During the Jubilee Paris air show Boeing and Ryanair finalised an order for 175 Boeing 737-800 airplanes powered by CFM56-7B engines worth $3.7 billion. Meanwhile, last year the Russian national carrier - Aeroflot – also announced the plans to introduce around 50 Boeing 737 NG to its fleet. These figures indicate a steadily growing demand for the CFM56 Family engines as airlines around the world are renewing their fleets thus building the need for relevant engine specialists, particularly in Eastern Europe and the CIS.
CFM56 Family remains one of the most popular engine types both globally and regionally. For instance, approx.1240 CFM56 engines are being operated in Eastern Europe, Russia and the CIS. Moreover, these engines correspond to about 94-95% of the entire narrowbody aircraft fleet in the Baltics and the CIS. The figures clearly indicate that in the nearest future the CFM56 engine market in the region should show no signs of shrinking.
Table 1. CFM56 Family engine fleet distribution in Eastern Europe, the Baltics and the CIS
While the regional engine market is being dominated by the CFM engine Family, local demand for a particular engine version within the Family is changing. It is estimated that in the nearest future Russian carriers alone will acquire about 1700 new narrow-body aircraft. Being in their second fleet renewal round already, Russian airlines are not only further phasing out their Soviet-era machines, but also shifting towards newer generation aircraft, like Boeing 737 NG. It indicates that while the demand for CFM56-3 series maintenance services remains high, in a few years time the market might slowly start shrinking, giving place to newer CFM56-7 series for B737 NGs. Moreover, we are highly likely to observe a faster development process with regard to CFM56-5B engines, powering Airbus A320s.
‘Aiming to support manufacturers and their new generation aircraft, CFM has designed a number of even more sophisticated solutions for better engine performance. Newer engines help to lower maintenance costs by up to 4%. Meanwhile, the regional demand for relevant specialists and their training will remain quite high, as many local operators and MROs are further investing in both inventory and technical personnel, required to support day-to-day operation of the renewed fleet. We anticipate that in the upcoming several years the demand will grow not only for the CFM56 Engine Training, but also for the more advanced programs, first and foremost – those which focus on the NDT inspections,‘ commented K. Volungevicius