Airbus A320 family

The Airbus A320 family is a series of narrow-body airliners developed and produced by Airbus. The A320 was launched in March 1984, first flew on 22 February 1987, and was introduced in April 1988 by Air France.<ref name=Flight3sep1988 /> The first member of the family was followed by the stretched A321 (first delivered in January 1994), the shorter A319 (April 1996), and the shortest variant, the A318 (July 2003). Final assembly takes place in Toulouse in France; Hamburg in Germany; Tianjin in China since 2009; and Mobile, Alabama, in the United States since April 2016.

The twinjet has a six-abreast economy cross-section and came with either CFM56-5A or -5B, or IAE V2500 turbofan engines, except the A318. The A318 does have the IAE V2500 as an option, however the other option is the Pratt & Whitney PW6000. The family pioneered the use of digital fly-by-wire and side-stick flight controls in airliners. Variants offer maximum take-off weights from Template:Convert, to cover a Template:Convert range. The 31.4 m (103 ft) long A318 typically accommodates 107 to 132 passengers. The 124-156 seat A319 is 33.8 m (111 ft) long. The A320 is 37.6 m (123 ft) long and can accommodate 150 to 186 passengers. The 44.5 m (146 ft) A321 offers 185 to 230 seats. The Airbus Corporate Jets are modified business jet versions of the standard commercial variants.

In December 2010, Airbus announced the re-engined A320neo (new engine option), which entered service with Lufthansa in January 2016. With more efficient turbofans and improvements including sharklets, it offers up to 15% better fuel economy. The previous A320 generation is now called A320ceo (current engine option).

American Airlines is the largest A320 operator with 483 aircraft in its fleet, while IndiGo is the largest customer with 930 aircraft on order. In October 2019, the A320 family surpassed the Boeing 737 to become the highest-selling airliner. Template:As of, a total of 19,234 A320 family aircraft had been ordered and 12,014 delivered, of which 11,062 aircraft were in service with more than 350 operators. The global A320 fleet had completed more than 176 million flights over 328 million block hours since its entry into service. The A320ceo initially competed with the 737 Classic and the MD-80, then their successors, the 737 Next Generation (737NG) and the MD-90 respectively, while the 737 MAX is Boeing's response to the A320neo.

Development

Origins

File:Joint European Transport JET2.jpg

The Joint European Transport JET2-100 concept

When Airbus designed the A300 during the late 1960s and early 1970s, it envisaged a broad family of airliners with which to compete against Boeing and Douglas (later McDonnell Douglas), two established US aerospace manufacturers. From the moment of formation, Airbus had begun studies into derivatives of the Airbus A300B in support of this long-term goal.<ref>Template:Cite book</ref> Prior to the service introduction of the first Airbus airliners, engineers within Airbus had identified nine possible variations of the A300 known as A300B1 to B9.<ref name="Gunston">Template:Cite book</ref> A 10th variation, conceived in 1973, later the first to be constructed, was designated the A300B10.<ref name="N&W p.18">Template:Cite book</ref> It was a smaller aircraft which would be developed into the long-range Airbus A310. Airbus then focused its efforts on the single-aisle market, which was dominated by the 737 and McDonnell Douglas DC-9.

Plans from a number of European aircraft manufacturers called for a successor to the relatively successful BAC One-Eleven, and to replace the 737-200 and DC-9.<ref name="FG.com A320"/> Germany's MBB (Messerschmitt-Bölkow-Blohm), British Aircraft Corporation, Sweden's Saab and Spain's CASA worked on the EUROPLANE, a 180- to 200-seat aircraft.<ref name="FG.com A320">Template:Cite web</ref><ref name=NorrisWagner1999>Template:Cite book</ref> It was abandoned after intruding on A310 specifications.<ref name=NorrisWagner1999/> VFW-Fokker, Dornier and Hawker Siddeley worked on a number of 150-seat designs.<ref name="FG.com A320"/>

The design within the JET study that was carried forward was the JET2 (163 passengers), which then became the Airbus S.A1/2/3 series (Single Aisle), before settling on the A320 name for its launch in 1984. Previously, Hawker Siddeley had produced a design called the HS.134 "Airbus" in 1965, an evolution of the HS.121 (formerly DH.121) Trident,<ref>Template:Cite web</ref> which shared much of the general arrangement of the later JET3 study design. The name "Airbus" at the time referred to a BEA requirement, rather than to the later international programme.

Design effort

In June 1977 a new Joint European Transport (JET) programme was set up, established by British Aerospace (BAe), Aerospatiale, Dornier and Fokker.<ref>Template:Cite book</ref><ref>Template:Cite book</ref> It was based at the then BAe (formerly Vickers) site in Weybridge, Surrey, UK. Although the members were all of Airbus' partners, they regarded the project as a separate collaboration from Airbus.<ref name="Aris"/> This project was considered the forerunner of Airbus A320, encompassing the 130- to 188-seat market, powered by two CFM56s.<ref name="FG.com A320"/> It would have a cruise speed of Mach 0.84 (faster than the Boeing 737).<ref name="FG.com A320"/> The programme was later transferred to Airbus, leading up to the creation of the Single-Aisle (SA) studies in 1980, led by former leader of the JET programme, Derek Brown.<ref name=NorrisWagner1999/> The group looked at three different variants, covering the 125- to 180-seat market, called SA1, SA2 and SA3.<ref name="FG.com A320"/> Although unaware at the time, the consortium was producing the blueprints for the A319, A320 and A321, respectively.<ref name=NorrisWagner1999/> The single-aisle programme created divisions within Airbus about whether to design a shorter-range twinjet rather than a longer-range quadjet wanted by the West Germans, particularly Lufthansa.<ref name="FG.com A320"/><ref name=Aris/> However, works proceeded, and the German carrier would eventually order the twinjet.

In February 1981 the project was re-designated A320,<ref name=NorrisWagner1999/> with efforts focused on the blueprint formerly designated SA2. During the year, Airbus worked with Delta Air Lines on a 150-seat aircraft envisioned and required by the airline. The A320 would carry 150 passengers over Template:Cvt using fuel from wing fuel tanks only.<ref name=NorrisWagner1999/> The -200 had the centre tank activated, increasing fuel capacity from Template:Cvt.<ref name="Eden">Template:Cite book</ref> They would measure Template:Cvt, respectively.<ref name=NorrisWagner1999/> Airbus considered a fuselage diameter of "the Boeing 707 and 727, or do something better" and settled on a wider cross-section with a Template:Cvt internal width, compared to Boeing's Template:Cvt.<ref name="FG.com A320"/> Although heavier, this allowed the A320 to compete more effectively with the 737. The A320 wing went through several design stages, eventually measuring Template:Cvt.<ref name=Eden/>

National shares

The UK, France and West Germany wanted responsibility over final assembly and its associated work, known as "work-share arguments". The Germans requested an increased work-share of 40%, while the British wanted the major responsibilities to be swapped around to give partners production and research and development experience. In the end, British work-share was increased from that of the two previous Airbuses.<ref name="Aris">Template:Cite book</ref>

France was willing to commit to launch aid, or subsidies, while the Germans were more cautious.<ref name=Aris/> The UK government was unwilling to provide funding for the tooling, requested by BAe and estimated at £250 million; it was postponed for three years.<ref name="Eden"/> On 1 March 1984, the British government and BAe agreed that £50 million would be paid, whether the A320 flew or not, while the rest would be paid as a levy on each aircraft sold.<ref name=Aris/> In 1984, the program cost was then estimated at £2 billion ($2.8 billion) by Flight International,<ref>Template:Cite news</ref> equivalent to £Template:Inflation billion today.

Launch

File:F-WWAI A320-131 Airbus Industrie(prototype) FAB SEP88 (13753510323).jpg

The A320 first prototype (retrofitted with IAE V2500-A1 engines) at the 1988 Farnborough Airshow

The programme was launched on 2 March 1984.<ref>Template:Cite press release</ref> At the time, Airbus had 96 orders.<ref name=NW1999/>Template:Rp Air France was its first customer to sign a "letter of intent" for 25 A320s and options for 25 more at the 1981 Paris Air Show.<ref>Template:Cite press release</ref> In October 1983, British Caledonian placed seven firm orders, bringing total orders to more than 80.<ref>Template:Cite press release</ref> Cyprus Airways became the first customer to place an order for V2500-powered A320s in November 1984, followed by Pan Am with 16 firm orders and 34 options in January 1985, and then Inex Adria.<ref name=NW1999/>Template:Rp One of the most significant orders occurred when Northwest Airlines placed an order for 100 A320s in October 1986, powered by CFM56 engines, later confirmed at the 1990 Farnborough Airshow.<ref name=NW1999>Template:Cite book</ref>Template:Rp

During A320 development, Airbus considered propfan technology, which was backed by Lufthansa.<ref name=Aris/> At the time unproven, the technology essentially consisted of a fan placed outside the engine nacelle, offering turbofan speeds and turboprop economics; ultimately, Airbus stuck with turbofans.

Power on the A320 was to be supplied by two CFM56-5-A1s rated at Template:Convert.<ref name="Eden"/> It was the only engine available until the arrival of the IAE V2500, offered by International Aero Engines, a group composed of Rolls-Royce plc, Pratt & Whitney, Japanese Aero Engine Corporation, Fiat and MTU. The first V2500 variant, the V2500-A1, has a thrust output of Template:Convert,<ref>Template:Cite web</ref> hence the name. It is 4% more efficient than the CFM56, with cruise thrust-specific fuel consumption for the -A5 at Template:Cvt for the CFM56-5A1.<ref>Template:Cite book</ref>

Entry into service

File:Airbus A320-100 Air France (AFR) F-GFKQ - MSN 002 (10655931213).jpg

The first A320 was delivered to Air France on 28 March 1988; the early A320-100s had no wingtip fences.

In the presence of then-French Prime Minister Jacques Chirac and the Prince and Princess of Wales, the first A320 was rolled out of the final assembly line at Toulouse on 14 February 1987 and made its maiden flight on 22 February in 3 hours and 23 minutes.<ref name=A320Maiden>Template:Cite press release</ref> The flight test programme took 1,200 hours over 530 flights. European Joint Aviation Authorities (JAA) certification was awarded on 26 February 1988.<ref name=NW1999/>Template:Rp The first A320 was delivered to Air France on 28 March,<ref>Template:Cite press release</ref> and began commercial service on 8 April with a flight between Paris and Berlin via Düsseldorf.<ref name="AirfranceA320EIS">Template:Cite press release</ref> In 1988, the clean-sheet aircraft program cost was 5.486 billion French francs.<ref>Template:Cite journal</ref>

Stretching the A320: A321

File:Airbus A321-100 Lufthansa (DLH) D-AIRB - MSN 468 - Named Baden-Baden (3526963624).jpg

Lufthansa was the first to receive the stretched A321 on 27 January 1994.<ref name="Eden"/>

The first derivative of the A320 was the Airbus A321, also known as the Stretched A320, A320-500 and A325.<ref name=NorrisWagner1999/><ref>Template:Cite book</ref> Its launch came on 24 November 1988 after commitments for 183 aircraft from 10 customers were secured.<ref name=NorrisWagner1999/><ref name="Reed p.84"/> The aircraft was to be a minimally changed derivative, apart from minor wing modifications and the fuselage stretch itself. The wing would incorporate double-slotted flaps and minor trailing edge modifications,<ref name=NorrisWagner1999/> increasing wing area from Template:Cvt to Template:Cvt.<ref name="A321 described">Template:Cite web</ref> The fuselage was lengthened by four plugs (two ahead and two behind the wings), making the A321 Template:Convert longer than the A320 overall.<ref name=NorrisWagner1999/><ref name="A320 specifications"/><ref name="A321 specifications"/> The length increase required enlarged overwing exits, which were repositioned in front of and behind the wings.<ref name="Eden"/> The centre fuselage and undercarriage were reinforced to accommodate an increase in maximum takeoff weight of Template:Cvt, for a total of Template:Cvt.<ref name=NorrisWagner1999/>

Final assembly for the A321 would be, as a first for any Airbus, carried out in Germany (then West Germany).<ref>Template:Cite news</ref> This came after a dispute between the French, who claimed the move would incur $150 million (€135 million) in unnecessary expenditures associated with the new plant,<ref name=NorrisWagner1999/> and the Germans, who argued that it would be more productive for Airbus in the long run. The second production line was located at Hamburg, which would also subsequently produce the smaller Airbus A319 and A318. For the first time, Airbus entered the bond market, through which it raised $480 million (€475 million) to finance development costs.<ref name="Reed p.84">Template:Cite book</ref> An additional $180 million (€175 million) was borrowed from the European Investment Bank and private investors.<ref name=NorrisWagner1999/>

The maiden flight of the Airbus A321 came on 11 March 1993, when the prototype, registration F-WWIA, flew with IAE V2500 engines; the second prototype, equipped with CFM56-5B turbofans, flew in May. Lufthansa and Alitalia were the first to order the stretched Airbuses, with 20 and 40 aircraft, respectively. The first of Lufthansa's V2500-A5-powered A321s arrived on 27 January 1994, while Alitalia received its first CFM56-5B-powered aircraft on 22 March.

Shrinking the A320: A319

File:14cd - Swissair Airbus A319-112; HB-IPY@ZRH;15.02.1998 (5424583398).jpg

The first A319 was delivered to Swissair on 25 April 1996.

The A319 was the following derivative of the baseline A320. The design was a "shrink", with its origins in the 130- to 140-seat SA1, part of the Single-Aisle studies, which had been shelved as the consortium focused on its bigger siblings.<ref name=NorrisWagner1999/> After healthy sales of the A320/A321, Airbus focused once more on what was then known as the A320M-7, meaning A320 minus seven fuselage frames.<ref name=Eden/> It would provide direct competition for the 737-300/-700.<ref name=NorrisWagner1999/> The shrink was achieved through the removal of four fuselage frames fore and three aft of the wing, cutting the overall length by Template:Convert.<ref name="A320 specifications"/><ref name="Meeting demand">Template:Cite web</ref><ref name="A319 specifications"/> Consequently, the number of overwing exits was reduced from four to two. The bulk-cargo door was replaced by an aft container door, which can take in reduced height LD3-45 containers.<ref name="Meeting demand"/> Minor software changes were made to accommodate the different handling characteristics; otherwise the aircraft was largely unchanged. Power is provided by the CFM56-5A, CFM56-5B, or V2500-A5, derated to Template:Cvt, with option for Template:Cvt thrust.<ref>Template:Cite web</ref>

Airbus began offering the new model from 22 May 1992, with the actual launch of the $275 million (€250 million) programme occurring on 10 June 1993;<ref name="Meeting demand"/><ref name=NorrisWagner1999/><ref name="Gunston"/> the A319's first customer was ILFC, which signed for six aircraft. On 23 March 1995, the first A319 underwent final assembly at Airbus' German plant in Hamburg, where A321s were also assembled. It was rolled out on 24 August 1995, with the maiden flight taking place the following day.<ref name=Eden/> The certification programme took 350 airborne hours involving two aircraft. Certification for the CFM56-5B6/2-equipped variant was granted in April 1996, and qualification for the V2524-A5 started the following month.<ref name=NorrisWagner1999/>

Delivery of the first A319, to Swissair, occurred on 25 April 1996; it entered service by month's end.<ref name=NorrisWagner1999/> In January 1997, an A319 broke a record during a delivery flight by flying the Template:Convert great circle route to Winnipeg, Manitoba from Hamburg in 9 hours and 5 minutes.<ref name=NorrisWagner1999/> The A319 has proven popular with low-cost airlines such as EasyJet, which purchased 172 of them.<ref name="Airbus_O_D"/>

Second shrink: A318

File:N806FR at LAX.jpg

Frontier Airlines received the first A318 on 22 July 2003.

The A318 was born out of mid-1990 studies between Aviation Industry Corporation of China (AVIC), Singapore Technologies Aerospace, Alenia and Airbus on a 95- to 125-seat aircraft project. The programme was called the AE31X, and covered the 95-seat AE316 and 115- to 125-seat AE317.<ref name=NorrisWagner1999/> The former would have had an overall length of Template:Cvt, while the AE317 was longer by Template:Cvt, at Template:Cvt.<ref name=AE31X>Template:Cite journal</ref> The engines were to be two Rolls-Royce BR715s, CFM56-9s, or the Pratt & Whitney PW6000;<ref name=NorrisWagner1999/><ref name=AE31X/> with the MTOW of Template:Cvt for the smaller version and Template:Cvt for the AE317, the thrust requirement were Template:Cvt and Template:Cvt, respectively.<ref name=AE31X/> Range was settled at Template:Cvt and Template:Cvt for the high gross weights of both variants.<ref name=AE31X/> Both share a wingspan of Template:Cvt<ref name=AE31X/> and a flight deck similar to that of the A320 family. Costing $2 billion (€1.85 billion) to develop, aircraft production was to take place in China.<ref name=NorrisWagner1999/>

Simultaneously, Airbus was developing the Airbus A318. In early 1998, Airbus revealed that it was designing a 100-seat aircraft based on the A320. The AE31X project was terminated by September 1998, and Airbus officially announced the A318<ref name=NorrisWagner1999/> at that year's Farnborough Airshow.<ref name="Gunston"/> The aircraft was the smallest in Airbus's product range, and was developed coincidentally at the same time as the largest commercial aircraft in history, the Airbus A380. First called A319M5 in as early as March 1995, it was shorter by Template:Convert ahead of the wing and Template:Convert behind.<ref name="Gunston"/> These cuts reduced passenger capacity from 124 on the A319 to 107 passengers in a two-class layout.<ref name="A318 specifications"/> Range was Template:Convert, or Template:Convert with upcoming Sharklets.<ref name="A318 specifications"/>

The 107-seater was launched on 26 April 1999 with the options and orders count at 109 aircraft.<ref name="Gunston"/> After three years of design, the maiden flight took place at Hamburg on 15 January 2002.<ref>Template:Cite web</ref> Tests on the lead engine, the PW6000, revealed worse-than-expected fuel consumption.<ref name="Minibus">Template:Cite web</ref> Consequently, Pratt & Whitney abandoned the five-stage high-pressure compressor (HPC) for the MTU-designed six-stage HPC. The 129 order book for the A318 shrank to 80 largely because of switches to other A320 family members.<ref name="Minibus"/> After 17 months of flight certification, during which 850 hours and 350 flights were accumulated, JAA certification was obtained for the CFM56-powered variant on 23 May 2003.<ref name="Minibus"/> On 22 July 2003, first delivery for launch customer Frontier Airlines occurred,<ref name="Gunston"/> entering service before the end of the month.

Production

File:A321 final assembly (9351765668).jpg

An Airbus A321 on final assembly line 3 in the Airbus Hamburg-Finkenwerder plant

The Toulouse Blagnac final assembly line builds A320s, whereas the Hamburg Finkenwerder final assembly line builds A318s, A319s, and A321s. The Airbus factory in Tianjin, China assembles A319s, A320s, and A321s; A320s and A321s are also assembled at the Airbus Americas factory in Mobile, Alabama.<ref>Template:Cite web</ref> Airbus produced a total of 42 A320s per month in 2015, and expected to increase to 50 per month in 2017.<ref name=osb1>Template:Cite news</ref>

Production of parts takes place in a large number of countries around the world. For example, the centre fuselage is made in Hamburg, Germany; the horizontal stabiliser is produced in Getafe, Spain; and the rudder is produced in Harbin, China.Template:Citation needed

As Airbus targets a 60 monthly global production rate by mid-2019, the Tianjin line delivered 51 in 2016 and it could assemble six per month from four as it starts producing A320neos in 2017; 147 Airbus were delivered in 2016 in China, 20% of its production, mostly A320-family, a 47% market share as the country should become the world's largest market ahead of the US before 2027.<ref>Template:Cite news</ref>

In June 2018, along a larger and modernised delivery centre, Airbus inaugurated its fourth Hamburg production line, with two seven-axis robots to drill 80% of fuselage upper side holes and autonomous mobile tooling platforms, following Design Thinking principles.<ref>Template:Cite press release</ref> By January 2019, Mobile was outputting 4.5 A320s per month, raising to five by the end of the year.<ref name="avweek-20190117">Template:Cite news</ref>

In September 2019, Airbus reached a milestone with the delivery of the 9000th A320-family aircraft, to Easyjet. In October 2019, Airbus inaugurated a highly automated fuselage structure assembly line for A320 Family aircraft in Hamburg, showcasing an evolution in Airbus' industrial production system.<ref>Template:Cite press release</ref> Production rates continue to rise, and Airbus aims to reach a production rate of 63 aircraft per month by 2021, which would result in the 10,000th delivery occurring early that year.<ref>Template:Cite news</ref>

Due to the impact of the COVID-19 pandemic on aviation, demand for new jets was reduced in 2020 and Airbus cut its monthly production from 60 to 40 A320s.<ref name=Flight27oct2020>Template:Cite news</ref> In October 2020, the 500th A320 built in Tianjin, an A320neo, was delivered to China Southern, twelve years after the final assembly line start in 2008.<ref>Template:Cite news</ref>

A320 Enhanced

In 2006, Airbus started the A320 Enhanced (A320E) programme as a series of improvements targeting a 4–5% efficiency gain, with large winglets (2%), aerodynamic refinements (1%), weight savings and a new aircraft cabin.<ref name=Flight20jun2006>Template:Cite news</ref> Engine improvements that reduced fuel consumption by 1% were made to the A320 in 2007 with the CFM56 Tech Insertion<ref>Template:Cite web</ref> and in 2008 with the V2500Select (One).<ref>Template:Cite news</ref>

Sharklets

File:Sharklet of F-WWIQ Airbus A320 ILA 2012 05.jpg

Wingtip sharklet

In 2006, Airbus tested three styles of winglets intended to counteract the wing's lift-induced drag and wingtip vortices more effectively than the previous wingtip fence. The first design type to be tested was developed by Airbus and based on work done by the Template:Abbr programme.<ref>Template:Cite web</ref> The second type of winglet incorporated a more blended design and was designed by Winglet Technology, a company based in Wichita, Kansas, US. Two aircraft were used in the flight test evaluation campaign – the prototype A320, which had been retained by Airbus for testing, and a new build aircraft which was fitted with both types of winglets before it was delivered to JetBlue.Template:Citation needed

Despite the anticipated efficiency gains and development work, Airbus announced that those winglets would not be offered to customers, claiming that the weight of the modifications required negated any aerodynamic benefits.<ref name="fi_20061010">Template:Cite news</ref> On 17 December 2008, Airbus announced it was to begin flight testing an existing blended winglet design developed by Aviation Partners Inc. as part of an A320 modernisation programme using the A320 prototype.<ref>Template:Cite web</ref>

Airbus launched the sharklet blended winglets during the November 2009 Dubai Airshow. Installation adds Template:Cvt but offers a 3.5% fuel burn reduction on flights over Template:Cvt,<ref>Template:Cite news</ref> saving approximately US$220,000 and 700 t of CO₂ per aircraft per year.<ref>Template:Cite news</ref> The Template:Convert tall wingtip devices are manufactured by Korean Air Aerospace Division.<ref>Template:Cite press release</ref>

In December 2011, Airbus filed suit in the western district of Texas over Aviation Partners' claims of infringement of its patents on winglet design and construction which were granted in 1993. Airbus' lawsuit seeks to reject responsibility to pay royalties to Aviation Partners for using its designs, despite work performed together with both parties to develop advanced winglets for the Airbus A320neo.<ref>Template:Cite news</ref>

The first sharklet-equipped Airbus A320 was delivered to Indonesia AirAsia on 21 December 2012, offering a Template:Cvt payload and Template:Cvt range increases over the original aircraft specifications.<ref>Template:Cite press release</ref>

Cabin

In 2007, Airbus introduced a new enhanced, quieter cabin with better luggage storage and a more modern look and feel, and a new galley that reduced weight, increased revenue space and improved ergonomics and design for food hygiene and recycling.<ref>Template:Cite press release</ref> It offered a new air purifier with filters and a catalytic converter, removing unpleasant smells from the air before it is pumped into the cabin, as well as LEDs for mood lighting and a new passenger service unit (PSU).<ref>Template:Cite web</ref>

Offering 10% more overhead bin volume, more shoulder room, a weight reduction, a new intercom and in-flight entertainment system, noise reduction and slimmer PSU, the enhanced cabin can be retrofitted.<ref>Template:Cite press release</ref> The flight crew controls the cabin through touchscreen displays.<ref>Template:Cite video</ref>

New Engine Option

File:AIB A320neo F-WNEW 27may15 LFBO-1.jpg

Airbus A320neo with larger engines and sharklets

The A320neo (neo for new engine option) is a development launched on 1 December 2010, making its first flight on 25 September 2014 and introduced by Lufthansa on 25 January 2016. Re-engined with CFM International LEAP-1A or Pratt & Whitney PW1000G engines and with large sharklets, it was designed to be 15% more fuel efficient. Its three variants are based on the previous A319, A320 and A321. Airbus received 6,031 orders by March 2018 and delivered 318 by May 2018. The original family was renamed A320ceo, for current engine option. As of July 2024, IndiGo has 173 Airbus A320neos under service, making it the largest operator of this type of aircraft.

Replacement airliner

In 2006, Airbus was studying a future replacement for the A320 series, tentatively dubbed as NSR or "New Short-Range aircraft".<ref>Template:Cite news</ref> The follow-on aircraft to replace the A320 was to be named A30X. In 2007, Airbus North America President Barry Eccleston stated that the earliest the aircraft could have been available was 2017.<ref>Template:Cite magazine</ref> In January 2010, John Leahy, Airbus's chief operating officer-customers, stated that an all-new single-aisle aircraft was unlikely to be constructed before 2024 or 2025.<ref>Template:Cite web</ref>

Design

File:Iberia Airbus A320 EC-HAD.jpg

The Airbus A320 is a low-wing airliner with twin turbofans and a conventional tail.

The Airbus A320 family are narrow-body (single-aisle) aircraft with a retractable tricycle landing gear and powered by two wing pylon-mounted turbofan engines. After the oil price rises of the 1970s, Airbus needed to minimise the trip fuel costs of the A320. To that end, it adopted composite primary structures for the empennage with a conventional tail configuration, centre-of-gravity control using fuel, a glass cockpit (EFIS) with side-stick controllers and a two-crew flight deck.

Airbus claimed the 737-300 burns 35% more fuel and has a 16% higher operating cost per seat than the V2500-powered A320.<ref>Template:Cite magazine</ref> A 150-seat A320 burns Template:Cvt of jet fuel over Template:Cvt (between Los Angeles and New York City), or Template:Cvt per seat with a 0.8 kg/L fuel.<ref name=SEI200805>Template:Cite news</ref> Its wing is long and thin, offering better aerodynamic efficiency because of the higher aspect ratio than the competing 737 and MD-80.

Airframe

File:Iberia a320-200 planform ec-hyc arp.jpg

Planform view with flaps still partly extended, showing the 10.3 wing aspect ratio and 25° wing sweep

The Airbus A320 family are low-wing cantilever monoplanes with a conventional empennage with a single vertical stabiliser and rudder. Its wing sweep is 25 degrees. Compared to other airliners of the same class, the A320 features a wider single-aisle cabin of Template:Convert outside diameter,<ref name="A320 specifications"/> compared to the Template:Cvt of the Boeing 737 or 757, and larger overhead bins. Its cargo hold can accommodate unit load device containers.

The A320 airframe includes composite materials and aluminium alloys to save weight and reduce the total number of parts to decrease the maintenance costs.<ref name="A320 Family Technology">Template:Cite web</ref> Its tail assembly is made almost entirely of such composites by CASA, which also builds the elevators, main landing gear doors, and rear fuselage parts.<ref name=NorrisWagner1999/>

Flight deck

File:Turkish Airlines Airbus A321 cockpit closeup.jpg

The A320 glass cockpit has fly-by-wire controls.

The A320 flight deck features a full glass cockpit, rather than the hybrid versions found in previous airliners. It is also equipped with an Electronic Flight Instrument System (EFIS) with side-stick controllers. The A320 has an Electronic Centralised Aircraft Monitor (ECAM) to give the flight crew information about all of the systems on the aircraft. The only analogue instruments were the radio-magnetic indicator and brake pressure indicator.

Since 2003, the A320 has featured liquid crystal display (LCD) units on the flight deck instead of the original cathode-ray tube (CRT) displays. These include both main displays and the backup artificial horizon, which also previously had an analogue display.<ref>Template:Cite web</ref>

Airbus offers an avionics upgrade for older A320 aircraft, the In-Service Enhancement Package, to keep them updated.<ref>Template:Cite press release</ref> Digital head-up displays are also available.<ref>Template:Cite web</ref>

The A320 retained the dark cockpit (where an indicator is off when its system is running; useful for drawing attention to dysfunctions when an indicator is lit) from the A310, the first widebody designed to be operated without a flight engineer and influenced by Bernard Ziegler, first Airbus CEO Henri Ziegler's son.<ref>Template:Cite web</ref>

Fly-by-wire

The A320 is the world's first airliner with digital fly-by-wire (FBW) flight control system: input commands through the side-stick are interpreted by flight control computers and transmitted to flight control surfaces within the flight envelope protection; in the 1980s the computer-controlled dynamic system of the Dassault Mirage 2000 fighter cross-fertilised the Airbus team which tested FBW on an A300.<ref name=FG170220>Template:Cite news</ref> At its introduction, fly-by-wire and flight envelope protection was a new experience for many pilots.

All following Airbuses have similar human/machine interface and systems control philosophy to facilitate cross-type qualification with minimal training. For Roger Béteille, then Airbus president, introducing fly-by-wire with flight envelope protection was one of the most difficult decisions he had ever made, explaining: "Either we were going to be first with new technologies or we could not expect to be in the market."<ref name=FG170220/>

Early A320s used the Intel 80186 and Motorola 68010.<ref>Template:Cite book</ref> In 1988, the flight management computer contained six Intel 80286 CPUs, running in three logical pairs, with 2.5 megabytes of memory.<ref>Template:Cite news</ref>

Engines

The suppliers providing turbofan engines for the A320ceo family were CFM International with the CFM56, International Aero Engines offering its V2500, and Pratt & Whitney's PW6000 engines available only for the A318,<ref>Template:Cite web</ref> while for the A320neo family are CFM International LEAP-1A or Pratt & Whitney PW1000G engines. The engines on the A320 family tend to make a distinct two tone drone when flying low and taxiing.

• The CFM56, with unmixed exhaust, is available on all variants.
  The CFM56, with unmixed exhaust, is available on all variants.
• The IAE V2500, with mixed exhaust, equips the larger variants.
  The IAE V2500, with mixed exhaust, equips the larger variants.
• The PW6000 is available on the smallest A318.
  The PW6000 is available on the smallest A318.

Operational history

The Joint Aviation Authorities (JAA) issued the type certificate for the A320 on 26 February 1988. After entering the market on 18 April 1988 with Air France, Airbus then expanded the A320 family rapidly, launching the 185-seat A321 in 1989 and first delivered it in 1994; launching the 124-seat A319 in 1993 and delivering it in 1996; and launching the 107-seat A318 in 1999 with first deliveries in 2003.<ref>Aviation Week & Space Technology, 29 October 2007, p. 63</ref>

Template:As of, the global A320 fleet had 99.7 percent operational reliability in the last 12 months and completed more than 176 million flights over 328 million block hours since its entry into service.<ref name="A320_2022file">Template:Cite news</ref>

Competition

File:UnitedandVA 32315 (16735062459).jpg

The main competition of the A320 family (background) is the Boeing 737 Next Generation (foreground).

The A320 family was developed to compete with the Boeing 737 Classics (-300/-400/-500) and the McDonnell Douglas MD-80/90 series, and has since faced challenges from the Boeing 737 Next Generation (-600/-700/-800/-900) and the 717 during its two decades in service. As of 2010, the A320 family also faced competition from Embraer's E-195 (to the A318) and the CSeries being developed by Bombardier<ref>Template:Cite news</ref> (now Airbus A220) to the A318/A319.

Airbus has delivered 8,605 A320 family aircraft since their certification/first delivery in early 1988, with another 6,056 on firm order (as of 31 December 2018).<ref name="Airbus_O_D"/> In comparison, Boeing has shipped 10,444 737-series aircraft since late 1967, including 8,918<ref name="Historic Boeing 1988-2018">Template:Cite web</ref> since March 1988,<ref name=Boeing_O-D/> and has a further 4,763 on firm order (as of 31 December 2018).<ref name=Boeing_O-D/>

File:AirAsia A320-216 9m-AGZ at Kota Kinabalu International Airport..jpg

A320-200 with cargo door open during operations with one of its largest customers, AirAsia

By September 2018, there were 7,251 A320ceo family aircraft in service versus 6,757 737NGs, while Airbus expected to deliver 3,174 A320neos compared with 2,999 Boeing 737 MAX through 2022. Airbus sold the A320 well to low-cost startups and offering a choice of engines could make them more attractive to airlines and lessors than the single-sourced 737, but CFM engines are extremely reliable. The six-month head start of the A320neo allowed Airbus to rack up 1,000 orders before Boeing announced the MAX. The A321 has outsold the 737-900 three to one, as the A321neo is again dominating the 737-9 MAX, to be joined by the 737-10 MAX.<ref name=MRO29aug2018>Template:Cite news</ref>

• Template:Legend
• Template:Legend

Maintenance

A Checks are every 750 flight hours and structural inspections are at six- and 12-year intervals.

Variants

File:Airbus A32X family v1.0.png

Airbus A32X family

The baseline A320 has given rise to a family of aircraft which share a common design but with passenger capacity ranges from 100, on the A318,<ref name="A318 specifications"/> to 220, on the A321.<ref name="A321 specifications"/> They compete with the 737, 757, and 717. Because the four A320 variants share the same flight deck, all have the same pilot type rating. Today all variants are available as corporate jets. An A319 variant known as A319LR was also developed. Military versions like A319 MPA also exist. American Airlines is the largest airline operator of the A320 family of aircraft, with 392 aircraft in service as of 30 September 2017.<ref name="Airbus_O_D"/>

Technically, the name "A320" only refers to the original mid-sized aircraft, but it is often informally used to indicate any of the A318/A319/A320/A321 family. All variants have had 180-minute ETOPS (Extended-range Twin-engine Operational Performance Standards) certification capacity since 2004 (EASA) and 2006 (FAA).<ref>Airbus A320 Family approved for 180 minute ETOPS by the FAA Template:Webarchive Airbus</ref>

A318

File:Airbus A318-112 (19751900080).jpg

The Template:Cvt long A318 is the shortest variant, here in the livery of British Airways.

The Airbus A318 is the smallest member of the Airbus A320 family. The A318 carries up to 132 passengers and has a maximum range of Template:Cvt. The aircraft entered service in July 2003 with Frontier Airlines, and shares a common type rating with all other Airbus A320 family variants, allowing existing A320 family pilots to fly the aircraft without the need for further training. It is the largest commercial aircraft certified by the European Aviation Safety Agency for steep approach operations, allowing flights at airports such as London City Airport. Relative to other Airbus A320 family variants, the A318 has sold in only small numbers with total orders for only 80 aircraft placed Template:As of. In 2018, the A318 list price was US$77.4 million.<ref name="2018 prices"/>

A319

File:EasyJet A319-111 (G-EZAO) landing at Manchester Airport (1).jpg

The A319, Template:Cvt shorter than the A320, has a single overwing exit per side for exit limits of 145, and two per side for 146 and above as seen on this EasyJet aircraft.<ref name=typecert/>

The A319 is Template:Cvt shorter than the A320.<ref name="A320 specifications"/><ref name="Meeting demand"/><ref name="A319 specifications"/> Also known as the A320M-7, it is a shortened, minimum-change version of the A320 with four frames fore of the wing and three frames aft of the wing removed. With a similar fuel capacity as the A320-200 and fewer passengers, the range with 124 passengers in a two-class configuration extends to Template:Cvt, or Template:Cvt with the "Sharklets".<ref name="A319 specifications"/> Four propulsion options available on the A319 are the Template:Cvt IAE V2500, or the Template:Cvt CFM56.<ref name="Gunston"/> Although identical to those of the A320, these engines are derated because of the A319's lower MTOW.

The A319 was developed at the request of Steven F. Udvar-Házy, the former president and CEO of ILFC.<ref>Template:Cite news</ref> The A319's launch customer, in fact, was ILFC, which had placed an order for six A319s by 1993.<ref name=NorrisWagner1999/> Anticipating further orders by Swissair and Alitalia, Airbus decided to launch the programme on 10 June 1993. Final assembly of the first A319 began on 23 March 1995<ref name=Eden/> and it was first introduced with Swissair in April 1996. The direct Boeing competitor is the Boeing 737-700.

A total of 1,460 of the A319ceo model have been delivered with 24 remaining on order as of 30 September 2017.<ref name=Airbus_O_D/> A 1998 A319 was $35 million new; the value was halved by 2009, and reached scrap levels by 2019.<ref>Template:Cite news</ref> In 2018, the A319 list price was US$92.3 million.<ref name="2018 prices"/>

ACJ319 Template:Anchor

File:9H-AVK Airbus A319-115 CJ (11423487003).jpg

An ACJ319 cabin

The A319CJ (rebranded the ACJ319) is the corporate jet version of the A319. It incorporates removable extra fuel tanks (up to six additional centre tanks) which are installed in the cargo compartment, and an increased service ceiling of Template:Cvt.<ref name="a319cjceiling">Template:Cite web</ref> Range with eight passengers' payload and auxiliary fuel tanks (ACTs) is up to Template:Convert.<ref> ACJ Specifications Template:Webarchive , airbus.com </ref><ref>"ACJ Analysis" Business & Commercial Aviation Magazine – July 2002, Page 44</ref> Upon resale, the aircraft can be reconfigured as a standard A319 by removing its extra tanks and corporate cabin outfit, thus maximising its resale value. It was formerly also known as the ACJ, or Airbus Corporate Jet, while starting with 2014 it has the marketing designation ACJ319.

The aircraft seats up to 39 passengers, but may be outfitted by the customers into any configuration. Tyrolean Jet Services Mfg. GmbH & CO KG, MJET and Reliance Industries are among its users. The A319CJ competes with other ultralarge-cabin corporate jets such as the Boeing 737-700-based Boeing Business Jet (BBJ) and Embraer Lineage 1000, as well as with large-cabin and ultralong-range Gulfstream G650, Gulfstream G550 and Bombardier's Global 6000. It is powered by the same engine types as the A320. The A319CJ was used by the Escadron de Transport, d'Entraînement et de Calibration which is in charge of transportation for France's officials and also by the Flugbereitschaft of the German Air Force for transportation of Germany's officials. An ACJ serves as a presidential or official aircraft of Armenia,<ref>Template:Cite web</ref> Azerbaijan, Brazil, Bulgaria, Czech Republic, Germany, Italy,<ref>Template:Cite web</ref> Malaysia, Slovakia, Thailand, Turkey, Ukraine, and Venezuela.

A320

File:Airbus A320-100 Air France (AFR) F-GFKQ - MSN 002 (10655935863).jpg

A rare A320-100 operated by Air France in 2009

The A320 series has two variants, the A320-100 and A320-200. Only 21 A320-100s were produced.<ref name=NorrisWagner1999/> These aircraft, the first to be manufactured, were delivered to Air InterTemplate:Snd later acquired by Air FranceTemplate:Snd and British Airways as a result of an order from British Caledonian made prior to its acquisition. The primary differences from the -100 were the -200's wingtip fences and increased fuel capacity, providing increased range.

Powered by two CFM56-5s or IAE V2500s with thrust ratings of Template:Cvt, the A320's typical range with 150 passengers is Template:Cvt.<ref name="A320 specifications"/> A total of 4,512 of the A320ceo model have been delivered, with 220 remaining on order as of 30 September 2017.<ref name=Airbus_O_D/> The closest Boeing competitor is the 737-800.<ref name=A320vsB737>Template:Cite web</ref>

In 1988, the value of a new A320 was $30 million, reaching $40 million by the end of the 1990s, a 30% increase lower than the inflation, it dipped to $37 million after 2001, then peaked to $47 million in 2008, and stabilised at $40–42 million until the transition to the A320neo.<ref>Template:Cite news</ref> In 2018, its list price was US$101.0 million.<ref name="2018 prices">Template:Cite web</ref>

A321

File:Airbus A321 - myAustrian (1).jpg

The A321 is Template:Cvt longer than the A320; overwing exits are replaced by doors.

As the A320 was beginning operations in 1988, the A321 was launched as its first derivative the same year.<ref name=NorrisWagner1999/> The A321 fuselage is stretched by Template:Convert, with a Template:Cvt front plug immediately forward of wing and a Template:Cvt rear plug.<ref name=Gunston/> The A321-100 maximum takeoff weight is increased by Template:Cvt to Template:Cvt.<ref name=NorrisWagner1999/> To maintain performance, double-slotted flaps were included, in addition to increasing the wing area by Template:Cvt, to Template:Cvt.<ref name="A321 described"/> The maiden flight of the first of two prototypes came on 11 March 1993.<ref name="Eden"/> The A321-100 entered service in January 1994 with Lufthansa.

As the A321-100 range was less than the A320, development of the heavier and longer range A321-200 began in 1995. The higher range was achieved through higher thrust engines (V2533-A5 or CFM56-5B3), minor structural strengthening, and an increase in fuel capacity with the installation of one or two optional Template:Cvt tanks in the rear underfloor hold.<ref name=Gunston/> Its fuel capacity was increased to Template:Cvt and its maximum takeoff weight to Template:Cvt. It first flew in December 1996 and entered service with Monarch Airlines in April 1997.

The A321's closest Boeing competitors are the 737-900/900ER,<ref name=A320vsB737/> and the 757-200.<ref name="A321 described"/> In 2018, the A321 list price was US$118.3 million.<ref name="2018 prices" /> A total 1,784 units of the A321ceo model have been delivered, with seven remaining on order as of 30 September 2023.<ref name=Airbus_O_D/>

Conversions

Civilian variants

Passenger-to-freighter (P2F)

Airbus A321P2F of Express Freighters Australia

Airbus A321P2F of Australia Post

A programme to convert A320 and A321 aircraft into freighters was set up by Airbus Freighter Conversion GmbH. Airframes were to be converted by Elbe Flugzeugwerke GmbH (EFW) in Dresden, Germany, and Zhukovsky, Russia. Launch customer AerCap signed a firm contract on 16 July 2008 to convert 30 of its passenger A320/A321s into A320/A321P2F (passenger to freighter). However, on 3 June 2011, Airbus announced all partners would end the passenger-to-freighter programme, citing high demand on used airframes for passenger service.<ref>Template:Cite press release</ref> Finally, on 17 June 2015 ST Aerospace signed agreements with Airbus and EFW for a collaboration to launch the A320/A321 passenger-to-freighter (P2F) conversion programme.<ref>Template:Cite press release</ref>

A321P2F

In August 2019, Qantas was announced as launch operator for the A321P2F converted freighter, for Australia Post, with up to three aircraft to be introduced in October 2020.<ref>Template:Cite news</ref> Titan Airways received their first A321P2F in January 2021;<ref>Template:Cite press release</ref> it was converted at Singapore Seletar Airport, with two more A321P2F's to be converted.<ref>Template:Cite web</ref>

The initial converted aircraft first flew on 22 January 2020, to be delivered to Vallair, and secured EASA supplementary type certificate in February. It was to replace older converted Boeing 757s with 14 main deck and 10 lower deck positions, carrying up to Template:Cvt over Template:Cvt. Airbus sees a market for 1,000 narrowbody conversions over the 2020-2040 period.<ref name=Flight25feb2020>Template:Cite news</ref> On 27 October 2020, the first A321P2F was delivered to launch operator Qantas Airways, with windows and exit doors removed, and a large hydraulically actuated main cargo door installed.<ref name=AWM-P2F>Template:Cite news</ref>

A320P2F

After EFW began the first A320 conversion in March 2021, the A320P2F made its maiden three-hour flight on 8 December from Singapore.<ref>Template:Cite news</ref> The aircraft was first delivered in 2006, and its first cargo operator was to be Nairobi-based Astral Aviation from the second quarter of 2022, leased from Middle Eastern lessor Vaayu Group.<ref>Template:Cite news</ref> The A320P2F received its supplemental type certification at the end of March 2022.<ref>Template:Cite news</ref>

The A320P2F is suitable for express domestic as well as regional operations and can accommodate up to 27 metric tonnes over 1,900 nautical miles, offering space for 14 large containers/pallets on the main deck and 10 LD3-type containers on the lower deck.<ref name=A320_2022file />

Military variants

DRDO AEW&CS (Airborne Early Warning and Control System)

In late 2020, the Indian Defence Ministry greenlit the modification by the Defence Research and Development Organisation of six Air India A320s into Netra Mk2 Airborne early warning and control planes for Rs 10,500 crore (US$Template:To USD billion). They were to complement two Indian-built Netra and three Israeli-and-Russian-made Phalcons of the Indian Air Force.<ref>Template:Cite news</ref>

Operators

File:American Airlines aircraft at PHX (N657AW, N837AW, N604AW, N845NN) - Quintin Soloviev.jpg

American Airlines is the largest A320 operator.

Template:As of, there are 11,025 A320 family aircraft in commercial service with over 375 operators. The five largest operators are American Airlines (483), China Eastern Airlines (387), EasyJet (362), IndiGo (355) and China Southern Airlines (328). Aircraft in operation include 41 A318s, 1,268 A319s (1,238 ceo, 30 neo), 6,340 A320s (4,173 ceo, 2,167 neo) and 3,376 A321s (1,702 ceo, 1,674 neo) aircraft. In addition, 946 A320ceo family aircraft consisting of 39 A318s, 246 A319s, 579 A320s and 82 A321s were out of service through retirement or write-off.<ref name=Airbus_O_D/>

Air France, British Airways, and Frontier Airlines are the only operators to have operated all four variants of the A320ceo family.<ref name=Airbus_O_D/> Middle East Airlines received two milestone aircraft. The first was an A320ceo with manufacturer serial number (MSN) 5,000 on 20 January 2012.<ref name=MSN5TSD>Template:Cite news</ref> Eight years later, on 9 October 2020, the airline received MSN 10,000, an A321neo, at the celebration of its 75th anniversary.<ref name=MSN10TSD>Template:Cite news</ref><ref name=MSN10TSD2>Template:Cite news</ref> In December 2022, over 10,000 A320 family aircraft were operated by more than 330 airlines, completing more than 158 million flights, or 292 million hours in the air.<ref name=Airbus_O_D/><ref name=A320_2022file/>

Orders and deliveries

The A320ceo family was the fastest-selling airliner from 2005 to 2007.<ref>Template:Cite web</ref> Its successor, the A320neo family, improved on this with 1,420 orders and commitments in less than a year in 2011.<ref>Template:Cite press release</ref> In November 2013, the A320 family aircraft reached 10,000 orders.<ref name=AeroMan1nov2013>Template:Cite news</ref> In October 2019, the A320 family became the highest-selling airliner family with 15,193 orders, surpassing the Boeing 737's total of 15,136.<ref name=Flight15nov2019>Template:Cite news</ref> In August 2021, the A320 family passed the 10,000 delivery mark,<ref name=Flight17sept2021>Template:Cite news</ref> 33 years after its introduction, versus 50 years for the Boeing 737, which passed the 10,000 delivery mark in March 2018.<ref name=ADN8sept2021>Template:Cite news</ref> On 16 December 2021, the last member of the A320ceo family, an A321ceo (MSN 10315), was delivered from the Airbus Mobile assembly line in Alabama to Delta Air Lines, registered N129DN.<ref name=A320ceoLast2021>Template:Cite news</ref> In July 2022, total orders for the A320neo family reached 8,502, exceeding the total orders for the A320ceo family of 8,120.<ref name="Airbus_O_D" /> In June 2023, total orders for the A321neo reached 5,163, surpassing total orders for the A320ceo of 4,763, and making it the most-ordered variant of the A320 family.<ref name="Airbus_O_D" /><ref>Template:Cite news</ref> In July 2023, total orders for the A321neo reached 5,259, surpassing the record 5,205 orders for the Boeing 737-800, making it the most ordered variant of any airliner in history.<ref name="Airbus_O_D" /><ref name="Boeing_O-D" /><ref name=B738>Template:Cite web</ref> In December 2023, the A320neo family became the first of airliner generations to reach a record order of 10,000 units and an order backlog of 7,000 units.<ref name="Airbus_O_D" />

Template:As of, a total of 12,014 A320 family aircraft have been delivered, with 6 A320ceos (2 A319s and 4 A320s from two defunct airlines) remaining in the backlog. In the first four months of 2025, Airbus delivered 149 A320neo family aircraft, comprising 5 A319neos, 52 A320neos and 92 A321neos. The A320 family backlog remains over the 7,000 mark, with A321s accounting for 60%, and total orders have reached 19,234,<ref name="Airbus_O_D" /><ref name=A320_2022file /> while total orders for the competing Boeing 737 have increased slightly to 16,813 aircraft, of which 12,060 have been delivered.<ref name="Boeing_O-D">Template:Cite web</ref>

Type	Orders		Deliveries
	Total	Backlog	Total	2025	2024	2023	2022	2021	2020	2019	2018	2017	2016
A318	80	–	80	–	–	–	–	–	–	–	–	–	1
A319	1,486	2	1,484	–	–	–	–	2	3	4	8	10	4
A320	4,756	4	4,752	–	–	–	–	–	3	49	133	184	251
A321	1,784	–	1,784	–	–	–	–	22	9	38	99	183	222
-- A320ceo --	8,106	6	8,100	–	–	–	–	24	15	91	240	377	477
A319neo	57	26	31	5	9	7	6	2	–	2	–	–	–
A320neo	4,065	1,883	2,182	52	232	247	246	258	253	381	284	161	68
A321neo	7,006	5,305	1,701	92	361	317	264	199	178	168	102	20	–
-- A320neo --	11,128	7,214	3,914	149	602	571	516	459	431	551	386	181	68
(A320 family)	(19,234)	(7,220)	(12,014)	(149)	(602)	(571)	(516)	(483)	(446)	(642)	(626)	(558)	(545)

Type	Deliveries
	2015	2014	2013	2012	2011	2010	2009	2008	2007	2006	2005	2004	2003	2002	2001	2000
A318	–	1	2	2	2	6	13	–	17	8	9	10	9	–	–	–
A319	24	34	38	38	47	51	88	98	105	137	142	87	72	85	89	112
A320	282	306	352	332	306	297	221	209	194	164	121	101	119	116	119	101
A321	184	150	102	83	66	51	87	66	51	30	17	35	33	35	49	28
-- A320ceo --	490	491	493	455	421	401	402	386	367	339	289	233	233	236	257	241
-- A320neo --	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–	–
(A320 family)	(490)	(491)	(493)	(455)	(421)	(401)	(402)	(386)	(367)	(339)	(289)	(233)	(233)	(236)	(257)	(241)

Type	Deliveries
	1999	1998	1997	1996	1995	1994	1993	1992	1991	1990	1989	1988
A318	–	–	–	–	–	–	–	–	–	–	–	–
A319	88	53	47	18	–	–	–	–	–	–	–	–
A320	101	80	58	38	34	48	71	111	119	58	58	16
A321	33	35	22	16	22	16	–	–	–	–	–	–
-- A320ceo --	222	168	127	72	56	64	71	111	119	58	58	16
-- A320neo --	–	–	–	–	–	–	–	–	–	–	–	–
(A320 family)	(222)	(168)	(127)	(72)	(56)	(64)	(71)	(111)	(119)	(58)	(58)	(16)

Data Template:As of<ref name="Airbus_O_D"/><ref name="Airbus_Hist_OD" />

Accidents and incidents

Template:As of, across the entire A320 family, 180 major aviation accidents and incidents have occurred,<ref>Template:Cite web</ref> including 38 hull loss accidents (the latest being Air Busan Flight 391 on 28 January 2025),<ref>Template:Cite web</ref> resulting in a total of {{#expr:1048+441+1}} fatalities.<ref>Template:Cite web</ref> The A320 family has experienced 50 incidents in which several flight displays were lost.<ref name="NTSB safety recommendation A08-53">Template:Cite web</ref>

As of 2015, the Airbus A320 family had experienced 0.12 fatal hull loss accidents for every million takeoffs and 0.26 total hull loss accidents for every million takeoffs.<ref>Template:Cite web</ref>

As of 2023, the Airbus A320 family had experienced 0.095 (0.08 for A320ceo and 0.11 for A320neo) fatal hull loss accidents for every million takeoffs and 0.14 (0.17 for A320ceo and 0.11 for A320neo) total hull loss accidents for every million takeoffs.<ref>Template:Cite web</ref>

Aircraft on display

Photograph	Registration number	Model	Build date	First flight	Last flight	Operator	Location	Status	Notes	Refs.
File:Transfert A320.jpg	F-WWAI	Airbus A320-100	1987	22 February 1987	28 August 2019	Airbus	Aeroscopia in Blagnac, France	On static display	First A320 ever built.	<ref>Template:Cite web</ref>
File:N106US aviation museum.jpg	N106US	Airbus A320-214	1999	15 June 1999	15 January 2009	US Airways	Sullenberger Aviation Museum in Charlotte, North Carolina	On static display	Aircraft that flew US Airways Flight 1549	<ref name="Auction">Template:Cite news</ref><ref name=":3">Template:Cite journal</ref><ref name=":4">Template:Cite news</ref><ref name=":5">Template:Cite news</ref><ref name=":6">Template:Cite news</ref><ref name=":7">Template:Cite news</ref>

Specifications

Airbus A320 family specifications

Subtype		A318<ref name="A318 specifications">Template:Cite web</ref>	A319<ref name="A319 specifications">Template:Cite web</ref>	A320<ref name="A320 specifications">Template:Cite web</ref>	A321<ref name="A321 specifications">Template:Cite web</ref>
Cockpit crew		Two
Exit limit EASA<ref name=typecert/>/FAA<ref name="FAA-Data">Template:Cite web</ref>		136	160	180 188 (with Space Flex)	236
1-class max. seating<ref name=AllAbout/>		132 at Template:Cvt pitch	156 at Template:Cvt pitch	186 at Template:Cvt pitch<ref>Template:Cite news</ref>	230 at Template:Cvt pitch<ref>Template:Cite news</ref>
1-class, typical<ref name=AllAbout>Template:Cite web</ref>		117 at Template:Cvt pitch	134 at Template:Cvt pitch	164 at Template:Cvt pitch	199 at Template:Cvt pitch
2-class, typical<ref name=AllAbout/>		107 (8F @ 38 in, 99Y @ 32 in)	124 (8F @ 38 in, 116Y @ 32 in)	150 (12F @ 36 in, 138Y @ 32 in)	185 (16F @ 36 in, 169Y @ 32 in)
Cargo volume		Template:Cvt	Template:Cvt	Template:Cvt	Template:Cvt
Unit load devices			4× LD3-45	7× LD3-45	10× LD3-45
Length		Template:Cvt	Template:Cvt	Template:Cvt	Template:Cvt
Wingspan		Template:Cvt	Template:CvtTemplate:Efn
Wing area<ref name="A321 described"/>		Template:Cvt, 9.5 Template:Abbr<ref name="elsevier" />	Template:Cvt, 10.3 Template:Abbr		Template:Cvt, 10 Template:Abbr
Wingsweep		25 degrees<ref name=elsevier>Template:Cite web</ref>
Height		Template:Cvt	Template:Cvt
Fuselage		Template:Cvt height, Template:Cvt width, Template:Cvt cabin width
MTOW		Template:Cvt	Template:Cvt	Template:Cvt	Template:Cvt
Max. payload		Template:Cvt	Template:Cvt	Template:Cvt	Template:Cvt
Fuel capacity		Template:Cvt	Template:Cvt	Template:Cvt	Template:Cvt
OEW<ref name=AllAbout/>		Template:Cvt	Template:Cvt	Template:Cvt	Template:Cvt
Minimum weight<ref name=typecert/>		Template:Cvt	Template:Cvt	Template:Cvt	Template:Cvt
Speed		Cruise: Template:Cvt<ref name="A320 Family Technology" /> Template:Abbr: Template:Cvt<ref name="A320 Family Technology"/>
RangeTemplate:Efn		Template:Cvt	Template:CvtTemplate:Efn	Template:CvtTemplate:Efn	Template:CvtTemplate:Efn
Takeoff (MTOW, SL, ISA)		Template:Cvt<ref name=ACJ318>Template:Cite web</ref>	Template:Cvt<ref name=ACJ319>Template:Cite web</ref>	Template:Cvt<ref name=ACJ320>Template:Cite web</ref>
Landing (MLW, SL, ISA)		Template:Cvt<ref name=ACJ318/>	Template:Cvt<ref name=ACJ319/>	Template:Cvt<ref name=ACJ320/>
Ceiling		Template:Cvt<ref name=typecert/>
Engines (×2)		CFM International CFM56-5B, Template:Cvt fan
		PW6000A, Template:Cvt fan	IAE V2500-A5, Template:Cvt fan
Thrust (×2)		Template:Cvt	Template:Cvt		Template:Cvt
ICAO code<ref name=ICAOcode>Template:Cite web</ref>		A318	A319	A320	A321

Aircraft type designations

Aircraft model	Certification date	Engines<ref name=typecert>Template:Cite web</ref>
A318-111	23 May 2003	CFM56-5B8/P
A318-112	23 May 2003	CFM56-5B9/P
A318-121	21 December 2005	PW6122A
A318-122	21 December 2005	PW6124A
A319-111	10 April 1996	CFM56-5B5 or 5B5/P
A319-112	10 April 1996	CFM56-5B6 or 5B6/P or 5B6/2P
A319-113	31 May 1996	CFM56-5A4 or 5A4/F
A319-114	31 May 1996	CFM56-5A5 or 5A5/F
A319-115	30 July 1999	CFM56-5B7 or 5B7/P
A319-131	18 December 1996	IAE Model V2522-A5
A319-132	18 December 1996	IAE Model V2524-A5
A319-133	30 July 1999	IAE Model V2527M-A5
A320-111	26 February 1988	CFM56-5A1 or 5A1/F
A320-211	8 November 1988	CFM56-5A1 or 5A1/F
A320-212	20 November 1990	CFM56-5A3
A320-214	10 March 1995	CFM56-5B4 or 5B4/P or 5B4/2P
A320-215	22 June 2006	CFM56-5B5
A320-216	14 June 2006	CFM56-5B6
A320-231	20 April 1989	IAE Model V2500-A1
A320-232	28 September 1993	IAE Model V2527-A5
A320-233	12 June 1996	IAE Model V2527E-A5
A321-111	27 May 1995	CFM56-5B1 or 5B1/P or 5B1/2P
A321-112	15 February 1995	CFM56-5B2 or 5B2/P
A321-131	17 December 1993	IAE Model V2530-A5
A321-211	20 March 1997	CFM56-5B3 or 5B3/P or 5B3/2P
A321-212	31 August 2001	CFM56-5B1 or 5B1/P or 5B1/2P
A321-213	31 August 2001	CFM56-5B2 or 5B2/P
A321-231	20 March 1997	IAE Model V2533-A5
A321-232	31 August 2001	IAE Model V2530-A5

External links

• Official Airbus website of the A320 aircraft family
• Template:Cite news