A321 Familiarization Course
Aircraft General
A320 A321
Cargo Compartments
A320
A321
Cargo Doors
A320
A321
Passenger Cabin
The Passenger Seating Layout is 220 seats
Doors
A321 is equipped with 2 emergency exits on each side, one
forward and one aft of the wing, instead of
two overwing emergency exits on the A320.
Cabin Doors
A320 Type I Doors A321 Type C
A321 Type I Doors 1,4 Emergency Exits 2,3
Doors
The ECAM DOOR / OXY page has been modified accordingly
A320 A321
Doors
The A321 is equipped with 4 single lane slides at the
emergency exit instead of 2 double lane slides on the A320
A320 A321
Auto Flight
A321 with
FMS2 THALES/SMITH Rev 2/ Rev 2+(TR N°129-1)
Minimum height for use of autopilot:
Modes can be used down to MDA or 900 ft (A321) AGL whichever
is highest.
Auto Flight
Maximum wind conditions for CAT II Automatic Approach
without Autoland for 321:
HWC 40kt
TWC 10kt
XWC 25kt
Engine Out Auto Flight
CAT II & CAT III fail-passive autolands are only approved in
Conf 3 and Conf FULL for A321, instead of Conf FULL Only
for A320, when on
ENGINE OUT.
A321
A320
Engine Out Auto Flight
During automatic roll out with one engine inoperative on
the A321, the flight crew can use the remaining thrust
reverser provided that:
o Only IDLE thrust is used
o The crosswind does not exceed 15 knots.
Flight Controls – Speedbrake Control
With autopilot engaged on A321, the maximun speedbrake
deflection can be achieved with the speedbrake lever in
FULL position, instead of half
speedbrake lever deflection on A320.
A320 and/or A321
Maximum Speedbrake
deflection with Autopilot
engaged
Flight Controls – Speedbrake Control
A321 Speedbrake extension is inhibited in flight when:
Angle-of-attack protection is active Angle-of-attack protection is active
Flaps are in CONF FULL Flaps are in CONF 3 or FULL
A321
A320
Thrust Levers above MCT position Thrust Levers above MCT position
Alpha Floor Activation Alpha Floor Activation
Turbulence Penetration
A321 has different turbulence penetration speeds
A320 A321
GRD – FL200 250kt 270kt
FL200 – FL310 275kt
Above FL310 M 0.76
FL200 - FL280 300kt
Above FL280 M 0.76
Flex Takeoff – (IAE Engines)
A320 Maximum Flexible temperature
at ISA+55°C = 70°C at sea level
A321 Maximum Flexible temperature
at ISA+42°C = 57°C at sea level
Power Plant – EGT Limits (IAE Engines)
A321 has different EGT limits
A320 A321
TAKEOFF 635 0C 650 0C
MCT 610 0C 610 0C
START 635 0C 635 0C
AirCondition
A320
A321
On A321, the PACK FLOW selector is replaced by an
ECON FLOW pushbutton
• ON: ECON flow is selected
• OFF: Normal flow is selected. Normal flow provides 20% more
than the ECON flow
Electrical System
A320 Older Versions
A321
In the case of an EMER ELEC CONFIG on
the A321, the emergency generator
remains powered at L/G extension and ND
1 is still operative, unlike with
A320 older versions.
Fuel System
The reservoirs on these two aircraft are located in the same
area:
▪ In the wings, and
▪ In the center section of the fuselage.
Fuel System
The total usable fuel quantity is
similar on both aircraft.
A320 A321
Total Fuel Quantity Total Fuel Quantity
18 725 kg 18 600 kg
(calculated with a density of 0.785kg/l) (calculated with a density of 0.785kg/l)
Fuel System
On the A321, there are no outer tanks, therefor the tanks
are simply called left and right wing tanks.
A320 A321
NO CTR TO ENG FUEL FEEDING
On the A321, there is no direct fuel feeding from the center
tank to the engines. In EMERG ELEC CONF the left and right
pumps in the wing tanks remains available.
Fuel System
Two jet pumps are located in the center tank. Fuel transfer
from the center to the wing tanks is controlled by transfer
valves.
A321
Jet Pumps
XFR Valves
Fuel System
As soon as the transfer valves are opened, fuel from the
wing tank pumps flows through the jet pump and create a
suction in it.
This suction moves the fuel from the center tank
to the related wing tank.
Fuel System
Fuel level sensing control unit (FLSCU) automatically
controls the fuel transfer valves. It close transfer valves
when the wing tank is full and re-open them when the
engine has used 250 kg of wing tank fuel.
FLSCU
Fuel System
Unlike with A320, in the case of an ELEC EMER CONFIG
center tank fuel is usable by gravity, leaving 2 tons of
unusable fuel.
Usable By
Gravity
2T
Unusable
A320 A321
Fuel System - ECAM
The fuel system has no outer tanks displayed
A320 A321
Fuel System - ECAM
The center to wing tanks transfer valves are represented.
A320 A321
Fuel System - ECAM
A321 transfer valves display summary:
In line green:
Transfer valve is open.
In line amber:
Transfer valve position disagrees with
the pushbutton switch position (open).
Cross line green:
Transfer valve is closed automatically.
Cross line amber:
Transfer valve position disagrees with the
pushbutton switch
Fuel System - ECAM
On the A321, fuel is always fed to the engines from the 2
main pumps of the wing tanks.
This is not the case for the A320 since a center tank to
engine feeding exists as well.
A320 A321
Fuel System
The A321 Fuel control panel is very similar to the A320,
except for the links between the center tank and the wing
tanks, indicating the fuel transfer, and…
A320
A321
Fuel System
…the labels CTR TK XFR instead of CTR TK PUMPs.
A320
A321
Fuel System
Review of the indication corresponding to:
▪ The MODE SEL pb sw,and
▪ The CTR TK XFR pb switches.
Fuel System
The FLSCU has an automatic control of the tranfer
valves.
They open if the associated wing tank is not full,
They close five minutes after the center tank reaches
its low level.
The center tank transfer valves are opened. The crew
controls the transfer valves manually by using the
CTR TK XFR pb switches.
The center tank has more than 250 kg of fuel and the left or
right wing tank has less than 5000 kg, the MODE SEL pb sw
is at AUTO position.
Fuel System
With the MODE SEL pb sw set to MAN, the
corresponding transfer valve opens.
With the MODE SEL pb sw in AUTO position, the
transfer valves are automatically controlled by the
FLSCU.
The corresponding transfer valve is closed.
The corresponding wing tank overflows.
Fuel System
With the MODE SEL in MAN position, the center tank
transfer valves will open. When the wing tanks are full, to
prevent a wing tank overflow, the CTR TK XFR pushbuttons
must be set off.
The pushbuttons must be also selected off when the center
tank is empty.
Weight & Balance
The center of gravity limits are available in FCOM
Weight & Balance
These maximum weights are given for the current weight
limitations. Refer always to Air Via documentation.
MTOW MZFW MLW
A320 73.5 t 61.0 t 64.5 t
A321 89.0 t 71.5 t 75.5 t
Landing Gear
A321 Main Gear Tires are bigger
A320 A321
46x17R20 1270x455R22
1800 Turn
The minimum theoretical pavement width for a 180° turn
with symmetric thrust and no braking, is 27.6 meters,
calculated with a N/WS limit angle of 75°
1800 Turn
To execute an 180° turn, and have a minimum margin, 32
meters wide runway is required for the A321. Consider
taxiway availability when operating on airports with 30
meters wide runways.
A321
A320
Ground Maneuvering
To execute an 180° turn, and have a minimum margin, 32
meters wide runway is required for the A321. Consider
taxiway availability when operating on airports with 30
meters wide runways.
A320 A321
Minimum W ing Radius 21.99 m 22.70 m
Minimum Tail Radius 21.91 m 24.50 m
Minimum Control Speeds
Minimum control speeds are slightly different between the
aircraft (Pressure altitude 0 ft)
A320 A321
V MCA 111.5 114 kt
V MCG1+F 110.5 kt 110 kt
Flaps/Slats Placard Speeds
The A321 has higher maximum Flaps / Slats speeds than
A320 due to the increased weight and dimensions.
A320 A321
CONF 1 230 kt 230 kt
CONF 1+F 215 kt 215 kt
CONF 2 200 kt 215 kt
CONF 3 185 kt 195 kt
CONF FULL 177 kt 190 kt
Tail Strike Events
Events
Landing 70%
Takeoff 30%
Root Causes
Landing Events
▪ Unstable Approach
o Flare with excessive or insufficient speed
o High sinkrate close to the ground and low speed.
▪ Cross wind / Turbulence / Windshear / Downburst on
approach
▪ Improper shock absorber servicing.
Root Causes
▪ Flare / Landing technique
▪ Improper flare initiation height
▪ Excessive sink rate close to the ground leading to bounce
▪ Too early idle thrust or too late thrust reduction
▪ Uncontrolled speed decay resulting in higher pitch
attitude
▪ Early / Long flare leading to significant speed decay
▪ Prolonged hold off or long float during flare
▪ Uncontrolled significant pitch rate at touch down
▪ Poorly controlled de-rotation
▪ Nose gear kept high after touch down
Root Causes
Bounce
▪ Pitch control - Pitch rate not stopped after touch down
▪ Excessive nose up for recovery
▪ Effect of ground spoilers deployment - Additional nose up
▪ Attempt to smoothen the second touch down
Geometry limits
Pitch Attitude
Main Gear Oleo Position A320 A321
Fully Extended 13.50 11.20
Fully Compressed 11.70 9.70
Geometry limits
▪ Minimum ground clearance is obtained just
after lift off
▪ Conf 2 results in best ground clearance for
take off
▪ FD intended to be used after lift-off
Geometry limits
Clearance at Touchdown
Geometry Limit Pitch Attitude Pitch Attitude Clearance
at Touchdown at Vapp at
(VREF +5) Touchdown
(Vapp -8)
A320 13.50 3.30 7.60 5.90
A321 11.20 2.40 6.60 4.60
8 kt speed decay is typical during flare
Flare Technique
Tail Clearance is directly related to pitch attitude
A good touch down speed is obtained with:
▪ Vapp at flare initiation height
▪ Stabilized pitch and flight path
▪ Proper thrust reduction
▪ Minimum lateral side stick inputs
Possible Improvement-Training
▪ Enhancement of pitch attitude awareness
▪ Include tail strike awareness in T/O and landing briefings
Possible Improvement-Training
▪ PNF specific call outs for excessive pitch attitude on take
off and landing.
Possible Improvement-Training
Callout if:
▪ A320 > 100
▪ > 7.50
A321
Recommendations and Procedures
Refer to updated FCOM Bulletin
Recommendations and Procedures
Takeoff
▪ Best ground clearance is obtained at Conf 2
▪ Use correct trim setting
▪ Crosscheck correct computed VR
▪ Use correct VR to begin rotation
▪ Use smooth and proper rotation technique, constant pitch rate
▪ Do not add pitch up input when rotation rate is established
▪ Do not apply large roll during rotation
▪ Do not aggressively chase FD pitch command before lift off
▪ After lift off, continue smooth rotation up to target attitude
Recommendations and Procedures
Landing
▪ Fly stabilized approach: pitch, speed, FPA, thrust
▪ Avoid large or abrupt alignment manoeuvres
▪ Avoid excessive V/S at low level
▪ Do not chase G/S close to the ground
▪ Progressively give priority to pitch and sink rate
▪ Avoid excessive speed reduction
▪ Control the flare so as to zero the pitch rate prior to touch down
▪ Retard thrust levers as a function of IAS, V/S and height
▪ Avoid hold off to attempt extremely smooth landing
▪ Do not allow pitch to increase after touch down
▪ Smoothly fly the nose gear to the ground ASAP after touchdown
Recommendations and Procedures
Bounce
▪ Freeze the pitch attitude
▪ Be ready to counter the pitch up effect of spoilers
extension
▪ Do not attempt to soften the second touchdown by
increasing the pitch or adding thrust
▪ If excessive bounce: Initiate a go around
• Do not increase pitch attitude
• Do not attempt to avoid temporary touch down