All About Airbus A 320 Family

All About
the A320 Family

Technical appendices
1
Technical appendices
2
Technical appendices - Contents
A320 Family general data

Key data Page 4
Standard cabin layouts Page 8
Lower deck Page 11
Additional fuel capacity Page 14
A320 Family technology features

Flight deck Page 16
Centralised Fault Display System Page 22
Fly-by-wire system Page 25
Wing movable surfaces Page 27
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Engines Page 28
A320 Family performance

Range capability Page 31
Take-off performance Page 39
Landing performance Page 47
Page 3 May 2009

A318 Key data
Maximum take-off weight: -basic 59 000 kg 130 070 lb

-options 61 500 kg 135 580 lb
63 000 kg 138 890 lb
64 500 kg 142 200 lb
66 000 kg 145 500 lb
68 000 kg 149 900 lb
Maximum landing weight: -basic 56 000 kg 123 460 lb

-option 57 500 kg 126 770 lb
Maximum zero-fuel weight: -basic 53 000 kg 116 840 lb

-option 54 500 kg 120 150 lb
Fuel capacity: -basic 24 210 litres 6 400 USG
Operating weight empty (typical): 39 500 kg 87 080 lb
Seats: - typical two-class 107

- maximum 132 (exit limit 145)
Underfloor capacity: - basic 21.21 m3 749 ft3
Powerplants: - PW6000A 22 100 lb to 23 800 lb slst

- CFM56-5B 21 600 lb to 23 300 lb slst
Span 111ft 10in 34.10m

Length 103ft 2in 31.44m
Height 41ft 1in 12.51m
Fuselage width 13ft 3.95m Page 4 May 2009
A319 Key data

-options 68 000 kg 149 920 lb
70 000 kg 154 330 lb
75 500 kg 166 450 lb

-option 62 500 kg 137 790 lb

-option 58 500 kg 128 970 lb
Fuel capacity: - basic 24 210 litres 6 400 USG

- options up to 30 190 litres up to 7 980 USG

- maximum* 160
Underfloor capacity: -basic 27.62 m3 976 ft3

- option 4 LD3-45(W) + 7.22 m /255 ft3
3
Powerplants: - CFM56-5B 22 000 lb to 27 000 lb slst

- V2500-A5 22 000 lb to 26 500 lb slst
* with double overwing exit

Length 111ft 33.84m
A320 Key data

-options 75 500 kg 166 450 lb
77 000 kg 169 750 lb
78 000 kg 171 960 lb

-option 66 000 kg 145 500 lb

-option 62 500 kg 137 780 lb


- maximum 180
Underfloor capacity: -basic 37.41 m3 1 322 ft3

- option 7 LD3-45(W) + 5.89 m3/208 ft3

- V2500-A5 26 500 lb slst

Length 123ft 3in 37.57m
A321 Key data

-options 93 000 kg 205 000 lb
93 500 kg 206 130 lb

-option 77 800 kg 171 520 lb

-option 73 800 kg 162 700 lb


- maximum 220
Underfloor capacity: -basic 51.73 m3 1 828 ft3

- option 10 LD3-45(W) + 5.89 m3/208 ft3

- V2500-A5 30 000 lb to 33 000 lb slst

Length 146ft 44.51m
A320 Family standard cabin layouts
Typical two-class layouts
A318: 107 seats

8F at 38in + 99Y at 32in pitch
A319: 124 seats

A320: 150 seats

A321: 185 seats

16F at 36in
+ 169Y at 32in pitch
Page 8 May 2009

Single-class layouts
A318: 117 seats

117Y at 32in pitch
A319: 134 seats

134Y at 32in pitch
A320: 164 seats

164Y at 31/32in pitch
A321: 199 seats

199Y at 32in pitch
Page 9 May 2009

Single-class, high density layouts
A318: 132 seats

A319: 156 seats

A320: 180 seats


(179Y under FAA regulations)
A321: 220 seats

Page 10 May 2009

A320 Family lower deck
Basic bulk loading configuration
The wider cross-section of the A320 Family means that its cargo
compartments offer more convenient working space and a larger
loading area than any other single-aisle aircraft.
Manual loading advantages:
A318
no investment
Bulk mode
101in
Usable volume:
132in 107in
(3.35m) (2.71m)
maximum available volume
(2.56m)
749ft3 no OWE impact
little infrastructure needs
A319
132in Bulk mode 174in 128in
(3.35m) Usable volume: (4.43m) (3.24m)
976ft3
A320
Bulk mode 258in 128in

191in
(4.85m) Usable volume: (6.55m) (3.24m)
1 322ft3
A321 Can be easily loaded from a simple flat-bed truck

Bulk mode 128in
321in (8.15m) Usable volume: 321in (8.15m) (3.24m)
1 828ft3
Page 11 May 2009
A319, A320 and A321 lower deck
Cargo loading system (CLS)
Turnarounds, with a full load of cargo and baggage, can be as

short as 25 minutes. The container system is fully compatible
with existing ground service equipment, thus reducing extra
inventory costs.
CLS advantages:
Faster turnarounds
Increased revenue potential
A319 Five ULDs (containers or pallets)
Better bad-weather operations
Usable volume:
520(+ 80) ft3
Reduced damage to payload
+ 255ft3 bulk Reduced labour costs
Improved working environment
Optional LD3-40-45
Widebody interline capacity
A320 Seven ULDs (containers or pallets)
Usable volume:
910ft3
+ 208ft3 bulk
A321 Ten ULDs (containers or pallets)

Usable volume:
1 300ft3
+ 208ft3 bulk CLS in action
Page 12 May 2009

Standard containers
A320 Family container system

A320 Long range-compatible unit load devices :
LD3-45 container LD3-45W container or pallet LD3-45 rectangular

(one door) (one or two doors) container or pallet to 45in high
79in 96.5in 61.5in
45in
110ft3 45in
130ft3 90ft3
45in
61.5in 60.4in 61.5in 60.4in 60.4in

LD3-45 LD3-45W LD3-45 rectangular

Max. gross weight kg 1134 container 1134 pallet container 1134 pallet
lb 2500 2500 2500
Internal volume m3 3.1 3.6 3.6 2.5 2.4
ft3 110 130 130 90 84
Page 13 May 2009

Additional fuel capacity
The A319, A320 and A321 can be fitted with one or two Additional Centre Tanks (ACTs) each holding
around 3000 litres, providing operators with extra range.
Operators can match various market requirements for more range or more cargo with a single aircraft.
For example, an airline can use the cargo capacity on its network during the winter and then take
advantage of the ACTs and increase range to make charter operations viable during the summer.
The ACTs can be installed either in bulk and / or CLS mode.
A319 lower deck with ACTs

One additional centre tank ACT Optional LD3-40-45
Four ULDs (containers or pallets):
Usable volume: 390 (+80) ft3 + 255ft3
Bulk mode:
Usable volume: total 810 ft3
Impact / Firewall
Two additional centre tanks ACT
Three ULDs (containers or pallets):

Usable volume: 260 (+80) ft3 + 255ft3
Bulk mode:
Usable volume: total 664 ft3 Optional LD3-40-45
Page 14 May 2009
Additional fuel capacity

One additional centre tank ACT
Six ULDs (containers or pallets):
Usable volume: 780 ft3 + 208ft3
Bulk mode:
Impact / Firewall
Two additional centre tanks ACT
Five ULDs (containers or pallets):

Bulk mode:

One additional centre tank ACT

Nine ULDs (containers or pallets):
Bulk mode:
Impact / Firewall
ACT
Two additional centre tanks
Height ULDs (containers or pallets):
Bulk mode:
Page 15 May 2009
A320 Family flight deck
The advanced flight deck of the A320 Family is virtually identical to that of the A330 and A340 Families
and has a very high commonality with the one of the A350 XWB and A380 Families.
An optimised layout of six LCD (Liquid Crystal Display) screens ensures that the two-person crew can
easily assimilate all relevant data
EFIS displays, for flight information
ECAM displays, for systems, engine and warnings information
All six LCDs are interchangeable, functionally and
by part number.
The absence of heavy, bulky control columns between the pilots

and their instruments, ensures an unimpeded view.
Two Multipurpose Control and Display Units (MCDU) on the

pedestal, in addition to accessing the Flight Management
System (FMS), are used to give systems maintenance data,
in the air and on the ground, upon request.
The system is coupled to a printer and can also be coupled to an optional Aircraft Communication
Addressing and Reporting System (ACARS) link.
Page 16 May 2009

Main instrument panel
Real time flight and systems data are displayed to the pilots on six LCDs.
Flight information is provided by the Electronic Flight Instrument System (EFIS) comprising:
Primary Flight Display (PFD)
Navigation Display (ND) in front of each pilot.
Systems information is provided by the Electronic Centralised Aircraft Monitor (ECAM) comprising:
Engine instrumentation and warnings on the upper screen
Aircraft systems on the lower screen.
The EFIS-ECAM six-LCD design brings:

Lower spares investment
Higher dispatch reliability and enhanced safety
Lower crew workload.
Features Integrated Stand-by Instrumentation System (ISIS) on one additional LCD screen.
Page 17 May 2009

Main instrument panel
ECAM MCDU EFIS

EFIS Systems information Flight management Flight information
Flight information Fault display
ISIS
Systems Engine / Warning ND PFD
PFD ND Display Display FMS CFDS
Retractable tables
Retractable foot rests

Design features : Sidestick controllers
Only 12 main-panel instruments
LCDs identical and interchangeable
Automatic display reconfiguration in event of CRT failure
Excellent ergonomics ease interface between pilot and machine
Page 18 May 2009
Primary Flight Display
The Primary Flight Displays provide clear and accurate information on a range of parameters
including air speed, altitude, attitude and guidance information and heading of the aircraft.
Page 19 May 2009

Navigation Display
The Navigation Displays are located inboard of each Primary Flight Display and provide the pilots with
data on the aircraft’s position and course.
The ND has three selectable modes:

Arc mode: Heading up, horizon limited to a 90° forward sector, with weather radar available
Rose mode: (ILS, VOR, or NAV): Heading up, aircraft symbol in screen centre, with weather
radar available
Plan mode: Display is centred on the selected waypoint, north up.
Page 20 May 2009

Electronic Centralised Aircraft Monitor (ECAM)
Systems information is presented by the ECAM on two screens on the centre console. Sensors throughout
the aircraft continuously monitor the systems and, if a parameter moves out of the normal range,
automatically warn the pilot. The ECAM system is unique to Airbus aircraft.
Upper display Lower display

Engine / warning display System display

Primary engine parameters operational status Flight phase related systems data
N1 limit mode, System pages selectable on demand
fuel quantity, Automatic display of a system page in
flap/slat settings the event of a malfunction
Memo and warning information
Page 21 May 2009
Centralised Fault Display System (CFDS)
The Centralised Fault Display The MCDU is the interactive

Interface Unit (CFDIU), can be interface between the
interrogated from the cockpit maintenance crew and the
through the Multi purpose systems
Control and Display Unit CFDS functions and advantages:
(MCDU) and the information Identification of failed components
provided on the on-board printer
Display / print-out of data
Real-time reporting of data to
Printer
ground facilities
Unjustified removal of components
System
computers
CFDIU ACARS minimised
Improved troubleshooting
Quicker turnarounds
The computers in each system The CFDIU can also be Simple to use
have Built-In Test Equipment interrogated from a ground

station and the information
First-time fault-finding
(BITE) which send the results of
their tests to an interface unit, the transmitted via Aircraft
CFDIU Communication and Reporting
System (ACARS)
The A320 demonstrates class leading reliability and has the

lowest maintenance costs in its class
Page 22 May 2009
AIRMAN
The CFDS is complemented by AIRMAN

Maintenance
(AIRcraft Maintenance ANalysis): fault message
Aircraft: downloaded
A ground-based software tool real-time fault data
dedicated to the identification and
the management of unscheduled CFDS is connected with the ACARS system
maintenance
It allows fast, efficient and simple Central
trouble-shooting reducing costs Fault Information can be transmitted to the ground
ACARS Display in real time
System
Post Flight Report Fault analysis and parts logistics done before
the aircraft lands
Operator logbook entries
Integrated electronic documentation: Airline network

AIRMAN provides direct Access to Airn@v
(AMM, TSM, IPC, MEL…) through hyperlinks.
AIRMAN is the definitive tool for fast, efficient trouble-shooting

Page 23 May 2009
Maintenance optimisation
The A320 Maintenance check intervals have been escalated several times since entry into service.
This is proof of the low-level of non-routine findings in A320 maintenance.
A more flexible maintenance program (non “letter check”) is available to all operators since Jan 2005.
Usage parameters (days or months/ Flight hours/Flight cycles) are now used in order to optimise
the resulting intervals for each Operator’ utilisation.
The tasks of former A and C checks are split between 3 different sub-groups which have their interval
expressed in the corresponding usage parameter (calendar / hourly / cyclic).
Each Operator is therefore able to optimise the Checks intervals depending on their own aircraft utilisation.
Entry into Until Dec

Current position
service 2004
Daily 36 hours 36 hours 36 hours
Weekly 8 cal. days 8 cal. Days 8 cal. Days
A check 350 FH 500 FH 600FH/750FC/100 days

C check 15 mths 15 mths 20 mths/4500FC/6000FH
Zonal/Structure 4/8 years 5/10 years 6/12 years
Fatigue threshold 20 000 FC 24 000 FC 24 000 FC
Landing gear
10 years / 20 000 FC
overhaul
Page 24 May 2009
Fly-by-wire flight controls
Airbus was the pioneer in electrical flight control systems on

commercial aircraft. The advantages of this method of control
are such that it is a feature of all current major passenger
aircraft - except the 737 NG.
A320 Family fly-by-wire advantages:
Basic architecture of Fly-by-wire
Incorporates flight envelope protection
(2)
Ele Reduces costs
Elevator and vato
rs Reduces pilot workload
Aileron Computers
Aile
(1)
(ELAC) ron Improves aircraft performance
s
(2)
Flight Augmentation
er
Computers dd
Ru
(1)
(FAC)
ers
poi l
S Stabiliser
(3) rs
vato trim
(2) Ele
Spoiler and Elevator

Computers Rudder
(SEC) pedals
(1)
Page 25 May 2009
Fly-by-wire flight controls
Safety concepts:
High level of redundancy
Use of dissimilar redundancy (different Flight controls - Schematic
computer types, different micro-processor
types, different vendors)
Each computer divided into two physically
separate units
Segregated power supply sources
Maximum physical segregation in
signalling lanes
Seven computers:
2 ELAC (Elevator and Aileron Computer)

2 FAC (Flight Augmentation Computer)
3 SEC (Spoiler and Elevator Computer)
Three hydraulic systems, Blue, Green and
Yellow are used to control the flight control
surfaces
Page 26 May 2009

Wing movable surfaces
The A320 Family wing features state-of-the-art

leading and trailing edge devices :
Slat 1
Inner and outer flaps, of composite material

Removable without requiring access to integral fuel tank
Deployment up to 40 degrees
Slat 2
Full span slats in five sections, of aluminum alloy material

Slat 3
Deployment up to 27 degrees
Air Brake
Slat 4
Five composite air brakes for roll control and braking 1
2
Slat 5
3
Electrically signaled aileron, of composite material 4
5 Inner Flap
Removable wing tip
Outer Flap Flap Track 2
Flap Track 3
Advanced drag-reducing wingtip Aileron
devices are standard Flap Track 4
A318/A319/A320 wing shown
Page 27 May 2009

Competitive choice of engines on A320 Family
The A320 was designed from the beginning to have the most advanced high by-pass-ratio fan engines,
from two manufacturers, CFM International or International Aero Engines. Now, Pratt & Whitney have
joined the family with the PW6000A for the A318.
The uncompromised design of the engine installation combined with the advanced aerodynamic
design of the wings means that the A320 Family uses less fuel per seat than its nearest competitors,
conserving fuel and at the same time generating less pollution.
Engine
characteristics
PW6000A CFM56-5B V2500-A5
Aircraft applications A318 A318/A319/A320/A321 A319/A320/A321
Nominal thrust range-lbt 22100/23800 21600/33000 22000/33000
Fan diameter-in 56.5 68.3 63.5

Configuration 1.4.5.C.1.3 1.4.9.C.1.4 1.4.10.C.2.5
Nacelle Mixed flow Separate flow Mixed flow
Thrust reverser Clamshell Pivoting door Cascades
Reverser actuation Hydraulic Hydraulic Hydraulic
Gearbox Fan mounted Fan mounted Fan mounted
Controls FADEC FADEC FADEC
Page 28 May 2009
Advanced engine control
Full Authority Digital Engine Control (FADEC) functions:

Full engine fuel control
Thrust setting computation
Engine limit protection
Automatic start sequencing / monitoring
Thrust reverser control / feedback
Flight deck indications FADEC advantages:
Engine health monitoring Substitution of hydromechanical control system
D reduced weight and fuel burn
Increased automation
D reduced pilot workload
Optimised engine control

D reduced maintenance cost
FADEC lowers costs and increases engine life

Page 29 May 2009
A320 Family APU
The Auxiliary Power Unit (APU) provides:

Electrical power on ground and in flight
Bleed air to the pneumatic system for engine start and / or cabin control
Free park-group ground operations capability
In flight relight capability
The A320 Family provides competition for the APU. Three APUs are available:
Honeywell GTCP36-300A (standard)
APIC APS 3200 (standard option)
Honeywell GTCP131-9A (standard option).
Commonality and interchangeability

A321 APU standard can be used without conversion on A320, A319 or A318 and vice versa.
APIC and Honeywell APUs, including their ECBs, are interchangeable on A318/A319/A320/A321.
APU change does not require modification of any other system (Drop-In interchangeability).
Total modification is contained within the APU/ECB system.
The Honeywell APU 131-9A is Drop-In equipment for the A318/A319/A320/A321 with no change to
the aircraft structure.
Page 30 May 2009

A318 range capability
CFMI engines
JAR3% flight profile
200nm alternate
20
MTOW 40
59.0t / 130050lb
107 passengers + 5.1 t (11200lb) cargo

15
MTOW
30
68.0t / 149900lb
Payload (1000 lb)

Payload (t)
1400 nm 3100 nm
10
107 passengers + baggage 20
5
10
0 0
0 500 1000 1500 2000 2500 3000 3500 4000
Distance (nm)
Page 31 May 2009
PW engines
200nm alternate
20
MTOW 40
59.0t / 130050lb

15
MTOW
30
68.0t / 149900lb
Payload (1000 lb)

Payload (t)
1350 nm 3000 nm
10
107 passengers + baggage 20
5
10
0 0
0 500 1000 1500 2000 2500 3000 3500 4000
Distance (nm)
Page 32 May 2009
CFMI engines
200nm alternate
20
MTOW
64.0t / 141100lb
40
MTOW
15
75.5t / 166500lb
30
Payload (1000 lb)

1800 nm 3600 nm
Payload (t)
124 passengers + baggage

10
20
5
10
Supplementary fuel options
0 0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Distance (nm)
Page 33 May 2009
IAE engines
200nm alternate
20
MTOW
64.0t / 141100lb
40
MTOW
15
75.5t / 166500lb
30
Payload (1000 lb)

1800 nm 3600 nm
Payload (t)

10
20
5
10
0 0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Distance (nm)
Page 34 May 2009
CFMI engines
200nm alternate
25
MTOW 50
73.5t / 162050lb
20
MTOW 40
78t / 171950lb
Payload (1000 lb)

15
Payload (t)
3200 nm 30
2600 nm
10
2900 nm 20
5 10
Supplementary fuel option
0 0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Distance (nm)
Page 35 May 2009

IAE engines
200nm alternate
25
MTOW 50
73.5t / 162050lb
20
MTOW 40
78t / 171950lb
Payload (1000 lb)

15
3200 nm
Payload (t)
30
2600 nm
10
2900 nm 20
5 10
Supplementary fuel option
0 0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Distance (nm)
Page 36 May 2009
CFMI engines
200nm alternate
30
MTOW
60
185 passengers + 8.5 t (18700lb) cargo 89t / 196200lb
25
MTOW 50
93.5t / 206100lb
20
Payload (1000 lb)

2400 nm 3000 nm 40
Payload (t)

15
30
2700 nm
10
20
5 10
0 0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Distance (nm)
Page 37 May 2009
IAE engines
200nm alternate
30
MTOW 60
185 passengers + 8.4 t (18500lb) cargo 89t / 196200lb
25
MTOW 50
93.5t / 206100lb
20
Payload (1000 lb)

2400 nm 3000 nm 40
Payload (t)

15
30
2700 nm
10
20
5 10
0 0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Distance (nm)
Page 38 May 2009
A318 Take-off performance
Sea level, JAR3% flight profile

ISA+15°C Typ. 2-class pass. payload
200nm alternate
3,000
9,500
2,750 CFM56-5B8/3
CFM56-5B9/3
PW6122 8,500
2,500 PW6124
7,500
Take-off distance (m)
Take-off distance (ft)

2,250
2,000 6,500
1,750
5,500
1,500
4,500
1,250
3,500
1,000
750 2,500
500 1,000 1,500 2,000 2,500 3,000
Distance (nm)
Page 39 May 2009
2000ft, JAR3% flight profile

200nm alternate
3,000
9,500
2,750 CFM56-5B8/3
CFM56-5B9/3
PW6122 8,500
2,500 PW6124
7,500

2,250
2,000 6,500
1,750
5,500
1,500
4,500
1,250
3,500
1,000
750 2,500
500 1,000 1,500 2,000 2,500 3,000
Distance (nm)
Page 40 May 2009

200nm alternate
3,000
9,500
2,750 CFM56-5B5/3
CFM56-5B6/3
CFM56-5B7/3 8,500
2,500 V2522-A5
V2524-A5
V2527M-A5 7,500

2,250
2,000 6,500
1,750
5,500
1,500
4,500
1,250
3,500
1,000
750 2,500
500 1,000 1,500 2,000 2,500 3,000
Distance (nm)
Page 41 May 2009

200nm alternate
3,000
9,500
2,750 CFM56-5B5/3
CFM56-5B6/3
CFM56-5B7/3 8,500
2,500
V2522-A5
V2524-A5
V2527M-A5 7,500

2,250
2,000 6,500
1,750
5,500
1,500
4,500
1,250
3,500
1,000
750 2,500
500 1,000 1,500 2,000 2,500 3,000
Distance (nm)
Page 42 May 2009

200nm alternate
3,000
9,500
2,750 CFM56-5B4/3
V2527-A5 8,500
2,500
7,500

2,250
2,000 6,500
1,750
5,500
1,500
4,500
1,250
3,500
1,000
750 2,500
500 1,000 1,500 2,000 2,500 3,000
Distance (nm)
Page 43 May 2009

200nm alternate
3,000
9,500
2,750 CFM56-5B4/3
V2527-A5 8,500
2,500
7,500

2,250
2,000 6,500
1,750
5,500
1,500
4,500
1,250
3,500
1,000
750 2,500
500 1,000 1,500 2,000 2,500 3,000
Distance (nm)
Page 44 May 2009

200nm alternate
3,000
9,500
2,750 CFM56-5B1/3
CFM56-5B3/3
8,500
V2530-A5
2,500
V2533-A5
7,500

2,250
2,000 6,500
1,750
5,500
1,500
4,500
1,250
3,500
1,000
750 2,500
500 700 900 1,100 1,300 1,500 1,700 1,900 2,100 2,300 2,500
Distance (nm)
Page 45 May 2009

200nm alternate
3,000
9,500
2,750 CFM56-5B1/3
CFM56-5B3/3
8,500
V2530-A5
2,500
V2533-A5
7,500

2,250
2,000 6,500
1,750
5,500
1,500
4,500
1,250
3,500
1,000
750 2,500
500 700 900 1,100 1,300 1,500 1,700 1,900 2,100 2,300 2,500
Distance (nm)
Page 46 May 2009
A318 Landing performance

Typ. 2-class pass. payload
200nm alternate
2000 6,500
CFM56-5B
1750
PW6000A
5,500
Landing distance (m)
Landing distance (ft)

1500
4,500
MLW
Typical landing weight
1250
2000 ft
Sea level 3,500

1000
750 2,500
50 52 54 56 58 60
Landing weight (t) Page 47 May 2009

200nm alternate
2000 6,500
CFM56-5B
1750
V2500-A5
5,500

1500
MLW
Typical landing weight 4,500
2000 ft
1250
Sea level
3,500
1000
750 2,500
50 52 54 56 58 60 62 64

200nm alternate
2000 6,500
CFM56-5B
1750
V2500-A5
MLW 5,500

1500
4,500
2000 ft
1250
Sea level
3,500
1000
750 2,500
50 52 54 56 58 60 62 64 66 68 70

200nm alternate
2000 6500
CFM56-5B MLW
1750
V2500-A5
5500

2000 ft
1500
4500
Sea level
1250
3500
1000
750 2500
60 62 64 66 68 70 72 74 76 78 80
Assumptions
Performance assumptions (“typical airline” rules)
Weight standards: OWEs are to “typical airline” assumptions including an allowance for
cabin changes and option selection. Cabin layouts are as shown in
the cabin section.
Flight profile: En-route profile includes engine start and taxi-out, take-off, climb,
cruise, descent, approach, landing and taxi-in. Sector distance
comprises the climb, cruise and descent phases.
Payloads: Passenger + baggage weights are 90.7kg / 200lb. Volumetric

payloads assume an average baggage volume of 3.0ft3 per

passenger, a bulk and ULD loadability of 85% and cargo with an
average density of 10ft3.
Page 51 May 2009

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The statements made herein do not constitute an offer. They
are based on the mentioned assumptions and are expressed
in good faith. Where the supporting grounds for these
statements are not shown, AIRBUS S.A.S. will be pleased to
explain the basis thereof.
AIRBUS, its logo, A300, A310, A318, A319, A320, A321,
A330, A340, A350, A380, A400M are registered trademarks.
AIRBUS S.A.S.
31707 BLAGNAC CEDEX, FRANCE
REFERENCE CSMS_PR0907198_V1
May 2009
PRINTED IN FRANCE
© AIRBUS S.A.S. 2009
ALL RIGHTS RESERVED
Page 52 May 2009

All About Airbus A 320 Family

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All About Airbus A 320 Family

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Droits d'auteur :

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All About

the A320 Family

A320 Family general data

A320 Family technology features

A320 Family performance

Page 3 May 2009

Maximum take-off weight: -basic 59 000 kg 130 070 lb

Maximum landing weight: -basic 56 000 kg 123 460 lb

Maximum zero-fuel weight: -basic 53 000 kg 116 840 lb

Fuel capacity: -basic 24 210 litres 6 400 USG

Operating weight empty (typical): 39 500 kg 87 080 lb

Seats: - typical two-class 107

- maximum 132 (exit limit 145)

Underfloor capacity: - basic 21.21 m3 749 ft3

Powerplants: - PW6000A 22 100 lb to 23 800 lb slst

Span 111ft 10in 34.10m

Maximum take-off weight: -basic 64 000 kg 141 100 lb

Maximum landing weight: -basic 61 000 kg 134 480 lb

Maximum zero-fuel weight: -basic 57 000 kg 125 660 lb

Fuel capacity: - basic 24 210 litres 6 400 USG

Operating weight empty (typical): 40 800 kg 89 950 lb

Seats: - typical two-class 124

Underfloor capacity: -basic 27.62 m3 976 ft3

Powerplants: - CFM56-5B 22 000 lb to 27 000 lb slst

* with double overwing exit

Maximum take-off weight: -basic 73 500 kg 162 040 lb

Maximum landing weight: -basic 64 500 kg 142 200 lb

Maximum zero-fuel weight: -basic 61 000 kg 134 480 lb

Fuel capacity: - basic 24 210 litres 6 400 USG

Operating weight empty (typical): 42 600 kg 93 920 lb

Seats: - typical two-class 150

Underfloor capacity: -basic 37.41 m3 1 322 ft3

Powerplants: - CFM56-5B 22 000 lb to 27 000 lb slst

Span 111ft 10in 34.10m

Maximum take-off weight: -basic 89 000 kg 196 200 lb

Maximum landing weight: -basic 75 500 kg 166 450 lb

Maximum zero-fuel weight: -basic 71 500 kg 157 630 lb

Fuel capacity: - basic 24 050 litres 6 350 USG

Operating weight empty (typical): 48 500 kg 106 920 lb

Seats: - typical two-class 185

Underfloor capacity: -basic 51.73 m3 1 828 ft3

Powerplants: - CFM56-5B 30 000 lb to 33 000 lb slst

Span 111ft 10in 34.10m

Typical two-class layouts

A318: 107 seats

A319: 124 seats

A320: 150 seats

12F at 36in + 138Y at 32in pitch

A321: 185 seats

Page 8 May 2009

A318: 117 seats

A319: 134 seats

A320: 164 seats

A321: 199 seats

Page 9 May 2009

Single-class, high density layouts

A318: 132 seats

A319: 156 seats

A320: 180 seats

180Y at 28/29in pitch

A321: 220 seats

Page 10 May 2009

Bulk mode 258in 128in

A321 Can be easily loaded from a simple flat-bed truck