A320 Overview

All About the

A320 Family Technical appendices 1

Technical appendices 2

Technical appendices - Contents

A320 Family general data Key data Standard cabin layouts Lower deck Additional fuel capacity

Page 4 Page 8 Page 11 Page 14

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

A320 Family technology features Flight deck Centralised Fault Display System Fly-by-wire system Wing movable surfaces Engines

Page 16 Page 22 Page 25 Page 27 Page 28

A320 Family performance Range capability Take-off performance Landing performance

Page 31 Page 39 Page 47 Page 3

July 2008

A318 Key data

Maximum take-off weight:

-basic -options

59 000 kg 61 500 kg 63 000 kg 64 500 kg 66 000 kg 68 000 kg

130 070 lb 135 580 lb 138 890 lb 142 200 lb 145 500 lb 149 900 lb

Maximum landing weight:

-basic -option

56 000 kg 57 500 kg

123 460 lb 126 770 lb

Maximum zero-fuel weight:

-basic -option

53 000 kg 54 500 kg

116 840 lb 120 150 lb

Fuel capacity:

-basic

24 210 litres

6 400 USG

39 500 kg

87 080 lb


Operating weight empty (typical):

Span 111ft 10in 34.10m Length 103ft 2in 31.44m Height 41ft 1in 12.51m Fuselage width 13ft 3.95m

Seats:

- typical two-class - maximum

Underfloor capacity:

- basic

Powerplants:

- PW6000A - CFM56-5B

107 132 (exit limit 145) 21.21 m3

749 ft3

22 100 lb to 23 800 lb slst 21 600 lb to 23 300 lb slst

Page 4

July 2008

A319 Key data


-basic -options

64 000 kg 68 000 kg 70 000 kg 75 500 kg

141 100 lb 149 920 lb 154 330 lb 166 450 lb


-basic -option

61 000 kg 62 500 kg

134 480 lb 137 790 lb


-basic -option

57 000 kg 58 500 kg

125 660 lb 128 970 lb

Fuel capacity:

- basic - options

24 210 litres up to 30 190 litres

6 400 USG up to 7 980 USG

40 800 kg

89 950 lb


Operating weight empty (typical): Seats:

- typical two-class - maximum*


-basic - option

Powerplants:

- CFM56-5B - V2500-A5

124 160 27.62 m3 976 ft3 3 4 LD3-45(W) + 7.22 m /255 ft3 22 000 lb to 27 000 lb slst 22 000 lb to 26 500 lb slst

* with double overwing exit

Span 111ft 10in 34.10m Length 111ft 33.84m Height 38ft 7in 11.76m Fuselage width 13ft 3.95m

Page 5

July 2008

A320 Key data


-basic -options

73 500 kg 75 500 kg 77 000 kg

162 040 lb 166 450 lb 169 750 lb


-basic -option

64 500 kg 66 000 kg

142 200 lb 145 500 lb


-basic -option

61 000 kg 62 500 kg

134 480 lb 137 780 lb

Fuel capacity:

- basic - options



42 600 kg

93 920 lb



Span 111ft 10in 34.10m Length 123ft 3in 37.57m Height 38ft 7in 11.76m Fuselage width 13ft 3.95m

Seats:



-basic - option

Powerplants:

- CFM56-5B - V2500-A5

150 180 37.41 m3 1 322 ft3 7 LD3-45(W) + 5.89 m3/208 ft3

Page 6

22 000 lb to 27 000 lb slst 26 500 lb slst

July 2008

A321 Key data


-basic -options

89 000 kg 93 000 kg 93 500 kg

196 200 lb 205 000 lb 206 130 lb


-basic -option

75 500 kg 77 800 kg

166 450 lb 171 520 lb


-basic -option

71 500 kg 73 800 kg

157 630 lb 162 700 lb

Fuel capacity:

- basic - options



48 500 kg

106 920 lb



Span 111ft 10in 34.10m Length 146ft 44.51m Height 38ft 7in 11.76m Fuselage width 13ft 3.95m

Seats:



-basic - option

Powerplants:

- CFM56-5B - V2500-A5

185 220 51.73 m3 1 828 ft3 10 LD3-45(W) + 5.89 m3/208 ft3

Page 7

30 000 lb to 33 000 lb slst 30 000 lb to 33 000 lb slst

July 2008

A320 Family standard cabin layouts

Typical two-class layouts

A318: 107 seats 8F at 38in + 99Y at 32in pitch

A319: 124 seats


8F at 36in + 116Y at 32in pitch



Page 8

July 2008


Single-class layouts

A318: 117 seats 117Y at 32in pitch

A319: 134 seats


134Y at 32in pitch

A320: 164 seats 164Y at 31/32in pitch

A321: 199 seats 199Y at 32in pitch

Page 9

July 2008


Single-class, high density layouts


A319: 156 seats


156Y at 28/30in pitch

A320: 180 seats 180Y at 28/29in pitch (179Y under FAA regulations)

S


Page 10

July 2008

A320 Family lower deck Basic bulk loading configuration

The wider cross-section of the A320 Family means that its cargo compartments offer more convenient working space and a larger loading area than any other single-aisle aircraft.

A318 101in (2.56m)

Bulk mode Usable volume: 749ft3

132in 107in (3.35m) (2.71m)

Manual loading advantages: no investment maximum available volume no OWE impact little infrastructure needs

A319


132in (3.35m)

Bulk mode Usable volume: 976ft3

174in (4.43m)

128in (3.24m)

A320 191in (4.85m)

Bulk mode Usable volume: 1 322ft3

258in (6.55m)

128in (3.24m)

A321

Can be easily loaded from a simple flat-bed truck Bulk mode 321in (8.15m)

Usable volume: 1 828ft3

321in (8.15m)

128in (3.24m)

Page 11

July 2008

A319, A320 and A321 lower deck Cargo loading system (CLS)

Turnarounds, with a full load of cargo and baggage, can be as short as 25 minutes. The container system is fully compatible with existing ground service equipment, thus reducing extra inventory costs.

A319

Five ULDs (containers or pallets) Usable volume: 520(+ 80) ft3 + 255ft3 bulk Optional LD3-40-45


A320

CLS advantages: Faster turnarounds Increased revenue potential Better bad-weather operations Reduced damage to payload Reduced labour costs Improved working environment Widebody interline capacity

Seven ULDs (containers or pallets) Usable volume: 910ft3 + 208ft3 bulk

A321

Ten ULDs (containers or pallets) Usable volume: 1 300ft3 + 208ft3 bulk

CLS in action

Page 12

July 2008

Standard containers

A320 Family container system A320 Long range-compatible unit load devices : LD3-45 container (one door)

LD3-45W container or pallet (one or two doors)


61.5in

61.5in

96.5in

79in

45in

LD3-45 rectangular container or pallet to 45in high

110ft3

45in

60.4in

130ft3

61.5in

LD3-45

45in

60.4in

60.4in

LD3-45W

Max. gross weight

kg lb

1134 2500

container

Internal volume

m3 ft3

3.1 110

3.6 130

90ft3

1134 2500

LD3-45 rectangular pallet

container

3.6 130

2.5 90

1134 2500

pallet 2.4 84

Page 13

July 2008

Additional fuel capacity

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

A319 lower deck with ACTs


One additional centre tank

ACT

Optional LD3-40-45

Four ULDs (containers or pallets): Usable volume: 390 (+80) ft3 + 255ft3 Bulk mode: Usable volume: total 810 ft3 Impact / Firewall

Two additional centre tanks Three ULDs (containers or pallets): Usable volume: 260 (+80) ft3 + 255ft3 Bulk mode: Usable volume: total 664 ft3

ACT

Optional LD3-40-45 Page 14

July 2008

Additional fuel capacity

A320 lower deck with ACTs One additional centre tank

ACT

Six ULDs (containers or pallets): Usable volume: 780 ft3 + 208ft3 Bulk mode: Usable volume: total 1156 ft3 Impact / Firewall

Two additional centre tanks

ACT

Five ULDs (containers or pallets): Usable volume: 650 ft3 + 208ft3 Bulk mode: Usable volume: total 990 ft3


A321 lower deck with ACTs One additional centre tank

ACT

Nine ULDs (containers or pallets): Usable volume: 1170 ft3 + 208ft3 Bulk mode: Usable volume: total 1662 ft3

Two additional centre tanks Height ULDs (containers or pallets): Usable volume: 1040 ft3 + 208ft3 Bulk mode: Usable volume: total 1496 ft3

ACT

Impact / Firewall

Page 15

July 2008

A320 Family flight deck

The advanced flight deck of the A320 Family is virtually identical to that of the A330 and A340 Families and has a very high commonality with the one of the A350 XWB and A380 Families. An optimised layout of six LCD (Liquid Crystal Display) screens ensures that the two-person crew can easily assimilate all relevant data EFIS displays, for flight information ECAM displays, for systems, engine and warnings information All six LCDs are interchangeable, functionally and by part number.


The absence of heavy, bulky control columns between the pilots and their instruments, ensures an unimpeded view. Two Multipurpose Control and Display Units (MCDU) on the pedestal, in addition to accessing the Flight Management System (FMS), are used to give systems maintenance data, in the air and on the ground, upon request. The system is coupled to a printer and can also be coupled to an optional Aircraft Communication Addressing and Reporting System (ACARS) link.

Page 16

July 2008

Main instrument panel

Real time flight and systems data are displayed to the pilots on six LCDs. Flight information is provided by the Electronic Flight Instrument System (EFIS) comprising: Primary Flight Display (PFD) Navigation Display (ND) in front of each pilot.


Systems information is provided by the Electronic Centralised Aircraft Monitor (ECAM) comprising: Engine instrumentation and warnings on the upper screen Aircraft systems on the lower screen. The EFIS-ECAM six-LCD design brings: Lower spares investment Higher dispatch reliability and enhanced safety Lower crew workload. Features Integrated Stand-by Instrumentation System (ISIS) on one additional LCD screen.

Page 17

July 2008

Main instrument panel

ECAM Systems information

EFIS Flight information ISIS


PFD

ND

Systems Engine / Warning Display Display

EFIS Flight information

MCDU Flight management Fault display

ND FMS

PFD

CFDS

Retractable tables Retractable foot rests

Design features : Sidestick controllers Only 12 main-panel instruments LCDs identical and interchangeable Automatic display reconfiguration in event of CRT failure Excellent ergonomics ease interface between pilot and machine Page 18

July 2008

Primary Flight Display


The Primary Flight Displays provide clear and accurate information on a range of parameters including air speed, altitude, attitude and guidance information and heading of the aircraft.

Page 19

July 2008

Navigation Display

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


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

Page 20

July 2008

Electronic Centralised Aircraft Monitor (ECAM)


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

Upper display

Lower display

Engine / warning display Primary engine parameters operational status N1 limit mode, fuel quantity, flap/slat settings Memo and warning information

System display Flight phase related systems data System pages selectable on demand Automatic display of a system page in the event of a malfunction Page 21

July 2008

Centralised Fault Display System (CFDS) The MCDU is the interactive interface between the maintenance crew and the systems

The Centralised Fault Display Interface Unit (CFDIU), can be interrogated from the cockpit through the Multi purpose Control and Display Unit (MCDU) and the information provided on the on-board printer Printer


System computers

The computers in each system have Built-In Test Equipment (BITE) which send the results of their tests to an interface unit, the CFDIU

CFDIU

ACARS

The CFDIU can also be interrogated from a ground station and the information transmitted via Aircraft Communication and Reporting System (ACARS)

CFDS functions and advantages: Identification of failed components Display / print-out of data Real-time reporting of data to ground facilities Unjustified removal of components minimised Improved troubleshooting Quicker turnarounds Simple to use First-time fault-finding

The A320 demonstrates class leading reliability and has the lowest maintenance costs in its class Page 22

July 2008

AIRMAN

The CFDS is complemented by AIRMAN (AIRcraft Maintenance ANalysis): A ground-based software tool dedicated to the identification and the management of unscheduled maintenance It allows fast, efficient and simple trouble-shooting reducing costs

Maintenance fault message Aircraft: downloaded real-time fault data

CFDS is connected with the ACARS system

ACARS

Central Fault Display System


Post Flight Report

Information can be transmitted to the ground in real time

Fault analysis and parts logistics done before the aircraft lands Operator logbook entries

Integrated electronic documentation: AIRMAN provides direct Access to Airn@v (AMM, TSM, IPC, MEL…) through hyperlinks.

Airline network

AIRMAN is the definitive tool for fast, efficient trouble-shooting Page 23

July 2008

Maintenance optimisation

The A320 Maintenance check intervals have been escalated several times since entry into service. This is proof of the low-level of non-routine findings in A320 maintenance. A more flexible maintenance program (non “letter check”) is available to all operators since Jan 2005.

Usage parameters (days or months/ Flight hours/Flight cycles) are now used in order to optimise


the resulting intervals for each Operator’ utilisation. The tasks of former A and C checks are split between 3 different sub-groups which have their interval expressed in the corresponding usage parameter (calendar / hourly / cyclic). Each Operator is therefore able to optimise the Checks intervals depending on their own aircraft utilisation. Entry into service

Until Dec 2004

Current position

Daily Weekly

36 hours 8 cal. days

36 hours 8 cal. Days

36 hours 8 cal. Days

A check C check

350 FH 15 mths

500 FH 15 mths

600FH/750FC/100 days 20 mths/4500FC/6000FH

Zonal/Structure

4/8 years

5/10 years

6/12 years

Fatigue threshold

20 000 FC

24 000 FC

24 000 FC

Landing gear overhaul

10 years / 20 000 FC Page 24

July 2008

Fly-by-wire flight controls

Airbus was the pioneer in electrical flight control systems on commercial aircraft. The advantages of this method of control are such that it is a feature of all current major passenger aircraft - except the 737 NG.

Basic architecture of Fly-by-wire (2)

Elevator and Aileron Computers (ELAC) (1)

Ele vato rs Aile ron s

A320 Family fly-by-wire advantages: Incorporates flight envelope protection Reduces costs Reduces pilot workload Improves aircraft performance


(2)

Flight Augmentation Computers (FAC) (1)

(3) (2)

Spoiler and Elevator Computers (SEC)

(1)

er dd Ru

ers oi l p S rs ato v e El

Stabiliser trim

Rudder pedals Page 25

July 2008

Fly-by-wire flight controls


Safety concepts: High level of redundancy Use of dissimilar redundancy (different computer types, different micro-processor types, different vendors) Each computer divided into two physically separate units Segregated power supply sources Maximum physical segregation in signalling lanes

Flight controls - Schematic

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

July 2008

Wing movable surfaces

The A320 Family wing features state-of-the-art leading and trailing edge devices : Slat 1

Inner and outer flaps, of composite material Removable without requiring access to integral fuel tank Deployment up to 40 degrees Slat 2

Full span slats in five sections, of aluminum alloy material

Slat 3

Deployment up to 27 degrees

Air Brake Slat 4

Five composite air brakes for roll control and braking

1 2


Slat 5 3

Electrically signaled aileron, of composite material

4 5

Removable wing tip Advanced drag-reducing wingtip devices are standard

Inner Flap Outer Flap

Flap Track 2 Flap Track 3

Aileron Flap Track 4

A318/A319/A320 wing shown Page 27

July 2008

Competitive choice of engines on A320 Family

The A320 was designed from the beginning to have the most advanced high by-pass-ratio fan engines, from two manufacturers, CFM International or International Aero Engines. Now, Pratt & Whitney have joined the family with the PW6000A for the A318. The uncompromised design of the engine installation combined with the advanced aerodynamic design of the wings means that the A320 Family uses less fuel per seat than its nearest competitors, conserving fuel and at the same time generating less pollution.

Engine characteristics

PW6000A

CFM56-5B

V2500-A5

A318

A318/A319/A320/A321

A319/A320/A321

22100/23800

21600/33000

22000/33000

56.5

68.3

63.5

Configuration

1.4.5.C.1.3

1.4.9.C.1.4

1.4.10.C.2.5

Nacelle

Mixed flow

Separate flow

Mixed flow

Clamshell Hydraulic Fan mounted

Pivoting door Hydraulic Fan mounted

Cascades Hydraulic Fan mounted

FADEC

FADEC

FADEC

Aircraft applications © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Nominal thrust range-lbt Fan diameter-in

Thrust reverser Reverser actuation Gearbox Controls

Page 28

July 2008

Advanced engine control

Full Authority Digital Engine Control (FADEC) functions: Full engine fuel control Thrust setting computation Engine limit protection Automatic start sequencing / monitoring Thrust reverser control / feedback Flight deck indications Engine health monitoring

FADEC advantages: Substitution of hydromechanical control system

D reduced weight and fuel burn Increased automation © AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

D reduced pilot workload Optimised engine control

D reduced maintenance cost

FADEC lowers costs and increases engine life Page 29

July 2008

A320 Family APU

The Auxiliary Power Unit (APU) provides: Electrical power on ground and in flight Bleed air to the pneumatic system for engine start and / or cabin control Free park-group ground operations capability In flight relight capability


The A320 Family provides competition for the APU. Three APUs are available: Honeywell GTCP36-300A (standard) APIC APS 3200 (standard option) Honeywell GTCP131-9A (standard option).

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

July 2008

A318 range capability

CFMI engines JAR3% flight profile 200nm alternate

20

40

MTOW 68.0t / 149900lb

30

107 passengers + 5.1 t (11200lb) cargo

3100 nm

1400 nm

10

20

107 passengers + baggage

5

10

0

0 0

500

1000

1500

2000

2500

3000

3500

4000

Distance (nm) Page 31

July 2008

Payload (1000 lb)


Payload (t)

15

MTOW 59.0t / 130050lb


PW engines JAR3% flight profile 200nm alternate

20

MTOW 59.0t / 130050lb

40

MTOW 68.0t / 149900lb

30


1350 nm

10

3000 nm 20


5

10

0

0 0

500

1000

1500

2000

2500

3000

3500

4000


July 2008

Payload (1000 lb)


Payload (t)

15



20

MTOW 64.0t / 141100lb


40

MTOW 75.5t / 166500lb

15

3600 nm

1800 nm 10


20

5

10 Supplementary fuel options

0

0 0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000


July 2008

Payload (1000 lb)


Payload (t)

30


IAE engines JAR3% flight profile 200nm alternate

20

MTOW 64.0t / 141100lb


40

MTOW 75.5t / 166500lb

15

3600 nm

1800 nm 10


20

5


0

0 0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000


July 2008

Payload (1000 lb)


Payload (t)

30


CFMI engines JAR3% flight profile


Payload (t)

20


15

MTOW 73.5t / 162050lb

50

MTOW 77t / 169750lb

40

3000 nm 150 passengers + baggage

30

2600 nm

10

2900 nm

20

5

10 Supplementary fuel option

0

0 0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000


July 2008

Payload (1000 lb)

200nm alternate

25




Payload (t)

20


15

MTOW 73.5t / 162050lb

50

MTOW 77t / 169750lb

40

3000 nm 150 passengers + baggage

30

2600 nm

10

2900 nm

20

5

10 Supplementary fuel option

0

0 0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000


July 2008

Payload (1000 lb)

25



30

MTOW 89t / 196200lb

60

MTOW 93.5t / 206100lb

50



Payload (t)

20

2400 nm 15

3000 nm

40


30

2700 nm 10

20

5


0

0 0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000


July 2008

Payload (1000 lb)

25



30 185 passengers + 8.4 t (18500lb) cargo

MTOW 89t / 196200lb

60

MTOW 93.5t / 206100lb

50


Payload (t)

20

2400 nm 15

3000 nm

40


30

2700 nm 10

20

5


0

0 0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000


July 2008

Payload (1000 lb)

25

A318 Take-off performance

Sea level, ISA+15°C

JAR3% flight profile Typ. 2-class pass. payload 200nm alternate

3,000

9,500

Take-off distance (m)


2,500

CFM56-5B8/3 CFM56-5B9/3 PW6122 PW6124

8,500

2,250

7,500

2,000

6,500

1,750 5,500 1,500

Take-off distance (ft)

2,750

4,500 1,250 3,500

1,000

750 500

2,500 1,000

1,500

2,000

Distance (nm)

2,500

3,000 Page 39

July 2008


2000ft, ISA+20°C


3,000

9,500



2,500

CFM56-5B8/3 CFM56-5B9/3 PW6122 PW6124

8,500

2,250

7,500

2,000

6,500

1,750 5,500 1,500


2,750

4,500 1,250 3,500

1,000

750 500

2,500 1,000

1,500

2,000

Distance (nm)

2,500

3,000 Page 40

July 2008




3,000

9,500



2,500

2,250

CFM56-5B5/3 CFM56-5B6/3 CFM56-5B7/3 V2522-A5 V2524-A5 V2527M-A5

8,500

7,500

2,000

6,500

1,750 5,500 1,500


2,750

4,500 1,250 3,500

1,000

750 500

2,500 1,000

1,500

2,000

2,500

3,000


July 2008


2000ft, ISA+20°C


3,000

9,500



2,500

2,250

CFM56-5B5/3 CFM56-5B6/3 CFM56-5B7/3 V2522-A5 V2524-A5 V2527M-A5

8,500

7,500

2,000

6,500

1,750 5,500 1,500


2,750

4,500 1,250 3,500

1,000

750 500

2,500 1,000

1,500

2,000

Distance (nm)

2,500

3,000 Page 42

July 2008




3,000

9,500 2,750

CFM56-5B4/3 V2527-A5

8,500

2,250

7,500

2,000

6,500

1,750 5,500 1,500




2,500

4,500 1,250 3,500

1,000

750 500

2,500 1,000

1,500

2,000

Distance (nm)

2,500

3,000 Page 43

July 2008


2000ft, ISA+20°C


3,000

9,500 2,750

CFM56-5B4/3 V2527-A5

8,500

2,250

7,500

2,000

6,500

1,750 5,500 1,500




2,500

4,500 1,250 3,500

1,000

750 500

2,500 1,000

1,500

2,000

Distance (nm)

2,500

3,000 Page 44

July 2008




3,000

9,500



2,500

CFM56-5B1/3 CFM56-5B3/3 V2530-A5 V2533-A5

8,500

2,250

7,500

2,000

6,500

1,750 5,500 1,500


2,750

4,500 1,250 3,500

1,000

750 500

2,500 700

900

1,100

1,300

1,500

1,700

Distance (nm)

1,900

2,100

2,300 Page 45

2,500 July 2008


2000ft, ISA+20°C


3,000

9,500



2,500

CFM56-5B1/3 CFM56-5B3/3 V2530-A5 V2533-A5

8,500

2,250

7,500

2,000

6,500

1,750 5,500 1,500


2,750

4,500 1,250 3,500

1,000

750 500

2,500 700

900

1,100

1,300

1,500

1,700

Distance (nm)

1,900

2,100

2,300 Page 46

2,500 July 2008

A318 Landing performance

JAR3% flight profile Typ. 2-class pass. payload 200nm alternate 2000

6,500

CFM56-5B PW6000A

1750

1500

Typical landing weight 1250

4,500

MLW

2000 ft

Sea level

Landing distance (ft)

Landing distance (m)


5,500

3,500

1000

750

2,500 50

52

54

56

Landing weight (t)

58

60 Page 47

July 2008



6,500

CFM56-5B V2500-A5

1750

1500

MLW Typical landing weight

4,500

2000 ft 1250




5,500

Sea level 3,500 1000

750

2,500 50

52

54

56

58

Landing weight (t)

60

62

64 Page 48

July 2008



6,500

CFM56-5B V2500-A5 5,500



MLW

1500

Typical landing weight 4,500

2000 ft 1250


1750

Sea level 3,500 1000

750

2,500 50

52

54

56

58

60

62

Landing weight (t)

64

66

68 Page 49

70 July 2008



6500

MLW

CFM56-5B V2500-A5

5500



Typical landing weight 2000 ft

1500

4500

Sea level 1250


1750

3500 1000

750

2500 60

62

64

66

68

70

72

Landing weight (t)

74

76

78 Page 50

80 July 2008

Assumptions


Performance assumptions (“typical airline” rules) Weight standards:

OWEs are to “typical airline” assumptions including an allowance for cabin changes and option selection. Cabin layouts are as shown in the cabin section.

Flight profile:

En-route profile includes engine start and taxi-out, take-off, climb, cruise, descent, approach, landing and taxi-in. Sector distance comprises the climb, cruise and descent phases.

Payloads:

Passenger + baggage weights are 90.7kg / 200lb. Volumetric payloads assume an average baggage volume of 3.0ft3 per passenger, a bulk and ULD loadability of 85% and cargo with an average density of 10ft3.

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A320 Overview

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