 81 engines in the first quarter but only 66 in the second.
In contrast, it increased CFM56 output, delivering 365 engines in the second quarter against 345 in the first – a total of 710, although this was still 176 fewer than last year.
Safran is a partner in the CFM joint venture which builds the CFM56 for the Airbus A320 and Boeing 737, as well as the Leap for the A320neo, 737 Max and Comac C919.
It states that 15 carrier are operating A320neos with Leap-1A engines, one of two powerplant options on the type, while three are using 737 Max jets fitted, as standard, with the Leap-1B.
Production of the Leap engines is "ramping up", says Safran. The company has total orders for more than 13,100 Leap powerplants including nearly 1,000 recorded at the Paris air show in June.
CFM56 production decreased as operators continued a transition to the new aircraft types. But the CFM56 nevertheless took 389 orders in the first half and the backlog, at the half-year mark, stood at 1,814 engines.
"Demand for the engine ensures that the production ramp down will be more gradual than expected," says Safran.
The decline in CFM56 output nevertheless led to a fall in original equipment revenues for the company's civil engines operation.
High-thrust engine module deliveries, particularly for the General Electric GE90, were also lower.
Safran says that overall first-half revenues for its aerospace propulsion arm declined by 3.4% to €4.86 billion.
Propulsion margin, it says, was affected by the negative margin of Leap engine production and deliveries, and by the reduction in CFM56 output. It says civil aftermarket performance, despite increasing, did not entirely offset the impact.
Source: Cirium Dashboard
