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CFM International RISE

The CFM International RISE (Revolutionary Innovation for Sustainable Engines) is a research and technology program launched in 2021 by CFM International, a 50/50 joint venture between GE Aerospace and Safran Aircraft Engines, focused on developing advanced open-fan propulsion systems to significantly enhance fuel efficiency and reduce environmental impact for future commercial aircraft engines.^[1]^[2]^[3] The program's core objective is to achieve more than 20% improvement in fuel burn and corresponding CO2 emissions reductions compared to current high-bypass turbofan engines like the LEAP, while ensuring compatibility with 100% sustainable aviation fuels (SAF) and alternative energy sources such as hydrogen.^[1]^[2] This targets next-generation single-aisle aircraft, including successors to the Airbus A320neo, Boeing 737 MAX, and Comac C919, with potential entry into service in the mid-2030s.^[1]^[2] Over 2,000 engineers are dedicated to the effort, which builds on CFM's legacy of successful engines while addressing sustainability demands in aviation.^[1] At the heart of RISE is an innovative open-fan architecture featuring a single rotating fan with adjustable stators, sixth-generation composite blades, and advanced thermal management systems, differing from traditional ducted turbofans by exposing fan blades to improve propulsive efficiency at speeds up to Mach 0.8 without excessive noise.^[4]^[5] Key innovations include lighter, stronger blades that reduce energy requirements, enhanced durability to mitigate maintenance issues seen in prior engines, and safety features like lower fan RPM (around 1,000) and fuselage armoring to handle blade-out events.^[5] The design also integrates closely with airframe manufacturers for optimized aerodynamics and noise reduction, with early testing confirming lower acoustic levels than the LEAP engine.^[4]^[5] Development progress includes over 350 ground tests validating acoustics, aerodynamics, and durability, along with wind tunnel evaluations and supercomputer simulations that align closely with real-world data.^[1]^[2] Flight testing on an Airbus A380 demonstrator began preparations in 2022 and is slated to commence in the coming years, marking a critical step toward certification and deployment.^[4]^[2] By prioritizing these technologies, RISE positions CFM to lead in sustainable aviation propulsion amid global pressures for decarbonization.^[1]

Development

Background

The CFM International joint venture, established in 1974 as a 50/50 partnership between GE Aerospace and Safran Aircraft Engines (formerly Snecma), has facilitated collaborative research and development in aircraft engine technologies for over four decades.^[6] This structure enables shared expertise in design, production, and innovation, underpinning programs like the Revolutionary Innovation for Sustainable Engines (RISE).^[7] The conceptual foundations of open rotor engines, central to the RISE program, trace back to research spurred by the 1973 oil crisis, which prompted GE and NASA to explore unducted fan designs for improved fuel efficiency amid rising energy costs.^[8] GE's early efforts in the late 1970s included the Quiet Clean Short-Haul Experimental Engine (QCSEE), featuring high-bypass ratios and variable-pitch fan blades to enhance propulsion efficiency.^[7] Safran's predecessors, such as Snecma, contributed to parallel European initiatives on advanced fan technologies during this era, laying groundwork for future joint unducted fan collaborations.^[9] In the 2010s, GE advanced open rotor concepts through subscale wind-tunnel testing and computational fluid dynamics modeling in partnership with NASA, evaluating counter-rotating blade configurations to address noise and efficiency challenges.^[10] Safran demonstrated progress in 2019 with composite fan blades and variable-pitch mechanisms tailored for open-fan architectures, improving durability and performance potential.^[7] These efforts built on CFM's longstanding investments in engine efficiency, exemplified by the evolution from the CFM56—certified in 1979 and entering service in 1982—to the LEAP engine, which achieved 15% better fuel burn through materials like ceramic matrix composites and additive manufacturing by 2016.^[6]

Announcement and Goals

CFM International, the 50/50 joint venture between GE Aerospace and Safran Aircraft Engines, officially announced the RISE program on June 14, 2021, during the Paris Air Show.^[11]^[12] The initiative, expanded as Revolutionary Innovation for Sustainable Engines, aims to pioneer next-generation propulsion technologies to address aviation's environmental challenges.^[11] The primary goals of the RISE program include achieving more than 20% improvement in fuel efficiency and a corresponding reduction in CO₂ emissions compared to current engines like the LEAP, while ensuring compatibility with 100% sustainable aviation fuel (SAF) and hydrogen.^[1]^[11] These targets are designed to support the aviation industry's long-term aspiration of net-zero CO₂ emissions by 2050, as endorsed by the International Civil Aviation Organization (ICAO). Strategically, the program responds to mounting regulatory pressures, including ICAO's emissions standards and carbon offsetting schemes like CORSIA, alongside airline demands for reduced operating costs and lower environmental impact.^[11] To realize these objectives, CFM committed over 2,000 dedicated engineers across GE and Safran facilities, backed by extensive R&D funding through the extended partnership to 2050.^[1]^[13] The program emphasizes an open rotor architecture as the core design choice, selected for its potential to enhance propulsive efficiency and enable entry into service in the mid-2030s.^[11]^[12]

Milestones and Testing

Development of the CFM International RISE engine began advancing from conceptual designs to physical testing in June 2023, when the program initiated evaluations of rotating components, including full-speed spin tests of the open-fan blades to validate structural integrity and dynamic performance.^[14]^[15] Later that year, noise testing conducted at the Airbus facility in Hamburg, Germany, demonstrated that the RISE open-fan architecture produces lower acoustic levels compared to the LEAP engine, addressing key concerns for unducted designs through advanced blade shaping and spacing.^[16]^[17]^[18] In 2024, wind tunnel testing at the ONERA facility in Modane, France, confirmed the aerodynamic efficiency and overall performance of the RISE open-fan configuration, with over 200 hours of trials using a 1:5 scale model to refine blade pitch control and airflow integration.^[19]^[20] Parallel to these efforts, supercomputer simulations on the Frontier system at Oak Ridge National Laboratory enabled precise matching of virtual models to empirical data, accelerating design iterations for noise reduction and fuel efficiency in the open rotor architecture.^[21]^[22]^[17] In May 2025, GE Aerospace completed over 3,000 cycles of endurance testing on high-pressure turbine (HPT) airfoil technologies for the compact engine core demonstrator, validating improved durability, fuel efficiency, and performance under high-thrust conditions compared to conventional designs.^[23] In June 2025, Safran Aircraft Engines achieved major milestones in the development of large-scale composite fan blades for the RISE open-fan architecture, advancing technological readiness for weight reduction and enhanced strength.^[24] As of July 2025, the program had completed more than 350 tests focused on fan acoustics, blade ingestion resilience, and high-speed turbine operations to ensure component durability under operational stresses.^[25] Progress continued into 2025 with the initiation of dust ingestion testing in October, targeting the high-pressure turbine airfoils to assess and enhance durability in environments with high particulate exposure, such as desert operations, through thousands of simulated cycles on a specialized rig.^[26]^[27] Blade-out containment evaluations have incorporated sixth-generation composite blades, leveraging lower rotational speeds and material advancements to significantly mitigate energy release risks—up to six times lower than traditional ducted fans—while maintaining safety standards for the unducted design.^[5]^[28]^[29] Looking ahead, flight testing is scheduled for 2026 on a modified Airbus A380 testbed, a collaboration initiated in 2022 to integrate the RISE demonstrator under the wing and evaluate in-flight aerodynamics, acoustics, and propulsion integration.^[30]^[31] Complementing this, a hydrogen demonstration flight by 2026 will utilize a modified GE Passport engine as a precursor to RISE technologies, focusing on direct combustion systems mounted on the same A380 platform to validate sustainable fuel compatibility.^[32]^[33]

Design

Engine Architecture

The CFM International RISE engine employs a single-stage open rotor design in a tractor configuration, where the blades pull air forward into the engine.^[34] This unducted fan architecture features a rotating row of variable-pitch blades followed by a non-rotating stage of variable-pitch stator vanes, enabling optimized performance across different flight phases by adjusting blade angles for takeoff, cruise, and landing.^[34]^[35] The stator vanes serve as flow recovery elements to reduce swirl and enhance efficiency while also functioning as air brakes for deceleration through reverse thrust capability, eliminating the need for traditional thrust reversers.^[34] At the core of the RISE engine is a high-bypass ratio configuration with a compact core that includes high-pressure compressor and turbine stages, designed to maximize thermal efficiency in a smaller footprint compared to conventional turbofans.^[36]^[37] The open fan achieves a bypass ratio more than five times greater than advanced ducted engines, directing a significant portion of airflow around the core for propulsion.^[36] The fan operates at approximately 1,000 RPM, lower than traditional turbofans to minimize blade stress and noise while supporting cruise speeds of Mach 0.78-0.80, suitable for narrowbody aircraft such as the Airbus A320neo successor.^[5]^[38] Due to its unducted design, the RISE engine requires close coupling with the airframe for effective noise shielding and aerodynamic efficiency, necessitating collaboration with aircraft manufacturers like Airbus and Boeing to integrate the engine near the fuselage or wing for containment and performance optimization.^[39]^[40] This integration approach leverages the tractor configuration to simplify mounting while addressing challenges like blade-out protection through fuselage proximity.^[34]

Key Technologies

The CFM International RISE engine incorporates several innovative subsystems and materials that enable its targeted improvements in efficiency and sustainability. Central to its open-fan architecture are the 6th-generation composite fan blades, made from carbon-fiber reinforced polymers that offer significant weight savings—up to 30% lighter than metallic equivalents—while maintaining high strength and fatigue resistance. These blades support larger diameters for enhanced propulsive efficiency and are engineered to perform reliably in uncontained failure events, with the nacelle incorporating reinforced armoring to contain debris and protect the aircraft fuselage. Safran's production and validation of full-scale prototypes have confirmed their durability under operational loads, contributing to reduced maintenance needs and overall lifecycle costs.^[41]^[36]^[28] Complementing the fan blades is an advanced variable pitch system that adjusts blade angles in real-time to optimize thrust across flight regimes, from high-power takeoff to efficient cruise and even reverse thrust for landing. This mechanism leverages the centrifugal forces of the rotating fan to enable pitch variation without auxiliary actuators or complex linkages, simplifying integration and reducing mechanical complexity compared to traditional geared turbofans. By decoupling fan speed from the low-pressure spool via an advanced gearbox, the system achieves higher bypass ratios and better off-design performance, directly supporting the program's 20% fuel burn reduction goal.^[7]^[42] In the high-pressure turbine section, the airfoils—comprising blades and nozzles—are designed for operation in a compact, high-temperature core that operates at pressures exceeding those of current engines. These components feature advanced ceramic matrix composites and optimized cooling channels to resist thermal degradation, with specific enhancements for dust ingestion and erosion resistance suited to global operating environments. Rigorous endurance testing, including over 3,000 cycles, has validated their ability to extend time-on-wing by improving material integrity and reducing wear from particulate matter, thereby lowering operational costs.^[26]^[27]^[43] Noise mitigation is addressed through targeted acoustic treatments, including stator vanes with saw-tooth or serrated leading edges and strategic blade-to-vane spacing that disrupts noise-generating vortices and turbulence in the open-fan airflow. These designs, informed by computational fluid dynamics, reduce broadband and tonal noise propagation, achieving certification-compliant levels while preserving aerodynamic efficiency. Wind tunnel trials have demonstrated that the configuration produces lower overall noise signatures than ducted predecessors like the LEAP engine.^[44]^[42] Development of these technologies relies heavily on digital twins and AI-driven simulations, which create virtual replicas of the engine for predictive analysis and optimization. Leveraging exascale computing resources such as the Frontier supercomputer at Oak Ridge National Laboratory, these tools simulate complex interactions like airflow over the tractor-mounted open fan at full scale, enabling rapid iterations that refine designs before physical prototyping. This approach has accelerated component maturation, with over 250 validation tests completed, ensuring robust performance predictions and integration compatibility.^[45]

Performance and Specifications

Efficiency and Emissions

The CFM International RISE engine targets a fuel burn reduction of more than 20% compared to the LEAP engine, primarily through enhanced propulsive efficiency enabled by its open rotor architecture, which features larger, slower-turning fan blades that generate greater thrust with less energy loss.^[1] This improvement positions RISE to support aviation's broader sustainability objectives, including the industry's commitment to net-zero carbon emissions by 2050, by minimizing operational fuel use across flight cycles.^[36] In terms of emissions, the RISE program aims for a 20% reduction in CO2 output relative to current-generation engines like the LEAP, achieved through the combined effects of lower fuel consumption and compatibility with advanced combustor designs that promote leaner burning.^[1] These targets align with international standards such as ICAO's CORSIA framework for carbon offsetting and reduction, as well as anticipated future regulations on lifecycle emissions.^[46] Additionally, the engine incorporates technologies to lower NOx emissions via optimized combustion processes, contributing to overall environmental performance without compromising power output.^[36] Noise levels for the RISE open rotor design are engineered to meet ICAO Chapter 14 certification limits, with ground testing demonstrating operation quieter than the LEAP engine due to the slower rotational speeds of the unducted fan and advanced blade shaping that mitigates airflow turbulence.^[9] This acoustic optimization ensures compliance with current and projected noise regulations, facilitating integration into noise-sensitive airport environments.^[2] The engine's core architecture includes a recuperator system that recovers waste heat from exhaust gases to preheat compressor air, yielding thermal efficiency gains in the cycle that support the overall 20% fuel savings target.^[35] These advancements collectively enhance RISE's role in sustainable propulsion, reducing both direct operational impacts and indirect environmental footprints through efficient resource utilization.^[7] As of 2025, over 350 tests have been completed, validating key aspects of the design.^[1]

Fuel Compatibility

The CFM International RISE program incorporates design features enabling full compatibility with 100% sustainable aviation fuel (SAF), allowing operation without engine modifications. Ground testing has confirmed that the engine core performs effectively with unblended SAF, maintaining structural integrity and operational efficiency under standard conditions.^[36]^[47] The RISE engine core is engineered for hydrogen combustion, with modifications to the combustor, fuel system, and control systems to accommodate gaseous or liquid hydrogen as a primary fuel source. In collaboration with Airbus, CFM plans a demonstration flight of a hydrogen-powered variant using an A380 testbed in 2026, with preparations ongoing as of 2025.^[47]^[32] Material selections in the RISE program prioritize resistance to challenges posed by alternative fuels, including advanced ceramic matrix composites for turbine blades that withstand high temperatures and potential byproducts from SAF combustion. Seals and components are designed using alloys and coatings to mitigate hydrogen-induced embrittlement, ensuring durability in multi-fuel operations.^[45]^[36] Fuel system innovations include adaptive injectors capable of handling varying fuel densities and energies, paired with enhanced cooling mechanisms to manage thermal loads from SAF or hydrogen. These features enable seamless switching between fuel types while preserving combustion stability.^[47]^[36] Testing efforts have confirmed compatibility with 100% SAF through dedicated ground tests, with over 350 total tests completed for the RISE program as of 2025, including evaluations under simulated operational stresses to support the program's goal of integrating alternative fuels to reduce overall lifecycle emissions.^[48]^[49]^[1]

Applications and Future

Potential Aircraft Integration

The CFM International RISE engine targets the single-aisle and narrowbody aircraft market, positioning it as a potential powerplant for successors to existing models such as the Airbus A320neo, Boeing 737 MAX, and Comac C919.^[50]^[2] This focus aligns with the engine's open-fan architecture, designed to cruise at Mach 0.8, consistent with current single-aisle performance requirements.^[4] Potential applications include integration into new aircraft programs slated for entry into service in the mid-2030s, emphasizing optimized wing-engine coupling to enhance overall aerodynamic efficiency and reduce drag.^[51]^[52] A key collaboration involves Airbus, which in July 2022 announced a partnership with CFM to utilize a modified A380 as a flight testbed for the RISE open-fan demonstrator.^[53] This program aims to validate wing-engine integration aspects, including the use of the aircraft's wing for noise shielding to mitigate acoustic emissions from the unducted fan blades during flight testing, with flight testing targeted to commence in 2026 from the Airbus Flight Test facility in Toulouse, France (as of 2025).^[54]^[52]^[55] The A380's configuration allows for real-world evaluation of propulsion-airframe interactions without the constraints of a production narrowbody design. Integrating the RISE open-rotor architecture presents several design challenges, necessitating airframe modifications to accommodate the larger, unducted fan diameter and its aerodynamic interactions.^[56] For instance, pylon adjustments are required to optimize thrust alignment and minimize installation losses, ensuring efficient propulsion performance on narrowbody wings.^[57] Noise reduction remains a critical hurdle, addressed through features like serrated stator blades and advanced blade-vane phasing, alongside potential airframe-level solutions such as wing shielding to direct sound away from observers.^[35]^[58] These modifications aim to meet stringent future noise regulations while preserving the engine's projected 20% fuel efficiency gains over current-generation turbofans.^[1] Industry partnerships are facilitating early alignment on certification pathways, with CFM engaging Airbus for coordinated testing and regulatory maturation of the open-fan design.^[54] Similarly, preliminary discussions with Boeing, including the use of RISE technology in the Boeing/NASA X-66A demonstrator (announced 2023) and a November 2024 study on open fan integration with Boeing and NASA, explore compatibility for next-generation single-aisle platforms, focusing on shared certification standards to streamline approval processes across manufacturers.^[50]^[59]^[60]

Market and Timeline

The CFM International RISE program is positioned as the technological foundation for the next generation of CFM engines, with entry into service anticipated in the mid-2030s to power future single-aisle aircraft.^[45]^[1] This timeline aligns with broader industry forecasts projecting demand for over 30,000 new single-aisle aircraft deliveries through 2044, driven by rising global air traffic and fleet replacement needs.^[61]^[62] By targeting more than 20% improvement in fuel efficiency compared to current engines like the LEAP, RISE is expected to enable reductions in overall trip costs for airlines through lower fuel consumption and operational expenses, including reduced maintenance.^[1]^[45] Certification of RISE-derived engines presents significant challenges due to the novel open rotor architecture, requiring FAA and EASA approvals for aspects such as blade-out containment and noise levels that exceed traditional turbofan standards.^[63]^[28] Historical testing in the 1980s highlighted issues with vibration, slower cruise speeds, and excessive noise in open rotor designs, necessitating advanced materials and computational modeling to meet modern regulatory thresholds.^[5] In the competitive landscape, RISE's pure gas turbine open fan approach contrasts with Pratt & Whitney's hybrid-electric concepts, such as the GTF-e, which integrate electric propulsion for efficiency gains.^[64]^[65] While hybrids offer potential modularity for regional applications, RISE positions itself as a scalable, all-turbine solution optimized for high-volume single-aisle markets without relying on emerging electric infrastructure.^[63] Industry skepticism surrounds RISE's blade containment reliability and the substantial development costs associated with open rotor innovation, potentially leading to delays in commercialization.^[28]^[5] Execution risks, including supply chain bottlenecks and regulatory hurdles, could push timelines beyond the mid-2030s, as seen in prior engine programs.^[66] Economically, RISE promises reduced maintenance requirements through durable carbon fiber and ceramic matrix composites, which enhance component longevity and lower lifecycle costs for operators.^[45] These advancements, combined with compatibility for 100% sustainable aviation fuel, align with airline sustainability goals by supporting net-zero emissions targets by 2050 while improving profitability.^[45]^[1]

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Jun 15, 2025 · Regionally diverse new airplane demand, 75% single-aisle. 1,545 | Regional Jet. 33,285 | Single-aisle. 7,815 | Widebody. 955 | Freighters.
[60]
Pratt & Whitney And Rolls-Royce Downplay CFM Open-Fan Threat
Aug 31, 2021 · RISE affirms geared engines, CFM competitors say; Integration, certification and noise challenges face open-fan design. The General Electric ...
[61]
GE Aerospace and Pratt take divergent paths toward developing ...
Jun 11, 2025 · The two primary producers of turbofans for narrowbody passenger jets are following divergent paths in developing engines for next-generation aircraft.<|separator|>
[62]
RTX completes preliminary design review of hybrid-electric Pratt ...
Jul 22, 2024 · Hybrid-electric propulsion technology has potential to increase efficiency and reduce emissions for future aircraft applications.Missing: CFM competitive PWMG
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CFM Growth in 2025 Driven by Boeing MAX Recovery - ePlaneAI
Sep 2, 2025 · Investors remain cautious about execution risks, particularly in an industry where regulatory delays and bottlenecks are common. While ...