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A32X Family Diff. Versions  
User currently offlineGE From Singapore, joined Mar 2000, 320 posts, RR: 6
Posted (11 years 9 months 2 weeks 6 days 20 hours ago) and read 2218 times:

Hi all,

I have noticed that there are many different versions of the A319: for example UA has the 1st version, which is A319-131. This plane has V2522-A5 engines (22,000lbs thrust).
May I know how much range it has and what it's MTOW is?

How about the different versions? AC has the 4th version: A319-114 (CFM56-5A5 engines w/23,500lbs thrust). I think it has the full 3700nm of range, right? What is it's MTOW?

For the A320, is there a difference in range and MTOW for the BA A320-232 and BA A320-211?

What are the different MTOWs and ranges of the dif. versions of the A319/A320?

I am also curious to know the differences between each version of the a319 and a320. Besides the different engines, I think they also have different range because the A319 range differs from 1810nm to about 3700nm.
What has led to this different range? Surely the engines alone can't have caused such a wide difference of range.

Thank you so much!!

Regards,
Russell J.

9 replies: All unread, jump to last
 
User currently offlineZeke From Hong Kong, joined Dec 2006, 9105 posts, RR: 75
Reply 1, posted (11 years 9 months 2 weeks 6 days 14 hours ago) and read 2111 times:

Richard,

The last three numbers refer to the engine installed, if you do a search on this forum you will see someone has already posted a list of them.

The A319 basically goes further because it weighs less and is smaller than the A320, so it needs less thrust in cruise to overcome the drag, however it has the same fuel capacity as the A320 which gives the extra range.

The A321 has an addional option of an extra 2.5t MTOW to have more fuel on board for a given load.

FUEL QUANTITIES (kg/1000):
________A319/320____A321
WINGS____27.5_______27.5
CENTRE___14.5_______14.5
ACT_______0.0_______10.5 (ACT = additional centre tank)

TOTAL____42.0_______52.5


Long range cruise fuel flows
A319 1980 kg/hr
A320 2100 kg/hr
A321 2100 kg/hr

Range (nm)_______A319___A320____A321
Max. payload______1355____637____1955
Design range______1900___2700____2700
Max. fuel+payload_4158____3672____2602


Weights (kg):_______A319 _______A320_______A321
Ramp_____________64400_______73900_______89400
Max. take-off______64000_______73500_______89000
Max. landing_______61000_______64500_______73500
Zero-fuel__________57000_______60500_______71500
Max. payload_______17390_______19190_______22780
Max. fuel +payload___5360_______13500_______19060
Design payload_____11780_______14250_______17670
Design fuel load_____13020_______17940_______23330
Operational empty___39200_______41310_______48000


Cargo___________A319_____A320___A321
Hold volume (m³)_27.00_____38.76__51.76
Containers (LD3)___4________7_______10


A319 differences from the 320
Cabin handsets are different.
RAT provides better performance, remains engaged until touchdown
Logo lights are installed and are coupled with the Nav Switch.
F/A aisle jumpseat is removed.
There are only 2 overwing Exits.
Autothrottle System is different.
Cargo Smoke Panel is different.
Cargo Fire Protection is different.
Alpha Floor Protection is lost during one engine operation with Flaps/Slats in some configurations.
Rudder deflection is limited to 30°.
Speedbrake deflection is not limited with an Autopilot engaged.
Actual Spoiler deflection is about 1/2 that of the A320.
There is no Forward Cargo Heat or Ventilation.
Hot Air Pressure Regulating Valve closes under different conditions.
Vapp computation is different.
Load Alleviation Function is not on the A319.

A321 Fuel System differs with two Additional Centre Tanks (ACT). Fwd and Aft ACT transfer fuel to the Centre Tanks which feeds the Wing Tanks which feed the Engines. A321 has no Outer Wing Fuel Tanks.

A319 approach is about 4.8° nose up
A320 approach is about 4.5° nose up
A321 Approach attitude is about 4° nose up

Tail strikes on the A321 may occur at 9.5° pitch up.

Air Conditioning Pack on the A321 has an ECON FLOW pushbutton on the overhead panel. The Zone Controller may override the selected Pack Flow on the A321 (labeled NORM/ECON FLOW) just like on the A319 & A320 (labeled HI/NORM/LOW); that is the APU speed or Engine speed may be increased to meet the temperature demands.

The A321 Aft Cargo Compartment has three Smoke Detection Cavities with two Detector in each.

The A321 Normal Brakes are available when slightly different to A319/A320



We are addicted to our thoughts. We cannot change anything if we cannot change our thinking – Santosh Kalwar
User currently offlineZeke From Hong Kong, joined Dec 2006, 9105 posts, RR: 75
Reply 2, posted (11 years 9 months 2 weeks 6 days 13 hours ago) and read 2099 times:

Richard,

JET SETTER has posted before ....

"Airbus codes are much simpler than Boeing codes, and have nothing to do with the customer.

A typical Airbus designation;
A320-231

This is the easiest way to explain it; There are 3 parts to the designation A, B and C eg;
A320-ABC

A=Variant: 100 series, 200 series etc
B=Engine Maker: 0=GE 1=CFM 2=PW 3=IAE 4=RR
C=Sub-Type: 1=Initial Variant 2=First developement etc

So;
A300B4-203 tells you the aircraft is an A300B4-200 with GE engines and is a later model.

A320-214 tells you the aircraft is an A320-200 with CFM engines and is a later model.

A330-242 tells you the aircraft is an A330-200 with RR engines and is one of the initial models."



We are addicted to our thoughts. We cannot change anything if we cannot change our thinking – Santosh Kalwar
User currently offlineGE From Singapore, joined Mar 2000, 320 posts, RR: 6
Reply 3, posted (11 years 9 months 2 weeks 6 days 10 hours ago) and read 2055 times:

Thanks so much for the reply Zeke!!!  Big thumbs up

I understand about Airbus codes and what they signify, but what my question was what are the differences between each subtype (C). Like you said, there are initial variants and later developments etc... but may I know what are the differences between each variant?

Regarding your first post, thanks a lot for posting the info on the A32X family. You have taught me so much more about the differences between the A32X family. I really appreciate it.  Smile

While we're on this topic, I have a few more questions.
Can you please elaborate on these few differences that you mentioned:
-Autothrottle system is different (may I know how it is different?)
-Alpha Floor Protection is lost during one engine operation with Flaps/Slats in some configurations. (why is this so? wat configs do u mean?)
-Rudder deflection is limited to 30°. (what is the normal deflection?)
-Speedbrake deflection is not limited with an Autopilot engaged. (what is the speedbrake deflection limitation w/autopilot on for a320?)
-Vapp computation is different (can you tell me why and how it is different?)

What is load alleviation function?

Thanks for the info on the approach pitch up angles. Why is there a difference between the A32x family for pitch up angles? Aren't they using the same wing? Or is it because of their different flaps?

What do you mean by "The A321 Normal Brakes are available when slightly different to A319/A320". I don't quite understand.

I hope I'm not taking up too much of your time.  Big grin

BTW, can u pls drop me an email?

Thanks a lot once again!!! Big grin

P.S. I'm not Richard, I'm Russell.  Smile

Regards,
Russell J.


User currently offlineJeff G From United States of America, joined Jan 2002, 436 posts, RR: 1
Reply 4, posted (11 years 9 months 2 weeks 5 days 11 hours ago) and read 1967 times:

A few of the improvements made to the A319 are now standard on the A320. Current A320's have the improved RAT and the logo lights, for instance. Software improvements to the FMS, flight control logic, etc. have also made the jump. Each airplane, even if identical in suffix (-232) is unique in small ways as improvements are introduced to the product over time. Some of those improvements are important enough to cause previous models to be retrofitted, but many are minor or only cosmetic in nature. You can't really tell by looking at the model number exactly how it's configured except in the broadest sense.


User currently offlineGE From Singapore, joined Mar 2000, 320 posts, RR: 6
Reply 5, posted (11 years 9 months 2 weeks 5 days 11 hours ago) and read 1953 times:

Thanks Jeff G.
Do u know the MTOWs and range of the various a319s and a320s?
Really appreciate your help.
If you don't mind, can you drop me an email?
Thanks a lot. Big grin

Regards,
Russell J.


User currently offlineZeke From Hong Kong, joined Dec 2006, 9105 posts, RR: 75
Reply 6, posted (11 years 9 months 2 weeks 4 days 21 hours ago) and read 1918 times:

Russell,

Sorry about calling you Richard ...

The Autothrottle and Vapp things are a little hard to summarise in a few lines. The answer to the brakes is hard to explain without a brake system diagram.

When a multi engine aircraft like the A319 has an engine failure, the good engine tends to yaw the aircraft about the normal axis. To counter this yawing motion pilots use opposite rudder to counter to yaw. The force to counter is equal to the thrust by the span wise distance from the centre of gravity (CG) of the aircraft, and the rudder side force by the distance from the CG (these generate a couple). The A319 is shorter than the A320/321, but the engine location is the same span wise location, so it needs to generate more side force to balance the yawing motion when on engine inoperative as the arm from the rudder to counter the thrust moment is shorter). The 737-700 does this with a bigger/taller rudder, the A319 does it with a greater rudder deflection of 30° to produce a greater side force, the A320/A321 is 25°.

Alpha floor protections on the A319 is lost OEI in CONF1 or greater.

The speedbrakes are spoilers 2, 3, & 4. For the A320/321 in manual flight the speeddbrake extends to 40° for spoilers 3 & 4, 20° for spoiler 2, with the autopilot engaged it comes back to 25° for spoilers 3 & 4, 12.5° for spoiler 2.

In addition to their normal functions, the ailerons and spoilers are used to reduce wing loading in turbulence. Operation is completely automatic and does not limit the pilot’s control authority. This feature is called the Load Alleviation Function (LAF). When LAF is activated by turbulence, it moves the ailerons and outboard pair of spoilers in a rapid upward motion. The system includes dedicated accumulators to meet the high hydraulic demands. LAF is available in flight, with the flaps up, as long as aircraft speed is between 200 kts and VMO and the flight control system is in normal law.

The approach speeds and angle of attack is goverend by the landing weight. The A321 is heavier than the A319 so it needs to come in a little quicker, or at the same airspeed with a higher angle of attack. The A321 would possibly have tail strikes if the angle of attack was increased, so increasing the airspeed is the better option. It also has a slightly better angle of coefficent of lift (Cl) in the landing configuration than the A319.

The approach speeds are A319, 131 kt A320 134 kt A321 138 kt
The Cl max (in landing config) A319 2.97, A321 3.00, A321 3.23

So if you are coming in slightly faster with a better lift producing configuration a slightly lower nose attitude is used to generate the required lift.

Regards

Z






We are addicted to our thoughts. We cannot change anything if we cannot change our thinking – Santosh Kalwar
User currently offlineGE From Singapore, joined Mar 2000, 320 posts, RR: 6
Reply 7, posted (11 years 9 months 2 weeks 4 days 19 hours ago) and read 1915 times:

Thank you very much Zeke.  Big thumbs up I now know so much more about the A32X family. Before you told me all this, I never knew there were so many technical aspects to the A32x differences.

I just need a few more clarifications; hope you don't mind.

I don't understand what you mean by OEI, sorry. Can you elaborate?

Why does having the autopilot on limit the speedbrake extension on the a320? This seems a bit inconvenient to me as if you need to descent quicker, you will have to disconnect the autopilot.
I think there is a reason to it, if you know please enlighten me.  Smile

Do you know what is the full spoiler deflection on all the spoilers when they are extended on the ground?

Do you know why the A319 spoiler deflection is less than A320's?
Because some pilots said that this makes it harder to slow the A319 down on quick descents. Plus the fact that the A319 has a wing that's a bit too large for its size, this only makes it harder for the pilot.

Is the A320 and A321 spoiler deflection the same?

Why isn't there LAF on the A319? I thought that the A319 would need it more because it is lighter than A320/A321 and would get moved about in turbulence more.

Thanks a lot also for the info on the angle of attack and approach speeds.

I really appreciate your help.  Smile
Take care...

Regards,
Russell J.

P.S. Does anyone know the MTOWs and range and the various versions of the A319 and A320?


User currently offlineGigneil From United States of America, joined Nov 2002, 16347 posts, RR: 84
Reply 8, posted (11 years 9 months 2 weeks 4 days 18 hours ago) and read 1902 times:

Russell-

The Airbus website can fill you in on the details. Go to "Aircraft Families", pick the A320, then select the model you want.

The performance chart is under "performance".

N


User currently offlineGE From Singapore, joined Mar 2000, 320 posts, RR: 6
Reply 9, posted (11 years 9 months 2 weeks 4 days 17 hours ago) and read 1898 times:

Thank you very much Gigneil.  Smile
I don't know why I did not notice it before when surfing the Airbus website. Just goes to show I must be more careful next time.  Big grin

Regards,
Russell J.


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