Turkish Airlines CFO Says Leap-1B Talks Are Ongoing

Turkish Airlines said it’s still in talks over Leap-1B engines with CFM International as it works to finalize a major 737 MAX order that could reach up to 150 aircraft, keeping pressure on suppliers during a tense period for the aviation supply chain. Chief Financial Officer Murat Seker confirmed the state of play in November 2025, saying discussions remain active and directly tied to The airline’s decision on whether to proceed with the Boeing narrowbody deal. The carrier has laid out a plan for 100 firm 737 MAX orders and 50 options, but Seker made clear that the agreement depends on engine pricing, availability, and support terms that meet Turkish Airlines’ targets.

Why the engine talks matter

The engine negotiation is not a side note. It sits at the heart of the purchase, because the Leap-1B engines—built by CFM International (the joint venture between GE Aerospace and Safran)—power the 737 MAX family. Without an engine package the airline finds acceptable, the aircraft deal cannot move forward.

“Leap-1B negotiations with CFM International are ongoing,” Seker said, underlining that the talks are still open and that no final decision has been announced.

The airline’s leadership has repeated this message in recent weeks as it balances growth plans against day-to-day realities of parts availability, maintenance capacity, and predictable operating costs.

Strategic fallback and bargaining power

That careful stance also reflects the company’s declared fallback: if terms on the Leap-1B engines do not work, Turkish Airlines is ready to pivot and consider Airbus aircraft instead. Executives present this as a strategic choice, not a bluff, and say maintaining options is intentional given the wider market’s challenges.

This stance demonstrates several points:
– Large buyers can wield bargaining power when production slots, engine shop capacity, and spares pipelines are tight.
– Aircraft and engine deals are tightly linked, even when the airframe gets the public spotlight.
– Procurement choices hinge on the fine print: spare parts commitments, maintenance turnaround times, and service guarantees—not just sticker price.

Long-term fleet goals and operational needs

Chair Ahmet Bolat has described the engine talks as essential to a long-term plan to fly an all new‑generation fleet by 2035. That target frames the current talks as more than a single transaction.

The airline wants:
– Aircraft that cut fuel burn and reduce emissions
– Engines that arrive on time, stay on wing, and come with robust service packages
– Economic and supply terms that support reliable operations over the coming years

These needs tie the negotiation outcome directly to planning for crews, training pilots, and arranging routes.

Widebody program and engine choices

Turkish Airlines is advancing a widebody push in parallel. The company is finalizing a separate order for 75 Boeing 787 Dreamliners, and for that deal it has selected GE Aerospace to provide GEnx engines, spare parts, and maintenance services.

Key takeaways:
– The 787 and 737 MAX discussions are distinct but concurrent.
– The carrier is building both a large narrowbody expansion and a long‑haul upgrade simultaneously.
– Selecting GEnx for the 787 underscores the importance of engine support in buying decisions.

Implications for Boeing, CFM, and Turkish Airlines

People close to the talks expect discussions with Boeing and CFM to continue in the coming weeks. Each party has clear stakes:
– For Boeing, securing the 737 MAX order would be a major win in a competitive market.
– For CFM, closing the gap on Leap-1B engines for such a large narrowbody program would lock in years of production and services.
– For Turkish Airlines, a deal that balances price, delivery, spares, and shop support would underpin growth across Europe, the Middle East, Africa, and beyond.

Industry context: supply strains and procurement leverage

The ongoing negotiations reflect broader strains in aviation. Engine makers and airframers have worked through production and repair backlogs, and airlines have adapted to shifting timelines. In this climate, a carrier of Turkish Airlines’ size can press for tighter guarantees.

• The airline has made clear it will turn to Airbus if it cannot secure acceptable terms from CFM for the 737 MAX.
• That willingness to switch highlights how procurement now depends on service ecosystems—spare parts pools and maintenance commitments—as much as on up‑front costs.

Timing, scale, and consequences

Turkish Airlines has not publicly set a deadline on the Leap-1B engines decision, but its 2035 fleet goal adds urgency. With 100 firm aircraft and 50 options under discussion, the scale is large enough to shape the airline’s network for a decade.

If terms are acceptable:
1. The airline could finalize the 737 MAX order for 100 firm jets with 50 options.
2. That agreement would be backed by a service plan covering parts and maintenance.
3. Delivery and support timelines would need to align with the carrier’s growth and operational plans.

If terms are not acceptable:
– Executives have said they will move to Airbus as a backup to maintain the 2035 new‑generation fleet target.

Messaging and public posture

Seker’s brief comment—“Leap-1B negotiations with CFM International are ongoing”—has carried outsized weight because it focuses attention on the single hurdle that can stop the 737 MAX order. The airline has not publicly criticized any party; it frames the talks as normal for a contract of this size.

Still, the repeated reminder that Airbus remains an option signals the company will not proceed without what it considers fair economic and supply terms. That message speaks to shareholders, employees, and travelers who want predictability from a fast‑growing flag carrier.

Regulatory context and references

Officials and analysts often reference certification and safety records when discussing any 737 MAX transaction. For reference, the U.S. Federal Aviation Administration maintains a public resource on the aircraft’s status and oversight, which readers can review on the Federal Aviation Administration (FAA) website: https://www.faa.gov/aircraft/air_cert/transport/boeing_737_max.

Turkish Airlines has not linked its decision to regulators in its public comments; it has focused on procurement conditions around the Leap-1B engines and the immediate needs of its network plan.

Analysis and commentary

According to analysis by VisaVerge.com, this moment illustrates how airlines weigh aircraft and engine packages together when supply chains are tight and timelines matter. The site notes large carriers can seek better terms by keeping alternatives in play and by linking growth goals to service and parts commitments.

Turkish Airlines’ posture matches that playbook: it is pressing for a deal that works not just on paper, but in the hangar and on the line, day after day.

What’s next

• Talks with Boeing and CFM will continue in the coming weeks.
• The airline will decide whether Leap-1B engines offer the mix of price and support it wants.
• If yes: the 737 MAX order could lock in 100 firm jets with 50 options, backed by comprehensive parts and maintenance support.
• If no: Turkish Airlines will pursue Airbus alternatives to keep its 2035 fleet goal on track.

Either way, the carrier has put engines at the center of the decision—and signaled it will only sign when the terms match its long‑term plan.