کترینگ فراز قشم
سرویس کترینگ هواپیمایی فراز قشمکترینگ فراز قشم
سرویس کترینگ هواپیمایی فراز قشمAirbus A320 family
The
Airbus A320 family consists of short- to medium-range, narrow-body, commercial
passenger jet airliners manufactured by Airbus. The family includes the A318,
A319, A320 and A321, and the ACJ business jet. After the introduction of the
A320neo, it is also named A320ceo (current engine option). Final assembly of
the family in Europe takes place in Toulouse, France, and Hamburg, Germany
The first member of the A320 family—the A320—was launched in March 1984, first flew on 22 February 1987, and was first delivered in 1988. The family was soon extended to include the A321 (first delivered 1994), the A319 (1996), and the A318 (2003). The A320 family pioneered the use of digital fly-by-wire flight control systems, as well as side-stick controls, in commercial aircraft. There has been a continuous improvement process since introduction.
On 1 December 2010, Airbus officially launched the new generation of the A320 family with the A320neo "New Engine Option". The new generation offers a choice of the CFM International LEAP-X or Pratt & Whitney PW1000G, combined with airframe improvements and the addition of winglets, named Sharklets by Airbus. The aircraft will deliver fuel savings of up to 15%. Virgin America will be the launch customer for the aircraft in spring of 2016. As of 31 December 2011, a total of 1,196 A320neo family aircraft have been ordered by 21 airlines making it the fastest ever selling commercial aircraft.[8]
As of December 2012, a total of 5,402 Airbus A320 family aircraft have been delivered, of which 5,234 are in service. In addition, another 3,629 airliners are on firm order. It ranked as the world's fastest-selling jet airliner family according to records from 2005 to 2007, and as the best-selling single-generation aircraft programme. The A320 family has proved popular with airlines, specifically low-cost carriers (LCC). British LCC EasyJet purchased A319s, and A320s, to replace its Boeing 737 fleet. The family's direct competitors are the Boeing 737, 717, 757 and the McDonnell Douglas MD-80
rigins
When Airbus designed the Airbus A300 during the late 1960s and early 1970s, it envisioned a broad family of airliners with which to compete against Boeing and 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. 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. A 10th variation, conceived in 1973, later the first to be constructed, was designated the A300B10. 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 Boeing 737 and McDonnell Douglas DC-9
.
Air Inter A320-100 in 1991, one of the few A320-100s
Plans from a number of European aircraft manufacturers called for a successor to the relatively successful BAC One-Eleven, and to replace the Boeing 737-200 and DC-9. Germany's MBB (Messerschmitt-Bölkow-Blohm), British Aircraft Corporation, Sweden's Saab and CASA worked on the EUROPLANE, a 180- to 200-seat aircraft.[14][15] It was abandoned after intruding on A310 specifications. VFW-Fokker, Dornier and Hawker Siddeley worked on a number of 150-seat designs.
Alongside BAe (who at the time were not part of Airbus) were MBB, Fokker-VFW and Aérospatiale. 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.
The Hawker Siddeley team had previously produced a design called the HS.134 "Airbus" in 1965, an evolution of the HS.121 (formerly DH.121) Trident, which shared much of the general arrangement of the later JET3 study design. The name "Airbus" at the time referred to a BEA requirement, rather than to the later international programme.
Design effort
A new programme was initiated subsequently, called Joint European Transport (JET). This was set up in June 1977, and was based at the then British Aerospace (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 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 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 than a longer-range quadjet wanted by the West Germans, particularly Lufthansa. However, works proceeded, and the German carrier would eventually order the twinjet
.
The cockpit of the A321 is similar to that of the A318, A319 and A320. This layout was incorporated to the later A330, A340, A380, and the upcoming A350 as well. This 'commonality' enables pilots to quickly transition between these types. Note the side-stick controller and digital fly-by-wire technology, a first for commercial aircraft.
In February 1981, the project was re-designated A320, with efforts focused on the former 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 1,860 nautical miles (3,440 km) using fuel from wing fuel tanks only. The Dash 200 had more fuel through the activation of centre fuel tank, increasing fuel capacity from 3,429 imperial gallons (15,590 L) to 5,154 imperial gallons (23,430 L). enabling to fly up to 2,850 nautical miles (5,280 km). The aircraft would measure 118 feet 3 inches (36.04 m) and 128 feet 9 inches (39.24 m), respectively. Airbus then had to decide on a cross-section for the A320. It considered a fuselage diameter of "the Boeing 707 and 727, or do something better". It eventually settled on a wider diameter, with the internal width at 3.7 metres (12 ft 2 in), compared to 3.45 metres (11 ft 4 in) of the Boeing aircraft. Although heavier, this specification allowed the aircraft to compete more effectively with the 737. The A320 wing went through several stages of design, finally settling on 33.91 metres (111 feet 3 inches). It is longer and thinner, offering better aerodynamic efficiency because of higher aspect ratio than the competition, namely the 737 and MD-80.
With the A320, Airbus made a controversial decision. For the first time, digital fly-by-wire (FBW) flight control system would be incorporated into a commercial airliner although it was previously successfully proven on military fighter aircraft such as the Vought F-8 Crusader. Aside from associated reduction in weight and cost, this system would provide flight envelope protection. The pilot, in essence, places inputs into the flight control computer, which interprets these actions and moves the flight control surfaces. FBW also allows Airbus to make flying characteristics similar to later models such as the Airbus A330, A340, A380, and the upcoming A350. It would feature side-stick control for the first time on a commercial aircraft. Bernard Ziegler, son of the former Airbus CEO, Henri Ziegler, was the initiator of the aircraft's revolutionary fly-by-wire flight controls with side-stick cockpit controller and full glass cockpit. He successfully convinced aviation authorities of the concept's validity.[citation needed.
During the A320 development programme, Airbus considered propfan technology, backed by Lufthansa.[27] At the time unproven, it was essentially a fan placed outside the engine nacelle, offering speed of a turbofan at turboprops economics; eventually, Airbus stuck with turbofans. Power on the A320 would be supplied by two CFM56-5-A1s rated at 25,000 lbf (112.5 kN. It was the only available engine at launch until the IAE V2500, offered by International Aero Engines, a group composed of Rolls-Royce, Pratt & Whitney, Japanese Aero Engines Corporation, Fiat and MTU Aero Engines (MTU). The first V2500 variant, the V2500-A1, has a thrust output of 25,000 pounds-force (110 kN), hence the name, and is marginally more efficient than the CFM56, with specific fuel consumption at 0.560, compared to 0.591 of the CFM56.
Production, testing and demonstration
The horizontal stabilizer of the A320 is produced in Spain. Other A320 parts are manufactured at various sites throughout Europe and the world.
Production
of the A320 was postponed for a number of reasons. From the start, the UK,
France and West Germany wanted the responsibility of final assembly and the
associated duties. These disputes were known as "work-share arguments
driven by, apart from money, prestige 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
(R&D) experience In the end, British work-share was increased from that of
the two previous Airbuses while virtually no changes took place for the other
three major member-countries. Another contributing factor was launch aid, or
subsidies, for the aerospace companies from their respective governments.
France was willing to commit, while the Germans were more cautious. The UK
government, on the other hand, were unwilling to provide funding for the
tooling requested by British Aerospace (BAe). Estimated at ₤250 million, it was
postponed for three years until 1 March 1984, when an announcement was made
about the deal between government and manufacturer. The agreement dictates that
₤50 million would be paid whether the A320 would fly or not, while the rest
would be paid as a levy of each aircraft sold
.
The programme was launched the following day off the back of orders for 96 aircraft from five customers. Air France was the first customer for the type, having placed an order for 50 aircraft, split evenly between firm and options, between 16 A320-100s and 34 -200s. However, British Caledonian was the first to place a firm order for seven back in October 1983. Cyprus Airways became the first to place order for V2500-powered A320s in November 1984. Pan Am also selected V2500 when it requested 16 firm orders and 34 options in January 1985, as did Inex Adria. The most significant order was to come, when Northwest Airlines placed an order for 100 A320s in October 1986, later confirmed at the 1990 Farnborough Airshow, powered by CFM56
.
An Airbus Beluga unloading A320-family aircraft parts at Finkenwerder, northern Germany.
The first Airbus A320 was rolled out on 14 February 1987 amid dry ice and laser beams as part of a spectacular unveiling ceremony. A number of high-profile figures were present, including the Prince and Princess of Wales. The first flight came on 22 February, during which the aircraft flew for 3 hours 23 minutes. The flight marked the beginning of a flight test programme involving 1,200 airborne hours on 530 flights. European Joint Aviation Authorities (JAA) certification was received on 26 February 1988. The first A320 delivery was to Air France on 26 March 1988.
On 26 June 1988, a chartered Air France Airbus A320-111 (F-GFKC) crashed into trees at the end of runway at Mulhouse-Habsheim Airport. Three out of 130 passengers were killed. Another A320, flown by Indian Airlines, crashed landed short of the airport runway in Bangalore. The ensuing fire contributed to the casualty count of ninety-two, out of 146 on board. The press and media later questioned the fly-by-wire flight control system. Subsequent investigations by commission of inquiry found "no malfunction of the aircraft or its equipment which could have contributed towards a reduction in safety or an increase in the crew's workload during the final flight phase the response of the engines was normal and in compliance with certification requirement".
Airbus A32X family
As of 2009, Airbus required about eight months to build an A320. Components from various Airbus plants are transported to the final assembly plant at Hamburg Finkenwerder for the A318/A319/A321 and to Toulouse Blagnac for the A320. Nearly all assemblies are moved using Airbus' A300-600ST Beluga outsized transporters. Airbus A320s sold to Chinese airlines scheduled for delivery between 2009 and 2012 are being assembled in Tianjin, People's Republic of China.
Fuselage length variants
A321 development
The first derivative of the A320 is the Airbus A321, also known as the Stretched A320, A320-500 and A325. Its launch came on 24 November 1988 after commitments for 183 aircraft from 10 customers were secured.[37][46] The aircraft would be a minimum-changed derivative, apart from a number of minor modifications to the wing, and the fuselage stretch itself. The wing would incorporate double-slotted flaps and minor trailing edge modifications, increasing the wing area from 124 m2 (1,330 sq ft) to 128 m2 (1,380 sq ft).[48] The fuselage was lengthened by four plugs (two ahead and two behind the wings), giving the A321 an overall length of 6.94 metres (22 ft 9 in) longer than the A320.[47][49][50] The length increase required the overwing exits of the A320 to be enlarged and repositioned in front of and behind the wings. The centre fuselage and undercarriage were reinforced to accommodate the increase in maximum takeoff weight (MTOW) of 9,600 kg (21,200 lb), taking the MTOW to 83,000 kg (183,000 lb
Alitalia was the second to receive the stretched A321, after Lufthansa.
Final assembly for the A321 would be, as a first for any Airbus, carried out in Germany (then West Germany). This came after a dispute between the French, who claimed the move would incur $150 million, €135 million in unnecessary expenditure associated with the new plant, and the Germans, arguing it would be more productive for Airbus in the long run. The second production line was located at Hamburg, which would also 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. An additional $180 million, €175 million was loaned from 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 requested, respectively. The first of Lufthansa's V2500-A5-powered A321s arrived on 27 January 1994, while over at Alitalia, the first CFM56-5B-powered aircraft was delivered on 22 March.
A319 development
The A319 is the next derivative of the baseline A320. The design is a "shrink" with its origins in the 130- to 140-seat SA1, part of the Single-Aisle studies. The SA1 was shelved as the consortium concentrated on its bigger siblings. After healthy sales of the A320/A321, Airbus turned its focus back to what was then known as the A320M-7, meaning A320 minus seven fuselage frames. It would provide direct competition for the Boeing 737-300/-700. The shrink was achieved though the removal of four fuselage frames fore and three aft the wing, cutting the overal length by 3.73 metres (12 ft 3 in).[49][56][57] Consequently, the number of overwing exits were reduced from four to two. The bulk-cargo door was replaced by an aft container door, which can take in reduced height LD3-46 containers. Minor software programming were made to accommodate the different handling characteristics; otherwise the aircraft is largely unchanged. Power is provided by the CFM56-5A or V2500-A5, derated to 98 kN (22,000 lbf), with option for 105 kN (24,000 lbf) thrust.
A US Airways A319 in America West heritage livery. The A319's wingspan is longer than the aircraft's overall length.
Airbus began offering the new model from 22 May 1992, with the actual launch occurring 10 June 1993; the A319's first customer is ILFC, who signed for 6 aircraft. The development cost was $275 million, €250 million. On 23 March 1995, the first A319 underwent final assembly at Airbus' German plant in Hamburg, where the A321s are assembled. It was rolled out on 24 August, with the maiden flight the following day.[ The certification programme would take 350 airborne hours involving two aircraft; certification for the CFM56-5B6/2-equipped variant was granted in April 1996, after which qualification for the V2524-A5 started the following month. Delivery of the first A319, to Swissair, took place on 25 April 1996, entering service by month's end. In January 1997, an A319 broke a record during a delivery flight by flying 3,588 nautical miles (6,645 km) the great circle route to Winnipeg, Manitoba from Hamburg, in 9 hours 5 minutes. Sales of the A319 would overtake that of the A321, amassing 1,470 order compared to 932; it has proved popular with low-cost airlines such as EasyJet, who has orders for 172, with 172 delivered.
A318 development
Main article: Airbus A318#Development
The A318 was born out of mid-1990 studies between Aviation Industries of China (AVIC), Singapore Technologies Aerospace, Alenia and Airbus on a 95- to 125-seat aircraft project. The programme was called the AE31X, and covers the 95-seat AE316 and 115- to 125-seat AE317. The former would have an overall length of 31.3 m (102 ft 8 in), while the AE317 is longer by 3.2 m (10 ft 6 in), at 34.5 m (113 ft 2 in). The engines would be supplied from two Rolls-Royce BR715s, CFM56-9s, or the Pratt & Whitney PW6000s; with the MTOW of 53.3 t (118,000 lb) for the smaller version and 58 t (130,000 lb) for the AE317, the thrust requirement were 77.9–84.6 kN (17,500–19,000 lbf) and 84.6–91.2 kN (19,000–20,500 lbf), respectively. Range was settled at 5,200 km (2,800 nmi) and 5,800 km (3,100 nmi) for the high gross weights of both variants. Both share a wingspan of 31.0 m (101 ft 8 in) and a flight deck similar to that of the A320 family. Costing $2 billion, €1.85 billion to develop, aircraft production to take place in China.
The A318 originally had dorsal fins to improve handling characteristics, but it is not featured on this Air France A318.
Simultaneously, Airbus was developing Airbus A318. In early 1998, Airbus revealed its considerations of designing a 100-seat aircraft based on the A320; by September 1998, the project AE31X terminated, after which Airbus officially announced an aircraft of its own, the A318, at that year's Farnborough Airshow. The aircraft is the smallest, or "baby", of the A320 family, and therefore the smallest Airbus. Ironically, it was developed at the same time as the largest commercial aircraft in history, the Airbus A3XX (later renamed Airbus A380). First called A319M5 in as early as March 1995, it was shorter by 0.79-metre (2 ft 7 in) ahead of the wing and 1.6 metres (5 ft 3 in) behind. These cuts reduced passenger capacity from 124 on the A319 to 107 passengers in a two-class layout. Range was 5,700 kilometres (3,100 nmi), or 5,950 kilometres (3,210 nmi) 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. Tests on the lead engine, the Pratt & Whitney PW6000, revealed worse-than-expected fuel consumption. 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 shrunk 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.
A320
Enhanced family
Airbus A320 Enhanced (A320E) with Sharklets at ILA 2012
A320 Enhanced family (or A320E family) is the working title for a series of improvements to the A320 family. The improvements include engine improvements, aerodynamic refinements, such as adding large curved winglets (Sharklets), weight savings, and a new cabin. In 2006, Airbus tested three styles of winglet intended to counteract the wing's induced drag and wingtip vortices more effectively than the previous wingtip fence. The first design type to be tested was developed by Airbus and was based on work done by the AWIATOR programme. The second type of winglet incorporated a more blended design and was designed by Winglet Technology LLC, a company based in Wichita, Kansas. Two aircraft were used in the flight test evaluation campaign – the prototype A320, which have 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 Airways.
Despite
the anticipated efficiency gains and development work, Airbus announced that
the new winglets will not be offered to customers, claiming that the weight of
the modifications required would negate any aerodynamic benefits. Instead, on
17 December 2008, Airbus announced it was to begin flight testing an existing
blended winglet design developed by Aviation Partners as part of an A320
modernisation programme using the prototype A320
.
Virgin America Airbus A320 Enhanced economy class Cabin with light-emitting diode (LED) lighting
On 15 November 2009, Airbus announced future additions of Sharklets to A320s commencing in 2012 with launch customer Air New Zealand. These Airbus winglets, which are 2.4 metres (7 ft 10 in) tall and weigh 200 kilograms (440 lb), would reduce fuel burn by 3.5% and offer increases in payload of 500 kilograms (1,100 lb), or range by 100 nautical miles (185 km) at the original payload. This corresponds to an annual CO2 reduction of around 700 tonnes per aircraft, saving operators US$220,000 per aircraft per year. The Sharklets are to be manufactured and distributed by Korean Air Aerospace Division.
The
cabin was fitted to more than 600 aircraft (as of March 2009) since 2007.
Airbus claims it offers better luggage storage and a quieter cabin, packaged
with a more modern look and feel. Additionally, improved cabin efficiency by a
new galley concept, reduced weight, improved ergonomics and food hygiene and
recycling requirements. LED ambience lighting is optionally available. Anytime
LEDs are used for the Passenger Service Unit (PSU) and passengers can get
information with touchscreen displays. Older A320 series aircraft can be
updated
New Engine Option: A320neo
Main article: Airbus A320neo family
Airbus is working on offering a new engine for the A320 known as the new engine option (neo). The choice for new engines include the CFM International LEAP-X and the Pratt & Whitney PW1100G. Though the new engines will burn 16% less fuel, the actual fuel gain on an A320 installation will be slightly less, since 1–2% is typically lost upon installation on an existing aircraft. This means an additional range of 950 km (510 nmi), or 2 t (4,400 lb) of extra payload. The A320neo will also include some modifications to the wing, mainly the installation of blended winglets called "Sharklets".
CGI representation of the future Airbus A320neo
Airbus' CEO said to be "comfortable" with the projections of 20% lower maintenance cost for the Pratt & Whitney's PW1000G family, compared with today's engines. Airbus is targeting 2016 for the first delivery and plans to deliver 4,000 A320neo over 15 years. Virgin America became the launch customer with a firm order of 30 A320neo aircraft as a part of a 60 aircraft order on 17 January 2011. In January 2011 IndiGo reached a tentative agreement with Airbus to order 150 A320neo aircraft along with 30 more A320s.
At the 2011 Paris Air Show, Airbus announced firm orders from GECAS, Scandinavian Airlines System, TransAsia Airways, LAN Airlines and GoAir[93] along with major orders from Indian low-cost carrier IndiGo for 150 aircraftand Malaysian low-cost carrier AirAsia for 200 A320neo, the largest commercial aviation order at the time. In total the A320neo received a combined 667 commitments worth US$60.9 billion. American Airlines ordered its first Airbus aircraft with an order for 130 A320neo airliners on 20 July 2011. By the end of 2011, Airbus had received 1,196 firm orders for the A320neo family making it the fastest selling commercial aircraft in history. On 15 March 2013, it was reported that Turkish Airlines had placed a firm order for 82 A320 aircraft with 35 options; the firm order has 25 A321, four A320neo, and 53 A321neo airliners.
Design
Planform view of an Iberia A320 at takeoff
The Airbus A320 family are narrow-body (single-aisle) aircraft with a retractable tricycle landing gear and are powered by two wing pylon-mounted turbofan engines.
Airframe
The Airbus A320 family are low-wing cantilever monoplanes with a conventional tail unit with a single vertical stabilizer and rudder. Wing swept back at 25 degrees, optimised for maximum operating Mach number 0.82, built by British Aerospace (BAe). Compared to other airliners of the same class, the A320 features a wider single-aisle cabin of 155.5 inches (3.95 m) outside diameter, compared to 148 inches (3.8 m) of the Boeing 737 and 131.6 inches (3.34 m) of the Boeing 717, and larger overhead bins. In addition, the aircraft has a cargo hold equipped with large doors to assist in expedient loading and unloading of goods.[citation needed]
The
Airbus A320 is the first narrow body airliner to use a significant amount of
the structure made from composite material. Its tail assembly made almost
entirely of such material by CASA, who also builds the elevators, main landing
gear doors, and rear fuselage parts
Flight deck and avionics
The Airbus A320 family was the first commercial airliner to feature a full glass cockpit and digital fly-by-wire flight control system. The only analogue instruments are the RMI (backup ADI on earlier models, replaced by digital ISIS on later models) and brake pressure indicator.
The A320 was the first civil airliner to include a full digital fly-by-wire flight control system. Its design also included a full glass cockpit rather than the hybrid versions found in previous airliners. Digital head-up displays are available.
The A320's flight deck is equipped with Electronic Flight Instrument System (EFIS) with side-stick controllers. At the time of the aircraft's introduction, the behaviour of the fly-by-wire system (equipped with full flight envelope protection) was a new experience for many pilots. The A320 features an Electronic Centralised Aircraft Monitor (ECAM) which gives the flight crew information about all the systems of the aircraft. With the exception of the very earliest A320s, most can be upgraded to the latest avionics standards, keeping the aircraft advanced even after two decades in service.[citation needed]
Early A320 planes used the Intel 80186 and Motorola 68010, in 1988 Intel 80286 family CPUs. The flight management computer contained six CPUs, running in three logical pairs, with 2.5 megabytes of memory.
NewerAirbus feature LCD (liquid crystal display) units in the flight deck of its A318, A319, A320, and A321 flight decks instead of the original CRT (cathode ray tube) displays. These include the main displays and the backup artificial horizon, which was an analogue display prior to this. LCDs weigh less and produce less heat than CRT displays.[citation needed]
A319 left wing with spoilers deployed during landing. S7 Airlines, Moscow-Pavlodar.
Engines
Three suppliers provide turbofan engines for the A320 series: CFM International with their CFM56, International Aero Engines, offering the V2500 and Pratt & Whitney whose PW6000 engines are only available for the A318 variant.
Operational history
The Joint Aviation Authorities (JAA) issued the type certificate for the A320 on 26 February 1988. After entering the market in March 1988 with Air France and Ansett, the former Australian domestic airline, 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.
Competition
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 Boeing 717 during its two decades in service. As of 2010, as well as the Boeing 737, the A320 family faces competition from Embraer's E-195 (to the A318), and the CSeries being developed by Bombardier[104] to the A318/A319.
Airbus has delivered 5,402 A320 series aircraft since their certification/first delivery in early 1988, with another 3,629 on firm order (as of 31 December 2012). In comparison, Boeing has shipped 7,425 737s since late 1967, with 5,919 of those deliveries since March 1988, and has a further 3,074 on firm order (as of 31 December 2012).
Airbus A320 family deliveries [2][107[
Boeing 737 series deliveries [108]
Replacement airliner
Airbus was studying a future replacement for the A320 series, tentatively dubbed NSR, for "New Short-Range aircraft". The follow-on aircraft to replace the A320 was named A30X. Airbus North America President Barry Eccleston states that the earliest the aircraft could be available is 2017. In January 2010, John Leahy, Airbus's chief operating officer Customers, stated that any all new single-aisle aircraft is unlikely to be constructed before
