Airbus A320 family

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From Wikipedia, the free encyclopedia
"A320" redirects here. For other uses, see A320 (disambiguation). For the new variant
currently in production, see Airbus A320neo family.

Airbus A320 family

A318/A319/A320/A321

An A320 in the Airbus corporate livery in 2012

General information

Role Narrow-body jet airliner

National origin Multi-national[a]

Manufacturer Airbus

Status In service

Primary users American Airlines

China Eastern Airlines

IndiGo
 EasyJet

Number built 12,375 as of November 2025[1]

History

Manufactured 1986–present

Introduction date 18 April 1988 with Air France[2]

First flight 22 February 1987; 38 years ago[3]

Variants Airbus A318

Airbus A319
Airbus A321

Developed into Airbus A320neo family

The Airbus A320 family is a series of narrow-body airliners developed and produced
by Airbus, and is the best-selling airliner ever built. The A320 aircraft programme was
launched in March 1984, first flew on 22 February 1987, and was introduced in April
1988 by Air France.[2] 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 has either
two CFM56-5B engines or a pair of PW6000 engines in place of the IAE V2500. The
family pioneered the use of digital fly-by-wire and side-stick flight controls in airliners.
Variants offer maximum take-off weights from 68 to 93.5 tonnes (150,000 to
206,000 lb), with a range of 5,740–6,940 kilometres; 3,570–4,320 miles (3,100–
3,750 nmi). 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 was renamed A320ceo (current engine option).

American Airlines is the largest A320 family operator with 487 aircraft in its fleet,
while IndiGo is the largest customer with 930 aircraft on order. A total of 19,495 A320
family aircraft had been ordered with 12,375 delivered to customers as of
November 2025. It overtook the Boeing 737 family in total orders in October 2019, and
in total deliveries in September 2025. It is also the most-utilised airliner with 11,384
units 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

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.[4] 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.[5] A 10th variation, conceived in
1973, later the first to be constructed, was designated the A300B10. [6] 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.
[7]
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.[7][8] It was abandoned after intruding on A310 specifications.[8] VFW-
Fokker, Dornier and Hawker Siddeley worked on a number of 150-seat designs.[7]

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,[9] 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.[10][11] It was
based at the then BAe (formerly Vickers) site in Weybridge, Surrey, UK. Although the
members were all Airbus' partners, they regarded the project as a separate
collaboration from Airbus.[12] This project was considered the forerunner of Airbus A320,
encompassing the 130- to 188-seat market, powered by two CFM56s.[7] It would have a
cruise speed of Mach 0.84 (faster than the Boeing 737).[7] 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.[8] The group looked at three
different variants, covering the 125- to 180-seat market, called SA1, SA2 and SA3.
[7]
Although unaware at the time, the consortium was producing the blueprints for the
A319, A320 and A321, respectively.[8] 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.[7][12] However, works
proceeded, and the German carrier would eventually order the twinjet.

In February 1981 the project was re-designated A320,[8] 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 5,280–3,440 km; 3,280–2,140 mi (2,850–1,860 nmi) using fuel
from wing fuel tanks only.[8] The -200 had the centre tank activated, increasing fuel
capacity from 15,590 to 23,430 L; 4,118 to 6,190 US gal (3,429 to 5,154 imp gal).
[13]
They would measure 36.04 and 39.24 m (118 ft 3 in and 128 ft 9 in) respectively.
[8]
Airbus considered a fuselage diameter of "the Boeing 707 and 727, or do something
better" and settled on a wider cross-section with a 3.7 m (12 ft 2 in) internal width,
compared to Boeing's 3.45 m (11 ft 4 in).[7] Although heavier, this allowed the A320 to
compete more effectively with the 737. The A320 wing went through several design
stages, eventually measuring 33.91 m (111 ft 3 in).[13]

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.[12]

France was willing to commit to launch aid, or subsidies, while the Germans were more
cautious.[12] 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.[13] 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.[12] In 1984, the program cost was then estimated at £2 billion ($2.8 billion) by Flight
International,[14] equivalent to £8 billion today.

Launch
 The A320 first prototype (retrofitted with IAE V2500-
A1 engines) at the 1988 Farnborough Airshow
The programme was launched on 2 March 1984.[15] At the time, Airbus had 96 orders.[16]:
48
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.[17] In October 1983, British Caledonian placed
seven firm orders, bringing total orders to more than 80.[18] 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.[16]:
49
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.[16]: 49–50

During A320 development, Airbus considered propfan technology, which was backed
by Lufthansa.[12] 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 111 kN (25,000
pounds-force).[13] 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 110 kN (25,000 pounds-force),[19] hence the name. It is
4% more efficient than the CFM56, with cruise thrust-specific fuel consumption for the -
A5 at 16.3 and 16.9 g/kN/s (0.58 and 0.60 lb/lbf/h) for the CFM56-5A1.[20]

Entry into service

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 final assembly line at
Toulouse on 14 February 1987 and made its maiden flight on 22 February in 3 hours
and 23 minutes.[3] The flight test programme took 1,200 hours over 530 flights.
European Joint Aviation Authorities (JAA) certification was awarded on 26 February
1988.[16]: 50 The first A320 was delivered to Air France on 28 March,[21] and began
commercial service on 8 April with a flight between Paris and Berlin via Düsseldorf.[22] In
1988, the clean-sheet aircraft program cost was 5.486 billion French francs.[23]

Stretching the A320: A321

Main article: Airbus A321, Development

Lufthansa was the first to receive the stretched A321

on 27 January 1994.[13]
The first derivative of the A320 was the Airbus A321, also known as the Stretched
A320, A320-500 and A325.[8][24] Launched on 24 November 1988 after commitments for
183 aircraft from 10 customers were secured.[8][25] The aircraft was to be a minimally
changed derivative, apart from minor wing modifications and a fuselage stretch. The
wing would incorporate double-slotted flaps and minor trailing edge modifications,
[8]
increasing wing area from 124 m2 (1,330 sq ft) to 128 m2 (1,380 sq ft).[26] The fuselage
was lengthened by four plugs (two ahead and two behind the wings), making the A321
6.94 metres (22 ft 9 in) longer than the A320 overall.[8][27][28] The length increase required
enlarged overwing exits, which were repositioned in front of and behind the wings.
[13]
The centre fuselage and undercarriage were reinforced to accommodate an increase
in maximum takeoff weight of 9,600 kg (21,200 lb), for a total of 83,000 kg (183,000 lb).
[8]

Final assembly for the A321 would be carried out in Germany (then West Germany), a
first for any Airbus.[29] 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,[8] 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.[25] An additional $180 million (€175 million) was borrowed
from the European Investment Bank and private investors.[8]

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

Main article: Airbus A319, Development

The first A319 was delivered to Swissair on 25 April

1996.
The A319 was a derivative of the baseline A320. The design was a "shrink", with 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.[8] 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.[13] It would provide direct competition for the 737-
300/-700.[8] The shrink was achieved through the removal of four fuselage frames fore
and three aft of the wing, cutting the overall length by 3.73 metres (12 ft 3 in).[27][30]
[31]
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.[30] 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 98 kN (22,000 lbf),
with option for 105 kN (24,000 lbf) thrust.[32]

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;[30][8][5] 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.[13] 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.[8]

Delivery of the first A319, to Swissair, occurred on 25 April 1996; it entered service by
month's end.[8] In January 1997, an A319 broke a record during a delivery flight by flying
the 3,588 nautical miles (6,645 km; 4,129 mi) great circle route to Winnipeg, Manitoba
from Hamburg in 9 hours and 5 minutes.[8] The A319 has proven popular with low-cost
airlines such as EasyJet, which purchased 172 of them.[1]
Second shrink: A318
Main article: Airbus A318, Development

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.[8] The former would have had an overall length of
31.3 m (102 ft 8 in), while the AE317 was longer by 3.2 m (10 ft 6 in), at 34.5 m (113 ft
2 in).[33] The engines were to be two Rolls-Royce BR715s, CFM56-9s, or the Pratt &
Whitney PW6000;[8][33] with the MTOW of 53.3 t (118,000 lb) for the smaller version and
58 t (128,000 lb) for the AE317, the thrust requirement were 77.9–84.6 kN (17,500–
19,000 lbf) and 84.6–91.2 kN (19,000–20,500 lbf), respectively.[33] Range was settled at
5,200 km (2,800 nmi; 3,200 mi) and 5,800 km (3,100 nmi; 3,600 mi) for the high gross
weights of both variants.[33] Both share a wingspan of 31.0 m (101 ft 8 in)[33] 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.[8]

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[8] at that year's
Farnborough Airshow.[5] 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 0.79-
metre (2 ft 7 in) ahead of the wing and 1.6 metres (5 ft 3 in) behind.[5] These cuts
reduced passenger capacity from 124 on the A319 to 107 passengers in a two-class
layout.[34] Range was 5,700 kilometres (3,100 nmi; 3,500 mi), or 5,950 kilometres
(3,210 nmi; 3,700 mi) with upcoming Sharklets.[34]

The 107-seater was launched on 26 April 1999 with the options and orders count at 109
aircraft.[5] After three years of design, the maiden flight took place at Hamburg on 15
January 2002.[35] Tests on the lead engine, the PW6000, revealed worse-than-expected
fuel consumption.[36] 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.
[36]
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.[36] On 22 July 2003, first delivery for launch customer Frontier Airlines occurred,
[5]
entering service before the end of the month.

Production

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.[37] Airbus produced a total
of 42 A320s per month in 2015, and expected to increase to 50 per month in 2017. [38]

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.[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.[39]

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.[40] By January 2019, Mobile was outputting 4.5 A320s per month,
raising to five by the end of the year.[41]

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.[42] 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.[43]

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.[44] 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.[45]

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.[46] Engine improvements that
reduced fuel consumption by 1% were made to the A320 in 2007 with the CFM56 Tech
Insertion[47] and in 2008 with the V2500Select (One).[48]

Sharklets

Wingtip sharklet
Comparison of wing tip designs on the A320 family. Left: Sharklet wing tip. Right: Wing
Fence wingtip. Aircraft pictured are easyJet A320s.
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 AWIATOR programme.[49] 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.[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.[50] 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.[51]

Airbus launched the sharklet blended winglets during the November 2009 Dubai
Airshow. Installation adds 200 kg (440 lb) but offers a 3.5% fuel burn reduction on flights
over 2,800 km (1,500 nmi; 1,700 mi),[52] saving approximately US$220,000 and 700 t
of CO2 per aircraft per year.[53] The 2.5 metres (8 ft 2 in) tall wingtip devices are
manufactured by Korean Air Aerospace Division.[54]

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 sought 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.[55] The lawsuit was
confidentially settled in 2018, with the result that Airbus paid a large but undisclosed
settlement.[56]

The first sharklet-equipped Airbus A320 was delivered to Indonesia AirAsia on 21

December 2012, offering a 450 kg (990 lb) payload and 100 nmi (190 km; 120 mi) range
increases over the original aircraft specifications.[57]

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.
[58]
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).[59]

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.[60] The flight crew controls the cabin through
touchscreen displays.[61]

Second generation (NEO: New Engine Option)

Main article: Airbus A320neo family

Airbus A320neo with larger engines and sharklets

The A320neo (neo for new engine option) is an incremental 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".[62] 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.[63] 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.[64]

Design

The Airbus A320 is a low-wing airliner with twin

turbofans and a conventional tail.
The Airbus A320 family are narrow-body 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 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.[65] A 150-seat A320 burns 11,608 kg (25,591 lb)
of jet fuel over 2,151 nmi (3,984 km; 2,475 mi) (between Los Angeles and New York
City), or 2.43 L/100 km (97 mpg-US) per seat with a 0.8 kg/L fuel.[66] Its wing is long and
thin, offering better aerodynamic efficiency because of the higher aspect ratio than the
competing 737 and MD-80.

Airframe
 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 3.95 metres (156 in) outside diameter,[27] compared to the 3.8 m
(148 in) 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.[67] 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.[8]

Flight deck

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.[68]
Airbus offers an avionics upgrade for older A320 aircraft, the In-Service Enhancement
Package, to keep them updated.[69] Digital head-up displays are also available.[70]

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.[71]

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.[72] 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." [72]

Early A320s used the Intel 80186 and Motorola 68010.[73] In 1988, the flight
management computer contained six Intel 80286 CPUs, running in three logical pairs,
with 2.5 megabytes of memory.[74]

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,[75] while for the A320neo family
are CFM International LEAP-1A or Pratt & Whitney PW1000G engines.

The CFM56, with unmixed exhaust, is available on all variants.

 

The IAE V2500, with mixed exhaust, equips the larger variants.

 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.[76]

As of March 2024, 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.[77]

After an incident where JetBlue Flight 1230 experienced a rapid descent when solar
radiation inadvertently corrupted flight data on 30 October 2025, Airbus and EASA
issued a mandatory safety notice at the end of November for over 6,000 aircraft, over
half of the family's fleet. Most only required a patch reverting the flight control software
for the aircraft's elevators that could be completed in three hours, while about 900 with
older software needed a replacement of onboard hardware.[78][79] The impact on airline
operations was relatively minor; although there were some delays, most airlines were
able to complete the change within three days.[80] Avianca notably suffered bigger
impacts as it had upgraded 92% of its aircraft to the software version that it had to roll
back from, resulting in the airline closing ticket sales until 8 December.[81] The update
has been cited as a contributing factor to the major 2025 IndiGo disruption.[82]

Competition
See also: Competition between Airbus and Boeing § Single aisles: A320 vs 737
 The main competition of the A320 family
(background) is the Boeing 737 Next Generation (foreground).

737 vs A320 family deliveries per model 1967–2018

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[83] (later 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).[1] In comparison,
Boeing has shipped 10,444 737-series aircraft since late 1967, including 8,918[84] since
March 1988,[85] and has a further 4,763 on firm order (as of 31 December 2018).[85]

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.[86]

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

Variants
 Airbus A32X family
For the Airbus A320neo or New Engine Option variants, see Airbus A320neo family
§ Variants.
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,[34] to 220, on the A321.
[28]
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. [1]

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).[87]

A318
Main article: Airbus A318

The 31.44 m (103.1 ft) 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 3,100 nmi (5,700 km; 3,600 mi). 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 as of 31 October 2015. In 2018, the A318 list price was US$77.4 million.
[88]

A319
Main article: Airbus A319

The A319, 3.73 m (12 ft 3 in) 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.[89]
The A319 is 3.73 m (12 ft 3 in) shorter than the A320.[27][30][31] 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 6,650 km (3,590 nmi), or 6,850 km (3,700 nmi) with the "Sharklets".[31] Four
propulsion options available on the A319 are the 23,040–24,800 lbf (102.5–110.3 kN)
IAE V2500, or the 22,000–27,000 lbf (98–120 kN) CFM56.[5] 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 ILFC.[90] The A319's launch customer, in fact,
was ILFC, which had placed an order for six A319s by 1993.[8] 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[13] 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.[1] A 1998 A319 was $35 million new; the value was halved by
2009, and reached scrap levels by 2019.[91] In 2018, the A319 list price was US$92.3
million.[88]

ACJ319

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 12,500 m
(41,000 ft).[92] Range with eight passengers' payload and auxiliary fuel tanks (ACTs) is
up to 11,000 kilometres; 6,900 miles (6,000 nmi).[93][94] 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,
[95]
Azerbaijan, Brazil, Bulgaria, Czech Republic, Germany, Italy,[96] Malaysia, Slovakia,
Thailand, Turkey, Ukraine, and Venezuela.

A320

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.[8] These aircraft, the first to be manufactured, were delivered to Air
Inter – later acquired by Air France – 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 98–120 kN (22,000–
27,000 lbf), the A320's typical range with 150 passengers is 3,300 nmi (6,100 km;
3,800 mi).[27] A total of 4,512 of the A320ceo model have been delivered, with 220
remaining on order as of 30 September 2017.[1] The closest Boeing competitor is
the 737-800.[97]

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.[98] In 2018, its list price was US$101.0 million.[88]

A321
Main article: Airbus A321

The A321 is 6.93 m (22 ft 9 in) 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.[8] The A321 fuselage is stretched by 6.93 metres (22 ft 9 in),
with a 4.27 m (14 ft 0 in) front plug immediately forward of wing and a 2.67 m (8 ft 9 in)
rear plug.[5] The A321-100 maximum takeoff weight is increased by 9,600 kg (21,200 lb)
to 83,000 kg (183,000 lb).[8] To maintain performance, double-slotted flaps were
included, in addition to increasing the wing area by 4 m2 (43 sq ft), to
128 m2 (1,380 sq ft).[26] The maiden flight of the first of two prototypes came on 11 March
1993.[13] 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 2,990 L (790 US gal) tanks in
the rear underfloor hold.[5] Its fuel capacity was increased to 30,030 L (7,930 US gal) and
its maximum takeoff weight to 93,000 kg (205,000 lb). 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,[97] and the 757-200.[26] In
2018, the A321 list price was US$118.3 million.[88] A total 1,784 units of the A321ceo
model have been delivered, with seven remaining on order as of 30 September 2023.[1]

Conversions
Civilian variants
Passenger-to-freighter (P2F)
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.[99] 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.[100]

A321P2F
In August 2019, Qantas was announced as launch operator for the A321P2F converted
freighter.[101] Titan Airways received its first of three A321P2F in January 2021.[102][103]

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
27.9 t (62,000 lb) over 2,300 nmi (4,300 km; 2,600 mi). Airbus sees a market for 1,000
narrowbody conversions over the 2020-2040 period.[104] On 27 October 2020, the first
A321P2F was delivered to Qantas Airways, with windows and exit doors removed, and
a large hydraulically actuated main cargo door installed.[105]

A320P2F
After EFW began the first A320 conversion in March 2021, the A320P2F made its
maiden three-hour flight on 8 December from Singapore.[106] 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.[107] The A320P2F received its supplemental type certification at the end of March
2022.[108]

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.[77]

Military variants
DRDO AEW&CS (Airborne Early Warning and Control System)
In late 2020, the Indian Defence Ministry greenlit the modification of six Air India A320s
into Netra Mk2 airborne early warning and control aircraft for ₹10,500 crore (US$1.42
billion). They were to complement two Indian-built Netra and three Israeli-and-Russian-
made Phalcons of the Indian Air Force.[109]

DRDO SCA (Signals Intelligence and Communication Jamming Aircraft)

In 2019, the DRDO's Centre for Airborne Systems (CABS) initiated a programme to fulfil
an Indian Air Force requirement for signals intelligence gathering, communications
jamming, electronic warfare and spoofing roles.[110][self-published source] In 2023, at Aero India,
DRDO showcased a 1:32 scale model of the SCA system, outlining its capabilities. [111][user-
generated source]
DRDO plans to base the SCA system on a preowned Airbus A319 or Airbus
A321. In February 2024, the Indian Defence Ministry's Defence Acquisition Council
(DAC) granted Acceptance of Necessity (AoN) for the acquisition of three SCA systems
initially at an estimated cost of ₹6,300 crore (US$717.14 million).[112][self-published source?][113]

Operators
American Airlines is the largest A320 operator.
Main article: List of Airbus A320 family operators
As of September 2025, there are 11,275 A320 family aircraft in commercial service with
over 375 operators. The five largest operators are American Airlines (486), China
Eastern Airlines (390), IndiGo (360), easyJet (357) and China Southern Airlines (345).
Aircraft in operation include 41 A318s, 1,259 A319s (1,223 ceo, 36 neo), 6,418 A320s
(4,156 ceo, 2,262 neo) and 3,558 A321s (1,699 ceo, 1,859 neo) aircraft. In addition, 982
A320ceo family aircraft consisting of 39 A318s, 261 A319s, 596 A320s and 85 A321s
were out of service through retirement or write-off.[1]

Air France, British Airways, and Frontier Airlines are the only operators to have
operated all four variants of the A320ceo family.[1] Middle East Airlines received two
milestone aircraft. The first was an A320ceo with manufacturer serial number (MSN)
5,000 on 20 January 2012.[114] Eight years later, on 9 October 2020, the airline received
MSN 10,000, an A321neo, at the celebration of its 75th anniversary.[115][116] 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.[1][77]

Orders and deliveries

Main article: List of Airbus A320 orders
See also: List of Airbus A320neo family orders and deliveries
The A320ceo family was the fastest-selling airliner from 2005 to 2007.[117] Its successor,
the A320neo family, improved on this with 1,420 orders and commitments in less than a
year in 2011.[118] In November 2013, the A320 family aircraft reached 10,000 orders.
[119]
As of 2017, there were 6,965 A320 Family aircraft in service, more than the 6,864
Boeing 737s, making it the most-operated airliner ever.[120] 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.[121] In August 2021, the A320 family passed the 10,000
delivery mark,[122] 33 years after its introduction, versus 50 years for the Boeing 737,
which passed the 10,000 delivery mark in March 2018.[123] 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.[124] In
July 2022, total orders for the A320neo family reached 8,502, exceeding the total orders
for the A320ceo family of 8,120.[1] 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.[1][125] 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.[1][85][126] 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.[1] In September 2025, the A320 family surpassed the Boeing 737
as the most-delivered jet aircraft and thus the best-selling airliner ever.[1][85][127]

As of November 2025, a total of 12,375 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 eleven months of 2025, Airbus delivered 510 A320neo family aircraft,
comprising 13 A319neos, 175 A320neos and 322 A321neos. The A320 family backlog
remains over the 7,000 mark, of which A321s comprise 70%, and total orders have
reached 19,495,[1][77] while total orders for the competing Boeing 737 have increased
slightly to 17,108 aircraft, of which 12,327 have been delivered.[85]

Orders Deliveries
Type
Backl 202 202 202 202 202 202 201 201 201 201
Total Total
og 5 4 3 2 1 0 9 8 7 6

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

--
A320c 8,106 6 8,100 – – – – 24 15 91 240 377 477
eo --

A319
57 18 39 13 9 7 6 2 – 2 – – –
neo

A320
4,077 1,772 2,305 175 232 247 246 258 253 381 284 161 68
neo

A321
7,255 5,324 1,931 322 361 317 264 199 178 168 102 20 –
neo

--
11,38
A320 7,114 4,275 510 602 571 516 459 431 551 386 181 68
9
neo --
(A320
(19,4 (7,12 (12,3 (51 (60 (57 (51 (48 (44 (64 (62 (55 (54
famil
95) 0) 75) 0) 2) 1) 6) 3) 6) 2) 6) 8) 5)
y)

Deliveries

Type
20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20
15 14 13 12 11 10 09 08 07 06 05 04 03 02 01 00

A318 – 1 2 2 2 6 13 – 17 8 9 10 9 – – –

10 13 14 11
A319 24 34 38 38 47 51 88 98 87 72 85 89
5 7 2 2

28 30 35 33 30 29 22 20 19 16 12 10 11 11 11 10
A320
2 6 2 2 6 7 1 9 4 4 1 1 9 6 9 1

18 15 10
A321 83 66 51 87 66 51 30 17 35 33 35 49 28
4 0 2

--
A320 49 49 49 45 42 40 40 38 36 33 28 23 23 23 25 24
ceo 0 1 3 5 1 1 2 6 7 9 9 3 3 6 7 1
--

--
A320
– – – – – – – – – – – – – – – –
neo
--

(A32
(4 (4 (4 (4
0 (42 (40 (40 (38 (36 (33 (28 (23 (23 (23 (25 (24
90 91 93 55
famil 1) 1) 2) 6) 7) 9) 9) 3) 3) 6) 7) 1)
) ) ) )
y)

Type Deliveries
 199 199 199 199 199 198 198
1999 1998 1997 1992 1991
6 5 4 3 0 9 8

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
--

--
A320ne – – – – – – – – – – – –
o --

(A320 (222 (168 (127 (111 (119

(72) (56) (64) (71) (58) (58) (16)
family) ) ) ) ) )

Data as of November 2025[1][128]

 v
 t
 e
Airbus: ; Boeing:
[128][129] [130][131]
; View source data.

Accidents and incidents

Main article: List of accidents and incidents involving the Airbus A320 family
As of June 2024, across the entire A320 family, 180 major aviation accidents and
incidents have occurred,[132] including 38 hull loss accidents (the latest being Air Busan
Flight 391 on 28 January 2025),[133] resulting in a total of 1490 fatalities.[134] The A320
family has experienced 50 incidents in which several flight displays were lost.[135]

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.[136]

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. [137]

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Specifications
Airbus A320 family specifications

Subtype A318[34] A319[31] A320[27] A321[28]

Cockpit crew Two

180
Exit
limit EASA[89]/FA 136 160 236
188 (with Space
A[145]
Flex)

156 at 28–30 in
1-class max. 132 at 29–30 in 186 at 29 in 230 at 28 in
(71–76 cm)
seating[146] (74–76 cm) pitch (74 cm) pitch[147] (71 cm) pitch[148]
pitch
117 at 32 in 134 at 32 in 164 at 32 in 199 at 32 in
1-class, typical[146]
(81 cm) pitch (81 cm) pitch (81 cm) pitch (81 cm) pitch
124 (8F @ 150 (12F @
107 (8F @ 38 in, 185 (16F @ 36 in,
2-class, typical[146] 38 in, 116Y @ 36 in, 138Y @
99Y @ 32 in) 169Y @ 32 in)
32 in) 32 in)
21.20 m3 (749 cu f 27.70 m3 (978 c 37.40 m3 (1,321 c 51.70 m3 (1,826 c
Cargo volume
t) u ft) u ft) u ft)
Unit load devices 4× LD3-45 7× LD3-45 10× LD3-45
31.44 m (103 ft 33.84 m (111 ft 37.57 m (123 ft 44.51 m (146 ft
Length
2 in) 0 in) 3 in) 0 in)
34.10 m (111 ft
Wingspan 35.8 m (117 ft 5 in)[b]
11 in)
122.4 m2 (1,318 s 128 m2 (1,380 sq f
Wing area[26] 124 m2 (1,330 sq ft), 10.3 AR
q ft), 9.5 AR[149] t), 10 AR
Wingsweep 25 degrees[149]
12.56 m (41 ft
Height 11.76 m (38 ft 7 in)
2 in)
4.14 m (13 ft 7 in) height, 3.95 m (13 ft 0 in) width, 3.70 m (12 ft 2 in) cabin
Fuselage
width
 Airbus A320 family specifications

Subtype A318[34] A319[31] A320[27] A321[28]

75.5 t 93.5 t
MTOW 68 t (150,000 lb) 78 t (172,000 lb)
(166,000 lb) (206,000 lb)
17.7 t
Max. payload 15 t (33,000 lb) 19.9 t (44,000 lb) 25.3 t (56,000 lb)
(39,000 lb)
24,210 L 30,190 L 27,200 L 30,030 L
Fuel capacity
(6,400 US gal) (7,980 US gal) (7,200 US gal) (7,930 US gal)
40.8 t 48.5 t
OEW[146] 39.5 t (87,100 lb) 42.6 t (93,900 lb)
(89,900 lb) (107,000 lb)
Minimum 35.4 t 37.23 t 47.5 t
34.5 t (76,000 lb)
weight[89] (78,000 lb) (82,100 lb) (105,000 lb)
Cruise: Mach 0.78 (448 kn; 829 km/h; 515 mph)[67]
Speed
MMO: Mach 0.82 (471 kn; 872 km/h; 542 mph)[67]
3,100 nmi 3,750 nmi 3,350 nmi 3,200 nmi
Range [c]
(5,700 km; (6,940 km; (6,200 km; (5,900 km;
3,600 mi) 4,320 mi)[b] 3,860 mi)[b] 3,700 mi)[b]
Takeoff (MTOW, 1,780 m (5,840 ft) 1,850 m 2,100 m
SL, ISA) [150]
(6,070 ft)[151] (6,900 ft)[152]
Landing (MLW, 1,230 m (4,040 ft) 1,360 m 1,500 m
SL, ISA) [150]
(4,460 ft)[151] (4,900 ft)[152]
Ceiling 39,100–41,000 ft (11,900–12,500 m)[89]
CFM International CFM56-5B, 68.3 in (1.73 m) fan
Engines (×2) PW6000A,
56.5 in (1.44 m) IAE V2500-A5, 63.5 in (1.61 m) fan
fan
96–106 kN 133–147 kN
Thrust (×2) (22,000–24,000 l 98–120 kN (22,000–27,000 lbf) (30,000–33,000 l
bf) bf)
ICAO code[153] A318 A319 A320 A321
Aircraft type designations

Aircraft model Certification date Engines[89]

A318-111 23 May 2003 CFM56-5B8/P

Aircraft model Certification date Engines[89]

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

Aircraft model Certification date Engines[89]

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

 Aircraft model Certification date Engines[89]

A321-232 31 August 2001 IAE Model V2530-A5

See also

 Aviation portal
 European Union portal

 Competition between Airbus and Boeing

Related development

 Airbus A320neo family

Aircraft of comparable role, configuration, and era

 Airbus A220
 Boeing 717
 Boeing 737 Classic
 Boeing 737 Next Generation
 Boeing 757
 Comac C919
 Embraer 195
 Irkut MC-21
 McDonnell Douglas MD-80
 McDonnell Douglas MD-90
 Tupolev Tu-204
Related lists

 List of aircraft
 List of jet airliners
Notes
a. Final assembly in China, France, Germany or the United States.
b. with sharklets
c. typical passengers and bags
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