Airbus A320 family#A319

File:Joint European Transport JET2.jpg

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.{{cite book|last=Wensveen|first=J.G.|title=Air Transportation: A Management Perspective|url={{Google books|Ej8Qslt1nfsC|page=63|plainurl=yes}}|location= Burlington, Vermont|publisher=Ashgate Publishing, 2007|isbn=978-0-7546-7171-8 |date=1 January 2007|page= 63}} 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.{{Cite book|last=Gunston|first=Bill|author-link=Bill Gunston|title=Airbus: The Complete Story|year=2009|location=Sparkford, Yeovil, Somerset, UK |publisher=Haynes Publishing|isbn=978-1-84425-585-6|pages=213–216, 222–223}} A 10th variation, conceived in 1973, later the first to be constructed, was designated the A300B10.{{Cite book|last1=Norris|first1=Guy and Mark Wagner|title=Airbus A340 and A330|location=St. Paul, Minnesota|publisher=MBI Publishing|year=2001|isbn=978-0-7603-0889-9|page=[https://archive.org/details/isbn_9780760308899/page/18 18]|url-access=registration|url=https://archive.org/details/isbn_9780760308899/page/18}} 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. 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.{{cite web |url=http://www.flightglobal.com/pdfarchive/view/1997/1997%20-%202904.html |title=A320 family |access-date=17 February 2011 |year=1997 |work=Flight International |archive-url=https://web.archive.org/web/20120622033328/http://www.flightglobal.com/pdfarchive/view/1997/1997%20-%202904.html |archive-date=22 June 2012 |url-status = live}}{{Cite book|last1=Norris|first1=Guy and Mark Wagner|title=Airbus|location=St. Paul, Minnesota|publisher=MBI Publishing|year=1999|isbn=978-0-7603-0677-2|pages=[https://archive.org/details/airbus0000norr/page/38 38, 41–44, 50–55, 87–88]|url=https://archive.org/details/airbus0000norr/page/38}} It was abandoned after intruding on A310 specifications. VFW-Fokker, Dornier and Hawker Siddeley worked on a number of 150-seat designs.

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,{{cite web |url= http://www.century-of-flight.net/Aviation%20history/coming%20of%20age/Hawker-Siddeley%20Trident.htm |title= Hawker Siddeley Trident |access-date= 7 January 2010 |publisher= Century of Flight |archive-url= https://web.archive.org/web/20090911202531/http://www.century-of-flight.net/Aviation%20history/coming%20of%20age/Hawker-Siddeley%20Trident.htm |archive-date= 11 September 2009 |url-status = dead}} 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.

In June 1977 a new Joint European Transport (JET) programme was set up, established by British Aerospace (BAe), Aerospatiale, Dornier and Fokker.{{Cite book|title=The world's most powerful civilian aircraft|last=Eden, Paul E.|isbn=9781499465884|location=New York|oclc=959698377|date = 15 December 2016 |publisher=Rosen Publishing}}{{Cite book|last=Payne|first=Richard|title=Stuck on the Drawing Board: Unbuilt British Commercial Aircraft Since 1945|location= London, UK |publisher=The History Press Ltd|year=2004|isbn=978-0-7524-3172-7}} It was based at the then BAe (formerly Vickers) site in Weybridge, Surrey, UK. Although the members were all of Airbus' partners, they regarded the project as a separate collaboration from Airbus. This project was considered the forerunner of Airbus A320, encompassing the 130- to 188-seat market, powered by two CFM56s. It would have a cruise speed of Mach 0.84 (faster than the Boeing 737). 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. The group looked at three different variants, covering the 125- to 180-seat market, called SA1, SA2 and SA3. Although unaware at the time, the consortium was producing the blueprints for the A319, A320 and A321, respectively. 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. However, works proceeded, and the German carrier would eventually order the twinjet.

In February 1981 the project was re-designated A320, with efforts focused on the blueprint formerly designated SA2. During the year, Airbus worked with Delta Air Lines on a 150-seat aircraft envisioned and required by the airline. The A320 would carry 150 passengers over {{cvt|2,850|or|1,860|nmi}} using fuel from wing fuel tanks only. The -200 had the centre tank activated, increasing fuel capacity from {{cvt|3,429|to|5,154|impgal|L|order=flip}}.{{cite book|editor=Eden, Paul E.|title=Civil Aircraft Today|publisher=Amber Books, 2008|location=London|isbn=978-1-905704-86-6|page=[https://archive.org/details/civilaircrafttod0000unse/page/23 23–27]|year=2008|url=https://archive.org/details/civilaircrafttod0000unse/page/23}} They would measure {{cvt|36.04|and|39.24|m|ftin}}, respectively. Airbus considered a fuselage diameter of "the Boeing 707 and 727, or do something better" and settled on a wider cross-section with a {{cvt|3.7|m|ftin}} internal width, compared to Boeing's {{cvt|3.45|m|ftin}}. Although heavier, this allowed the A320 to compete more effectively with the 737. The A320 wing went through several design stages, eventually measuring {{cvt|33.91|m|ftin}}.

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.{{Cite book|last=Aris|first=Stephen|title=Close to the Sun|location=London, UK|publisher=Aurum Press Ltd|year=2002|isbn=978-1-85410-830-2|pages=119–126}}

France was willing to commit to launch aid, or subsidies, while the Germans were more cautious. 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. 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.

In 1984, the program cost was then estimated at £2 billion ($2.8 billion) by Flight International,{{cite news |url= https://www.flightglobal.com/news/articles/opinion-a320-has-repaid-faith-of-airbus-and-gover-447206/ |title= A320 has repaid faith of Airbus{{Snd}} and governments |date= 29 March 2018 |work= Flightglobal |access-date= 29 March 2018 |archive-date= 29 March 2018 |archive-url= https://web.archive.org/web/20180329182430/https://www.flightglobal.com/news/articles/opinion-a320-has-repaid-faith-of-airbus-and-gover-447206/ |url-status= live}} equivalent to £{{inflation|GBP|2|1984}} billion today.

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

The programme was launched on 2 March 1984.{{cite press release |url= http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/a320-launch-and-first-delivery-of-a300-600/ |title= A320 launch and first delivery of A300-600 |publisher= Airbus |date= 2 March 1984 |url-status = dead|archive-url= https://web.archive.org/web/20170222054414/http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/a320-launch-and-first-delivery-of-a300-600/ |archive-date= 22 February 2017 |df= dmy-all}} At the time, Airbus had 96 orders.{{rp|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.{{cite press release |url= http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/air-france-launch-customer-of-the-a320/ |title= Air France: launch customer of the A320 |date= 10 June 1981 |publisher= Airbus |url-status = dead|archive-url= https://web.archive.org/web/20170222054419/http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/air-france-launch-customer-of-the-a320/ |archive-date= 22 February 2017 |df= dmy-all}} In October 1983, British Caledonian placed seven firm orders, bringing total orders to more than 80.{{cite press release |url= http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/more-than-80-orders-for-the-planned-a320/ |title= More than 80 orders for the planned A320 |date= 1 October 1983 |publisher= Airbus |url-status = dead|archive-url= https://web.archive.org/web/20170222054431/http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/more-than-80-orders-for-the-planned-a320/ |archive-date= 22 February 2017 |df= dmy-all}} 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.{{rp|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.{{cite book |url= https://books.google.com/books?id=l4fSx5HoZWAC&pg=PA48 |author= Guy Norris and Mark Wagner |title= Airbus |publisher= MBI Publishing Company |date= 1999 |isbn= 9781610606967 |access-date= 26 May 2018 |archive-date= 27 May 2021 |archive-url= https://web.archive.org/web/20210527092125/https://books.google.com/books?id=l4fSx5HoZWAC&pg=PA48 |url-status= live}}{{rp|49–50}}

During A320 development, Airbus considered propfan technology, which was backed by Lufthansa. 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 {{Convert|111|kN|lbf|abbr=in}}. 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 {{convert|110|kN|lbf|lk=on|abbr=in}},{{cite web|url=http://www.i-a-e.com/media/facts.pdf |title=V2500 |access-date=18 February 2011 |work=International Aero Engines |url-status = dead|archive-url=https://web.archive.org/web/20110712233832/http://www.i-a-e.com/media/facts.pdf |archive-date=12 July 2011}} hence the name. It is 4% more efficient than the CFM56, with cruise thrust-specific fuel consumption for the -A5 at {{cvt|16.3|and|16.9|g/kN/s|lb/lbf/h}} for the CFM56-5A1.{{cite book |url= https://booksite.elsevier.com/9780340741528/appendices/data-b/table-1/default.htm |title= Civil jet aircraft design |section= Engine Data File |publisher= Elsevier |date= 2001 |access-date= 20 February 2017 |archive-url= https://web.archive.org/web/20171010134850/https://booksite.elsevier.com/9780340741528/appendices/data-b/table-1/default.htm |archive-date= 10 October 2017 |url-status = live}}

File:Airbus A320-100 Air France (AFR) F-GFKQ - MSN 002 (10655931213).jpg on 28 March 1988; the early A320-100s had no wingtip fences.]]

In the presence of then-French Prime Minister Jacques Chirac and the Prince and Princess of Wales, the first A320 was rolled out of the final assembly line at Toulouse on 14 February 1987 and made its maiden flight on 22 February in 3 hours and 23 minutes.{{cite press release |url= http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/a320-roll-out-and-first-flight/ |title= A320 roll-out and first flight |date= 22 February 1987 |publisher= Airbus |url-status = dead|archive-url= https://web.archive.org/web/20170222054416/http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/a320-roll-out-and-first-flight/ |archive-date= 22 February 2017 |df= dmy-all}} The flight test programme took 1,200 hours over 530 flights. European Joint Aviation Authorities (JAA) certification was awarded on 26 February 1988.{{rp|50}} The first A320 was delivered to Air France on 28 March,{{cite press release |url= http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/a320-first-delivery/ |title= A320 first delivery |date= 28 March 1988 |publisher= Airbus |url-status= dead |archive-url= https://web.archive.org/web/20170222054426/http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/a320-first-delivery/ |archive-date= 22 February 2017 |df= dmy-all}} and began commercial service on 8 April with a flight between Paris and Berlin via Düsseldorf.{{cite press release |title= The A320 turns thirty |url= https://corporate.airfrance.com/en/news/a320-turns-thirty |publisher= Air France |date= 17 April 2018 |access-date= 11 December 2021 }} In 1988, the clean-sheet aircraft program cost was 5.486 billion French francs.{{cite journal |author= Pierre Muller (Fondation nationale des sciences politiques / Centre des recherches administratives) |journal= Politique et Management Public |year= 1989 |url= http://www.persee.fr/web/revues/home/prescript/article/pomap_0758-1726_1989_num_7_1_2877 |title= La transformation des modes d'action de l'État à travers l'histoire du programme Airbus |volume= 7 |issue= 1 |page= 268 |doi= 10.3406/pomap.1989.2877 |language= fr |access-date= 6 September 2019 |archive-date= 24 September 2015 |archive-url= https://web.archive.org/web/20150924212139/http://www.persee.fr/web/revues/home/prescript/article/pomap_0758-1726_1989_num_7_1_2877 |url-status= live}}

{{Main|Airbus A321#Development|l1 = Airbus A321, Development}}

File:Airbus A321-100 Lufthansa (DLH) D-AIRB - MSN 468 - Named Baden-Baden (3526963624).jpg was the first to receive the stretched A321 on 27 January 1994.|left]]

The first derivative of the A320 was the Airbus A321, also known as the Stretched A320, A320-500 and A325.{{Cite book|last1=Laming|first1=Tim and Robert Hewson|title=Airbus A320|publisher=Zenith Imprint|year=2000|url=https://books.google.com/books?id=wiwFHh4sd_0C|isbn=978-0-7603-0902-5|page=23|access-date=23 September 2016|archive-date=25 July 2020|archive-url=https://web.archive.org/web/20200725014111/https://books.google.com/books?id=wiwFHh4sd_0C|url-status=live}} Its launch came on 24 November 1988 after commitments for 183 aircraft from 10 customers were secured. The aircraft was to be a minimally changed derivative, apart from minor wing modifications and the fuselage stretch itself. The wing would incorporate double-slotted flaps and minor trailing edge modifications, increasing wing area from {{cvt|124|m2}} to {{cvt|128|m2}}.{{cite web |author= Julian Moxon |url= https://www.flightglobal.com/pdfarchive/view/1993/1993%20-%200502.html |title= A321: Taking on the 757 |date= 17 March 1993 |work= Flight International |access-date= 23 March 2017 |archive-url= https://web.archive.org/web/20170324001023/https://www.flightglobal.com/pdfarchive/view/1993/1993%20-%200502.html |archive-date= 24 March 2017 |url-status = live}} The fuselage was lengthened by four plugs (two ahead and two behind the wings), making the A321 {{convert|6.94|m|ftin}} longer than the A320 overall. The length increase required enlarged overwing exits, which were repositioned in front of and behind the wings. The centre fuselage and undercarriage were reinforced to accommodate an increase in maximum takeoff weight of {{cvt|9,600|kg|sigfig=3}}, for a total of {{cvt|83,000|kg|sigfig=3}}.

Final assembly for the A321 would be, as a first for any Airbus, carried out in Germany (then West Germany).{{Cite news |url=http://www.flightglobal.com/pdfarchive/view/1990/1990%20-%200274.html |title=A321 victory for West Germany |access-date=24 February 2011 |author=Sebdon, Gilbert |date=7 February 1990 |work=Flight International |archive-url=https://web.archive.org/web/20120622044226/http://www.flightglobal.com/pdfarchive/view/1990/1990%20-%200274.html |archive-date=22 June 2012 |url-status = live}} 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, 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.{{Cite book|last=Reed|first=Arthur|title=Airbus: Europe's High Flyer|location= Zürich, Switzerland |publisher=Norden Publishing House|year=1992|isbn=978-3-907150-10-8|page=84}} An additional $180 million (€175 million) was borrowed from the European Investment Bank and private investors.

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.

{{Main|Airbus A319#Development|l1=Airbus A319, Development}}

File:14cd - Swissair Airbus A319-112; HB-IPY@ZRH;15.02.1998 (5424583398).jpg on 25 April 1996.]]

The A319 was the following derivative of the baseline A320. The design was a "shrink", with its origins in the 130- to 140-seat SA1, part of the Single-Aisle studies, which had been shelved as the consortium focused on its bigger siblings. 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. It would provide direct competition for the 737-300/-700. The shrink was achieved through the removal of four fuselage frames fore and three aft of the wing, cutting the overall length by {{convert|3.73|m|ftin}}.{{cite web |author=Moxon, Henley |url=http://www.flightglobal.com/pdfarchive/view/1995/1995%20-%202575.html |title=Meeting demands |access-date=25 February 2011 |date=30 August 1995 |work=Flight International |archive-url=https://web.archive.org/web/20120622033315/http://www.flightglobal.com/pdfarchive/view/1995/1995%20-%202575.html |archive-date=22 June 2012 |url-status = live}} 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. 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 {{cvt|98|kN|lbf|lk=in}}, with option for {{cvt|105|kN|lbf}} thrust.{{cite web |url=http://www.flightglobal.com/pdfarchive/view/1997/1997%20-%202909.html |title=A319 flight test |access-date=26 February 2011 |author=Henley, Peter |work=Flight International |archive-url=https://web.archive.org/web/20120622054556/http://www.flightglobal.com/pdfarchive/view/1997/1997%20-%202909.html |archive-date=22 June 2012 |url-status = live}}

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; 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. 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.

Delivery of the first A319, to Swissair, occurred on 25 April 1996; it entered service by month's end. In January 1997, an A319 broke a record during a delivery flight by flying the {{convert|3588|nmi|sigfig=4}} great circle route to Winnipeg, Manitoba from Hamburg in 9 hours and 5 minutes. The A319 has proven popular with low-cost airlines such as EasyJet, which purchased 172 of them.

{{Main|Airbus A318#Development|l1=Airbus A318, Development}}

File:N806FR at LAX.jpg 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. The former would have had an overall length of {{cvt|31.3|m|ftin}}, while the AE317 was longer by {{cvt|3.2|m|ftin}}, at {{cvt|34.5|m|ftin}}.{{cite journal|author1=Paul Lewis|url=http://www.flightglobal.com/pdfarchive/view/1997/1997%20-%203026.html|title=Time out in asia|journal=Flight International|date=5 November 1997|volume=152|issue=4599|page=38,39|issn=0015-3710|access-date=26 February 2011|archive-url=https://web.archive.org/web/20120622075224/http://www.flightglobal.com/pdfarchive/view/1997/1997%20-%203026.html|archive-date=22 June 2012|url-status = live}} The engines were to be two Rolls-Royce BR715s, CFM56-9s, or the Pratt & Whitney PW6000; with the MTOW of {{cvt|53.3|t|lb}} for the smaller version and {{cvt|58|t|lb}} for the AE317, the thrust requirement were {{cvt|77.9|-|84.6|kN|lbf}} and {{cvt|84.6|-|91.2|kN|lbf}}, respectively. Range was settled at {{cvt|5,200|km|nmi mi}} and {{cvt|5,800|km|nmi mi}} for the high gross weights of both variants. Both share a wingspan of {{cvt|31.0|m|ftin}} 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.

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 at that year's Farnborough Airshow. 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 {{convert|0.79|m|ftin|adj=on}} ahead of the wing and {{convert|1.6|m|ftin}} behind. These cuts reduced passenger capacity from 124 on the A319 to 107 passengers in a two-class layout. Range was {{convert|5700|km|nmi mi}}, or {{convert|5950|km|nmi mi}} with upcoming Sharklets.

The 107-seater was launched on 26 April 1999 with the options and orders count at 109 aircraft. After three years of design, the maiden flight took place at Hamburg on 15 January 2002.{{cite web |url=http://events.airbus.com/a380/first_flight/seeing/learnandplay/history.html#a318 |title=Flights that made Airbus' history |access-date=1 March 2011 |work=Airbus |archive-url=https://web.archive.org/web/20140202143413/http://events.airbus.com/a380/first_flight/seeing/learnandplay/history.html#a318 |archive-date=2 February 2014 |url-status = live}} Tests on the lead engine, the PW6000, revealed worse-than-expected fuel consumption.{{cite web |url=http://www.flightglobal.com/pdfarchive/view/2003/2003%20-%201445.html |title=The Minibus Arrives |access-date=1 March 2011 |author=Kingsley-Jones, Max |date=10–16 June 2003 |work=Flight International |archive-url=https://web.archive.org/web/20100227013233/http://www.flightglobal.com/pdfarchive/view/2003/2003%20-%201445.html |archive-date=27 February 2010 |url-status = live}} 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. 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. On 22 July 2003, first delivery for launch customer Frontier Airlines occurred, entering service before the end of the month.

File:A321 final assembly (9351765668).jpg 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.{{Cite web |title= How Is An Aircraft Built > Final Assembly And Tests |publisher= Airbus |url= https://www.airbus.com/aircraft/how-is-an-aircraft-built/final-assembly-and-tests.html |access-date= 17 January 2019 |archive-url= https://web.archive.org/web/20190119121544/https://www.airbus.com/aircraft/how-is-an-aircraft-built/final-assembly-and-tests.html |archive-date= 19 January 2019 |url-status = live}} Airbus produced a total of 42 A320s per month in 2015, and expected to increase to 50 per month in 2017.{{cite news |url= http://aviationweek.com/commercial-aviation/analysts-flag-potential-airliner-glut |title= Analysts Flag Potential Airliner Glut |work= Aviation Week & Space Technology |author= Joe Anselmo |date= 2 March 2015 |access-date= 4 March 2015 |archive-url= https://web.archive.org/web/20150304202822/http://aviationweek.com/commercial-aviation/analysts-flag-potential-airliner-glut |archive-date= 4 March 2015 |url-status = live}}

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.{{cn|date=December 2023}}

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.{{cite news |first1=Mavis|last1=Toh|url= https://www.flightglobal.com/news/articles/analysis-tianjin-becomes-eastern-cousin-of-toulouse-433802/ |title= Tianjin becomes eastern cousin of Toulouse |date= 23 February 2017 |work= FlightGlobal |access-date= 24 February 2017 |archive-url= https://web.archive.org/web/20170225053932/https://www.flightglobal.com/news/articles/analysis-tianjin-becomes-eastern-cousin-of-toulouse-433802/ |archive-date= 25 February 2017 |url-status = live}}

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.{{cite press release |url= https://www.airbus.com/newsroom/press-releases/en/2018/06/airbus-inaugurates-hamburg-s-fourth-a320-family-production-line0.html |title= Airbus inaugurates Hamburg's fourth A320 Family production line |date= 14 June 2018 |publisher= Airbus |access-date= 17 June 2018 |archive-url= https://web.archive.org/web/20180617115644/https://www.airbus.com/newsroom/press-releases/en/2018/06/airbus-inaugurates-hamburg-s-fourth-a320-family-production-line0.html |archive-date= 17 June 2018 |url-status = live}} By January 2019, Mobile was outputting 4.5 A320s per month, raising to five by the end of the year.{{cite news |last1=Norris |first1=Guy |title=Airbus A320, A220 Evolution Considered As Mobile Expands |url=http://aviationweek.com/commercial-aviation/airbus-a320-a220-evolution-considered-mobile-expands |work=Aviation Week Network |date=17 January 2019 |language=en |access-date=17 January 2019 |archive-date=27 May 2021 |archive-url=https://web.archive.org/web/20210527091153/https://aviationweek.com/air-transport/airbus-a320-a220-evolution-considered-mobile-expands |url-status=live}}

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.{{cite press release |url= https://www.airbus.com/newsroom/press-releases/en/2019/10/airbus-inaugurates-new-a320-structure-assembly-line-in-hamburg.html/ |title= Airbus inaugurates new A320 structure assembly line in Hamburg |date= 1 October 2019 |website= Airbus |access-date= 2 February 2020 |archive-date= 11 August 2020 |archive-url= https://web.archive.org/web/20200811142551/https://www.airbus.com/newsroom/press-releases/en/2019/10/airbus-inaugurates-new-a320-structure-assembly-line-in-hamburg.html |url-status= live}} 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.{{cite news |last1=Kaminski-Morrow |first1=David |title=A320 family embarks on approach to 10,000 deliveries |url=https://www.flightglobal.com/news/articles/a320-family-embarks-on-approach-to-10000-deliveries-460900/ |work=Flightglobal.com |date=17 September 2019 |access-date=17 September 2019 |archive-date=21 September 2019 |archive-url=https://web.archive.org/web/20190921045532/https://www.flightglobal.com/news/articles/a320-family-embarks-on-approach-to-10000-deliveries-460900/ |url-status=live}}

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.{{cite news |url= https://www.flightglobal.com/airframers/more-aircraft-production-rate-cuts-coming-perhaps-analysts-say/140826.article |title= More aircraft production rate cuts coming? Perhaps, analysts say |author= Jon Hemmerdinger |date= 27 October 2020 |work= Flightglobal |access-date= 30 October 2020 |archive-date= 31 October 2020 |archive-url= https://web.archive.org/web/20201031233706/https://www.flightglobal.com/airframers/more-aircraft-production-rate-cuts-coming-perhaps-analysts-say/140826.article |url-status= live}}

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.{{cite news |url= https://www.flightglobal.com/air-transport/airbus-delivers-500th-china-built-a320-to-china-southern/140881.article |title= Airbus delivers 500th China-built A320 to China Southern |author= Alfred Chua |date= 30 October 2020 |work= Flightglobal |access-date= 30 October 2020 |archive-date= 1 November 2020 |archive-url= https://web.archive.org/web/20201101002605/https://www.flightglobal.com/air-transport/airbus-delivers-500th-china-built-a320-to-china-southern/140881.article |url-status= live}}

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.{{cite news |url= http://www.flightglobal.com/news/articles/pictures-airbus-aims-to-thwart-boeings-narrowbody-plans-with-upgraded-a320-207273/ |title= Pictures: Airbus aims to thwart Boeing's narrowbody plans with upgraded 'A320 Enhanced' |work= Flight International |date= 20 June 2006 |access-date= 18 June 2018 |archive-url= https://web.archive.org/web/20181229180457/https://www.flightglobal.com/news/articles/pictures-airbus-aims-to-thwart-boeings-narrowbody-plans-with-upgraded-a320-207273/ |archive-date= 29 December 2018 |url-status = live}}

Engine improvements that reduced fuel consumption by 1% were made to the A320 in 2007 with the CFM56 Tech Insertion{{cite web |url= http://www.geaviation.com/press/cfm56/cfm56-5/cfm56-5_20071203.html |title= Skybus Becomes First North American Operator of Advanced CFM56-5B Tech insertion Engine |publisher= GE Aviation |date= 3 December 2007 |access-date= 18 June 2018 |archive-url= https://web.archive.org/web/20170103003643/http://www.geaviation.com/press/cfm56/cfm56-5/cfm56-5_20071203.html |archive-date= 3 January 2017 |url-status = live}} and in 2008 with the V2500Select (One).{{Cite news |url= https://www.flightglobal.com/news/articles/picture-a320-completes-first-iae-v2500-selectone-221880/ |title= A320 completes first IAE V2500 SelectOne |work= Flight International |date= 27 February 2008 |access-date= 18 June 2018 |archive-url= https://web.archive.org/web/20180618175734/https://www.flightglobal.com/news/articles/picture-a320-completes-first-iae-v2500-selectone-221880/ |archive-date= 18 June 2018 |url-status = live}}

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

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 {{abbr|AWIATOR|Aircraft wing advanced technology operations}} programme.{{cite web|title= Projects and Results : Aircraft wing advanced technology operations|url= http://cordis.europa.eu/project/rcn/64807_en.html|work= CORDIS|publisher= European Commission|date= 13 June 2006|access-date= 16 November 2017|archive-url= https://web.archive.org/web/20171117003654/http://cordis.europa.eu/project/rcn/64807_en.html|archive-date= 17 November 2017|url-status = live}} 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|date=June 2018}}

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.{{Cite news |author= Max Kingsley-Jones |title= Airbus rethinks plan to put winglets on A320 |work= Flight International |date= 10 October 2006 |url= http://www.flightglobal.com/news/articles/airbus-rethinks-plan-to-put-winglets-on-a320-209738 |access-date= 18 June 2018 |archive-url= https://web.archive.org/web/20150217143052/http://www.flightglobal.com/news/articles/airbus-rethinks-plan-to-put-winglets-on-a320-209738/ |archive-date= 17 February 2015 |url-status = live}} 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.{{cite web |url= http://www.airbus.com/newsroom/press-releases/en/2008/12/airbus-undertakes-blended-winglet-evaluation-on-a320.html |title= Airbus undertakes Blended-Winglet evaluation on A320 |publisher= Airbus |date= 17 December 2008 |access-date= 18 June 2018 |archive-url= https://web.archive.org/web/20180618203753/http://www.airbus.com/newsroom/press-releases/en/2008/12/airbus-undertakes-blended-winglet-evaluation-on-a320.html |archive-date= 18 June 2018 |url-status = live}}

Airbus launched the sharklet blended winglets during the November 2009 Dubai Airshow. Installation adds {{cvt|200|kg|lb}} but offers a 3.5% fuel burn reduction on flights over {{cvt|2,800|km|nmi mi}},{{cite news |url= https://www.flightglobal.com/news/articles/dubai-09-a320s-sharklets-to-deliver-35-lower-fuel-burn-from-2012-334945/ |title= Dubai 09: A320s sharklets to deliver 3.5% lower fuel burn from 2012 |author= Max Kingsley-Jones |date= 15 November 2009 |work= Flight International |access-date= 18 June 2018 |archive-url= https://web.archive.org/web/20180618175417/https://www.flightglobal.com/news/articles/dubai-09-a320s-sharklets-to-deliver-35-lower-fuel-burn-from-2012-334945/ |archive-date= 18 June 2018 |url-status = live}} saving approximately US$220,000 and 700 t of CO₂ per aircraft per year.{{cite news |url=http://uk.reuters.com/article/btscenes-us-airbus-wingtip-idUKTRE5AE0VD20091115 |title=Airbus says wingtip change to save fuel |date=15 November 2009 |work=Reuters |author=John Irish |access-date=22 February 2011 |archive-url=https://web.archive.org/web/20120619143047/http://uk.reuters.com/article/2009/11/15/btscenes-us-airbus-wingtip-idUKTRE5AE0VD20091115 |archive-date=19 June 2012 |url-status = dead}} The {{convert|2.5|m|ftin}} tall wingtip devices are manufactured by Korean Air Aerospace Division.{{cite press release |url= http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/korean-air-aerospace-to-manufacture-new-a320-family-sharklets/ |title= Korean Air Aerospace to manufacture and distribute Sharklets |publisher= Airbus |date= 31 May 2010 |access-date= 18 February 2013 |archive-url= https://web.archive.org/web/20130515173556/http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/korean-air-aerospace-to-manufacture-new-a320-family-sharklets/ |archive-date= 15 May 2013 |url-status = dead}}

In December 2011, Airbus filed suit in the western district of Texas over Aviation Partners' claims of infringement of its patents on winglet design and construction which were granted in 1993. Airbus' lawsuit seeks to reject responsibility to pay royalties to Aviation Partners for using its designs, despite work performed together with both parties to develop advanced winglets for the Airbus A320neo.{{Cite news |url= https://www.flightglobal.com/news/articles/airbus-lawsuit-details-sharklet-patent-dispute-365996/ |work= Flightglobal |last= Kaminski-Morrow |first= David |date= 14 December 2011 |title= Airbus lawsuit details sharklet patent abuse |access-date= 18 June 2018 |archive-url= https://web.archive.org/web/20180618175808/https://www.flightglobal.com/news/articles/airbus-lawsuit-details-sharklet-patent-dispute-365996/ |archive-date= 18 June 2018 |url-status = live}}

The first sharklet-equipped Airbus A320 was delivered to Indonesia AirAsia on 21 December 2012, offering a {{cvt|450|kg|lb}} payload and {{cvt|100|nmi}} range increases over the original aircraft specifications.{{cite press release |url= http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airasia-becomes-first-operator-of-airbus-sharklet-equipped-a320/ |title= AirAsia becomes first operator of Airbus' Sharklet equipped A320 |date= 21 December 2012 |publisher= Airbus |access-date= 18 June 2018 |archive-url= https://web.archive.org/web/20170301053958/http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airasia-becomes-first-operator-of-airbus-sharklet-equipped-a320/ |archive-date= 1 March 2017 |url-status = live}}

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.{{cite press release |url= http://company.airbus.com/news-media/press-releases/Airbus-Group/Financial_Communication/2009/03/20090330_airbus_aircraft_interiors.html |title= Airbus drives cabin efficiency at Aircraft Interiors Expo |date= 30 March 2009 |publisher= Airbus |access-date= 18 June 2018 |archive-url= https://web.archive.org/web/20180618203247/http://company.airbus.com/news-media/press-releases/Airbus-Group/Financial_Communication/2009/03/20090330_airbus_aircraft_interiors.html |archive-date= 18 June 2018 |url-status = dead|df= dmy-all}} 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).{{cite web |url= http://www.airbus.com/aircraftfamilies/passengeraircraft/a320family/onboard-well-being/ |title= On board well-being |publisher= Airbus |access-date= 18 June 2018 |archive-url= https://web.archive.org/web/20161120122040/http://www.airbus.com/aircraftfamilies/passengeraircraft/a320family/onboard-well-being/ |archive-date= 20 November 2016 |url-status = live}}

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.{{cite press release |url= http://www.airbus.com/newsroom/press-releases/en/2009/06/condor-launch-the-a320-enhanced-cabin-retrofit-programme.html |title= Condor launch the A320 Enhanced Cabin Retrofit programme |date= 17 June 2009 |publisher= Airbus |access-date= 18 June 2018 |archive-url= https://web.archive.org/web/20180618230132/http://www.airbus.com/newsroom/press-releases/en/2009/06/condor-launch-the-a320-enhanced-cabin-retrofit-programme.html |archive-date= 18 June 2018 |url-status = live}} The flight crew controls the cabin through touchscreen displays.{{cite video |url= https://www.youtube.com/watch?v=IW8ql_3NUjg |title= Enhanced Fap—Airbus 320 |work= Youtube |author= cesar soto |date= 12 September 2007 |access-date= 27 November 2016 |archive-url= https://web.archive.org/web/20160413025532/https://www.youtube.com/watch?v=IW8ql_3NUjg |archive-date= 13 April 2016 |url-status = live}}

{{main|Airbus A320neo family}}

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

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

In 2006, Airbus was studying a future replacement for the A320 series, tentatively dubbed as NSR or "New Short-Range aircraft".{{Cite news |last= Norris |first= Guy |title= The 737 Story: Smoke and mirrors obscure 737 and Airbus A320 replacement studies |work= Flight International |date= 7 February 2006 |url= https://www.flightglobal.com/the-737-story-smoke-and-mirrors-obscure-737-and-airbus-a320-replacement-studies/65317.article}} 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.{{cite magazine |url= https://aviationweek.com/a30x-isnt-coming-soon |title= A30X Isn't Coming Soon |magazine= Aviation Week and Space Technology |date= 5 November 2007 |volume= 167 |issue= 18 |page= 20 |url-access=registration }} 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.{{cite web |url= https://www.flightglobal.com/airbus-sees-lifespan-of-at-least-10-years-for-re-engined-a320/91405.article |title= Airbus sees lifespan of at least 10 years for re-engined A320 |work= Flight International |date= 14 January 2010 |author= Max Kingsley-Jones }}

File:Iberia Airbus A320 EC-HAD.jpg airliner with twin turbofans and a conventional tail.|left]]

The Airbus A320 family are narrow-body (single-aisle) aircraft with a retractable tricycle landing gear and powered by two wing pylon-mounted turbofan engines.

After the oil price rises of the 1970s, Airbus needed to minimise the trip fuel costs of the A320. To that end, it adopted composite primary structures for the empennage with a conventional tail configuration, centre-of-gravity control using fuel, a glass cockpit (EFIS) with side-stick controllers and a two-crew flight deck.

Airbus claimed the 737-300 burns 35% more fuel and has a 16% higher operating cost per seat than the V2500-powered A320.{{cite magazine |url= https://www.flightglobal.com/pdfarchive/view/1986/1986%20-%202148.html |title= A320: fly-by-wire airliner |author= Graham Warwick |date= 30 August 1986 |magazine= Flight International}}

A 150-seat A320 burns {{cvt|11,608|kg|lb}} of jet fuel over {{cvt|2,151|nmi}} (between Los Angeles and New York City), or {{cvt|2.43|L/100 km|mpgus}} per seat with a 0.8 kg/L fuel.{{cite news |url= http://terrapass.com/images/blogposts/Air_Travel_Emissions_Paper.pdf |title= Carbon Offset Calculators for Air Travel |author1= Anja Kollmuss |author2=Jessica Lane |publisher= Stockholm Environment Institute |date= May 2008 |access-date= 26 November 2018 |archive-url= https://web.archive.org/web/20101231170424/http://www.terrapass.com/images/blogposts/Air_Travel_Emissions_Paper.pdf |archive-date= 31 December 2010 |url-status = dead}}

Its wing is long and thin, offering better aerodynamic efficiency because of the higher aspect ratio than the competing 737 and MD-80.

File:Iberia a320-200 planform ec-hyc arp.jpg 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 {{convert|3.95|m|in}} outside diameter, compared to the {{cvt|148|in|m|order=flip}} 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.{{cite web |url= http://www.airbus.com/aircraftfamilies/passengeraircraft/a320family/technology-and-innovation/ |title= A320 Family Technology |publisher= Airbus |access-date= 1 September 2016 |archive-url= https://web.archive.org/web/20160403132507/http://www.airbus.com/aircraftfamilies/passengeraircraft/a320family/technology-and-innovation/ |archive-date= 3 April 2016 |url-status = live}} 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.

File:Turkish Airlines Airbus A321 cockpit closeup.jpg 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.{{Cite web |url=http://www.aviationtoday.com/2003/01/01/product-focus-cockpit-displays-lcds-vs-crts/ |title=Product Focus: Cockpit Displays: LCDs vs. CRTs |author=Charlotte Adams |date=1 January 2003 |work=Avionics magazine |access-date=19 March 2017 |archive-url=https://web.archive.org/web/20170319113624/http://www.aviationtoday.com/2003/01/01/product-focus-cockpit-displays-lcds-vs-crts/ |archive-date=19 March 2017 |url-status = live}}

Airbus offers an avionics upgrade for older A320 aircraft, the In-Service Enhancement Package, to keep them updated.{{cite press release |url= http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airbus-launches-a-new-systems-enhancement-package-for-in-service-a320-family-aircraft/ |title= Airbus launches a new systems Enhancement Package for In-Service A320 Family aircraft |date= 24 September 2007 |publisher= Airbus |access-date= 22 March 2017 |archive-url= https://web.archive.org/web/20170322203405/http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airbus-launches-a-new-systems-enhancement-package-for-in-service-a320-family-aircraft/ |archive-date= 22 March 2017 |url-status = live}} Digital head-up displays are also available.{{cite web |url= https://www.thalesgroup.com/sites/default/files/asset/document/fiche_D-Huds_A4%20qxd_VF.pdf |title= Digital head-up display system |publisher= Thales |date= 2012 |access-date= 22 March 2017 |archive-url= https://web.archive.org/web/20170322203045/https://www.thalesgroup.com/sites/default/files/asset/document/fiche_D-Huds_A4%20qxd_VF.pdf |archive-date= 22 March 2017 |url-status = dead|df= dmy-all}}

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.{{cite web |url= http://www.flightglobal.com/news/articles/farnborough-airbuss-fly-by-wire-pioneer-bernard-ziegler-wins-flightglobal-lifetime-achievement-award-373768/ |title= Airbus's fly-by-wire pioneer Bernard Ziegler wins Flightglobal Lifetime Achievement Award |work= Flight Daily News |date= 11 July 2012 |access-date= 9 July 2013 |archive-url= https://web.archive.org/web/20151016223137/https://www.flightglobal.com/news/articles/farnborough-airbuss-fly-by-wire-pioneer-bernard-ziegler-wins-flightglobal-lifetime-achievement-award-373768/ |archive-date= 16 October 2015 |url-status = live}}

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.{{cite news |url= https://www.flightglobal.com/news/articles/analysis-how-a320-changed-the-world-for-commercial-433809/ |title= How A320 changed the world for commercial pilots |date= 20 February 2017 |work= Flight International |author= David Learmount |access-date= 20 February 2017 |archive-url= https://web.archive.org/web/20170221110216/https://www.flightglobal.com/news/articles/analysis-how-a320-changed-the-world-for-commercial-433809/ |archive-date= 21 February 2017 |url-status = live}} 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."

Early A320s used the Intel 80186 and Motorola 68010.{{cite book |at= 4.2 "Failure detection and redundancy" |author= Dominique Brière, Pascal Traverse{{dash}}Aérospatiale |title= FTCS-23 the Twenty-Third International Symposium on Fault-Tolerant Computing |chapter= AIRBUS A320/A330/A340 electrical flight controls{{dash}}A family of fault-tolerant systems |date= 22–24 June 1993 |chapter-url= http://personales.upv.es/juaruiga/teaching/TFC/Material/Trabajos/AIRBUS.PDF |archive-url= https://web.archive.org/web/20090327095042/http://personales.upv.es/juaruiga/teaching/TFC/Material/Trabajos/AIRBUS.PDF |url-status = dead|archive-date= 27 March 2009 |publisher= IEEE |doi= 10.1109/FTCS.1993.627364|isbn= 0-8186-3680-7 |s2cid= 7605243}} In 1988, the flight management computer contained six Intel 80286 CPUs, running in three logical pairs, with 2.5 megabytes of memory.{{cite news |author= Gilbert Sedbon |url= http://www.flightglobal.com/pdfarchive/view/1988/1988%20-%200368.html |title= Keeping the Complex Simple |work= Flight International |date= 13 February 1988 |page= 44 |access-date= 5 November 2009 |archive-url= https://web.archive.org/web/20120520183434/http://www.flightglobal.com/pdfarchive/view/1988/1988%20-%200368.html |archive-date= 20 May 2012 |url-status = live}}

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,{{cite web |title=P&W Main Website |url=http://www.pw.utc.com/products/commercial/pw6000.asp |url-status = dead|archive-url= https://web.archive.org/web/20120609072558/http://www.pw.utc.com/products/commercial/pw6000.asp |archive-date=9 June 2012}} while for the A320neo family are CFM International LEAP-1A or Pratt & Whitney PW1000G engines. The engines on the A320 family tend to make a distinct two tone drone when flying low and taxiing.

File:AFR A320 F-HBNH 3nov14 LFBO-2.jpg|The CFM56, with unmixed exhaust, is available on all variants.

File:Large engine of an airbus.JPG|The IAE V2500, with mixed exhaust, equips the larger variants.

File:Avianca Brazil A318 (PR-AVL) landed at Congonhas-São Paulo International Airport (1) (cropped).jpg|The PW6000 is available on the smallest A318.

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.Aviation Week & Space Technology, 29 October 2007, p. 63

{{as of|2024|3}}, 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.{{cite news |orig-date=31 March 2024 |title=A320 FAMILY: the most successful aircraft family ever |url=https://www.airbus.com/sites/g/files/jlcbta136/files/2024-04/Airbus-A320%20Family-Facts-and-Figures-April-2024.pdf |publisher=Airbus}}

{{See also|Competition between Airbus and Boeing#Single aisles: A320 vs 737}}

File:UnitedandVA 32315 (16735062459).jpg (foreground).]]

The A320 family was developed to compete with the Boeing 737 Classics (-300/-400/-500) and the McDonnell Douglas MD-80/90 series, and has since faced challenges from the Boeing 737 Next Generation (-600/-700/-800/-900) and the 717 during its two decades in service. As of 2010, the A320 family also faced competition from Embraer's E-195 (to the A318) and the CSeries being developed by Bombardier{{Cite news|url=https://www.nytimes.com/2008/07/14/business/worldbusiness/14air.html|title=A New Bombardier Jet Draws Only Tepid Demand|work=The New York Times|date=14 July 2008|access-date=4 April 2010|first=Micheline|last=Maynard|archive-url=https://web.archive.org/web/20110619122224/http://www.nytimes.com/2008/07/14/business/worldbusiness/14air.html|archive-date=19 June 2011|url-status = live}} 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). In comparison, Boeing has shipped 10,444 737-series aircraft since late 1967, including 8,918{{cite web |title=Boeing Orders & Deliveries |url=http://www.boeing.com/commercial/#/orders-deliveries |website=Boeing.com |publisher=Boeing Press Calculations |date=31 August 2020 |access-date=11 October 2020 |archive-url=https://web.archive.org/web/20110831144553/http://www.boeing.com/commercial/#/orders-deliveries |archive-date=31 August 2011 |url-status = live}} since March 1988, and has a further 4,763 on firm order (as of 31 December 2018).

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

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.{{cite news |url= http://aviationweek.com/asset-utilization/how-a320-overtook-737-and-mro-implications |title= How The A320 Overtook The 737, And MRO Implications |date= 29 August 2018 |author= Alex Derber |work= Aviation Week Network |access-date= 4 September 2018 |archive-url= https://web.archive.org/web/20180907044152/http://aviationweek.com/asset-utilization/how-a320-overtook-737-and-mro-implications |archive-date= 7 September 2018 |url-status = live}}

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• {{legend|green|Airbus A320 family deliveries{{cite web |url=http://www.airbus.com/fileadmin/media_gallery/files/reports_results_reviews/Summary_Historial_Orders_Deliveries_1974-2009.xls |archive-url=https://web.archive.org/web/20101223185526/http://www.airbus.com/fileadmin/media_gallery/files/reports_results_reviews/Summary_Historial_Orders_Deliveries_1974-2009.xls |archive-date=23 December 2010 |title = Historical Orders and Deliveries 1974–2009 |work=Airbus S.A.S. |date=January 2010 |format=Microsoft Excel |access-date=10 December 2012|url-status=live}}}}
• {{legend|blue|Boeing 737 series deliveries{{cite web |url=http://active.boeing.com/commercial/orders/displaystandardreport.cfm?&optReportType=HistAnnDel |title= Historical Deliveries |publisher=Boeing |date= December 2015 |access-date=5 February 2016|archive-url=https://web.archive.org/web/20200226093221/http://active.boeing.com/commercial/orders/displaystandardreport.cfm?&optReportType=HistAnnDel|archive-date=26 February 2020|url-status=dead}}}}

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

File:Airbus A32X family v1.0.png

{{For|the Airbus A320neo or New Engine Option variants|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, to 220, on the A321. 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.

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).[http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airbus-a320-family-approved-for-180-minute-etops-by-the-faa/ Airbus A320 Family approved for 180 minute ETOPS by the FAA] {{webarchive |url=https://web.archive.org/web/20160407041303/http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airbus-a320-family-approved-for-180-minute-etops-by-the-faa/ |date=7 April 2016}} Airbus

{{Main|Airbus A318}}

File:Airbus A318-112 (19751900080).jpg.]]

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 {{cvt|3,100|nmi}}. 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|2015|10|31|lc=on}}.

In 2018, the A318 list price was US$77.4 million.

{{Main|Airbus A319}}

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

The A319 is {{cvt|3.73|m|ftin|0}} shorter than the A320. 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 {{cvt|6,650|km|nmi}}, or {{cvt|6,850|km|nmi}} with the "Sharklets". Four propulsion options available on the A319 are the {{cvt|23040-24800|lbf|kN|adj=on}} IAE V2500, or the {{cvt|22000-27000|lbf|kN|adj=on}} CFM56. Although identical to those of the A320, these engines are derated because of the A319's lower MTOW.

The A319 was developed at the request of Steven F. Udvar-Házy, the former president and CEO of ILFC.{{Cite news |url=https://www.nytimes.com/2007/05/10/business/10flyboy.html?pagewanted=2&_r=1 |title=The Real Owner of All Those Planes |access-date=4 March 2011 |author=Wayne, Leslie |date=10 May 2007 |work=The New York Times |page=2 |archive-url=https://web.archive.org/web/20130515194731/http://www.nytimes.com/2007/05/10/business/10flyboy.html?pagewanted=2&_r=1 |archive-date=15 May 2013 |url-status = live}} The A319's launch customer, in fact, was ILFC, which had placed an order for six A319s by 1993. 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 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. A 1998 A319 was $35 million new; the value was halved by 2009, and reached scrap levels by 2019.{{cite news |url= http://www.aircraftvaluenews.com/values-of-a319-continue-to-taper-down/ |title= Values of A319 Continue to Taper Down |author= Aircraft Value News |date= 21 January 2019 |access-date= 21 January 2019 |archive-url= https://web.archive.org/web/20190122043925/http://www.aircraftvaluenews.com/values-of-a319-continue-to-taper-down/ |archive-date= 22 January 2019 |url-status = live}}

In 2018, the A319 list price was US$92.3 million.

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

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 {{cvt|12500|m}}.{{cite web|url=http://stagev4.airbus.com/en/aircraftfamilies/executive_aviation/acj_family/ |archive-url=https://web.archive.org/web/20070529111737/http://stagev4.airbus.com/en/aircraftfamilies/executive_aviation/acj_family/ |url-status = dead|archive-date=29 May 2007 |title=Aircraft Families – Airbus Executive and Private Aviation – ACJ Family |publisher=Stagev4.airbus.com |access-date=9 July 2012}} Range with eight passengers' payload and auxiliary fuel tanks (ACTs) is up to {{convert|6000|nmi|order=flip}}.

[http://www.airbus.com/fileadmin/media_gallery/files/tech_data/jetFamily/media_object_file_ACJ_Specifications.pdf ACJ Specifications] {{Webarchive|url=https://web.archive.org/web/20131008153336/http://www.airbus.com/fileadmin/media_gallery/files/tech_data/jetFamily/media_object_file_ACJ_Specifications.pdf |date=8 October 2013}} , airbus.com

"ACJ Analysis" Business & Commercial Aviation Magazine – July 2002, Page 44 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,{{cite web |url=http://www.airliners.net/photo/Armenia-Government/Airbus-A319-132-CJ/1702856/&sid=10ab84d6e153604fd2aae14b30e94974 |title=– Government of Armenia A319CJ |publisher=Airliners.net |date=11 April 2010 |access-date=9 July 2012 |archive-url=https://web.archive.org/web/20131024080419/http://www.airliners.net/photo/Armenia-Government/Airbus-A319-132-CJ/1702856/%26sid%3D10ab84d6e153604fd2aae14b30e94974 |archive-date=24 October 2013 |url-status = live}} Azerbaijan, Brazil, Bulgaria, Czech Republic, Germany, Italy,{{cite web|url=http://www.aeronautica.difesa.it/Mezzi/velivoliDotazione/Pagine/A-319CJ.aspx |title=Il portale dell'Aeronautica Militare – Airbus A319CJ |access-date=26 December 2014 |url-status = dead|archive-url=https://web.archive.org/web/20150110235024/http://www.aeronautica.difesa.it/Mezzi/velivoliDotazione/Pagine/A-319CJ.aspx |archive-date=10 January 2015}} Malaysia, Slovakia, Thailand, Turkey, Ukraine, and Venezuela.

File:Airbus A320-100 Air France (AFR) F-GFKQ - MSN 002 (10655935863).jpg in 2009]]

The A320 series has two variants, the A320-100 and A320-200. Only 21 A320-100s were produced. These aircraft, the first to be manufactured, were delivered to Air Inter{{Snd}} later acquired by Air France{{Snd}} and British Airways as a result of an order from British Caledonian made prior to its acquisition. The primary differences from the -100 were the -200's wingtip fences and increased fuel capacity, providing increased range.

Powered by two CFM56-5s or IAE V2500s with thrust ratings of {{cvt|98|-|120|kN|lbf}}, the A320's typical range with 150 passengers is {{cvt|3,300|nmi}}. A total of 4,512 of the A320ceo model have been delivered, with 220 remaining on order as of 30 September 2017. The closest Boeing competitor is the 737-800.{{cite web |url= http://theflyingengineer.blogspot.fr/2010/05/airbus-a320-family-vs-boeing-737-family.html |title= The Airbus A320 family vs the Boeing 737 family: Who's got the muscle? |date= 30 May 2010 |work= The Flying Engineer |access-date= 22 March 2017 |archive-url= https://web.archive.org/web/20170323142527/http://theflyingengineer.blogspot.fr/2010/05/airbus-a320-family-vs-boeing-737-family.html |archive-date= 23 March 2017 |url-status = live}}

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.{{cite news |url= http://www.aircraftvaluenews.com/prices-of-new-a320s-hardly-changed-in-20-years/ |title= Prices of New A320s Hardly Changed in 20 Years |author= Aircraft Value News |date= 21 January 2019 |access-date= 21 January 2019 |archive-url= https://web.archive.org/web/20190121232737/http://www.aircraftvaluenews.com/prices-of-new-a320s-hardly-changed-in-20-years/ |archive-date= 21 January 2019 |url-status = live}} In 2018, its list price was US$101.0 million.{{cite web |title= AIRBUS AIRCRAFT 2018 AVERAGE LIST PRICES* (USD millions) |publisher=Airbus |date= 2018 |url= http://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/Airbus-Commercial-Aircraft-list-prices-2018.pdf |archive-url= https://web.archive.org/web/20180115185203/http://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/Airbus-Commercial-Aircraft-list-prices-2018.pdf |url-status= dead |archive-date= 15 January 2018}}

{{Main|Airbus A321}}

File:Airbus A321 - myAustrian (1).jpg

As the A320 was beginning operations in 1988, the A321 was launched as its first derivative the same year. The A321 fuselage is stretched by {{convert|6.93|m|ftin}}, with a {{cvt|4.27|m|ftin|adj=on}} front plug immediately forward of wing and a {{cvt|2.67|m|ftin|adj=on}} rear plug. The A321-100 maximum takeoff weight is increased by {{cvt|9,600|kg|lb|sigfig=3}} to {{cvt|83,000|kg|sigfig=3}}. To maintain performance, double-slotted flaps were included, in addition to increasing the wing area by {{cvt|4|m2}}, to {{cvt|128|m2}}. The maiden flight of the first of two prototypes came on 11 March 1993. 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 {{cvt|2,990|L|USgal|adj=on}} tanks in the rear underfloor hold. Its fuel capacity was increased to {{cvt|30,030|L|USgal|adj=on}} and its maximum takeoff weight to {{cvt|93,000|kg|lb|sigfig=3}}. 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, and the 757-200. In 2018, the A321 list price was US$118.3 million. A total 1,784 units of the A321ceo model have been delivered, with seven remaining on order as of 30 September 2023.

File:Express Freighters Australia VH-ULY Airbus A321-231(P2F) Melbourne International Airport (MEL YMML) (51814068661).jpg

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.{{cite press release |url= https://www.airbus.com/newsroom/press-releases/en/2011/06/strong-demand-for-used-airbus-a320-aircraft-drives-joint-decision-to-stop-freighter-conversion-programme.html |title= Strong demand for used Airbus A320 aircraft drives joint decision to stop freighter conversion programme |date= 3 June 2011 |publisher= Airbus}} 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.{{cite press release |title= ST Aerospace, Airbus and EFW to launch A320 and A321P2F conversion programme |publisher= ST Aerospace |date= 17 June 2015 |url= https://www.stengg.com/en/newsroom/news-releases/st-engineerings-aerospace-arm-to-increase-shareholding-in-efw-to-55/ |access-date= 25 February 2020 |archive-date= 25 July 2020 |archive-url= https://web.archive.org/web/20200725010556/https://www.stengg.com/en/newsroom/news-releases/st-engineerings-aerospace-arm-to-increase-shareholding-in-efw-to-55/ |url-status= live}}

; A321P2F

In August 2019, Qantas was announced as launch operator for the A321P2F converted freighter, for Australia Post, with up to three aircraft to be introduced in October 2020.{{cite news |url= https://www.flightglobal.com/news/articles/qantas-to-be-launch-operator-for-a321p2f-460217/ |title= Qantas to be launch operator for A321P2F |date= 12 August 2019 |author= Ellis Taylor |work= Flightglobal |access-date= 12 August 2019 |archive-date= 12 August 2019 |archive-url= https://web.archive.org/web/20190812101008/https://www.flightglobal.com/news/articles/qantas-to-be-launch-operator-for-a321p2f-460217/ |url-status= live}} Titan Airways received their first A321P2F in January 2021;{{cite press release|url=https://www.titan-airways.com/news/titan-airways-takes-delivery-of-first-airbus-a321-freighter/|title=Titan Airways takes delivery of first Airbus A321 freighter|website=Titan Airways|date=14 January 2020}} it was converted at Singapore Seletar Airport, with two more A321P2F's to be converted.{{Cite web |url=https://www.titan-airways.com/news/three-a321-freighters-joining-the-fleet/ |title=Three A321 freighters join Titan Airways fleet |date=6 January 2020 |access-date=13 January 2021 |archive-date=15 January 2021 |archive-url=https://web.archive.org/web/20210115122442/https://www.titan-airways.com/news/three-a321-freighters-joining-the-fleet/ |url-status=live}}

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 {{cvt|27.9|t|lb}} over {{cvt|2,300|nmi}}. Airbus sees a market for 1,000 narrowbody conversions over the 2020-2040 period.{{cite news |url= https://www.flightglobal.com/airframers/a321-converted-freighter-secures-easa-certification/136902.article |title= A321 converted freighter secures EASA certification |author= David Kaminski-Morrow |date= 25 February 2020 |work= Flightglobal |access-date= 25 February 2020 |archive-date= 25 February 2020 |archive-url= https://web.archive.org/web/20200225101554/https://www.flightglobal.com/airframers/a321-converted-freighter-secures-easa-certification/136902.article |url-status= live}} On 27 October 2020, the first A321P2F was delivered to launch operator Qantas Airways, with windows and exit doors removed, and a large hydraulically actuated main cargo door installed.{{cite news |url= https://airwaysmag.com/airlines/worlds-first-a321p2f-enters-service/ |title= World's first A321P2F enters service |author= Chris Buckett |date= 27 October 2020 |work= AirwaysMagazine |access-date= 28 October 2020 |archive-date= 28 October 2020 |archive-url= https://web.archive.org/web/20201028072149/https://airwaysmag.com/airlines/worlds-first-a321p2f-enters-service/ |url-status= live}}

; A320P2F

After EFW began the first A320 conversion in March 2021, the A320P2F made its maiden three-hour flight on 8 December from Singapore.{{cite news |url= https://www.flightglobal.com/aerospace/first-a320p2f-completes-maiden-test-flight-from-singapore/146774.article |title= First A320P2F completes maiden test flight from Singapore |author= Alfred Chua |date= 9 December 2021 |work= Flightglobal}}

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.{{cite news |url= https://www.flightglobal.com/singapore-2022/first-a320p2f-to-enter-service-with-african-cargo-carrier-astral-aviation/147491.article |title= First A320P2F to enter service with African cargo carrier Astral Aviation |author= Alfred Chua |date= 14 February 2022 |work= Flightglobal}} The A320P2F received its supplemental type certification at the end of March 2022.{{cite news |url= https://www.flightglobal.com/aerospace/efw-clinches-european-type-certification-for-a320p2f/148024.article |title= EFW clinches European type certification for A320P2F |author= Alfred Chua |date= 24 March 2022 |work= Flightglobal}}

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.

In late 2020, the Indian Defence Ministry greenlit the modification by the Defence Research and Development Organisation of six Air India A320s into Netra Mk2 Airborne early warning and control planes for Rs 10,500 crore (US${{To USD|105|India|r=2|year=2021}} billion). They were to complement two Indian-built Netra and three Israeli-and-Russian-made Phalcons of the Indian Air Force.{{cite news |url= https://www.timesnownews.com/india/article/def-min-approves-rs-10500-cr-eyes-in-the-sky-project-how-drdos-awacs-will-boost-indias-border-vigilance/696116 |work= Times Now |title= def-min-approves-rs-10500-cr-eyes-in-the-sky-project-how-drdos-awacs-will-boost-indias-border-vigilance |date= 18 December 2020 |access-date= 11 January 2021 |archive-date= 12 January 2021 |archive-url= https://web.archive.org/web/20210112211514/https://www.timesnownews.com/india/article/def-min-approves-rs-10500-cr-eyes-in-the-sky-project-how-drdos-awacs-will-boost-indias-border-vigilance/696116 |url-status= live}}

File:American Airlines aircraft at PHX (N657AW, N837AW, N604AW, N845NN) - Quintin Soloviev.jpg is the largest A320 operator.]]

{{Main|List of Airbus A320 family operators}}

{{as of|2025|3}}, there are 11,025 A320 family aircraft in commercial service with over 375 operators. The five largest operators are American Airlines (483), China Eastern Airlines (387), EasyJet (362), IndiGo (355) and China Southern Airlines (328). Aircraft in operation include 41 A318s, 1,268 A319s (1,238 ceo, 30 neo), 6,340 A320s (4,173 ceo, 2,167 neo) and 3,376 A321s (1,702 ceo, 1,674 neo) aircraft. In addition, 946 A320ceo family aircraft consisting of 39 A318s, 246 A319s, 579 A320s and 82 A321s were out of service through retirement or write-off.

Air France, British Airways, and Frontier Airlines are the only operators to have operated all four variants of the A320ceo family. Middle East Airlines received two milestone aircraft. The first was an A320ceo with manufacturer serial number (MSN) 5,000 on 20 January 2012.{{Cite news |url= https://www.airbus.com/newsroom/press-releases/en/2012/01/airbus-delivers-a320-msn5000-to-middle-east-airlines.html/ |title= Airbus delivers A320 MSN5000 to Middle East Airlines |date= 20 January 2012 | work= Airbus Commercial Aircraft}} Eight years later, on 9 October 2020, the airline received MSN 10,000, an A321neo, at the celebration of its 75th anniversary.{{Cite news |url= https://www.airbus.com/newsroom/press-releases/en/2020/10/airbus-delivers-a320-family-msn10000-to-middle-east-airlines.html/ |title= Airbus delivers A320 Family MSN10,000 to Middle East Airlines |date= 9 October 2020 |author= Zaid Al-Farah & Samsana Ismail |work= Airbus Africa & Middle East |access-date= 20 October 2020 |archive-date= 31 October 2020 |archive-url= https://web.archive.org/web/20201031111655/https://www.airbus.com/newsroom/press-releases/en/2020/10/airbus-delivers-a320-family-msn10000-to-middle-east-airlines.html |url-status= live}}{{Cite news |url= https://www.flightglobal.com/airlines/a320neo-line-adapts-to-five-digits-for-msn10000-delivery/140541.article/ |title= A320neo line adapts to five digits for MSN10000 delivery |date= 9 October 2020 |author= David Kaminski-Morrow |work= FlightGlobal |access-date= 20 October 2020 |archive-date= 22 October 2020 |archive-url= https://web.archive.org/web/20201022095023/https://www.flightglobal.com/airlines/a320neo-line-adapts-to-five-digits-for-msn10000-delivery/140541.article/ |url-status= live}}

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.

{{Main|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.{{cite web |url=http://www.hellocompany.org/entry/airbus-steals-the-paris-air-show/ |title=Airbus steals the Paris air show |publisher=Hellocompany.org |date=19 June 2007 |access-date=26 June 2011 |archive-url=https://web.archive.org/web/20110726144716/http://www.hellocompany.org/entry/airbus-steals-the-paris-air-show/ |archive-date=26 July 2011 |url-status = dead}} Its successor, the A320neo family, improved on this with 1,420 orders and commitments in less than a year in 2011.{{cite press release |url= http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airbus-wins-211-orders-and-commitments-worth-us205-billion/ |title= Airbus wins 211 orders and commitments worth US$20.5 billion |publisher= Airbus |date= 16 November 2011 |access-date= 12 October 2020 |archive-date= 11 April 2016 |archive-url= https://web.archive.org/web/20160411121940/http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/airbus-wins-211-orders-and-commitments-worth-us205-billion/ |url-status= live}}

In November 2013, the A320 family aircraft reached 10,000 orders.{{Cite news |url= https://www.aerospacemanufacturinganddesign.com/article/jetblue-orders-35-a321-aircraft-upsizes-18-a350-models-110113/ |title= JetBlue Orders 35 A321s, Upsizes 18 A350 Models |date= 1 November 2013 |work= Aerospace Manufacturing and Design |access-date= 10 September 2021 }}

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.{{Cite news |url= https://www.flightglobal.com/news/articles/total-a320-orders-overtake-737s-as-max-crisis-persi-462255/ |title= A320's order total overtakes 737's as Max crisis persists |date= 15 November 2019 |author= David Kaminski-Morrow |work= Flightglobal |access-date= 16 November 2019 |archive-date= 16 November 2019 |archive-url= https://web.archive.org/web/20191116075424/https://www.flightglobal.com/news/articles/total-a320-orders-overtake-737s-as-max-crisis-persi-462255/ |url-status= live}}

In August 2021, the A320 family passed the 10,000 delivery mark,{{Cite news |url= https://www.flightglobal.com/air-transport/airbus-a320-family-deliveries-pass-10000-mark/145363.article |title= Airbus A320-family deliveries pass 10,000 mark |date= 7 September 2021 |author= David Kaminski-Morrow |work= Flightglobal |access-date= 10 September 2021 }} 33 years after its introduction, versus 50 years for the Boeing 737, which passed the 10,000 delivery mark in March 2018.{{Cite news |url= https://www.airway1.com/airbus-a320-reaches-10000-aircraft-delivered/ |title= Airbus A320 reaches 10,000 aircraft delivered |date= 8 September 2021 |author= Ricardo Meier |work= Air Data News |access-date= 24 September 2021 }}

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.{{Cite news |url= https://www.ch-aviation.com/portal/news/111218-worlds-last-a320ceo-family-jet-delivered-to-delta |title= World's last A320ceo Family jet delivered{{dash}}to Delta |date= 30 December 2021 |work= ch-aviation |access-date= 6 January 2022 }}

In July 2022, total orders for the A320neo family reached 8,502, exceeding the total orders for the A320ceo family of 8,120.

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.{{Cite news |last=Kaminski-Morrow |first=David |date=7 July 2023 |title=A321neo overtakes original A320 as Airbus's most-ordered model |work=Flight Global |url=https://www.flightglobal.com/air-transport/a321neo-overtakes-original-a320-as-airbuss-most-ordered-model/154034.article |access-date=23 July 2023}} 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.{{cite web|url=https://www.mro-network.com/airframe/boeing-737-800-not-expected-peak-until-2021|title=Inside MRO: Boeing 737-800 Not Expected To Peak Until 2021|last=Derber|first=Alex|date=14 June 2018|publisher=Aviation Week & Space Technology|access-date=17 August 2018|archive-url=https://web.archive.org/web/20180818052311/https://www.mro-network.com/airframe/boeing-737-800-not-expected-peak-until-2021|archive-date=18 August 2018|url-status=live}}

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.

{{as of|2025|3}}, a total of 11,971 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 three months of 2025, Airbus delivered 106 A320neo family aircraft, comprising 4 A319neos, 37 A320neos and 65 A321neos. The A320 family backlog remains over the 7,000 mark, with A321s accounting for 60%, and total orders have reached 19,233, while total orders for the competing Boeing 737 have increased slightly to 16,805 aircraft, of which 12,030 have been delivered.{{cite web |date=31 March 2025 |title=Boeing Orders and Deliveries (737) |url=http://www.boeing.com/commercial/#/orders-deliveries |access-date=9 April 2025 |publisher=Boeing}}

Data {{as of|2025|3|31|lc=yes}}

{{main|List of accidents and incidents involving the Airbus A320 family}}

{{as of|2024|6|}}, across the entire A320 family, 180 major aviation accidents and incidents have occurred,{{cite web |date= |title=hull-loss and repairable damage occurrences |url=http://aviation-safety.net/database/types/Airbus-A320-series/database |url-status=live |archive-url=https://web.archive.org/web/20170323235554/http://aviation-safety.net/database/types/Airbus-A320-series/database |archive-date=23 March 2017 |access-date=30 June 2024 |work=Aviation Safety Network |publisher=Flight Safety Foundation}} including 38 hull loss accidents (the latest being LATAM Perú Flight 2213 on 18 November 2022),{{cite web |date= |title=hull-loss occurrences |url=http://aviation-safety.net/database/types/Airbus-A320-series/losses |url-status=live |archive-url=https://web.archive.org/web/20170602224931/http://aviation-safety.net/database/types/Airbus-A320-series/losses |archive-date=2 June 2017 |access-date=30 June 2024 |work=Aviation Safety Network |publisher=Flight Safety Foundation}} resulting in a total of {{#expr:1048+441+1}} fatalities.{{cite web |date= |title=Airbus A320 Statistics |url=http://aviation-safety.net/database/types/Airbus-A320-series/statistics |url-status=live |archive-url=https://web.archive.org/web/20170323234925/http://aviation-safety.net/database/types/Airbus-A320-series/statistics |archive-date=23 March 2017 |access-date=30 June 2024 |work=Aviation Safety Network |publisher=Flight Safety Foundation}} The A320 family has experienced 50 incidents in which several flight displays were lost.{{cite web |url= https://www.ntsb.gov/safety/safety-recs/recletters/A08_53_55.pdf |publisher= National Transportation Safety Board |title= Safety Recommendation A08-53 |date= 22 July 2008 |quote= According to Airbus, as of May 2007, 49 events similar to the United Airlines flight 731 and UK events had occurred in which the failure of electrical busses resulted in the loss of flight displays and various aircraft systems. |page= 2 |access-date= 23 March 2017 |archive-url= https://web.archive.org/web/20170210042527/https://www.ntsb.gov/safety/safety-recs/RecLetters/A08_53_55.pdf |archive-date= 10 February 2017 |url-status = live}}

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.{{cite web |url= http://www.boeing.com/news/techissues/pdf/statsum.pdf |title= Statistical Summary of Commercial Jet Airplane Accidents |publisher= Boeing |page= 19 |date= July 2016 |access-date= 25 March 2015 |archive-url= https://web.archive.org/web/20141101005316/http://www.boeing.com/news/techissues/pdf/statsum.pdf |archive-date= 1 November 2014 |url-status = live}}

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.{{cite web |date=September 2023 |title=Statistical Summary of Commercial Jet Airplane Accidents |url=http://www.boeing.com/news/techissues/pdf/statsum.pdf |url-status=live |archive-url=https://web.archive.org/web/20141101005316/http://www.boeing.com/news/techissues/pdf/statsum.pdf |archive-date=1 November 2014 |access-date=30 June 2024 |publisher=Boeing |page=10}}

{{incomplete|list|date=December 2024}}

{{sticky header}}

{{Portal|Aviation|European Union}}

{{aircontent

|see also=

• Competition between Airbus and Boeing

|related=

• Airbus A320neo family

|similar aircraft=

• 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

|lists=

• List of aircraft
• List of jet airliners

}}

{{Notelist}}

{{Reflist}}

{{Commons category|Airbus A320 family}}

• [https://www.airbus.com/en/products-services/commercial-aircraft/passenger-aircraft/a320-family Official Airbus website of the A320 aircraft family]
• {{cite news |url= https://www.flightglobal.com/news/articles/analysis-three-decades-since-first-a320-delivery-447072/ |title= Analysis : Three decades since first A320 delivery |date= 26 March 2018 |author= Max Kingsley-Jones |work= Flightglobal}}

{{Airbus aircraft}}

{{Airbus A3xx timeline}}

{{Italian military aircraft}}

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{{DEFAULTSORT:Airbus A320 Family}}

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