TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 1 of 119
Date: 28 June 2016
T
European Aviation Safety Agency
EASA
TYPE-CERTIFICATE
DATA SHEET
No. EASA.A.064
for
AIRBUS A318 – A319 – A320 – A321
Type Certificate Holder:
AIRBUS S.A.S.
1 Rond-point Maurice Bellonte
31707 BLAGNAC
FRANCE
For Models:
A318 – 111
A318 – 112
A318 – 121
A318 – 122
A 319 – 111
A 319 – 112
A 319 – 113
A 319 – 114
A 319 – 115
A 319 – 131
A 319 – 132
A 319 – 133
A 320 – 211
A 320 – 212
A 320 – 214
A 320 – 215
A 320 – 216
A 320 – 231
A 320 – 232
A 320 – 233
A 320 – 271N
A 320 – 251N
A321 – 111
A321 – 112
A321 – 131
A321 – 211
A321 – 212
A321 – 213
A321 – 231
A321 – 232
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TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 2 of 119
Date: 28 June 2016
Intentionally left blank
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TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 3 of 119
Date: 28 June 2016
TABLE OF CONTENTS
SECTION 1: A320 SERIES.......................................................................................... 7 I. General ............................................................................................................................. 7 1. Type/ model/ Variant: ................................................................................................. 7 2. Performance Class: .................................................................................................... 7 3. Certifying Authority:................................................................................................... 7 4. Manufacturer ............................................................................................................... 7 5. Joint Airworthiness Authority (JAA) Certification Application Date ..................... 7 6. EASA Certification Application Date ........................................................................ 8 7. DGAC-F / Joint Airworthiness Authority (JAA) Type Certification Date ............... 8 8. EASA Type Certification Date ................................................................................... 8 9. Production conditions ............................................................................................... 9 II. Certification Basis .......................................................................................................... 9 1. Reference Date for determining the applicable requirements ............................... 9 2. Initial Airworthiness Authority Type Certification Data Sheet No. ........................ 9 3. Initial Airworthiness Authority Certification Basis .................................................. 9 4. EASA Airworthiness Requirements.......................................................................... 9 5. Special Conditions ................................................................................................... 20 6. Exemptions ............................................................................................................... 24 7. Deviations ................................................................................................................. 24 8. Equivalent Safety Findings...................................................................................... 24 9. Environmental Protection Standards ..................................................................... 25 10. ETOPS ..................................................................................................................... 25 11. Operational Suitability Data................................................................................... 26 III. Technical Characteristics and Operational Limitations .......................................... 27 1. Type Design Definition............................................................................................. 27 2. Description ................................................................................................................ 28 3. Equipment ................................................................................................................. 28 4. Dimensions ............................................................................................................... 28 5. Engines...................................................................................................................... 28 6. Auxiliary Power Unit................................................................................................. 31 7. Propellers .................................................................................................................. 31 8. Fluids (Fuel, Oil, Additives, Hydraulics) ................................................................. 31 9. Fluid Capacities ........................................................................................................ 33 10. Airspeed Limits (Indicated Airspeed – IAS – unless otherwise stated) ............ 35 11. Flight Envelope ....................................................................................................... 36 12. Operating Limitations ............................................................................................ 36 14. Centre of Gravity Range ........................................................................................ 42 15. Datum ...................................................................................................................... 42 16. Mean Aerodynamic Chord (MAC) ......................................................................... 42 17. Levelling Means ...................................................................................................... 42 18. Minimum Flight Crew ............................................................................................. 42 19. Maximum Passenger Seating Capacity and associated minimum number of
cabin crew ..................................................................................................................... 42 21. Baggage/ Cargo Compartment.............................................................................. 43 22. Wheels and Tyres ................................................................................................... 43 IV. Operating and Service Instructions .......................................................................... 43 1. Airplane Flight Manual (AFM) .................................................................................. 43 2. Instructions for Continued Airworthiness and Airworthiness Limitations ......... 43 3. Weight and Balance Manual (WBM)........................................................................ 44 V Operational Suitability Data (OSD) .............................................................................. 44 VI. Notes ............................................................................................................................ 45 SECTION 2: A321 SERIES........................................................................................ 46 I. General ........................................................................................................................... 46 1. Type/ model/ Variant ................................................................................................ 46 TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 4 of 119
Date: 28 June 2016
2. Performance Class ................................................................................................... 46 3. Certifying Authority .................................................................................................. 46 4. Manufacturer ............................................................................................................. 46 5. Joint Airworthiness Authority (JAA) Certification Application Date ................... 46 6. EASA Certification Application Date ...................................................................... 47 7. DGAC-F / Joint Airworthiness Authority (JAA) Type Certification Date ............. 47 8. EASA Type Certification Date ................................................................................. 47 9. Production conditions ............................................................................................. 47 II. Certification Basis ........................................................................................................ 48 1. Reference Date for determining the applicable requirements ............................. 48 2. Initial Airworthiness Authority Type Certification Data Sheet No. ...................... 48 3. Initial Airworthiness Authority Certification Basis ................................................ 48 4. EASA Airworthiness Requirements........................................................................ 48 6. Special Conditions ................................................................................................... 52 7. Exemptions ............................................................................................................... 56 8. Deviations ................................................................................................................. 56 9. Equivalent Safety Findings...................................................................................... 56 10. Environmental Protection Standards ................................................................... 57 11. ETOPS ..................................................................................................................... 57 12. Operational Suitability Data................................................................................... 57 III. Technical Characteristics and Operational Limitations .......................................... 58 1. Type Design Definition............................................................................................. 58 2. Description ................................................................................................................ 59 3. Equipment ................................................................................................................. 59 4. Dimensions ............................................................................................................... 60 5. Engines...................................................................................................................... 60 6. Auxiliary Power Unit................................................................................................. 62 7. Propellers .................................................................................................................. 63 8. Fluids (Fuel, Oil, Additives, Hydraulics) ................................................................. 63 9. Fluid Capacities ........................................................................................................ 64 10. Airspeed Limits (Indicated Airspeed – IAS – unless otherwise stated) ............ 65 11. Flight Envelope ....................................................................................................... 65 12. Operating Limitations ............................................................................................ 66 13. Maximum Certified Masses ................................................................................... 67 14. Centre of Gravity Range ........................................................................................ 68 15. Datum ...................................................................................................................... 68 16. Mean Aerodynamic Chord (MAC) ......................................................................... 68 17. Levelling Means ...................................................................................................... 68 18. Minimum Flight Crew ............................................................................................. 68 19. Maximum Passenger Seating Capacity and associated minimum number of
cabin crew ..................................................................................................................... 68 21. Baggage/ Cargo Compartment.............................................................................. 69 22. Wheels and Tyres ................................................................................................... 69 IV. Operating and Service Instructions .......................................................................... 69 1. Airplane Flight Manual (AFM) .................................................................................. 69 2. Instructions for Continued Airworthiness and Airworthiness Limitations ......... 69 3. Weight and Balance Manual (WBM)........................................................................ 70 V Operational Suitability Data (OSD) .............................................................................. 70 VI. Notes ............................................................................................................................ 71 SECTION 3: A319 series .......................................................................................... 72 I. General ........................................................................................................................... 72 1. Type/ model/ Variant ................................................................................................ 72 2. Performance Class ................................................................................................... 72 3. Certifying Authority: ........................................................................................................ 72 TE.TC.00065-001 © European Aviation Safety Agency, 2016. All rights reserved.
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TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 5 of 119
Date: 28 June 2016
4. Manufacturer ............................................................................................................. 72 5. Joint Airworthiness Authority (JAA) Certification Application Date ................... 72 6. EASA Certification Application Date ...................................................................... 73 7. DGAC-F / Joint Airworthiness Authority (JAA) Type Certification Date ............. 73 8. EASA Type Certification Date ................................................................................. 73 9. Production conditions ............................................................................................. 73 II. Certification Basis ........................................................................................................ 74 1. Reference Date for determining the applicable requirements ............................. 74 2. Initial Airworthiness Authority Type Certification Data Sheet No. ...................... 74 3. Initial Airworthiness Authority Certification Basis ................................................ 74 4. EASA Airworthiness Requirements........................................................................ 74 5. Special Conditions ................................................................................................... 78 6. Exemptions ............................................................................................................... 80 7. Deviations ................................................................................................................. 80 8. Equivalent Safety Findings...................................................................................... 81 9. Environmental Protection Standards ..................................................................... 82 10. ETOPS ..................................................................................................................... 82 11. Operational Suitability Data................................................................................... 83 III. Technical Characteristics and Operational Limitations .......................................... 83 1. Type Design Definition............................................................................................. 83 2. Description ................................................................................................................ 84 3. Equipment ................................................................................................................. 84 4. Dimensions ............................................................................................................... 85 5. Engines...................................................................................................................... 85 6. Auxiliary Power Unit................................................................................................. 87 7. Propellers .................................................................................................................. 87 8. Fluids (Fuel, Oil, Additives, Hydraulics) ................................................................. 87 9. Fluid Capacities ........................................................................................................ 89 10. Airspeed Limits (Indicated Airspeed – IAS – unless otherwise stated) ............ 92 11. Flight Envelope ....................................................................................................... 92 12. Operating Limitations ............................................................................................ 92 13. Maximum Certified Masses ................................................................................... 94 14. Centre of Gravity Range ........................................................................................ 94 15. Datum ...................................................................................................................... 95 16. Mean Aerodynamic Chord (MAC) ......................................................................... 95 17. Levelling Means ...................................................................................................... 95 18. Minimum Flight Crew ............................................................................................. 95 19. Maximum Passenger Seating Capacity and associated minimum number of
cabin crew ..................................................................................................................... 95 21. Baggage/ Cargo Compartment.............................................................................. 96 22. Wheels and Tyres ................................................................................................... 96 IV. Operating and Service Instructions .......................................................................... 96 1. Airplane Flight Manual (AFM) .................................................................................. 96 2. Instructions for Continued Airworthiness and Airworthiness Limitations ......... 96 3. Weight and Balance Manual (WBM)........................................................................ 97 V Operational Suitability Data (OSD) .............................................................................. 97 VI. Notes ............................................................................................................................ 98 SECTION 4: A318 Series .......................................................................................... 99 I. General ........................................................................................................................... 99 1. Type/ model/ Variant ................................................................................................ 99 2. Performance Class: .................................................................................................. 99 3. Certifying Authority:................................................................................................. 99 4. Manufacturer ............................................................................................................. 99 5. Joint Airworthiness Authority (JAA) Certification Application Date .......................... 99 TE.TC.00065-001 © European Aviation Safety Agency, 2016. All rights reserved.
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Issue: 22
AIRBUS
A318, A319, A320, A321
Page 6 of 119
Date: 28 June 2016
6. EASA Certification Application Date ...................................................................... 99 7. DGAC-F / Joint Airworthiness Authority (JAA) Type Certification Date ............. 99 8. EASA Type Certification Date ............................................................................... 100 9. Production conditions ........................................................................................... 100 II. Certification Basis ...................................................................................................... 100 1. Reference Date for determining the applicable requirements ........................... 100 2. Initial Airworthiness Authority Type Certification Data Sheet No. .................... 100 3. Initial Airworthiness Authority Certification Basis .............................................. 100 4. EASA Airworthiness Requirements...................................................................... 100 5. Special Conditions ................................................................................................. 102 6. Exemptions ............................................................................................................. 104 7. Deviation ................................................................................................................. 104 8. Equivalent Safety Findings.................................................................................... 104 9. Environmental Protection Standards ................................................................... 105 10. ETOPS ................................................................................................................... 105 11. Operational Suitability Data................................................................................. 106 III. Technical Characteristics and Operational Limitations ........................................ 106 1. Type Design Definition........................................................................................... 106 2. Description .............................................................................................................. 107 3. Equipment ............................................................................................................... 107 4. Dimensions ............................................................................................................. 107 5. Engines.................................................................................................................... 107 6. Auxiliary Power Unit............................................................................................... 108 7. Propellers ................................................................................................................ 109 8. Fluids (Fuel, Oil, Additives, Hydraulics) ............................................................... 109 9. Fluid Capacities ...................................................................................................... 110 10. Airspeed Limits (Indicated Airspeed – IAS – unless otherwise stated) .......... 111 11. Flight Envelope ..................................................................................................... 111 12. Operating Limitations .......................................................................................... 111 13. Maximum Certified Masses ................................................................................. 113 14. Centre of Gravity Range ...................................................................................... 113 15. Datum .................................................................................................................... 113 16. Mean Aerodynamic Chord (MAC) ....................................................................... 113 17. Levelling Means .................................................................................................... 113 18. Minimum Flight Crew ........................................................................................... 113 19. Maximum Passenger Seating Capacity and associated minimum number of
cabin crew ................................................................................................................... 113 21. Baggage/ Cargo Compartment............................................................................ 114 22. Wheels and Tyres ................................................................................................. 114 IV. Operating and Service Instructions ........................................................................ 114 1. Airplane Flight Manual (AFM) ................................................................................ 114 2. Instructions for Continued Airworthiness and Airworthiness Limitations ....... 114 Airworthiness Limitations ......................................................................................... 114 3. Weight and Balance Manual (WBM)...................................................................... 115 V Operational Suitability Data (OSD) ............................................................................ 115 VI. Notes .......................................................................................................................... 115 SECTION: ADMINISTRATIVE ................................................................................. 117 I. Acronyms and Abbreviations .................................................................................... 117 II. Type Certificate Holder Record ................................................................................. 117 III. Change Record .......................................................................................................... 117 TE.TC.00065-001 © European Aviation Safety Agency, 2016. All rights reserved.
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TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 7 of 119
Date: 28 June 2016
SECTION 1: A320 SERIES
I. General
1. Type/ model/ Variant:
A320-211
A320-212
A320-214
A320-215
A320-216
A320-231
A320-232
A320-233
A320-271N
A320-251N
Significant Product Level Changes i.a.w. 21.A.101:
MOD 160500 Sharklet applicable on
MOD 156723 Max Pax applicable on
MOD 160080 applicable on
MOD 161000
MOD 161003
MOD 158708 applicable on
A320-214/-215/-216/-232/-233
A320-214/-215/-216/-232/-233/-251N/
-271N
A320-214/-215/-216/-232/-233
A320-271N
A320-251N
A320-211/-212/-214/-215/-216/-231/
-232/-233
2. Performance Class:
A
3. Certifying Authority:
European Aviation Safety Agency (EASA)
Postfach 101253
D-50452 Köln
Deutschland
4. Manufacturer
AIRBUS
1, rond-point Maurice Bellonte
31707 BLAGNAC CEDEX – France
5. Joint Airworthiness Authority (JAA) Certification Application Date
A320-111
A320-211
A320-212
A320-214
A320-231
A320-232
31 January 1990
10 May 1992
16 June 1988
10 May 1992
TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 8 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
A320-233
23 February 1995
6. EASA Certification Application Date
A320-215
A320-216
A320-271N
MOD 160500
MOD 156723 iss 1
MOD 160080
MOD 156723 iss 4
A320-251N
MOD 156723 iss 5
MOD 158708 iss 1
22 December 2005
22 December 2005
29 February 2012
08 April 2010
31 July 2013
24 April 2012
23 September 2015
29 February 2012
16 June 2016
7 December 2015
7. DGAC-F / Joint Airworthiness Authority (JAA) Type Certification Date
A320-211
A320-212
A320-214
A320-231
A320-232
A320-233
November 08, 1988
November 20, 1990
March 10, 1995
April 20, 1989
September 28, 1993
October 26, 1995
Note: For A320-211/-212/-214/-231/-232/-233 produced before December 21, 2005
DGAC-F TC 180 remains a valid reference
8. EASA Type Certification Date
EASA TCDS issue 1 issued December 21, 2005
A320-215
June 22, 2006
A320-216
June 14, 2006
A320-271N
November 24, 2015
A320-251N
May 31, 2016
MOD 160500 iss.1
MOD 160500 iss.2
MOD 156723 iss.1
MOD 160080 iss 1
MOD 161000 iss 1
MOD 160080 iss 2
MOD 156723 iss 4
MOD 158708 iss 1
MOD 156723 iss 5
November 30, 2012 (A320-214,-215,-216)
December 21, 2012 (A320-232,-233)
March 5, 2015 (A320-214, -215, -216, -232, -233)
October 15, 2015 (A320-214, -215, -216, -232, -233)
November 24, 2015 (A320-271N)
December 17, 2015 (A320-214, -215, -216, -232, -233)
March 17, 2016 (A320-271N)
June 13, 2016 (A320-211,-212,-214,-215,-216,-231,-232,-233)
June 24, 2016 (A320-251N)
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Issue: 22
AIRBUS
A318, A319, A320, A321
Page 9 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
9. Production conditions
A320 aircraft up to and including MSN 0925, with the exception of those listed below,
were produced in Blagnac (France) under approval P09 issued by DGAC to AIRBUS
INDUSTRIE.
A320 aircraft MSN 0844, 0861, 0863, 0868, 0870, 0918, and A320 aircraft from and
including MSN 0927 were produced in Blagnac (France) under approval F.G.035
issued by DGAC to AIRBUS INDUSTRIE.
Since September 27, 2004 A320 aircraft were produced in Blagnac (France) under
approval FR.21G.0035 issued by DGAC France to AIRBUS.
Since April 15, 2008, A320 aircraft were produced in Hamburg (Germany) under
approval DE.21G.0009 issued by LBA to AIRBUS.
From July 21st, 2008, A320 aircraft were produced in Toulouse (France) and
Hamburg (Germany) under approval EASA.21G.0001 issued by EASA to AIRBUS.
From May 06th, 2009, A320 aircraft are produced in Toulouse (France), Hamburg
(Germany) and Tianjin (People’s Republic of China) under approval EASA.21G.0001
issued by EASA to AIRBUS.
From March 8th 2016, A320 aircraft are produced in Toulouse (France), Hamburg
(Germany), Tianjin (People’s Republic of China) and Mobile (USA) under approval
EASA.21G.0001 issued by EASA to AIRBUS.
II. Certification Basis
1. Reference Date for determining the applicable requirements
Application date of the A320-111 model
2. Initial Airworthiness Authority Type Certification Data Sheet No.
Original French TCDS DGAC no. 180 was replaced by the EASA TCDS A.064
3. Initial Airworthiness Authority Certification Basis
See below
4. EASA Airworthiness Requirements
Hereafter are listed the certification bases for the different A320 models. The amendments
made to a particular basis at the occasion of further A320 model certification are identified
per model.
4.1 The applicable technical conditions for models A320-211, A320-212, A320-231 and
weight variants up to 006 (DGAC letter 53170 SFACT/TC) are defined as follows:
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TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 10 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
- JAR 25 Change 11 (except paragraph 25.207 which remains at Change 10) as
elected by the Manufacturer
- A320 Special Conditions, Experience Related Conditions and Harmonization
Conditions.
4.2 For weight variant 007 and subsequent and for all new models from and including
A320-232, the following JAR 25 paragraphs are modified following the elect to comply to
OP 91/1 (NPA 25C205) by the manufacturer (DGAC letter 60667/SFACT/N.AT)
JAR 25.305
JAR 25.321
JAR 25.331
JAR 25.333
JAR 25.335(d)
JAR 25.341
JAR 25.343(b)(1)(ii)
JAR 25.345(a)(c)
JAR 25.349(b)
JAR 25.351
JAR 25.365(e)
JAR 25.371
JAR 25.373
JAR 25.391
JAR 25.427
JAR 25.571(b)(2)
4.3 For all models of A320-200 series, the JAR 25 paragraphs defined in 4.2. above are
modified following the Elect-to-comply with the new discrete gust requirements of JAR 25
Change 14 as amended by NPA 25C-282, by application of the major change titled
"Flight Controls - deletion of LAF features from A320", modifications 26334/26335.
(CRI A2006)
4.4 ETOPS :
For the Extended Range Twin Engine Airplane Operations the applicable technical
conditions are contained in AMC 20-6 (as initially published in AMJ 120-42/IL 20 and CAP
513) and A320 ETOPS CRI:
CRI G1006
ETOPS.
4.5 JAR AWO Change 1 for auto-land and operations in low visibility.
4.6 For all models Airbus Elect To Comply with 14 CFR Part 25.772(a) and (c) and 25.795
amendment 106 according to CRI E12 – Reinforced Security Cockpit Door
4.7 Certification basis revised for MOD 160500 and 160080 “Sharklet” by CRI A-0001-001.
For the definition of the affected areas and requirements please refer to the CRI.
CS 25 Amdt 8 for
§ 25.23
§ 25.25
§ 25.117
§ 25.147
§ 25.161
§ 25.177 amended by SC-F16
§ 25.235
§ 25.251
§ 25.301
§ 25.302
§ 25.481(a)(c) amended by SC A-2 for §
25.481(a)
§ 25.483
§ 25.485
§ 25.489
§ 25.491
§ 25.571(a)(b)(e)
§ 25.581
§ 25.601
§ 25.603
§ 25.605
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TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 11 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
§ 25.303
§ 25.305(a)(b)(c)(e)(f)
§ 25.307(a)(d)
§ 25.321(a)(b)(c)(d)
§ 25.331(a)(b)(c)
§ 25.333(a)(b)
§ 25.335(a)(c)(d)(e)(f) amended by SC A5003
for (b) and SC A-2 for (e)
§ 25.337
§ 25.341(a)(b)
§ 25.343(a)(b)
§ 25.345(a)(b)(c)(d)
§ 25.349(a)(b) amended by SC A-2.2.2 for
25.349(a)
§ 25.351
§ 25.365(a)(b)(d)
§ 25.367
§ 25.371
§ 25.373
§ 25.391
§ 25.393(b)
§ 25.427
§ 25.445
§ 25.457
§ 25.459
§ 25.471(a)(b)
§ 25.473
§ 25.479(a)(c)(d) amended by SC A-2 for §
25.479(a)
§ 25.607
§ 25.609
§ 25.613
§ 25.619
§ 25.623
§ 25.625
§ 25.629
§ 25.631
§ 25.651
§ 25.683
§ 25.899
§ 25.903(d)(1) (see CRI E-39 for interpretative
material)
§ 25.1385
§ 25.1387
§ 25.1389
§ 25.1391
§ 25.1393
§ 25.1395
§ 25.1397
§ 25.1401
§ 25.1505
§ 25.1511
§ 25.1515
§ 25.1527
§ 25.1587
§ 25.1591
CS 25 Amdt 2 for
§ 25.253
JAR 25 Chg 15 for
§ 25.1517
JAR 25 Chg 14 for
§ 25.21 amended by A318 SC F5001 (for b)
§ 25.101 amended by SC F11/S79
§ 25.103 replaced by A318 SC F5001
§ 25.105 amended by SC F11/S79
§ 25.107 amended by A318 SC-F5001
§ 25.109 amended by SC F11/S79
§ 25.111
§ 25.113 + OP96/1 amended by SC F11/S79
§ 25.115 amended by SC F11/S79
§ 25.119 + OP96/1 amended by A318 SC F5001
(for b)
§ 25.121 + OP96/1, amended by A318 SC F5001
(for c & d)
§ 25.123
§ 25.149 + OP96/1
§ 25.171 replaced by SC-F5004
§ 25.173 replaced by SC-F5004
§ 25.175 replaced by SC-F5004
§ 25.181
§ 25.201 + OP96/1, replaced by SC-F5001
§ 25.203 + OP96/1, replaced by SC-F5001
§ 25.207 amended by SC-F5001
§ 25.231
§ 25.233
§ 25.237
§ 25X261
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TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 12 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
§ 25.125 + OP96/1, amended by A318 SC F5001
§ 25.143 + OP96/1, amended by SC F3, F7 & F8
§ 25.145 + OP96/1
§ 25.1533
§ 25.1581
§ 25.1585(a)
JAR 25 Chg 11 for
§ 25.671
§ 25.672
§ 25.1001
§ 25.1301
§ 25.1309
§ 25.1419 amended by AMC-F14
Interpretative Material:
CRI E-39 Uncontained Engine Rotor Failure
Note: The original Interpretative material applicable to each model remains effective.
Acceptable Means of Compliance:
AMC F-14 Flight in icing condition.
Note: AMC F-14 applicability extended from A321/A319/A318 to A320 with MOD 160500 and
160080.
ETOPS
AMC 20-6 Rev 1 paragraphs related to operation in icing conditions 8.b.(11) for ice shapes
on the Sharklet device.
AMC 20-6 Rev 1 paragraphs related to performance data in the AFM supplement for ETOPS
8.f.(1) (iii).
AMJ 120-42 for ETOPS for non-affected areas.
Note: This corresponds to the certification basis used for the initial ETOPS demonstration
(refer to A320 CRI G1006.
4.8 Certification basis revised for MOD 156723 issue 1 “Max Pax” by CRI A-0001-004. For
the definition of the affected areas and requirements please refer to the CRI.
The certification basis is that of the A320-200 equipped with Sharklets amended by the
following:
CS 25 Amdt 13 for
§25.23
§25.321
§25.331
§25.341(a)(b)
§25.351
§25.489
§25.801(d)
§25. 803(c)
§25. 807(g) amended by CRI E-2107 and
demonstrated through ESF CRI D-01
§25.1519
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TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 13 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
§25.473
§25.1529
§25.479(a)(c)(d) amended by SC A-2 for § §25.1541(a)(b)
25.479(a)
§25.481(a)(c) amended by SC A-2 for § §25.1557(a)
25.481(a)
JAR 25 change 13
§25 .812(e)
§25 .812(k)(l)
§25 .853(a)1 amended by CRI D-0306-000
JAR 25 change 12
§25 .853(c)
JAR 25 change 11
§25.305(a)(b)
§25.307(a)
§25.365(a)
§25.561
§25.571(a)(b)
§25.787(a)(b)
§25.789(a)
§25.791
§25.853(a)(b)
§25.1301
§25.1351(a)
§25.1353(a)(b)
§25.1359(a)(d)
§25.1413
§25.1415(b)(c)(d)
§25.1431(c)
§25.1447(c)(1)
4.9 Certification basis for A320-271N, -251N
The certification basis for the A320-271N, -251N is revised by CRI A-0001-002. For the
definition of the affected areas and requirements please refer to the CRI.
CS 25 Amdt 11 for
25.23 (a) (b)
25.25 (a) (b)
25.27
25.101
25.109
25.113
25.115
25.117
25.145 (a)
25.147
25.149
25.161
25.171 replaced by SAneo SC B-04 (Static
Directional, Lateral and Longitudinal
Stability and Low Energy awareness)
25.952 (a) (b) (for pylon area)
25.954
25.955 (a)
25.961 (a) (b)
25.963 (a)
25.969
25.971 (a) (b) (c)
25.981 for pylon area only
25.993 (a) (b) (c) (d) (e) for Engines and
Pylon area only.
25.994 for fuel system component in the
pylon and powerplant system area
25.995 for engine and pylon areas only
25.997 (a) (b) (c) (d)
25.999 (a) (b)
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SECTION 1: A320 series - continued
25.173 replaced by SAneo SC B-04 (Static
Directional, Lateral and Longitudinal
Stability and Low Energy awareness)
25.175 replaced by SAneo SC B-04 (Static
Directional, Lateral and Longitudinal
Stability and Low Energy awareness)
25.177 with subparagraphs (b) and (c)
replaced by SAneo SC B-04 (Static
Directional, Lateral and Longitudinal
Stability and Low Energy awareness)
25.181
25.201 replaced by SAneo SC B-01
(Stalling and scheduled operating speeds),
with reference to SAneo IM B-06 (Flight in
icing conditions)
25.203 replaced by SAneo SC B-01
(Stalling and scheduled operating speeds),
25.231
25.233
25.235
25.251
25.301 (a) (b) (c)
25.302 (for new or modified parts)
25.303 (for new or modified parts)
25.305 (a) (b) (c) (e) (f) (for new or
modified parts)
25.307 (a) (d) (for new or modified parts)
25.321 (a) (b) (c) (d)
25.331 (a) (b) (c)
25.333 (a) (b)
25.335 (a) (b) (c) (d) (e) (f) with subparagraph (b) replaced by Legacy SC A5003 (Design Dive Speed Vd) and subparagraph (e) amended by Legacy SC A-2
(Stalling speeds for structural design)
25.337 (a) (b) (c) (d)
25.341 (a) (b) (c)
25.343 (a) (b) (for new or modified parts)
25.345 (a) (b) (c) (d)
25.349 (a) (b)
25.351 (a) (b) (c) (d)
25.361 (a) (b)
25.362 (a) (b) (for new or modified parts)
25.363 (a) (b)
25.365 (a) (b) (c) (d) (e)(1) (for new or
modified parts)
25.367 (a) (b)
25.371
25.1001
25.1011 (a) (b)
25.1013 (a) (b) (c) (d) (e) (f)
25.1015 (a) (b)
25.1017 (a) (b)
25.1019 (a)
25.1021 (a) (b)
25.1023 (a) (b)
25.1025 (a) (c)
25.1041
25.1043 (a) (b) (c)
25.1045 (a) (b) (c)
25.1091 (a) (b) (c) (d) (e)
25.1093 (b)
25.1103 (b) (c) (d)
25.1121 (a) (b) (c) (d) (f) (g)
25.1123 (a) (b) (c)
25.1141 (a) (b) (c) (d) (e) (f)
25.1143 (a) (b) (c) (d) (e)
25.1145 (a) (b) (c)
25.1155 (a) (b) (c) (d) (e)
25.1163 (a) (b) (c)
25.1165 (a) (b) (c) (e) (f) (h)
25.1167 (a) (b) (c)
25.1181 (a) (b) amended by SAneo ESF
E-44(Fan Zone non-fire zone)
25.1182 (a) (b)
25.1183 (a) (b) (c)
25.1185 (a) (b) (c)
25.1187 (a) (b) (c) (d) (e)
25.1189 (a) (b) (d) (e) (f)
25.1191 (a) (b)
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SECTION 1: A320 series - continued
25.373 (a) (b)
25.391 (a) (b) (c) (d) (e)
25.427 (a) (b) (c) (d)
25.445 (a) (b)
25.457
25.459
25.471 (a) (b)
25.473 (a) (b) (c) (d) (e)
25.479 (a) (c) (d) amended by Legacy SC
A-2 for § 25.479(a)
25.481 (a) (c) amended by Legacy SC A-2
for § 25.481(a)
25.483 (a) (b)
25.485 (a) (b)
25.489
25.491
25.493 (b) (c) (d) (e)
25.495
25.499 (a) (b) (c) (d) (e)
25.503 (a) (b)
25.507 (a) (b) (c)
25.509 (a) (c) (d)
25.511
25.519 (a) (b) (c)
25.1193 (a) (b) (c) (d) (e) amended by
SAneo SC E-45 (Engine Cowl Retention)
25.1195 (a) (b) (c)
25.1197 (a) (b)
25.1199 (a) (b) (c) (d) (e)
25.1201 (a) (b)
25.1203 (a) (b) (c) (d) (e) (f) (g)
25.1207 (a) (b) (c) (d)
25.1301 amended by Legacy CRI S30
(Automatic
Flight/Flight
Management
Functions),For newly designed systems
only
25.1305 (a) (c) (d) amended by SAneo SC
F-13 (Fuel System Low Level Indication –
Fuel Exhaustion)
25.1309 (for newy designed systems)
amended by:
Legacy CRI SE2001 (SC S-76 – Effects of
external radiations upon aircraft systems),
Legacy CRI SE14 (SC S-76-1 – Protection
from the effects of HIRF)
25.1316 (a) (b) (c)
25.1337 (a) (c) (d)
25.1353 (a) (b) (for engine and pylon
areas)
25.1355 (c)
25.1357 (a) (for newly designed systems)
25.1401 (b)
25.1403
25.1419 (a) (b) (c) (d) (e) (f) (g) (h) for
engine air intake protection
25.1431 amended by
Legacy CRI SE2001(SC S76 - Effects of
external radiations upon aircraft systems)
Legacy CRI SE14 (SC S76-1 – Protection
from the effect of HIRF)
For newly designed equipment only
25.1438 (for newly designed equipment)
25.1459 (a) (b) (c) (d) amended by
Legacy CRI S72 (HC-S72 – Flight
recorders)
25.1461 (a) (b) (c) (d) For newly designed
equipment
25.1501
25.571 (a) (b) (c) (d) (e) (for new or
modified parts)
25.581 amended by Legacy CRI SE2004 25.1503
(SC S75 – Lightning protection indirect
effects) for pylon and nacelle areas
25.601 (for new or modified parts)
25.1507
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SECTION 1: A320 series - continued
25.603 (a) (b) (c) (for new or modified
parts)
25.605 (a) (b) (for new or modified parts)
25.607 (a) (b) (for new or modified parts)
25.609 (a) (b) (for new or modified parts)
25.611 (a)
25.613 (a) (b) (c) (d) (e) (f) (for new or
modified parts)
25.619 (a) (b) (c) (for new or modified
parts)
25.623 (a) (b) (for new or modified parts)
25.625 (a) (b) (c) (d) (for new or modified
parts)
25.629 (a) (b) (c) (d) (e)
25.631 (for new or modified parts)
25.651 (for new or modified parts)
25.671 (a) (b) (c) (d) amended by legacy
CRI F7 (SC F9 - Dual Control System)
25.731 (a) (b) (c)
25.733 (b) (c) (d)
25.779
25.831 (a) (e)
25.841 (a)
25.851 (b)
25.855 (c)
25.863 (a) (b) (c) (d)
25.865
25.867 (a) (b)
25.869 (a) (b) (c)
25.899 amended by Legacy CRI SE2004
(SC S75 – Lightning protection indirect
effects), for Pylon and Nacelle areas only
25.901 (a) (b) (c) amended by
SAneo SC E-45 (Engine Cowl Retention),
25.903 (a) (b) (c) (d) (e)
25.904
25.933 (a)
25.934 amended by SAneo ESF E-43
(Thrust Reverser Testing).
25.939 (a) (c)
25.943
25.1511
25.1513
25.1515
25.1517
25.1519
25.1521 (a) (c) (d)
25.1525
25.1527
25.1531
25.1533
25.1535 (a) (b) (c)
25.1549 (a) (b) (c) (d) amended by SAneo
ESF E-51 (Oil temperature indication)
25.1551
25.1553
25.1557 (b)
25.1581
25.1583 (a) (b) (c) (d) (e) (f) (h) (i) (k)
25.1585
25.1587
25.1591
25.1701 (a) (b) (c) for engines and pylon
areas
25.1703 (a) (b) (d) (e) for engines and
pylon areas
25.1705 (a) (b) for engines and pylon
areas
25.1707 (a) (b) (c) (d) (e) (f) (g) (h) (i) (j) (k)
(l) for engines and pylon areas
25.1709 (a) (b) for engines and pylon
areas
25.1711 (a) (b) (c) (d) (e) for engines and
pylon areas
25.1713 (a) (b) (c) for engines and pylon
areas
25.1715 (a) (b) for engines and pylon
areas
25.1717 for engines and pylon areas
25.1719 for engines and pylon areas
25.1723 for engines and pylon areas
25.1725 (a) (b) for engines and pylon
areas
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SECTION 1: A320 series - continued
25.951 (a) (b) (c) amended by SC E-37
(Water/Ice in Fuel System), for pylon area
only.
25.1727 for engines and pylon areas
25.1731 (a) (b)
CS25 Amdt 8 for:
25.683 (b)
CS 25 Amdt 2 for:
25.21 with sub-paragraph (b) added by
SAneo SC B-01 (Stalling and Scheduled
Operating Speeds)
25.103 replaced by SAneo SC B-01
(Stalling and Scheduled Operating
Speeds)
25.105
25.107
25.111
25.119
25.121
25.123
25.125
25.143
Sub-Paragraphs (j), (k), (l) added by
SAneo SC B-03 (Motion and Effect of
Cockpit control),
Sub-paragraph (h) added by SAneo SC B07 (Flight envelope protection),
Sub paragraph (i) added by SAneo SC B08 (Normal Load factor limiting System).
25.207 replaced by SAneo SC B-01
(Stalling and scheduled operating speeds).
25.237
25.253
25.1419
CS25 Amdt 1:
25.981 (a) (3) amended by generic SC E-48 – Fuel Tank Safety for all areas except
engine and pylon areas
JAR 25 Chg 14 for:
25.145 (b) (c)
25.365 (e)(2), (e)(3)
25.1423 (a) (b) (c) (d) (e) (f) (g)
25.1583 (j)
JAR 25 Chg 13 for
25.365 (f) (g)
25.735 (a) (f) (g) (h) amended by
Legacy CRI F4012 (SC F-11 – Accelerate-stop distances and related performances,
worn brakes)
Legacy CRI SE3003 (SC S-79 - Brake requirements, qualification and testing – A321)
25.853(a)(1)
JAR 25 Chg 12 for
25.853(c)
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SECTION 1: A320 series - continued
JAR 25 Chg 11 for:
25.561 (a) (b) (c) (d)
25.563
25.672 (a) (b) (c)
25.677 (b)
25.703 (a) (b) (c)
25.721 (a) (b) (c)
25.729 (b) (c) (d) (e) (f)
25.735 (b) (c)
25.771 (e)
25.777 Sub-paragraph (b) amended by
SAneo CRI B-03 (Motion and Effect of
Cockpit Control)
25.783 (a) (b) (c) (e) (f) (g)
25.791
25.801
25.807 (a) (b) (c) (d)
25.809 (a) (b) (c) (d) (e) (f)
25.843 (a)
25.853 (a)
25X899 amended by Legacy CRI SE2004
(SC S75 – Lightning protection indirect
effects)
25.959
25.963 (d) (e)
25.967 (d)
25.975 (a)
25.981 for all paragraph except (a) (3) in
all areas except engine and pylon areas
25.1309 amended by Generic CRI D-0332001 (Towbarless Towing) For systems
adaptations.
25X1315
25.994 for all areas except engine and
pylon areas
25.1301
25.1321 (d)
25.1322 (a) (b) (c) (d) amended by generic
CRI D-0332-001 (Towbarless Towing)
25.1323 (a) (b) (c)
25.1325 (b) (d) (e)
25.1329 (f) amended by:
Legacy CRI S30 (Automatic Flight/Flight
Management Functions),
25.1337 (b)
25.1351 (a) (b) (d) where (d) is replaced by
Legacy SC-S52 (Operation without normal
Electrical power)
25.1353 (a) (b) (for all areas except pylon
and engine)
25.1359
25.1363 (a) (b)
25.1419 (a) (b) (c) (d) amended by AMC F14 for all ATA300 areas except Engine Air
intake protection and Wing ice shapes
25.1431 (for system adaptations)
25.1435 (a) (b) (c) (d)
25.1457 (a) (b) (c) (d) (e) (f) (g)
25.1529 amended by SC H-01
25A901 (c)
25A939 (a)
25A1521
25A1527
4.10 Certification basis revised for MOD 156723 issue 4 and issue 5 “Max Pax” by CRI A0001-007. For the definition of the affected areas and requirements please refer to the
CRI.
The certification basis is that of the A320-271N/-251N amended by the following:
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SECTION 1: A320 series - continued
CS 25 Amdt 17 for
§25.23
§25.305(a)(b)
§25.307(a)
§25.321
§25.331
§25.341(a)(b)
§25.351
§25.365(a)
§25.473
§25.479(a)(c)(d) amended by SC A-2 for §
25.479(a)
CS 25 Amdt 11
§25.1357(a)
JAR 25 change 13
§25.812(e)
§25.853(a)1 amended by CRI D-0306-000
§25.481(a)(c)amended by SC A-2 for § 25.481(a)
§25.489
§25.571(a)(b)
§25.801(d)
§25. 803(c)
§25. 807(g) amended by CRI
demonstrated through ESF CRI D-01
§25.1519
§25.1541(a)(b)
§25.1557(a)
E-2107
and
§25.1431(c)
§25. .812(e)
JAR 25 change 12
§25.853(c)
JAR 25 change 11
§25.561
§25.787(a)(b)
§25.789(a)
§25.791
§25.853(a)(b)
§25.1301
§25.1351(a)
§25.1353(a)(b)
§25.1359(a)(d)
§25.1413
§25.1415(b)(c)(d)
§25.1447(c)(1)
4.11 Certification basis revised for MOD 158708 issue 1 “Max Pax” for aircraft with wing tip
fence modification (20268 or 21999)by CRI A-0001-008. For the definition of the affected
areas and requirements please refer to the CRI.
The certification basis is that of the A320-211,-212,-214,-215,-216,-231,-232,-233 amended
by the following:
CS 25 Amdt 17 for
§25.23
§25.321
§25.331(a)(b)(c1)
§25.341(a)
§25.351
§25.473
§25.489
§25.801(d)
§25. 803(c)
§25. 807(g) amended by CRI
demonstrated through ESF CRI D-01
§25.1519
§25.1541(a)(b)
E-2107
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SECTION 1: A320 series - continued
§25.479(a)(c)(d) amended by SC A-2 for § §25.1557(a)
25.479(a)
§25.481(a)(c) amended by SC A-2 for § §25.1529
25.481(a)
JAR 25 change 14
§25.305 (a)(b)
§25.331(c2)
§25.341(b)
§25.571(a)(b)
JAR 25 change 13
§25.812(e)(1)(2) Amended by CRI E-08.
§25.853(a)1 amended by CRI D-0306-000
§25.812(k)(l)
JAR 25 change 12
§25.853(c)
JAR 25 change 11
§25.307(a)
§25.561
§25.785
§25.787(a)(b)
§25.789(a)
§25.791
§25.853(a)(b)
§25.1301
§25.365(a)
§25.1351(a)
§25.1353(a)(b)
§25.1357(a)
§25.1359(a)(d)
§25.1413
§25.1415(b)(c)(d)
§25.1431(c)
§25.1447(c)(1)
5. Special Conditions
Reminder: Within the scope of the establishment of the A320 Joint Certification Basis,
three types of special conditions were developed:
•
Special conditions: rose to cover novel or unusual features not
addressed by the JAR.
•
Experience related conditions: rose to record an agreed text for the
A320 Joint Certification Basis when evolution of JAR was in
progress under the NPA procedure.
•
Harmonization conditions: to record, for the purpose of the A320
Joint Certification Basis, a common understanding with respect to
National variant. This should not be confused with the FAA/JAA
harmonized regulations.
EC-G11
(DGAC-F) SC-G17
(CAA-UK) SC-G17
SC-F1
SC-F3
SC-F4
SC-F6
General Definitions
Operational proving flights
Operational flight before certification
Stalling and Scheduled operating Speeds
Cockpit control - motion and effect of cockpit control
Static longitudinal stability
Static directional and lateral stability
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SECTION 1: A320 series - continued
SC-F7
SC-F8
SC-F9
HC-F103
Flight envelope protection
Normal load factor limiting
Dual control system
Accelerate Stop Distance, Take-Off Distance and Take-Off Run
on a Wet Runway
HC-F114
Approach and Target Threshold Speeds
SC-A.2.1.1
Certification Criteria of Aircraft Designed with Systems
Interacting with Structural Performance
SC-A.2.2.2
Design manoeuvre requirement
SC-A.2.2.3
Design dive speed
EC-A.3.6.1
High Lift Devices
(CAA-UK) SC-A.4.3 Tuned Gust Loads
HC-A.4.4
Manoeuvre Loads - High Lift Devices Deployed
HC-A.4.5
Braked roll conditions
HC-A.4.6
Speed control device
SC-S11
Limit pilot forces and torques
HC-S23
Standby gyroscopic horizon
HC-S24
VMO/MMO Warning (setting)
EC-S30
Autoflight system
SC-S33
Autothrust system
SC-S52
Operation without normal electrical power
EC-S54
Circuit protective devices
HC-S61
Design Landing Brakes Kinetic Energy
HC-S62
Rejected Take-Off Brakes Kinetic Energy
HC-S72
Flight recorder
SC-S74
Abnormal attitudes
SC-S75
Lightning protection indirect effects
SC-S76
Effect of external radiations up on aircraft systems
SC-S77
Integrity of control signal
SC-P01
Full Authority Engine Control System (FADEC)
SC-E1005
Resistance to fire terminology
5.1 For weight variant 007 and subsequent and for all new models from and including
A320-232, the following A320 Special Conditions and Interpretative Materials are
deleted by application of JAR 25 amendment 91/1:
IM-A3.8
SC/AMC-A4.3
HC-A4.4
Discrete gust loads
Tuned gust loads
Manoeuvre loads high lift devices deployed
5.2 The following Special Conditions have been developed for the A320-233:
SC-F11
SC-S79
Accelerate-Stop distances and related performances, worn brakes (see
CRI F2012 dated June 4, 1996)
Brakes requirements, qualification and testing (see CRI SE2003 dated
June 4, 1996), for which the requirements are met by installation of
MOD 24946 (Messier-Bugatti SEPCARB III brakes)
5.3 For A320-233 and all A320-200 with OCTOPUS AFM (see CRI F2013), the JAR 25
paragraphs are modified following the Elect-to-comply with SC-F11 and SC-S79
The following JAR Change 11 paragraphs are deleted:
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SECTION 1: A320 series - continued
JAR 25x131
JAR 25x132
JAR 25x133
JAR 25x135
JAR 25x1588
The following A320 Harmonization Conditions are deleted:
HC-F103 Accelerate-Stop distance, Take-off distance, Take-off run on wet
runway
HC-S61 Design landing brakes kinetic energy
HC-S62 Rejected take-off brakes kinetic energy
The following JAR 25 paragraphs are upgraded at Change 13 and amended by SC-F11
and SC-S79:
JAR 25.101
JAR 25.105
JAR 25.109
JAR 25.113
JAR 25.115
JAR 25.735
JAR 25x1591
5.4 For any new application (new or modified aeroplane system and associated components)
after July 10, 1998, SC/IM-S76 (Effect of external radiations upon aircraft systems) are
superseded by SC/IM-S76-1 (CRI SE14)
5.5 For any further variant certification after Aug. 10, 1998, the HC-A.4.5 (Braked roll
conditions) is superseded by JAR 25.493(d) at Change 14 (CRI A7)
5.6 The following special conditions have been developed post Type Certification:
SC H-01
SC E-34
SC E-13
SC D-0306
SC P-27
SC E-10
SC E-48
Enhanced Airworthiness Programme for Aeroplane Systems ICA on EWIS (applicable from May 2010)
Seat with inflatable restraints
Installation of inflatable restraints (optional)
Heat release and smoke density requirements to seat material
(applicable from June 2010)
Flammability Reduction System
If fitted, the centre fuel tank of aircraft which have made their
first flight after 1st of January 2012 must be equipped in
production with a fuel tank Flammability Reduction System
(modification 38062). This system shall remain installed and
operative and can only be dispatched inoperative in accordance
with the provisions of the MMEL revision associated with
modification 38062. If modification 38062 (Fuel Tank Inerting
System (FTIS)) is embodied on A318, A319, A320, or A321
airplanes, the airplane is compliant with paragraph FR Section
25.981(a) & (b) at amendment 25-102, Part 25 appendix M & N
at amendment 25-125, and Section 26.33 at amendment 26-3.
High Altitude airport operations (up to 14,100ft) (CRI E10)
Fuel Tank Safety
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A318, A319, A320, A321
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SECTION 1: A320 series - continued
SC F-0311-001
SC D-0322-001
SC D-0332-001
SC B-12
Flight Recorders including Data Link Recording
Installation of suite type seating
Towbarless Towing
Soft Go Around
5.7 Special Conditions for aircraft equipped with MOD 160500 and 160080
SC F-16
A318 SC F-5001
A318 SC F-5004
A318 SC A-5003
Static directional and lateral stability
Stalling and scheduled operating speeds
Static Longitudinal Stability and Low energy awareness
Design Dive Speed Vd
Note: All other original Special Conditions applicable to each model remain effective.
5.8 Special Conditions for A320-271N, -251N
B-01
B-03
B-04
Stalling and Scheduled Operating Speeds
Motion and effect of cockpit control
Static Directional, Lateral and Longitudinal Stability and Low energy
awareness
Flight Envelope Protection
Normal Load Factor limiting System
Water/Ice in Fuel System
Engine Cowl Retention
Fuel System Low Level Indication - Fuel Exhaustion
B-07
B-08
E-37
E-45
F-13
E-55*
Fan Blade Loss
*Only applicable to CFM models
5.8.1. The following special conditions developed for previous models are also applicable
to the A320-271N/-251N affected areas:
A2.2.2
A-3001 (SC A1)
A-3002 (SC A2)
A-5003
D-0332-001
E-48
F4012 (SC F11)
F7 (SC F-9)
H-01
P-27
S11
S30
S-33
S72 (HC-S72)
SE14 (SC S-761)
Design Manoeuvre requirement
Interaction of systems and structure
Stalling Speeds for structural design (A321)
Design dive speed Vd
Towbarless Towing
Fuel Tank Safety
Accelerate-stop distances and relates performances, worn brakes
Dual Control System
Enhanced Airworthiness Programme for Aeroplane Systems - ICA on
EWIS
Flammability Reduction System (consisting of Cooled Serviced Air
System and Inert Gas Generation System
Limit Pilot forces and torques
Automatic Flight/Flight Management Functions
Autothrust system
Flight recorders
Protection from the effect of HIRF
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AIRBUS
A318, A319, A320, A321
Page 24 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
SE2004 (SC S75)
SE2407
SE3003 (SC S79)
Lightning protection indirect effects
Emergency Electrical power system
Brake requirements, qualification and testing (A321)
6. Exemptions
No exemptions
7. Deviations
None
8. Equivalent Safety Findings
8.1 The following paragraphs have been complied with through equivalent safety
demonstrations:
JAR 25.783 (e)
JAR 25.783 (f)
JAR 25.813 (c)
JAR 25.807
JAR 25.933 (a)
JAR 25.791
cargo doors (see CRI SM 2005)
passenger doors and bulk cargo door (MOD 20029)
(see CRI SM 2004 and SM 2007)
emergency exits (see CRI E 2105 issue 3 "Type III
overwing emergency exit access", seat cushion height)
maximum number of passengers (180 PAX) (see CRI
E 2107 "Passenger extension to 180")
thrust reverser autorestow function (see CRI P 1002).
Passenger information signs (CRI S53)
8.2 The following Equivalent Safety Findings have been developed post Type Certification:
FAR 25.856(b)
Fuselage burnthrough protection in bilge area (see CRI
E-32), see note below
If modifications 150700, and 37270 (with CLS option
only), 37048 and 36985 are embodied in production on
A318, A319, A320, or A321 airplanes, the airplane is
compliant
with
Fuselage
Flame
Penetration
“Burnthrough” requirements addressed by paragraph 14
CFR Part 25.856(b) Amdt 25-111(See CRI E-28).
14CFR Part 25.856(a) Improved flammability standards for insulation
materials (CRI E18)
JAR 25.812(b)(1)(ii)
Photo-luminescent EXIT sign for MCD (Moveable
Class Divider) (CRI E14) (optional)
JAR 25.811(f)
Emergency exit marking reflectance (CRI E16)
JAR 25.812(b)(1)(i)(ii) Symbolic EXIT signs as an alternative to red EXIT
signs for passenger aircraft (CRI SE-42) (optional)
JAR 25.785(c)
Forward facing seats with more than 18° to aircraft
centerline. (CRI D-0329-001) (optional)
JAR 25.1443(c)
Minimum Mass Flow of Supplemental Oxygen (CRI F20) (optional)
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AIRBUS
A318, A319, A320, A321
Page 25 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
JAR 25.1441(c)
Crew Determination of Quantity of Oxygen in
Passenger Oxygen System (CRI F-21) (optional)
8.3 Equivalent Safety Findings for aircraft equipped with MOD 160500 and 160080
25.1419 (c)
ESF F-19
Flight in natural icing condition
8.4 Equivalent Safety Findings for aircraft equipped with MOD 156723 and 158708
CS25.807(g) CRI D-01
Over-performing Type I exit
Note: The original ESFs applicable to each model remain effective.
8.5 The following Equivalent Safety Findings have been developed for the A320-271N/251N:
CS25.934, CS-E 890
CS25.1181(a)
CS25.1549(a)
CS25.1181, CS25.1182
CS25.997(d)
E-43
E-44
E-51
E-52
E-49*
Thrust Reverser Testing
Fan Zone as non fire zone
Oil temperature indication
Nacelle area adjacent to fire
Fuel Filter Location
*Applicable to CFM models only
8.5.1 The following ESF developed for previous models are also applicable to the
A320-271N/-251N affected areas:
JAR AWO 313
SE-4005
JAR AWO 236
JAR 25.1441(c)
SE-5005
F-21
14CFR Part
25.856(a)
E-18
Revised strategy for demonstrating a safe go-around 'Minimum
Approach Break-off Height (MABH) (issued for A319)
Cat III operations - Excess Deviation Alerts
Crew Determination of Quantity of Oxygen in Passenger Oxygen
System
Improved flammability standards for thermal / acoustic insulation
materials
9. Environmental Protection Standards
ICAO Annex 16:
Vol. I , Part II
Vol. II, Part II
Vol. II, Part III Chapter 2
Noise Requirements
Fuel Venting
Emissions
Notes: Further details are defined within TCDSN EASA.A.064
10. ETOPS
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A318, A319, A320, A321
Page 26 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
The Type Design, system reliability and performance of A320 models were found capable for
Extended Range Operations when configured, maintained and operated in accordance with
the current revision of the ETOPS Configuration, Maintenance and Procedures (CMP)
document, SA/EASA: AMC 20-6/CMP.
This finding does not constitute an approval to conduct Extended Range Operations
(operational approval must be obtained from the responsible Authority).
The following table provides details on the ETOPS approvals.
Aircraft model
Engine Type
120 min
Approval Date
17 September 1991
17 September 1991
28 April 1995
N/A
N/A
13 January 1992
28 April 1995
14 February 1997
180 min
Approval Date
11 March 2004
11 March 2004
11 March 2004
06 November 2006
06 November 2006
11 March 2004
11 March 2004
11 March 2004
A320-211
CFM56-5A1
A320-212
CFM56-5A3
A320-214
CFM56-5B4
A320-215
CFM56-5B5
A320-216
CFM56-5B6
A320-231
V2500-A1
A320-232
V2527-A5
A320-233
V2527E-A5
Note:
The Configuration, Maintenance and Procedure Standards for extended range twin-engine
airplane operations are contained in ETOPS CMP document reference SA/EASA: AMC 206/CMP at latest applicable revision. Certificated models are A320-211/-212/-214/-215/-216/231/-232/-233, with all applicable engines.
Embodiment of modification:
36666 provides ETOPS 120 mn capability for EASA
32009 provides ETOPS 180 mn capability for EASA
11. Operational Suitability Data
Cabin Crew Data: CRI CCD-01
Flight Crew Data: CRI FCD-01
Master Minimum Equipment List: CRI MMEL-01
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SECTION 1: A320 series - continued
III. Technical Characteristics and Operational Limitations
1. Type Design Definition
1.2
1.3
1.4
1.5
1.6
1.7
1.8
1.9
1.10
1.11
Certificated model: A320-211
Definition of reference airplane by AIRBUS INDUSTRIE document
AI/EA-A-413.630/88
Certificated model: A320-212
Definition of reference airplane by AIRBUS INDUSTRIE document
AI/EA-A 412.1589/90 (00D000A0004/C0S)
Certificated model: A320-214
Definition of reference airplane by AIRBUS INDUSTRIE document
AI/EA-S 413.0150/95 (00D000A0006/C21)
Certificated model: A320-215
Definition of reference airplane by AIRBUS INDUSTRIE document
D00D06006382 (00D000A0215/C21)
Certificated model: A320-216
Definition of reference airplane by AIRBUS INDUSTRIE document
D00D06011383 (00D000A0216/C21)
Certificated model: A320-231
Definition of reference airplane by AIRBUS INDUSTRIE document
AI/EA-A 414.301/89
Certificated model: A320-232
Definition of reference airplane by AIRBUS INDUSTRIE document
AI/EA-AC 414.0502/93 (00D000A0005/C21)
Certificated model: A320-233
Definition of reference airplane by AIRBUS INDUSTRIE document
AI/EA-S 413.1984/95 (00D000A0007/C21)
Certified model: A320-271N
Definition of reference airplane by Airbus document 00D000A5021/C20
Certified model: A320-251N
Definition of reference airplane by Airbus document 00D000A5024/C20
Notes:
a. Model conversions:
 If modification 34647 is embodied on A320-212 model powered with CFM56-5A3
engines, it is converted into A320-211 model, powered with CFM56-5A1 engines
 If modification 35962 is embodied on A320-211 model powered with CFM56-5A1
engines, it is converted into A320-212 model, powered with CFM56-5A3 engines
 If modification 153177 is embodied on A320-233 model powered with IAE
V2527E-A5 it is converted into A320-232 model, powered with IAE V2527-A5
engines
 If modification 36563 is embodied on A320-216 model powered with CFM565B6/3 or /P engines, it is converted into A320-214 model, powered with CFM565B4/3 or /P engines
 If modification 36885 is embodied on A320-214 model powered with CFM565B4/3 or /P engines, it is converted into A320-216 model, powered with CFM565B6/3 or /P engines
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A318, A319, A320, A321
Page 28 of 119
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SECTION 1: A320 series - continued

If modification 150847 is embodied on A320-232 model powered with IAE V2527A5 engines, it is converted into A320-233 model, powered with IAE V2527E-A5
engines
b. A320-216 model results of the embodiment of modification 36311 on A320-214
model.
c. A320-215 model results of the embodiment of modification 36297 on A320-214
model.
2. Description
Twin turbo-fan, short to medium range, single aisle, transport category airplane.
3. Equipment
Equipment approved for installation is listed in the Certification Standard Equipment
List ref. 00D000A0101/C1S (not applicable for A320-216, A320-215, A320-251N and
A320-271N).
Cabin furnishings, equipment and arrangement shall be in conformance to the
following specifications:
Cabin seats
Galleys
2521M1F10000 Iss 3
2530M1F000900 Iss 3
4. Dimensions
Principal dimensions of A320 Aircraft:
Length:
Width:
(if MOD 160500 or 160080 is installed)
Height:
Width at horizontal stabilizer:
Outside fuselage diameter:
Distance between engines axis:
Distance between main landing gear:
Distance between nose and main landing gear:
37,57 m
34,10 m
35,80 m
11,76 m
12,45 m
3,95 m
11,51 m
7,59 m
12,64 m
5. Engines
The list below lists the basic engines fitted on the aircraft models. The notes describe usual
names and certified names as well as new engines variants.
A320-211
Two CFMI
A320-212
Two CFMI
CFM 56-5A1 jet engines (MOD 20141), or
CFM 56-5A1/F jet engines (MOD 23755)
CFM 56-5A3 jet engines (MOD 22093)
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SECTION 1: A320 series - continued
A320-214
Two CFMI
CFM 56-5B4 jet engines (MOD 24251), or
CFM 56-5B4/2 jet engines (MOD 24405)
A320-215
Two CFMI
CFM 56-5B5/P jet engines (MOD 25800)
A320-216
Two CFMI
CFM 56-5B6/P jet engines (MOD 25800)
A320-231
Two IAE
V2500-A1 jet engines (MOD 20165)
A320-232
Two IAE
V2527-A5 jet engines (MOD 23008)
A320-233
Two IAE
V2527E-A5 jet engines (MOD 25068)
A320-271N
Two IAE
A320-251N
Two CFMI
PW1127G-JM Geared Turbo Fan jet engines (MOD 161000)
LEAP-1A26 jet engines (MOD 161003)
Notes:
1
Whereas it is common use to apply the name of CFMI engines CFM56-5A1 and
CFM56-5A1/F, the correct names of the certified engines are:
- CFM56-5 is the certified engine name, when CFM56-5A1 is the usual name.
- CFM56-5-A1/F is the certified engine name, when CFM56-5A1/F is the usual
name.
2
A320-211 CFM 56-5A1 engine can be intermixed with CFM 56-5A1/F engine (MOD
23755) on the same aircraft.
3
From March 31st 2008, there is no longer any CFM56-5B/2 non /P in field or in
production. CFM56-5B4/2 engine model has been removed from CFM56-5B Type
Certificate Data Sheet.
4
If modification 25800 is embodied on models with CFM56-5B engines, the engine
performance is improved. The engine’s denomination changes to /P.
The modification is currently applicable for:
A320-214: CFM56-5B4 (SAC) which changes to CFM56-5B4/P
CFM 56-5B/"non-P" engine can be intermixed with CFM 56-5B/P engine on the same
aircraft.
Note: modification 25800 is basically embodied for A320-215 and -216 models.
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A318, A319, A320, A321
Page 30 of 119
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SECTION 1: A320 series - continued
5
If modification 26610 is embodied on models with CFM-5B/2 (DAC) engines, the
engine performance and gaseous emission levels are improved. The modification is
currently applicable for:
A320-214: CFM 56-5B4/2(DAC) which changes to CFM 56-5B4/2P(DAC II C).
CFM 56-5B/2 "non-P" (DAC) engine can be intermixed with CFM 565B/2P(DAC II C) engine on the same aircraft (AFM supplement).
CFM 56-5B/P or / "non-P" (SAC) engine can be intermixed with CFM 56-5B/2P
(DAC II C) engine on the same aircraft (AFM supplement).
Modification 26610 is not compatible with modification 160080 (sharklet retrofit).
6
A320-214 CFM 56-5B4 engine can be intermixed with CFM 56-5B4/2 engine (MOD
24405) on the same aircraft (AFM supplement).
7
Introduction of CFM56-5Bx/3 “Tech Insertion” engine is done through embodiment of
modification 37147 in production or 38770 in field.
This modification is only applicable on CFM56-5Bx /P SAC engines.
If modification 37147 is embodied on models with CFM-5B engines, the engine’s
denomination changes to /3.
The modification is currently applicable for:
A320-214:
CFM 56-5B4 (SAC) which changes to CFM 56-5B4/3
A320-215:
CFM 56-5B5 (SAC) which changes to CFM 56-5B5/3
A320-216:
CFM 56-5B6 (SAC) which changes to CFM 56-5B6/3
Modification 37147 has been demonstrated as having no impact on previously
certified noise levels.
The engine characteristics remain unchanged.
CFM56-5Bx/3 engine can be intermixed with CFM56-5Bx/P engine under
considerations as prescribes in modification 38573.
8
Introduction of “BUMP” function is done through embodiment of modification 38946.
If modification 38946 is embodied on models with CFM-5B engines, the engine
denomination changes to /P1 (SAC) or /2P1(DAC) or /3B1 (Tech Insertion).
The modification is currently applicable for:
A320-214:
CFM 56-5B4 (SAC) which changes to CFM 56-5B4/P1
Modification 38946 has been demonstrated as having no impact on previously
certified noise levels.
The engine characteristics remain unchanged.
Intermix at aircraft level between “Non Bump” engine and “Bump” engine is not
allowed.
9
CFM56-5B engines are not compatible with modification 160080 (sharklet retrofit)
unless modification 37147 or modification 38770 are installed.
10
If modification 161562 (alternate climb) is installed on the A320-271N equipped with
IAE PW1127G-JM then the engine model is changed to PW1127GA-JM
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A318, A319, A320, A321
Page 31 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
6. Auxiliary Power Unit
APU GARRETT
GARRETT AIRESEARCH GTCP 36-300 (A)
(Specification 31-5306B)
Approved oils: see GARRETT REPORT GT. 7800
APU Pratt & Whitney Rzeszow S.A. (Option)
The APU Pratt & Whitney Rzeszow S.A. installation is defined by MOD 22562 or
MOD 35864.
Pratt & Whitney Rzeszow S.A. APS 3200 (Specification ESR 0802, Rev. A)
Approved oils: in conformance to MIL-L-7808, MIL-L-23699 or DERD 2487
APU AlliedSignal (Option)
The APU Honeywell International installation is defined by MOD 25888
Honeywell International 131-9[A] (Specification 4900 M1E 03 19 01)
Approved oils: according to model Specification 31-12048A-3A
Note:
for A320 models, the APU Pratt & Whitney Rzeszow S.A. APS 3200 (MOD 35864)
is the production standard from MSN 2645
7. Propellers
N/A
8. Fluids (Fuel, Oil, Additives, Hydraulics)
Fuel
Fuel Specification
CFM56
Installation document
CFM 2026 or CFM
2129
IAE V2500
IAE Standard
Practices and
Processes Manual ,
IAE – 0043
IAE PW1100G-JM
Service Bulletin
PW1000G – 1000 –
73 – 00 – 0002
00A930AD
CFMI-LEAP-1A
Service Bulletin
LEAP-1A S/B 730001
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A318, A319, A320, A321
Page 32 of 119
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SECTION 1: A320 series - continued
For A320-211/-212/-214/-215/-215/-231/-232/-233 the following table applies:
TYPE
SPECIFICATION (NAME)
FRANCE
USA
Kerosene DCSEA
134-D
(F-34)
Wide cut
UK
(AVTUR)
(JET A1)
MIL-DTL
83133-H
(AVTUR/FSII) GOST R
(JET A1)
52050-2006 JET A1
(AVTAG/FSII)
(JP 8)
ASTM D 6615 (JET B)
High flash DCSEA
point
144-C
(F-44)
RUSSIA
GOST
10227-86
ASTM D 1655 (JET A) DEF STAN
(JET A1) 91/91
MIL-DTL 5624 (JP 4)
MIL-DTL 5624- (JP 5)
V
DEF STAN
91/87iss 7
DEF STAN
91/88
DEF STAN
91/86 iss 7
(RT)
(TS1)*
CHINA
GB 65372006
(AVCAT/FSII)
* For IAE V2500 engines, TS-1 is cleared for transient use (less than 50% of operations)
For A320-271N/-251N the following table applies:
TYPE
SPECIFICATION (NAME)
USA
UK
Kerosene ASTM D
1655
(JET A) DEF STAN
(JET A1) 91/91
MIL-DTL
83133-H
(JP 8)
DEF STAN
91/87iss 7
High flash MIL-DTL
point
5624-V
(JP 5)
DEF STAN
91/86 iss 7
RUSSIA
(AVTUR) GOST 10227- (RT)
(JET A1) 86
(TS1)
(AVTUR/ GOST R
FSII)
52050-2006
(JET A1)
(AVCAT/
FSII)
CHINA
GB 65372006
(N°3 JET Fuel)
JET A1
OIL
For oil specification:
Engine
Approved Oils
CFM56-5B5/P
CFM56-5B6/P
CFM56-5A1
CFM56-5A1/F
CFM56-5A3
CFM56-5B4
CFM56-5B4/2
SB CFMI 79-001
IAE V2500-A1
IAE V2527-A5
IAE V2527E-A5
PW1127G-JM
LEAP-1A26
See doc IAE 0043 Service Bulletin SB LEAP-1A S/B
– 79-0001
Sect 4.9 (MIL-L- PW1000G
1000 – 79 – 00
23699)
– 0002 - 00A 930A – D
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JET
Fuel)
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AIRBUS
A318, A319, A320, A321
Page 33 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
Additives:
Refer to Airbus Consumable Material List (CML).
IAE V2500-A1
PW1127G-JM
CFM56-5B5/P
IAE V2527-A5
CFM56-5B6/P
IAE V2527E-A5
CFM56-5A1
CFM56-5A1/F
CFM56-5A3
CFM56-5B4
CFM56-5B4/2
IAE
Standard Service Bulletin
Approved
Specific
Practices
and PW1000G-1000Additives
Operating
Processes Manual 73-00-0002-00AInstructions
930A-D
Document &
CFM
SB
730182/73-0122 for
CIS fuel additives
The above mentioned fuels and additives are also suitable for the APU
Engine
LEAP-1A26
Service Bulletin
LEAP-1A S/B 730001
Hydraulics
Hydraulic fluids: Type IV or Type V - Specification NSA 30.7110
9. Fluid Capacities
Fuel quantity (0,8 kg/liter)
A320-211/-212/-214/-215/-216/-231/-232/-233 (without MOD 160001)
TANK
WING
3 TANK AIRPLANE
Usable fuel Unusable
liters (kg)
fuel
liters (kg)
15 609
58.9
(12 487)
(47.1)
8 250
23.2
(6 600)
(18.6)
4 TANK AIRPLANE
Usable fuel Unusable
liters (kg)
fuel
liters (kg)
15 609
58.9
(12 487)
(47.1)
8 250
23.2
(6 600)
(18.6)
2992
17
(2 393)
(13.6)
4 or 5 TANK AIRPLANE *
Usable fuel Unusable fuel
liters (kg)
liters (kg)
15 609
58.9
(12 487)
(47.1)
CENTER
8 250
23.2
(6 600)
(18.6)
ACT (*)
2 992 /
17 / 34
5 984
(13.6 / 27.2)
(2 393 /
4 786)
99.1 / 116.1
TOTAL
23 859
82.1
26 851
99.1
26 851 /
(79.3 / 92.9)
(19 087)
(65.7)
(21 480)
(79.3)
29 843
(21 480 /
23 873)
On the series A320-200, the certification of installing one or two Additional Center
Tanks (ACT) in bulk version is defined by modification 28378.
An alternative is the installation of one ACT only (with the provisions for only one
ACT), as defined by modification 34456.
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AIRBUS
A318, A319, A320, A321
Page 34 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
A320-211/-212/-214/-215/-216 (with MOD 37331 and without MOD 160001)
TANK
WING
3 TANK AIRPLANE
Usable fuel Unusable
liters (kg)
fuel
liters (kg)
15 959
58.9
(12 767)
(47.1)
8 250
23.2
(6 600)
(18.6)
4 TANK AIRPLANE
Usable fuel Unusable
liters (kg)
fuel
liters (kg)
15 959
58.9
(12 767)
(47.1)
8 250
23.2
(6 600)
(18.6)
2992
17
(2 393)
(13.6)
4 or 5 TANK AIRPLANE *
Usable fuel Unusable fuel
liters (kg)
liters (kg)
15 959
58.9
(12 767)
(47.1)
CENTER
8 250
23.2
(6 600)
(18.6)
17 / 34
ACT (*)
2 992 /
(13.6 / 27.2)
5 984
(2 393 /
4 786)
TOTAL
24 209
82.1
27 201
99.1
27 201 /
99.1 / 116.1
(19 367)
(65.7)
(21 761)
(79.3)
30 193
(79.3 / 92.9)
(21 761 /
24 154)
On the series A320-200, the certification of installing one or two Additional Center
Tanks (ACT) in bulk version is defined by modification 28378.
An alternative is the installation of one ACT only (with the provisions for only one
ACT), as defined by modification 34456.
A320-211/-212/-214/-215/-216/-231/-232/-233 (without MOD 37331 and with MOD 160001)
TANK
WING
3 TANK AIRPLANE
Usable fuel Unusable
liters (kg)
fuel
liters (kg)
15 569
58.9
(12 455)
(47.1)
8 248
23.2
(6 598)
(18.6)
4 TANK AIRPLANE
Usable fuel Unusable
liters (kg)
fuel
liters (kg)
15 569
58.9
(12 455)
(47.1)
8 248
23.2
(6 598)
(18.6)
2992
17
(2 393)
(13.6)
4 or 5 TANK AIRPLANE *
Usable fuel Unusable fuel
liters (kg)
liters (kg)
15 569
58.9
(12 455)
(47.1)
CENTER
8 248
23.2
(6 598)
(18.6)
ACT (*)
2 992 /
17 / 34
5 984
(13.6 / 27.2)
(2 393 /
4 786)
99.1 / 116.1
TOTAL
23 817
82.1
26 809
99.1
26 809 /
(79.3 / 92.9)
(19 054)
(65.7)
(21 447)
(79.3)
29 801
(21 447 /
23 841)
*On the series A320-200, the certification of installing one or two Additional Center
Tanks (ACT) in bulk version is defined by modification 28378.
An alternative is the installation of one ACT only (with the provisions for only one
ACT), as defined by modification 34456.
On the series A320-200 equipped with IAE engines, introduction of standard of
wingbox with dry bay (modification 37332) will decrease the fuel capacity by 350
liters.
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AIRBUS
A318, A319, A320, A321
Page 35 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
A320-214/-215/-216 (with MOD 37331 and MOD 160001)
3 TANK AIRPLANE
Usable fuel Unusable
liters (kg)
fuel
liters (kg)
15 919
58.9
(12 735)
(47.1)
8 248
23.2
(6 598)
(18.6)
TANK
WING
4 TANK AIRPLANE*
Usable fuel Unusable
liters (kg)
fuel
liters (kg)
15 919
58.9
(12 735)
(47.1)
8 248
23.2
(6 598)
(18.6)
2992
17
(2 393)
(13.6)
4 or 5 TANK AIRPLANE *
Usable fuel Unusable fuel
liters (kg)
liters (kg)
15 919
58.9
(12 735)
(47.1)
CENTER
8 248
23.2
(6 598)
(18.6)
17 / 34
ACT (*)
2 992 /
(13.6 / 27.2)
5 984
(2 393 /
4 786)
TOTAL
24 167
82.1
27 159
99.1
27 159 /
99.1 / 116.1
(19 334)
(65.7)
(21 727)
(79.3)
30 151
(79.3 / 92.9)
(21 727 /
24 121)
*On the series A320-200, the certification of installing one or two Additional Center
Tanks (ACT) in bulk version is defined by modification 28378.
An alternative is the installation of one ACT only (with the provisions for only one
ACT), as defined by modification 34456.
A320-271N/-251N
TANK
WING
CENTER
TOTAL
3 TANK AIRPLANE
Usable fuel
Unusable
liters (kg)
fuel
liters (kg)
15476.7
58.9
(12427.8)
(47.3)
8248.0
23.2
(6623.1)
(18.6)
23724.7
82.1
(19050.9)
(65.9)
10. Airspeed Limits (Indicated Airspeed – IAS – unless otherwise stated)
Maximum Operating Mach (MMO):
Maximum Operating Speed (VMO):
Manoeuvring Speed VA:
0,82
350 kt
See Limitations Section of the EASA
approved Flight Manual
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AIRBUS
A318, A319, A320, A321
Page 36 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
Extended Flaps / Slats Speed (VFE):
Configuration
1
Slats/Flaps
(°)
18/0
*18/10
22/15
22/20
see table below
VFE
(kt)
230
215
200
185
Intermediate approach
Take-off
Take-off and approach
Take-off,
approach,
landing
27/35**
177
Landing
* Auto flap retraction at 210 kt in take-off configuration
**27/40 for A320 equipped with IAE or CFM LEAP-1A engines
2
3
Full
Landing gear:
VLE - Extended:
VLO - Extension:
Retraction:
Tyres limit speed (ground speed):
280 kt/Mach 0.67
250 kt
220 kt
195.5 kt (225 mph)
11. Flight Envelope
Maximum Operating Altitude:
39 100 ft (pressure altitude)
39 800 ft (pressure altitude) if modification 30748 is embodied
See the appropriate EASA approved Airplane Flight Manual
12. Operating Limitations
See the appropriate EASA approved Airplane Flight Manual
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AIRBUS
A318, A319, A320, A321
Page 37 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
Powerplant (2.2482 lb/daN)
Engine
CFM56-5B5/P
CFM56-5B6/P
Data sheets
E37NE (FAA)
E38NE (FAA)
EASA.E.003
E37NE (FAA)
E38NE (FAA)
EASA.E.003
9 786 daN
(22 000 lbs)
10 453 daN
(23 500 lbs)
CFMI
CFM56-5A1
CFM56-5A3
CFM56-5A1/F CFM56-5A4/F
(**)
E28NE (FAA)
E28NE (FAA)
EASA.E.067
EASA.E.067
CFM56-5B4
CFM56-5B4/2
(***)
E37NE (FAA)
E38NE (FAA)
EASA.E.003
Static thrust
at sea level
11 120 daN 11 787 daN
(26 500 lbs)
(25 000 lb)
12 010 daN
(27 000 lbs)
10 542 daN
10 542 daN
9 008 daN
9 008 daN
Maximum
(23 700 lbs)
(23 700 lbs)
(20 250 lbs)
(20 250 lbs)
continuous
(Flat rated 25° C)
(**): see note 1 chapter 5 for usual names and certified names
(***): see note 3 chapter 5 for engine models no longer in prod/service.
10 840 daN
(24 370 lbs)
Take-off (5 min)*
(Flat rated 30° C)
Engine
IAE V2500-A1
Data sheets
E31NE (FAA)
M-IM22 (DGAC)
IAE V2527-A5
IAE V2527E-A5
E40NE (FAA)
EASA.E.069
11 031 daN
(24 800 lbs)
11 031 daN
(24 800 lbs)
Static thrust
at sea level
Take-off (5 min)*
(Flat rated 30° C)
9 893 daN
9 893 daN
Maximum continuous
(22 240 lbs)
(22 240 lbs)
(Flat rated 25° C)
* 10 minutes at take-off thrust allowed only in case of engine failure (at take-off or
during go-around) in accordance with DGAC "Fiche de Caractéristiques Moteur"
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AIRBUS
A318, A319, A320, A321
Page 38 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
Engine
Data sheets
CFM
LEAP-1A26
E00089EN
(FAA)
EASA.E.110
Static thrust
at sea level
Take-off (5 min)*
(Flat rated 30° C)
12 064 daN
(27 120 lbs)
Maximum
continuous
(Flat rated 25° C)
11 868 daN
(26 680 lbs)
Engine
Data sheets
PW1127G-JM/
PW1127GA-JM
E87NE (FAA)
EASA.IM.E.093
Static thrust
at sea level
Take-off (5 min)*
(Flat rated 30° C)
Maximum continuous
(Flat rated 25° C)
12 043 daN
(27075 lbs)
11 718 daN
(26345 lbs)
Other engine limitations: see the relevant Engine Type Certificate Data Sheet
Notes:
1. A320-212 (CFM 56-5A3 engines) - A320-211 (CFM 56-5A1/F engines, see note 1 in
Chapter 5 “engines” for usual names and certified names). The maximum permissible
gas temperature at take-off and max continuous is extended to 915° C and 880° C
respectively. However, the ECAM indication remains at 890° C and 855° C.
2. A320-231 with modification 23872 (EGT redline increase for IAE engines):
for consolidated bump rating operation (MOD 23408), the maximum permissible
gas temperature is extended to 650° C at take-off. The ECAM indication remains
at 635° C.
for non rating bump operation, the maximum permissible gas temperature is
extended to 640° C at take-off. The ECAM indication remains at 635° C.
for maximum continuous and take-off operation, the maximum permissible gas
temperature is extended to 615° C. The ECAM indication remains at 610° C.
3. A320-231 with modification 25000 (FADEC Standard SCN12C for IAE engines):
for take-off operation, the maximum permissible gas temperature is extended to
650° C. The ECAM indication remains at 635° C.
for maximum continuous operation, the maximum permissible gas temperature is
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AIRBUS
A318, A319, A320, A321
Page 39 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
extended to 625° C. The ECAM indication remains at 610°C.
12.1 Approved Operations
Transport commercial operations
12.2 Other Limitations
For a complete list of applicable limitations see the appropriate EASA approved Airplane
Flight Manual
13. Maximum Certified Masses
A320-211/A320-212/A320-231
VARIANT
000
(BASIC)
(MOD
20802)
73 900
73 500
64 500
60 500
37 230
001
(MOD
20966)
002
(MOD
21601)
003
(MOD
22269)
004
(MOD
21532)
005
(MOD
21711)
68 400
68 000
64 500
60 500
37 230
70 400
70 000
64 500
60 500
37 230
75 900
75 500
64 500
60 500
37 230
71 900
71 500
64 500
60 500
37 230
67 400
67 000
64 500
60 500
37 230
VARIANT
006
(MOD
22436)
007
(MOD
23264)
008
(MOD
23900)
Max. Ramp Weight
Max. Take-off Weight
Max. Landing Weight
Max. Zero Fuel Weight
Minimum Weight
66 400
66 000
64 500
60 500
37 230
77 400
77 000
64 500
60 500
37 230
73 900
73 500
64 500
61 000
37 230
009
010
011(5)
(MOD
(MOD
(MOD
23900 & 23900 & 30307)
22269)
23264)
75 900
77 400
75 900
75 500
77 000
75 500
64 500
64 500
66 000
61 000
61 000
62 500
37 230
37 230
37 230
VARIANT
012(5)
(MOD
30479)
77 400
77 000
66 000
62 500
37 230
013
(MOD
31132)
71 900
71 500
64 500
61 000
37 230
014
(MOD
31385)
73 900
73 500
64 500
61 500
37 230
016(5)
(MOD
34094)
73 900
73 500
66 000
62 500
37 230
Max. Ramp Weight
Max. Take-off Weight
Max. Landing Weight
Max. Zero Fuel Weight
Minimum Weight
Max. Ramp Weight
Max. Take-off Weight
Max. Landing Weight
Max. Zero Fuel Weight
Minimum Weight
018(5)
(MOD
151710)
71 900
71 500
66 000
62 500
37 230
019
(MOD
156523)
70 400
70 000
64 500
61 000
37 230
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AIRBUS
A318, A319, A320, A321
Page 40 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
A320-214/A320-232/A320-233
VARIANT
000
(BASIC)
Max. Ramp Weight
Max. Take-off Weight
Max. Landing Weight
Max. Zero Fuel Weight
Minimum Weight
73 900
73 500
64 500
60 500
37 230
VARIANT
008(3) (4)
(MOD
23900)
Max. Ramp Weight
Max. Take-off Weight
Max. Landing Weight
Max. Zero Fuel Weight
Minimum Weight
VARIANT
Max. Ramp Weight
Max. Take-off Weight
Max. Landing Weight
Max. Zero Fuel Weight
Minimum Weight
001
(MOD
20966)
6 8400
68 000
64 500
60 500
37 230
002
(MOD
21601)
70 400
70 000
64 500
60 500
37 230
003
(MOD
22269)
75 900
75 500
64 500
60 500
37 230
005
(MOD
21711)
67 400
67 000
64 500
60 500
37 230
007
(MOD
23264)
77 400
77 000
64 500
60 500
37 230
010(3) (4)
(MOD
23900)
(MOD
23264)
77 400
77 000
64 500
61 000
37 230
011(3) (4) (5)
(MOD
30307)
012(3) (4) (5)
(MOD
30479)
013(3) (4)
(MOD
31132)
73 900
73 500
64 500
61 000
37 230
009(3) (4)
(MOD
23900)
(MOD
22269)
75 900
75 500
64 500
61 000
37 230
75 900
75 500
66 000
62 500
37 230
77 400
77 000
66 000
62 500
37 230
71 900
71 500
64 500
61 000
37 230
014(3) (4)
(MOD
31385)
73 900
73 500
64 500
61 500
37 230
015(3)
(MOD
34047)
78 400
78 000
64 500
61 000
37 230
016(3) (4) (5)
(MOD
34094)
73 900
73 500
66 000
62 500
37 230
017(3) (5)
(MOD
151634)
78 400
78 000
66 000
62 500
37 230
018(3) (4) (5)
(MOD
151710)
71 900
71 500
66 000
62 500
37 230
019 (3) (4)
(MOD
156523)
70 400
70 000
64 500
61 000
37 230
000
(BASIC)
(MOD
20802)
73 900
73 500
64 500
60 500
37 230
001(1)
(MOD
20966)
002
(MOD
21601)
003
(MOD
22269)
005(2)
(MOD
21711)
008(3) (4)
(MOD
23900)
68 400
68 000
64 500
60 500
37 230
70 400
70 000
64 500
60 500
37 230
75 900
75 500
64 500
60 500
37 230
67 400
67 000
64 500
60 500
37 230
73 900
73 500
64 500
61 000
37 230
A320-215/A320-216
VARIANT
Max. ramp weight
Max. Take-off Weight
Max. Landing Weight
Max. Zero Fuel Weight
Minimum Weight
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AIRBUS
A318, A319, A320, A321
Page 41 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
VARIANT
Max. ramp weight
Max. Take-off Weight
Max. Landing Weight
Max. Zero Fuel Weight
Minimum Weight
VARIANT
Max. ramp weight
Max. Take-off Weight
Max. Landing Weight
Max. Zero Fuel Weight
Minimum Weight
009(3) (4)
011(3) (4) (5)
(MOD
(MOD
23900 & 30307)
22269)
75 900
75 900
75 500
75 500
64 500
66 000
61 000
62 500
37 230
37 230
013(3) (4)
(MOD
31132)
014(3) (4)
(MOD
31385)
016(3) (4) (5)
(MOD
34094)
018(3) (4) (5)
(MOD
151710)
71 900
71 500
64 500
61 000
37 230
73 900
73 500
64 500
61 500
37 230
73 900
73 500
66 000
62 500
37 230
71 900
71 500
66 000
62 500
37 230
019 (3) (4)
(MOD
156523)
70 400
70 000
64 500
61 000
37 230
Notes:
(1) WV001 applicable to A320-215 (and –216) model only from MSN 530
(Introduction of A320-214 model)
(2) WV005 applicable to A320-215 (and –216) models only for a/c having
modification 28154 embodied
(3) MOD 160500 is approved for WV 008 to WV 019, only.
(4) MOD 160080 is approved for WV 008 to 014, 016 & 018-019 only
(5) MOD 158708 is approved for WV 011, 012, 016-018 only
A320-271N/-251N
VARIANT
Max. ramp weight
Max. Take-off Weight
Max. Landing Weight
Max. Zero Fuel Weight
Minimum Weight
VARIANT
Max. ramp weight
Max. Take-off Weight
Max. Landing Weight
Max. Zero Fuel Weight
Minimum Weight
050
(MOD
161248)
73 900
73 500
66 300
62 800
40 300
051
(MOD
161380)
73 900
73 500
67 400
64 300
40 300
052
(MOD
161379)
77 400
77 000
66 300
62 800
40 300
055
(MOD
161249)
79 400
79 000
67 400
64 300
40 300
056
(MOD
161383)
70 400
70 000
66 300
62 800
40 300
057
(MOD
161382)
70 400
70 000
67 400
64 300
40 300
053
(MOD
161384)
77 400
77 000
67 400
64 300
40 300
054
(MOD
161381)
79 400
79 000
66 300
62 800
40 300
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AIRBUS
A318, A319, A320, A321
Page 42 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
14. Centre of Gravity Range
See approved Airplane Flight Manual
15. Datum
Station 0.0, located 2.540 meters forward of airplane nose
16. Mean Aerodynamic Chord (MAC)
4.1935 meters
17. Levelling Means
The A/C can be jacked on three primary jacking points.
See the appropriate EASA approved Weight and Balance Manual
18. Minimum Flight Crew
2 pilots
19. Maximum Passenger Seating Capacity and associated minimum number of cabin
crew
The table below provides the certified Maximum Passenger Seating Capacities (MPSC), the
corresponding cabin configuration (exit arrangement and modifications) and the associated
minimum numbers of cabin crew members used to demonstrate compliance with the
certification requirement:
Passenger Seating Capacity & Cabin Configuration
Cabin crew
195
(I*-III-III-I*, Mod 156723 or 158708)
4
180
150
(I-III-III-I)
(I-III-III-I, Mod 150364)
4
3
145
(I-III-I, Mod 150016 or 35177)
3
Note: I* is the over-performing exit according to modification 156723/158708
The original maximum passenger seating capacity is 180.
The Modifications 156723 or 158708 enables the maximum seating capacity to be
increased from 180 up to 195. These modifications define a virtual envelope of the
Layout of Passenger Accommodations (LOPA) and do not constitute an authorization
for the installation of seats in excess of 180. A separate approval is needed for the
installation of the individual customized cabin layout and the necessary cabin
adaptations up to 195 seats.
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AIRBUS
A318, A319, A320, A321
Page 43 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
Note: The second Type III emergency exit can be de-activated by embodiment of
modification 35177 (aft overwing exit) or modification 150016 (forward overwing exit).
The maximum number of passengers between any of the overwing exit doors and
rear door is 90.
21. Baggage/ Cargo Compartment
CARGO COMPARTMENT
Forward
Aft
Rear (bulk)
MAXIMUM LOAD (kg)
3 402
4 536
1 497
For the positions and the loading conditions authorized in each position (references of
containers, pallets and associated weights) see Weight and Balance Manual, ref.
00E080A0001/C1S Chapter 1.10.
22. Wheels and Tyres
See SB A320-32-1007
Aircraft incorporating modification 20139 and without modification 22129, are equipped with
a four-wheel bogie landing gear (up to 73.5 T MTOW).
IV. Operating and Service Instructions
1. Airplane Flight Manual (AFM)
EASA Approved Airplane Flight Manual for A320.
2. Instructions for Continued Airworthiness and Airworthiness Limitations
Airworthiness Limitations
-
Limitations applicable to Safe Life Airworthiness Limitation Items are provided in the
A318/A319/A320/A321 Airworthiness Limitations Section (ALS) sub-parts 1-2 and 1-3
approved by the EASA.
-
Limitations applicable to Damage Tolerant Airworthiness Limitation Items are provided in
the A318/A319/A320/A321 Airworthiness Limitations Items document (ALS Part 2)
approved by the EASA.
-
Certification Maintenance Requirements are provided in A318/A319/A320/A321
Airworthiness Limitations Section (ALS) Part 3 approved by the EASA.
-
Ageing Systems Maintenance (ASM)
limitations are provided in
the
A318/A319/A320/A321 Airworthiness Limitations Section (ALS) Part 4 approved by the
EASA.
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AIRBUS
A318, A319, A320, A321
Page 44 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
-
Fuel Airworthiness Limitations are provided in A318/A319/A320/A321 Fuel Airworthiness
Limitations document (ALS Part 5) approved by the EASA.
Note:
For A320-211, -212, -231, -232 and –233 models, the embodiment of modification
37734 leads to change the maintenance program and its associated Limit of Validity
(LoV) from 48,000FC/60,000FH to 37,500FC/80,000FH (whichever occurs first).
For A320-211, -212, -214, -215, -216, -231, -232, -233 models without sharklets, the
embodiment of modification 39020 leads to change the maintenance program and its
associated Limit of Validity (LoV) from 48,000FC/60,000FH to 60,000FC/120,000FH
(whichever occurs first).
Other limitations
See EASA approved Flight Manual.
3. Weight and Balance Manual (WBM)
Airbus Compliance Document 00D80A0001/C1S
V Operational Suitability Data (OSD)
The Operational Suitability Data elements listed below are approved by the European
Aviation Safety Agency under the EASA Type Certificate EASA.A.064 as per Commission
Regulation (EU) 748/2012 as amended by Commission Regulation (EU) No 69/2014.
1. Master Minimum Equipment List
a.
The Master Minimum Equipment List has been approved as per the defined
Operational Suitability Data Certification Basis and as documented in A320
MMEL reference “MMEL STL11000” at the latest applicable revision.
b.
Required for entry into service by EU operator.
2. Flight Crew Data
a.
The Flight Crew data has been approved as per the defined Operational
Suitability Data Certification Basis and as documented in reference “A320
Operational Suitability Data Flight Crew - SA01RP1536744” at the latest
applicable revision.
b
Required for entry into service by EU operator.
c.
The aircraft models: A318, A319, A321 are determined to be variants to the
A320 aircraft model.
3. Cabin Crew Data
a.
b.
The Cabin Crew data has been approved as per the defined Operational
Suitability Data Certification Basis and as documented in reference “A320
Operational Suitability Data Cabin Crew - SA01RP1534113” at the latest
applicable revision.
Required for entry into service by EU operator.
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AIRBUS
A318, A319, A320, A321
Page 45 of 119
Date 28 June 2016
SECTION 1: A320 series - continued
c.
The aircraft models: A318, A319, A321 are determined to be variants to the
A320 aircraft model.
VI. Notes
1.
For models A320-211 and A320-212, modification 21038 is the minimum standard to
be qualified for Cat IIIB precision approach.
For model A320-231, modification 21039 is the minimum standard to be qualified for
Cat IIIB precision approach.
A320-214, -215, -216, -231, -232, -233 are qualified for Cat IIIB precision approach per
basic design definition.
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AIRBUS
A318, A319, A320, A321
Page 46 of 119
Date: 28 June 2016
SECTION 2: A321 SERIES
I. General
1. Type/ model/ Variant
A321-111
A321-112
A321-131
A321-211
A321-212
A321-213
A321-231
A321-232
Significant Product Level Changes i.a.w. 21.A.101:
MOD 160023 Sharklet applicable on
MOD 157272 Iss 1 Max Pax applicable on
A321-211, A321-212, A321-213, A321231, A321-232
A321-211, A321-212, A321-213, A321231, A321-232
2. Performance Class
A
3. Certifying Authority
European Aviation Safety Agency (EASA)
Postfach 101253
D-50452 Köln
Deutschland
4. Manufacturer
AIRBUS
1, rond-point Maurice Bellonte
31707 BLAGNAC CEDEX – France
5. Joint Airworthiness Authority (JAA) Certification Application Date
A321-111:
A321-112:
A321-131:
A321-211:
A321-212:
A321-213:
A321-231:
A321-232:
November 30, 1989
November 30, 1989
November 30, 1989
July 17, 1996
February 22, 2001
February 22, 2001
July 17, 1996
September 15, 2000
TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 47 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
6. EASA Certification Application Date
Mod 160023
Mod 157272
08 April 2010
20 October 2014
7. DGAC-F / Joint Airworthiness Authority (JAA) Type Certification Date
A321-111:
A321-112:
A321-131:
A321-211:
A321-212:
A321-213:
A321-231:
A321-232:
May 27, 1994
February 15, 1994
December 17, 1993
March 20, 1997
August 31, 2001
August 31, 2001
March 20, 1997
August 31, 2001
Note: For A321 produced before December 21, 2005 DGAC-F TC 180 remains a
valid reference.
8. EASA Type Certification Date
EASA TCDS issue 1 issued December 21, 2005
Mod 160023 issue 1 17 July 2013 (A321-211)
Mod 160023 issue 2 30 July 2013 (A321-231)
Mod 160023 issue 4 16 June 2014 (A321-212, -213, -232)
Mod 157272 issue 1 19 June 2015 (A321-211/-212/-213/-231/-232)
9. Production conditions
A321 aircraft, all series, all models, were all produced in Hamburg - Germany - under
approval I-A9 (until April 1999) or LBA.G.0009 (since April 1999) issued by LBA to
AIRBUS INDUSTRIE
Since September 27, 2004, A321 aircraft were produced in Hamburg - Germany
under approval DE.21G.0009 issued by LBA to AIRBUS
From July 21st, 2008, A321 aircraft are produced in and Hamburg (Germany) under
approval EASA.21G.0001 issued by EASA to AIRBUS
From March 8th 2016 aircraft are produced in Hamburg (Germany) and Mobile (USA)
under approval EASA.21G.0001 issued by EASA to AIRBUS.
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AIRBUS
A318, A319, A320, A321
Page 48 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
II. Certification Basis
1. Reference Date for determining the applicable requirements
AIRBUS INDUSTRIE has applied for A321-100 certification on November 30, 1989 by letter
AI/EA-410.106/89.
2. Initial Airworthiness Authority Type Certification Data Sheet No.
Original French TCDS DGAC no. 180 was replaced by the EASA TCDS A.064
3. Initial Airworthiness Authority Certification Basis
See below
4. EASA Airworthiness Requirements
Hereafter are listed the certification bases for the different A321 models. The amendments
made to a particular basis at the occasion of further A321 models certification are identified
per model.
The applicable Joint Certification Basis defined in CRI G3001 Issue 4 dated 29/11/93 is:
4.1 JAR 25 Change 11 as amended by the following JAR 25 Change 13 paragraphs effective
on the reference date November 30, 1989:
JAR 25X20
JAR 25.101
JAR 25.105
JAR 25.107(d)
JAR 25.109(a)
JAR 25.113
JAR 25.119(b)
JAR 25.121
JAR 25.125
JAR 25.143(f)
JAR 25.207
JAR 25.253
JAR 25.345(a)
JAR 25.365
JAR 25.812(e)
JAR 25.857(d)(6)
JAR 25.1501(c)
JAR 25.1533(b)
JAR 25.1581(b)
JAR 25.1583(k)
JAR 25.1587
JAR 25X1591
Associated to JAR 25 Change 13, the following paragraphs are deleted:
JAR 25X131
JAR 25X132
JAR 25X133
JAR 25X135
JAR 25X1588
Change 11
Change 11
Change 11
Change 11
Change 11
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AIRBUS
A318, A319, A320, A321
Page 49 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
4.2 JAR 25 Requirements elected by the manufacturer (Letter AI/EA 412.0033/92 dated
March 13, 1992).
a. JAR 25 paragraphs at Change 13 and amended by the NPA 25C205 Unified Discrete
Gust Requirements introduced by Orange Paper 91/1:
JAR 25.305
JAR 25.321
JAR 25.331
JAR 25.333
JAR 25.335(d)
JAR 25.341
JAR 25.343(b)(1)(ii)
JAR 25.345(a) and (c)
JAR 25.349(b)
JAR 25.351
JAR 25.365
JAR 25.371
JAR 25.373
JAR 25.391
JAR 25.427
JAR 25.571(b)(2)
b. JAR 25 paragraphs at Change 13 and amended by the NPA 25 BDG 244 Accelerate
Stop Distances and Associated Performance.
Refer to Special Conditions F-10, S-79 and IM-S79.
4.3 Airbus Industrie has applied for A321-200 certification on July 17, 1996 by letter AI/EA-S
413.1938/96.
The applicable Joint Certification Basis defined in CRI G3001 Issue 4 dated 29/11/93 as
described above remains applicable, except 4.3.b which is superseded by the Airbus
Industrie elect-to-comply (letter AI/EA-S 413.0278/97 dated January 29, 1997) with NPA
25 BDG 244 dated January 1996, amended 24/04/96, 22/05/96, 07/06/96, 04/07/96)
(see CRI F3012).
4.4 JAR AWO Change 1 for autoland and operations in low visibility.
4.5 For the Extended Twin Engine Airplane Operations the applicable technical conditions
are contained in AMC 20-6 (as initially published in AMJ 120-42/IL 20) and the A321
ETOPS CRI:
CRI G3006
CRI G3007
ETOPS
ETOPS
One engine inoperative cruise speed.
4.6 For all models, Airbus Elect To Comply with 14CFR Part 25.772(a) and (c) and 25.795
amendment 106 according to CRI E12 – Reinforced Security Cockpit Door
5.7 Certification basis revised for MOD 160023 “Sharklet” by CRI A-0001-001.
CS 25 Amdt 8 for
§ 25.23
§ 25.25
§ 25.117
§ 25.147
§ 25.161
§ 25.177 amended by SC-F16
§ 25.235
§ 25.481(a)(c) amended by SC A-2 for §
25.481(a)
§ 25.483
§ 25.485
§ 25.489
§ 25.491
§ 25.571(a)(b)(e)
§ 25.581
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AIRBUS
A318, A319, A320, A321
Page 50 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
§ 25.251
§ 25.301
§ 25.302
§ 25.303
§ 25.305(a)(b)(c)(e)(f)
§ 25.307(a)(d)
§ 25.321(a)(b)(c)(d)
§ 25.331(a)(b)(c)
§ 25.333(a)(b)
§ 25.335(a)(c)(d)(e)(f) amended by SC A5003
for (b) and SC A-2 for (e)
§ 25.337
§ 25.341(a)(b)
§ 25.343(a)(b)
§ 25.345(a)(b)(c)(d)
§ 25.349(a)(b) amended by SC A-2.2.2 for
25.349(a)
§ 25.351
§ 25.365(a)(b)(d)
§ 25.367
§ 25.371
§ 25.373
§ 25.391
§ 25.393(b)
§ 25.427
§ 25.445
§ 25.457
§ 25.459
§ 25.471(a)(b)
§ 25.473
§ 25.479(a)(c)(d) amended by SC A-2 for §
25.479(a)
§ 25.601
§ 25.603
§ 25.605
§ 25.607
§ 25.609
§ 25.613
§ 25.619
§ 25.623
§ 25.625
§ 25.629
§ 25.631
§ 25.651
§ 25.683
§ 25.899
§ 25.903(d)(1)
§ 25.1385
§ 25.1387
§ 25.1389
§ 25.1391
§ 25.1393
§ 25.1395
§ 25.1397
§ 25.1401
§ 25.1505
§ 25.1511
§ 25.1515
§ 25.1527
§ 25.1587
§ 25.1591
CS 25 Amdt 2 for
§ 25.253
JAR 25 Chg 15 for
§ 25.1517
JAR 25 Chg 14 for
§ 25.21 amended by A318 SC F5001 (for b)
§ 25.101 amended by SC F11/S79
§ 25.103 replaced by A318 SC F5001
§ 25.105 amended by SC F11/S79
§ 25.107 amended by A318 SC-F5001
§ 25.109 amended by SC F11/S79
§ 25.111
§ 25.113 + OP96/1 amended by SC F11/S79
§ 25.115 amended by SC F11/S79
§ 25.119 + OP96/1 amended by A318 SC F5001
(for b)
§ 25.149 + OP96/1
§ 25.171 replaced by SC-F5004
§ 25.173 replaced by SC-F5004
§ 25.175 replaced by SC-F5004
§ 25.181
§ 25.201 + OP96/1, replaced by SC-F5001
§ 25.203 + OP96/1, replaced by SC-F5001
§ 25.207 amended by SC-F5001
§ 25.231
§ 25.233
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AIRBUS
A318, A319, A320, A321
Page 51 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
§ 25.121 + OP96/1, amended by A318 SC F5001
(for c & d)
§ 25.123
§ 25.125 + OP96/1, amended by A318 SC F5001
§ 25.143 + OP96/1, amended by SC F3, F7 & F8
§ 25.145 + OP96/1
§ 25.237
§ 25X261
§ 25.1533
§ 25.1581
§ 25.1585(a)
JAR 25 Chg 11 for
§ 25.671
§ 25.672
§ 25.1001
§ 25.1301
§ 25.1309
§ 25.1419 amended by AMC-F14
Interpretative Material:
CRI E-39 Uncontained Engine Rotor Failure
Note: The original Interpretative material applicable to each model remains effective.
Acceptable Means of Compliance:
AMC F-14 Flight in icing condition.
Note: AMC F-14 applicability extended from A321/A319/A318 to A320 with MOD 160023.
ETOPS
AMC 20-6 Rev 1 paragraphs related to operation in icing conditions 8.b.(11) for ice shapes
on the Sharklet device.
AMC 20-6 Rev 1 paragraphs related to performance data in the AFM supplement for ETOPS
8.f.(1) (iii).
AMJ 120-42 for ETOPS for non-affected areas.
Note: This corresponds to the certification basis used for the initial ETOPS demonstration
(refer to A320 CRI G1006.
5.8 Certification basis revised for MOD 157272 “Max Pax” by CRI A-0001-005.
The certification basis is that of the A321-200 equipped with Sharklets amended by the
following:
CS 25 Amdt 15 for
§25.23
§25.321
§25.331
§25.341(a)(b)
§25.489
§25.801(d)
§25. 803(c)
§25. 807(g) amended by CRI E-3001 and
demonstrated through ESF CRI D-02
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AIRBUS
A318, A319, A320, A321
Page 52 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
§25.351
§25.1519
§25.473
§25.1529
§25.479(a)(c)(d) amended by SC A-2 for § §25.1541(a)(b)
25.479(a)
§25.481(a)(c) amended by SC A-2 for § §25.1557(a)
25.481(a)
JAR 25 change 13
§25.305(a)(b)
§25.812(e)
§25.812(k)(l)
§25.853(a)1 amended by CRI D-0306-000
JAR 25 change 12
§25.853(c)(d)(e)
JAR 25 change 11
§25.307(a)
§25.561
§25.571(a)(b)
§25.785
§25.787(a)(b)
§25.789(a)
§25.791
§25.853(a)(b)
§25.1301
§25.1351(a)
§25.1353(a)(b)
§25.1359(a)(d)
§25.1413
§25.1415(b)(c)(d)
§25.1431(c)
§25.1447(c)(1)
6. Special Conditions
Reminder: Within the scope of the establishment of the A320 Joint Certification
Basis, three types of special conditions were developed:
•
Special conditions: rose to cover novel or unusual features not
addressed by the JAR.
•
Experience related conditions: rose to record an agreed text for the
A320 Joint Certification Basis when evolution of JAR was in
progress under the NPA procedure.
•
Harmonization conditions: to record, for the purpose of the A320
Joint Certification Basis, a common understanding with respect to
National variant. This should not be confused with the FAA/JAA
harmonised regulations.
5.1 The following A320 Special Conditions,
Harmonization Conditions are deleted:
Experience
Related
Conditions
and
a. Further to application of the updated requirements of above paragraphs 4.1 and 4.2:
HC-F103
HC-F114
EC-A.3.6.1
SC-A.4.3
HC-A.4.4
ASD-TOD-TOR on wet runways
Approach and Target Threshold Speeds
High Lift Devices
Tuned Gust Loads (UK)
Manoeuvre Loads - High Lift Devices Deployed
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AIRBUS
A318, A319, A320, A321
Page 53 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
HC-S61
HC-S62
IM-AMC-F101
IM-F103
IM-A38
AMC-A43
Design Landing Brake Kinetic Energy
Rejected Take-Off Brake Kinetic Energy
Wet Runway Friction Characteristics
ASD-TOD-TOR on Wet Runways
Discrete Gust Requirements
Tuned Gust Loads (UK)
b. Further to JAR 25 requirements evolution:
EC-G11
IM-F107
AMC-F111
General Definition
Landing Distance Determination
Take-Off Speeds VMU
c. Further to issuance of A321 Special Conditions and Interpretative Materials listed in
paragraph 5.2 below:
SC-A.2.1.1/IM-A.2.1.1 Certification criteria for aircraft designed with systems
interacting with structural performance
IM-A35
Rapid Decompression
IM-A47
Emergency Landing Conditions
6.2 New or updated A321 Special Conditions and Advisory Material:
Flight
SC-F1 and IM-F1 (CRI F3001)
SC-F10 (CRI F3002)
IM-F4 (CRI F3003)
IM-F12 (CRI F3004)
IM-F13 (CRI F3005)
AMC-F14 (CRI F3006)
Stalling and Scheduled Operating Speeds
Accelerate - Stop Distance
Static Longitudinal Stability (low energy
awareness)
Computerized Airplane Flight Manual
Landing Distance Extrapolation
Flight in Icing Conditions
Structure
SC-A1 and IM-A1 (CRI A3001)
SC-A2 (CRI A3002)
IM-A3 (CRI A3003)
IM-A4 (CRI A3004)
Interaction of Systems and Structure
Stalling Speeds for Structural Design
Rapid Decompression
Crashworthiness of Fuel Tanks outside the
fuselage
Propulsion
SC-P1 and IM-P1 (CRI P3001)
IM-P2 (CRI P3003)
FADEC
Nacelle Cowling Resistance to Fire
Environment
SC-E1 and IM-E1 (CRI E3005) Resistance to Fire Terminology
AMC-E2 (CRI E3006)
Emergency Evacuation Demonstration
SC-E3 (CRI E3001)
Exit Configuration
IM-E4 (CRI E3002)
Reclassification of door 2 and 3 to Type III
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AIRBUS
A318, A319, A320, A321
Page 54 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
Systems
IM-S78
SC-S79 and IM-S79
Low altitude autopilot engagement
Brakes requirements qualification and testing
6.3. The following A320 Special Conditions and Interpretative Material are validated for
A321:
SC-G17 (F)
SC-G17 (G)
SC-F3
SC-F4
SC-F6
SC-F7/IM-F7
SC-F8
SC-F9
AMC-F116
SC-A.2.2.2/IM-A.2.2.2
SC-A.2.2.3/IM-A.2.2.3
AMC-A23
IM-A313
IM-A37
IM-A39
HC-A.4.5/IM-A.4.5
HC-A.4.6
AMC-S1
AMC-S5
SC-S11
IM-S13
IM/AMC-S14
AMC-S20
IM-S21
HC-S23/IM-S23
HC-S24
IM/AMC-S27
EC-S30/AMC-S30
SC-S33
IM-S35
IM/AMC-S42
IM-S51
SC-S52/IM-S52
SC-S54/IM-S54
HC-S72/IM-S73
SC-S74
SC-S75
Operational proving flights
Operational flight for certification
Cockpit Control - motion and effect of cockpit
control
Static Longitudinal Stability
Static Directional and Lateral Stability
Flight Envelope Protection
Normal Load Factor Limiting
Dual Control System
Take-off Speeds VMU
Design Manoeuvre requirement
Design Dive Speed
Composite Aircraft Structure
Composite Turbulence - use of calculation
results
Emergency Landing Conditions and Landing
Gear
Discrete Source Damage
Brake Roll Conditions
Speed control device
Digital Equipment
Electrical bonding and lightning protection
(direct effects)
Limit pilot forces and torques
Standby gyroscopic horizon
Electrical flight controls (manual flight)
Electronic instrument systems
Landing Gear
Standby Gyroscopic Horizon
VMO/MMO Warning (Setting)
Altitude Display System
Autoflight System
Autothrust System
Autopilot Synchronization
APU Rotor Burst
Emergency Loads
Operation without normal electrical power
Circuit protective devices
Flight recorder
Abnormal attitudes
Lightning protection (indirect effects)
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Issue: 22
AIRBUS
A318, A319, A320, A321
Page 55 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
SC-S76/IM-S76
SC-S77/IM-S77
Effect of external radiations upon aircraft
systems
Integrity of signal control
6.4. For any new application (new or modified aeroplane system and associated
components) after July 10, 1998, SC/IM-S76 (Effect of external radiations upon aircraft
systems) are superseded by SC/IM-S76-1 (CRI SE14).
6.5. For any further variant certification after Aug. 10, 1998, the HC-A.4.5 (Braked roll
conditions) is superseded by JAR 25.493(d) at Change 14 (CRI A7).
6.6. The following special conditions have been developed post Type Certification:
SC H-01
Enhanced Airworthiness Programme for Aeroplane Systems ICA on EWIS (applicable from May 2010)
SC E-34
Seat with inflatable restraints
SC E13
Installation of inflatable restraints (optional)
SCD-0306
Heat release and smoke density requirements to seat material
(applicable from June 2010)
SC P-27
Flammability Reduction System (see Note below)
If fitted, the centre fuel tank of aircraft which have made their
first flight after 1st of January 2012 must be equipped in
production with a fuel tank Flammability Reduction System
(modification 38062). This system shall remain installed and
operative and can only be dispatched inoperative in accordance
with the provisions of the MMEL revision associated with
modification 38062. If modification 38062 (Fuel Tank Inerting
System (FTIS)) is embodied on A318, A319, A320, or A321
airplanes, the airplane is compliant with paragraph FR Section
25.981(a) & (b) at amendment 25-102, Part 25 appendix M & N
at amendment 25-125, and Section 26.33 at amendment 26-3.
SC E10
High altitude airport operations (up to 14,100ft)(CRI E10)
SC E-48
Fuel Tank Safety
SC F-0311-001 Flight Recorders including Data Link Recording
SC D-0322-001 Installation of suite type seating
SC D-0332-001 Towbarless Towing
SC E-57
Fuel Tank Flammability
5.7. Special Conditions for aircraft equipped with MOD 160023
SC F-16
Static directional and lateral stability
A318 SC F-5001 Stalling and scheduled operating speeds
A318 SC F-5004 Static Longitudinal Stability and Low energy awareness
A318 SC A-5003 Design Dive Speed Vd
Note: All other original Special Conditions applicable to each model remain effective.
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AIRBUS
A318, A319, A320, A321
Page 56 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
7. Exemptions
No exemptions.
8. Deviations
None
9. Equivalent Safety Findings
9.1 The following paragraphs JAR 25 have been complied with through equivalent safety
demonstration:
JAR 25.783 (f)
JAR 25.933 (a)
passenger doors and bulk door (see CRI SM 3001, SM 3002
and SM 3004)
Thrust reverser autorestow function (see CRI P 3008).
9.2 The following Equivalent Safety Findings have been developed post Type Certification:
FAR 25.856(b)
Fuselage burnthrough protection in bilge area (see CRI E-32).
If modifications 150700, and 37270 (with CLS option only),
37048 and 36985 are embodied in production on A318, A319,
A320, or A321 airplanes, the airplane is compliant with
Fuselage Flame Penetration “Burnthrough” requirements
addressed by paragraph 14 CFR Part 25.856(b) Amdt 25-111
(See CRI E-28).
14CFR Part 25.856(a)Improved flammability standards for insulation materials
(CRI E18)
JAR 25.812(b)(1)(ii)
Photo-luminescent EXIT sign for MCD (Moveable Class
Divider) (CRI E14) (optional)
JAR 25.811(f)
Emergency exit marking reflectance (CRI E16)
JAR 25.812(b)(1)(i)(ii) Symbolic EXIT signs as an alternative to red EXIT signs
for passenger aircraft (CRI SE-42) (optional)
JAR 25.785(c)
Forward facing seats with more than 18° to aircraft centerline.
(CRI D-0329-001) (optional)
JAR 25.1443(c) Minimum Mass Flow of Supplemental Oxygen (CRI F-20)
(optional)
JAR 25.1441(c) Crew Determination of Quantity of Oxygen in Passenger
Oxygen System (CRI F-21) (optional)
9.3 Equivalent Safety Findings for aircraft equipped with MOD 160023
CS25.1419(c)
F-19
Flight in natural icing condition
Note: The original ESFs applicable to each model remain effective.
9.4 Equivalent Safety Findings for aircraft equipped with MOD 157272
CS25.807(g)
D-02
Over-performing Type I exit
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AIRBUS
A318, A319, A320, A321
Page 57 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
10. Environmental Protection Standards
ICAO Annex 16:
Vol. I , Part II
Vol. II, Part II
Vol. II, Part III Chapter 2
Noise Requirements
Fuel Venting
Emissions
Notes: Further details are defined within TCDSN EASA.A.064
11. ETOPS
The Type Design, system reliability and performance of A321 models were found capable for
Extended Range Operations when configured, maintained and operated in accordance with
the current revision of the ETOPS Configuration, Maintenance and Procedures (CMP)
document, SA/EASA: AMC 20-6/CMP.
This finding does not constitute an approval to conduct Extended Range Operations
(operational approval must be obtained from the responsible Authority).
The following table provides details on the ETOPS approvals.
Aircraft model
Engine Type
A321-111
A321-112
A321-131
A321-211
A321-212
A321-213
A321-231
A321-232
CFM56-5B1
CFM56-5B2
V2530-A5
CFM56-5B3
CFM56-5B1
CFM56-5B2
V2533-A5
V2530-A5
120 min
Approval Date
29 May 1996
29 May 1996
29 May 1996
28 July 1997
N/A
N/A
28 July 1997
N/A
180 min
Approval Date
11 March 2004
11 March 2004
11 March 2004
11 March 2004
28 April 2006
28 April 2006
11 March 2004
28 April 2006
Note:
The Configuration, Maintenance and Procedure Standards for extended range twin-engine
airplane operations are contained in ETOPS CMP document reference SA/EASA: AMC 206/CMP at latest applicable revision. Certificated models are A321-111/-112/-131/-211/-212/213/-231/-232, with all applicable engines.
Embodiment of modification:
36666 provides ETOPS 120 mn capability for EASA
32009 provides ETOPS 180 mn capability for EASA
12. Operational Suitability Data
Cabin Crew Data: CRI CCD-01
Flight Crew Data: CRI FCD-01
Master Minimum Equipment List: CRI MMEL-01
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AIRBUS
A318, A319, A320, A321
Page 58 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
III. Technical Characteristics and Operational Limitations
1. Type Design Definition
1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8
Certificated model: A321-111
Definition of reference airplane by AIRBUS INDUSTRIE Document AI/EA-A
413.1063/94 (00E000A0008/C21)
Certificated model: A321-112
Definition of reference airplane by AIRBUS INDUSTRIE Document AI/EAA 414.0118/94 (00E000A0002/C11)
Certificated model: A321-131
Definition of reference airplane by AIRBUS INDUSTRIE Document AI/EAA 414.0900/93 (00E000A0003/C21)
Certificated model: A321-211
Definition of reference airplane by AIRBUS INDUSTRIE Document AI/EA-S
413.0400/97 (00E000A0211/C21)
Certificated model: A 321-212
Definition of reference airplane by AIRBUS INDUSTRIE Document AI/EA-S
413.1359/01 (00E000A0212/C21)
Certificated model: A321-213
Definition of reference airplane by AIRBUS INDUSTRIE Document AI/EA-S
413.1360/01 (00E000A0213/C21)
Certificated model: A321-231
Definition of reference airplane by AIRBUS INDUSTRIE Document AI/EA-S
413.0388/97 (00E000A0231/C21)
Certificated model: A321-232
Definition of reference airplane by AIRBUS INDUSTRIE Document AI/EA-S
413.1361/01 (00E000A0232/C21)
NOTES
a. Model conversions:
 If modification 34368 is embodied on A321-111 model powered with
CFM56-5B1/2P engines, it is converted into A321-211 model, powered with
CFM56-5B3/2P engines.
 If modification 34818 is embodied on A321-211 model powered with
CFM56-5B3/P engines, it is converted into A321-212 model, powered with
CFM56-5B1/P engines.
 If modification 35252 is embodied on A321-212 model powered with
CFM56-5B1/P engines, it is converted into A321-211 model, powered with
CFM56-5B3/P engines.
 If modification 35718 is embodied on A321-131 model powered with V2530-A5
engines, it is converted into A321-231 model, powered with V2533-A5 engines
 If modification 37836 is embodied on A321-232 model powered with V2530-A5
engines, it is converted into A321-231 model, powered with V2533-A5 engines.
 If modification 155204 is embodied on A321-211 model powered with CFM565B3/P engines, it is converted into A321-213 model, powered with CFM56-5B2/P
engines
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AIRBUS
A318, A319, A320, A321
Page 59 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
2. Description
Twin turbo-fan, short to medium range, single aisle, transport category airplane.
3. Equipment
A321-111
Equipment approved for installation
List ref. 00E000A0007/C1S
A321-112
Equipment approved for installation
List ref. 00E000A0006/C1S.
A321-131
Equipment approved for installation
List ref. 00E000A0004/C0S
A321-211
Equipment approved for installation
List ref. 00E000A0211/C0S.
A321-212
Equipment approved for installation
List ref. 00E000A0212/C0S.
A321-213
Equipment approved for installation
List ref. 00E000A0213/C0S.
A321-231
Equipment approved for installation
List ref. 00E000A0231/COS.
A321-232
Equipment approved for installation
List ref. 00E000A0232/C0S.
is listed in the Certification Standard Equipment
is listed in the Certification Standard Equipment
is listed in the Certification Standard Equipment
is listed in the Certification Standard Equipment
is listed in the Certification Standard Equipment
is listed in the Certification Standard Equipment
is listed in the Certification Standard Equipment
is listed in the Certification Standard Equipment
Note:
The type design definitions and certification standard equipment lists are complemented by
doc. 00D000A0546/C0S “A319-100/A321-200 FMGC Type Std Evolution”.
Cabin furnishings, equipment and arrangement shall be in conformance to the following
specifications:
ref. 00D252K0004/C01
Cabin seats
ref. 00D252K0019/C01
Galleys
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AIRBUS
A318, A319, A320, A321
Page 60 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
4. Dimensions
Principal dimensions of A321 Aircraft:
Length:
Width:
(If mod 160023 installed)
Height:
Width at horizontal stabilizer:
Outside fuselage diameter:
Distance between engine axis:
Distance between main landing gear:
Distance between nose and main landing gear:
44,51 m
34,10 m
35,80m
11,76 m
12,45 m
3,95 m
11,51 m
7,59 m
16,91 m
5. Engines
The list below lists the basic engines fitted on the aircraft models. The notes describe usual
names and certified names as well as new engines variants.
A321-111
Two CFMI
A321-112
Two CFMI
A321-131
Two IAE
A321-211
Two CFMI
A321-212
Two CFMI
CFM 56-5B1 jet engines (MOD 23083), or
CFM 56-5B1/2 jet engines (MOD 24404)
CFM 56-5B2 engines (MOD 23152)
V2530 - A5 jet engines (MOD 22989)
CFM 56-5B3/P jet engines (MOD 26359 + 25800), or
CFM 56-5B3/2P jet engines (MOD 27640)
CFM 56-5B1 jet engines (MOD 23083), or
CFM 56-5B1/2 jet engines (MOD 24404)
A321-213
Two CFMI
CFM 56-5B2 engines (MOD 23152)
A321-231
Two IAE
V2533-A5 jet engines (MOD 25643)
A321-232
Two IAE
V2530 - A5 jet engines (MOD 22989).
Notes:
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A318, A319, A320, A321
Page 61 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
1.
If modification 25800 is embodied on models with CFM-5B engines, the engine
performance is improved. The engine denomination changes to /P.
The modification is currently applicable for:
A321-111:
A321-112:
A321-212:
A321-213:
CFM 56-5B1 (SAC) which changes to CFM 56-5B1/P
CFM 56-5B2 (SAC) which changes to CFM 56-5B2/P
CFM 56-5B1 (SAC) which changes to CFM 56-5B1/P
CFM56-5B2 (SAC) which changes to CFM 56-5B2/P
CFM 56-5B/"non-P" engine can be intermixed with CFM 56-5B/P engine on the same
aircraft. See notes 3 & 4 below as well.
2.
If modification 26610 is embodied on models with CFM-5B/2 (DAC) engines, the
engine performance and gaseous emission levels are improved. The engine
denomination changes to /2P.
The modification is currently applicable for:
A321-111:
A321-212:
CFM 56-5B1/2 (DAC) which changes to CFM 56-5B1/2P (DAC II C)
CFM 56-5B1/2 (DAC) which changes to CFM 56-5B1/2P (DAC II C)
CFM 56-5B/2 "non P" (DAC) engine can be intermixed with CFM 56-5B/2P (DAC II C)
engine on the same aircraft (AFM supplement).
CFM 56-5B/P or /"non-P" (SAC) engine can be intermixed with CFM 56-5B/2P
(DAC II C) engine on the same aircraft (AFM supplement).
3.
From March 31st 2008, there is no longer any CFM56-5B1 non /P in field or in
production.
4.
From March 31st 2008, there is no longer any CFM56-5B1/2 non /P in field or in
production.
5.
A321-111 CFM 56-5B1 engine can be intermixed with CFM 56-5B1/2 engine (MOD
24404) on the same aircraft (AFM supplement).
6.
CFM56-5B3/P (SAC) engine (MOD 26359 + 25800) can be intermixed with
CFM56-5B3/2P (DAC II C PIP) engine (MOD 27640) on the same aircraft (AFM
supplement).
7.
Introduction of CFM56-5Bx/3 “Tech Insertion” engine is done through embodiment of
modification 37147 in production or 38770 in field. This modification is only applicable
on CFM56-5Bx/P SAC engines.
If modification 37147 is embodied on models with CFM-5B engines the engine
denomination changes to /3.
The modification is currently applicable for:
A321-111:
CFM 56-5B1 (SAC) which changes to CFM 56-5B1/3
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A318, A319, A320, A321
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Date: 28 June 2016
SECTION 2: A321 series - continued
A321-112:
CFM 56-5B2 (SAC) which changes to CFM 56-5B2/3
A321-211:
CFM 56-5B3 (SAC) which changes to CFM 56-5B3/3
A321-212:
CFM 56-5B1 (SAC) which changes to CFM 56-5B1/3
A321-213: CFM 56-5B2 (SAC) which changes to CFM 56-5B2/3
The engine characteristics remain unchanged.
Modification 37147 has been demonstrated as having no impact on previously
certified noise levels.
CFM56-5Bx/3 engine can be intermixed with CFM56-5Bx/P engine under
considerations as prescribes in modification 38573.
8.
Introduction of “BUMP” function is done through embodiment of modification 38946.
If modification 38946 is embodied on models with CFM-5B engines, the engine
denomination changes to /P1 (SAC) or /2P1 (DAC) or /3B1 (Tech Insertion).
The modification is currently applicable for:
A321-211:
CFM 56-5B3 (SAC) which changes to CFM 56-5B3/P1
Modification 38946 has been demonstrated as having no impact on previously
certified noise levels.
The engine characteristics remain unchanged.
Intermix at aircraft level between “Non Bump” engine and “Bump” engine is not
allowed.
6. Auxiliary Power Unit
APU GARRETT
GARRETT AIRESEARCH GTCP 36-300 (A)
(Specification 31-5306B)
Approved oils: see GARRETT REPORT GT.7800
APU Pratt & Whitney Rzeszow S.A. (Option)
The APU Pratt & Whitney Rzeszow S.A. installation is defined by MOD 22562 or
MOD 35864
Pratt & Whitney Rzeszow S.A. APS 3200 (Specification ESR 0802, Rev. A).
Approved oils: in conformance to MIL-L-7808, MIL-L-23699 or DERD 2487
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AIRBUS
A318, A319, A320, A321
Page 63 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
APU AlliedSignal (Option)
The APU Honeywell International installation is defined by MOD 25888
Honeywell International 131-9[A] (Specification 4900 M1E 03 19 01)
Approved oils: according to model Specification 31-12048A-3A
Note: For A321 models, the APU Pratt & Whitney Rzeszow S.A. APS 3200 (MOD 35864) is
the production standard from MSN 2653
7. Propellers
N/A
8. Fluids (Fuel, Oil, Additives, Hydraulics)
Fuel
Fuel Specification: See installation manual: document CFM 2026 or CFM 2129 or document
IAE - 0043
TYPE
SPECIFICATION (NAME)
FRANCE
USA
Kerosene DCSEA
134-D
UK
(F-34) ASTM D 1655
Wide cut
High flash DCSEA
point
144
(F-44)
RUSSIA
CHINA
(JET A) DEF STAN 91/91 (AVTUR) GOST 10227- (RT)
GB 6537-2006 (N°3 Jet
(JET A1)
(JET A1) 86
(TS1)*
Fuel)
MIL-DTL 83133- (JP 8)
H
DEF STAN 91/87 (AVTUR/ GOST R
iss 7
FSII)
52050-2006
(JET A1)
ASTM D 6615
(JET B)
DEF STAN 91/88 (AVTAG/
FSII)
MIL-DTL 5624
(JP 4)
MIL-DTL 5624-V (JP 5)
JET
A1
DEF STAN 91/86 (AVCAT/
iss 7
FSII)
* For IAE engines, TS-1 is cleared for transient use (less than 50% of operations)
OIL
Engine
Approved oils
CFMI
CFM56-5B1 (**)
CFM56-5B1/2 (**)
CFM56-5B2
CFM56-5B3 (/P only)
CFM56-5B3/2P
See SB CFMI 79-001-OX
IAE
V2530-A5
V2533-A5
See Doc IAE 0043 Sect 4.9
(MIL-L 23 699)
(**): see notes 3 and 4 in chapter 5 for engine models no longer in prod/service.
Additives:
Refer to Airbus Consumable Material List (CML) and CFM SB 73-0122 or IAE Standard
Practices and Processes Manual for CIS fuel additives
The above mentioned fuels and additives are also suitable for the APU.
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A318, A319, A320, A321
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SECTION 2: A321 series - continued
Hydraulics
Hydraulic fluids: Type IV or Type V Specification NSA 30.7110
9. Fluid Capacities
Fuel quantity (0,8 kg/liter) (see note 1 below)
TANK
WING
CENTER
ACT (*) (**)
TOTAL
3 TANK AIRPLANE
Usable fuel Unusable
liters (kg)
fuel
liters (kg)
15 500
22.6
(12 400)
(18)
8 200
23.2
(6 560)
(18.6)
4 or 5 TANK AIRPLANE (*) (**)
Usable fuel
liters (kg)
15 500
(12 400)
8 200
(6 560)
2 900 or 2 992 / 5 984 **
(2 320) or (2 393 / 4 786) **
26 600 or 26 692 / 29 684 **
(21 280) or (21 353 / 23 746) **
Unusable
fuel
liters (kg)
22.6
(18)
23.2
(18.6)
17 / 34
(13.6 / 27.2)
62.8 / 79.8
(50.2 / 63.8)
23 700
45.8
(18 960)
(36.6)
* See notes 2 and 3 below
** 1 ACT high pressure system, 2900 liters on A321-200, on additional centre tanks 1 / 2
ACT low pressure system 2992/5984 liters on A321-200
Note:
1. On series A321-200 equipped with CFM engines, introduction of standard of wingbox
without dry bay (modification 38616) will increase the fuel capacity by 350 liters.
2. On the series A321-200, one Additional Center Tank (ACT) in bulk version is defined
by modification 25453 (high pressure system). Its approval together with structural
and system provisions is subject of Major Change E2-001 (compliance to CRI P9).
3. On the series A321-200, one or two Additional Center Tanks (ACT) in bulk version
are defined by modification 30422 (low pressure system). Their approval together
with structural and system provisions is subject of Major Change E2-002 (compliance
to CRI P9).
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SECTION 2: A321 series - continued
10. Airspeed Limits (Indicated Airspeed – IAS – unless otherwise stated)
Maximum Operating Mach (MMO):
Maximum Operating Speed (VMO):
Manoeuvring Speed VA:
Extended Flaps/Slats Speed (VFE):
Slats/Flaps
Configuration (°)
1
18/0
18/10
2
22/14
3
22/21
Full
27/25
* See note 1
0,82
350 kt
see Limitations Section of the EASA
approved Flight Manual
see table below
VFE (kt)
230 **
215 **
205
215*
195
190
** See note 2
Intermediate approach
Take-off
Take-off and approach
Take-off,
landing
Landing
Landing gear:
VLE - Extended:
VLO - Extension:
Retraction:
280 kt/Mach 0.67
250 kt
220 kt
Tyres limit speed (ground speed):
195.5 kt (225 mph)
approach,
Notes:
1. If FWC Standard D2 and FAC Standard BAM 0510 are fitted on A321 aircraft, VFE
speed in Configuration 2 is increased from 205 kts to 215 kts (as identified by speed
limitation placard installed by modification 24641).
2. On the series A321-200, Weight Variant 001, 002 & 011, VFE speed in Configuration
1 is increased from 230 to 235 kts, and in Configuration 1+F increased from 215 to
225 kts (as identified by speed limitation placard installed by modification 28960 or
28721).
11. Flight Envelope
Maximum Operating Altitude:
39 100 ft (pressure altitude)
39 800 ft (pressure altitude) if modification 30748 is embodied
See the appropriate EASA approved Airplane Flight Manual
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SECTION 2: A321 series - continued
12. Operating Limitations
See the appropriate EASA approved Airplane Flight Manual
Powerplant (2.2482 lb/daN)
A321-111 or –212 / A321-112 or –213 / A321-131 or -232
Engine
Data sheets
CFMI
CFM56-5B1 (**)
CFM56-5B1/2 (**)
E37NE (FAA)
E38NE (FAA)
EASA.E.003
CFMI
CFM56-5B2
IAE V2530-A5
E37NE (FAA)
E38NE (FAA)
EASA.E.003
E40NE (FAA)
EASA.E.069
13 344 daN
(30 000 lbs)
13 789 daN
(31 000 lbs)
13 300 daN)
(29 900 lbs)
Static thrust at
Sea level
Take-off (5 minutes)*
(Flat rated 30° C)
11 988 daN
12 940 daN
12 940 daN
Maximum continuous
(26 950 lbs)
(29 090 lbs)
(29 090 lbs)
(Flat rated 25° C)
* 10 minutes at take-off thrust allowed only in case of engine failure (at take-off or
during go-around) in accordance with DGAC "Fiche de Caractéristiques moteur"
Other engine limitations: see the relevant Engine Type Certificate Data Sheet
** see notes 3 and 4 in chapter 5 for engine models no longer in prod/service.
A321-211/-231
Engine
Data sheets
CFMI
CFM56-5B3 (/P only)
CFM56-5B3/2P
E37NE (FAA)
E38NE (FAA)
EASA.E.003
IAE
V2533-A5
14 234 daN
(32 000 lbs)
14 055 daN
(31 600 lbs)
E40NE (FAA)
EASA.E.069
Static thrust at
Sea level
Take-off (5 minutes)*
(Flat rated 30° C)
11 988 daN
12 940 daN
Maxi continuous
(26 950 lbs))
(29 090 lbs)
(Flat rated 25° C)
* 10 minutes at take-off thrust allowed only in case of engine failure (at take-off or
during go-around) in accordance with DGAC "Fiche de Caractéristiques Moteur"
Other engine limitations: see the relevant Engine Type Certificate Data Sheet
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AIRBUS
A318, A319, A320, A321
Page 67 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
12.1 Approved Operations
Transport commercial operations
12.2 Other Limitations
For a complete list of applicable limitations see the appropriate EASA approved Airplane
Flight Manual
13. Maximum Certified Masses
A321-111/A321-112
VARIANT
000
(BASIC)
Max. Ramp Weight
Max. Take-off Weight
Max. Landing Weight
Max. Zero Fuel Weight
Minimum Weight
83 400
83 000
73 500
69 500
47 500
002
(MOD
24178)
83 400
83 000
74 500
70 500
47 500
003
(MOD
24899)
85 400
85 000
74 500
70 500
47 500
004
(MOD
24308)
78 400
78 000
73 500
69 500
47 500
005
(MOD
25649)
83 400
83 000
75 000
71 000
47 500
006
(MOD
26600*)
78 400
78 000
74 500
70 500
47 500
007
(MOD
26888
80 400
80 000
73 500
69 500
47 500
008
(MOD
30334)
89 400
89 000
75 500
71 500
47 500
A321-131
VARIANT
000
(BASIC)
Max. Ramp Weight
Max. Take-off Weight
Max. Landing Weight
Max. Zero Fuel Weight
Minimum Weight
83 400
83 000
73 500
69 500
47 500
002
(MOD
24178)
83 400
83 000
74 500
70 500
47 500
003
(MOD
24899)
85 400
85 000
74 500
70 500
47 500
004
(MOD
24308)
78 400
78 000
73 500
69 500
47 500
006
(MOD
26600*)
78 400
78 000
74 500
70 500
47 500
007
(MOD
26888
80 400
80 000
73 500
69 500
47 500
008
(MOD
30334)
89 400
89 000
75 500
71 500
47 500
Note:
On the series A321-100, Weight Variant 006 is defined either by MOD 26600, building up on
Weight Variant 003, or MOD 30310, building up on Weight Variant 000.
A321-211/A321-231
000
001
(BASIC) (MOD
28960)
Max. Ramp Weight
89 400
93 400
Max. Take-off Weight
89 000
93 000
Max. Landing Weight
75 500
77 800
Max. Zero Fuel Weight 71 500
73 800
Minimum Weight
47 500
47 500
VARIANT
002
(MOD
28721)
89 400
89 000
77 800
73 800
47 500
003
(MOD
31613)
91 400
91 000
77 800
73 800
47 500
004
(MOD
31614)
87 400
87 000
75 500
71 500
47 500
005
(MOD
27553)
85 400
85 000
75 500
71 500
47 500
006
(MOD
31616)
83 400
83 000
75 500
71 500
47 500
010
(MOD
31321)
85 400
85 000
77 800
73 800
47 500
011
(MOD
32456)
93 900
93 500
77 800
73 800
47 500
Notes:
(1) MOD 160023 is approved for WV 000 to WV11.
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AIRBUS
A318, A319, A320, A321
Page 68 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
A321-212/A321-213/A321-232
000
001
BASIC (MOD
28960)
Max. Ramp Weight
89 400 93 400
Max. Take-off Weight 89 000 93 000
Max. Landing Weight 75 500 77 800
Max. Zero Fuel Weight 71 500 73 800
Minimum Weight
47 500 47 500
VARIANT
002
(MOD
28721)
89 400
89 000
77 800
73 800
47 500
003
(MOD
31613)
91 400
91 000
77 800
73 800
47 500
004
(MOD
31614)
87 400
87 000
75 500
71 500
47 500
005
(MOD
31615
85 400
85 000
75 500
71 500
47 500
006
(MOD
31616)
83 400
83 000
75 500
71 500
47 500
007
(MOD
31617)
83 400
83 000
73 500
69 500
47 500
008
(MOD
31618)
80 400
80 000
73 500
69 500
47 500
009
(MOD
31619)
78 400
78 000
73 500
69 500
47 500
010
(MOD
31321)
85 400
85 000
77 800
73 800
47 500
Notes:
(2) MOD 160023 is approved for WV 000 to WV11.
14. Centre of Gravity Range
See the appropriate DGAC approved Airplane Flight Manual
15. Datum
Station 0.0, located 2.540 meters forward of airplane nose
16. Mean Aerodynamic Chord (MAC)
4.1935 meters
17. Levelling Means
The A/C can be jacked on three primary jacking points.
See the appropriate EASA approved Weight and Balance Manual
18. Minimum Flight Crew
2 pilots
19. Maximum Passenger Seating Capacity and associated minimum number of cabin
crew
The table below provides the certified Maximum Passenger Seating Capacities (MPSC), the
corresponding cabin configuration (exit arrangement and modifications) and the associated
minimum numbers of cabin crew members used to demonstrate compliance with the
certification requirements:
Passenger Seating Capacity & Cabin Configuration
Cabin crew
230
(C*-C-C-C*, Mod 157272)
5
220
200
(C-C-C-C)
(C-C-C-C)
5
4
Note: C* is the over-performing exit according to modification 157272
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011
(MOD
32456)
93 900
93 500
77 800
73 800
47 500
TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 69 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
The original maximum passenger seating capacity is 220.
The Modification 157272 enables the maximum seating capacity to be increased from
220 up to 230. This modification defines a virtual envelope of the Layout of
Passenger Accommodations (LOPA) and does not constitute an authorization for the
installation of seats in excess of 220. A separate approval is needed for the
installation of the individual customized cabin layout and the necessary cabin
adaptations up to 230 seats.
21. Baggage/ Cargo Compartment
CARGO COMPARTMENT
Forward
Aft
Rear (bulk)
MAXIMUM LOAD (kg)
5 670
5 670
1 497
For the positions and the loading conditions authorized in each position (references of
containers, pallets and associated weights) see Weight and Balance Manual, ref.
00E080A0001/C1S Chapter 1.10.
22. Wheels and Tyres
See SB A320-32-1007
IV. Operating and Service Instructions
1. Airplane Flight Manual (AFM)
EASA Approved Airplane Flight Manual for A321.
2. Instructions for Continued Airworthiness and Airworthiness Limitations
Airworthiness Limitations
-
Limitations applicable to Safe Life Airworthiness Limitation Items are provided in the
A318/A319/A320/A321 Airworthiness Limitations Section (ALS) sub-parts 1-2 and 1-3
approved by the EASA.
-
Limitations applicable to Damage Tolerant Airworthiness Limitation Items are provided in
the A318/A319/A320/A321 Airworthiness Limitations Items document (ALS Part 2)
approved by the EASA.
-
Certification Maintenance Requirements are provided in A318/A319/A320/A321
Airworthiness Limitations Section (ALS) Part 3 approved by the EASA.
-
Ageing Systems Maintenance (ASM)
limitations are provided in
the
A318/A319/A320/A321 Airworthiness Limitations Section (ALS) Part 4 approved by the
EASA.
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AIRBUS
A318, A319, A320, A321
Page 70 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
-
Fuel Airworthiness Limitations are provided in A318/A319/A320/A321 Fuel Airworthiness
Limitations document (ALS Part 5) approved by the EASA.
Note: For A321-211, -212, -213, -231, -232 models without sharklets, the embodiment of
modification 154881 leads to change the maintenance program and its associated Limit of
Validity (LoV) from 48,000FC/60,000FH to 37,000FC/74,000FH (whichever occurs first).
Other limitations
See EASA approved Flight Manual.
3. Weight and Balance Manual (WBM)
Airbus Compliance Document 00E80A0001/C1S
V Operational Suitability Data (OSD)
The Operational Suitability Data elements listed below are approved by the European
Aviation Safety Agency under the EASA Type Certificate EASA.A.064 as per Commission
Regulation (EU) 748/2012 as amended by Commission Regulation (EU) No 69/2014.
11. Master Minimum Equipment List
a.
The Master Minimum Equipment List has been approved as per the defined
Operational Suitability Data Certification Basis and as documented in A320
MMEL reference “MMEL STL11000” at the latest applicable revision.
b.
Required for entry into service by EU operator.
2. Flight Crew Data
a.
The Flight Crew data has been approved as per the defined Operational
Suitability Data Certification Basis and as documented in reference “A320
Operational Suitability Data Flight Crew - SA01RP1536744” at the latest
applicable revision.
b
Required for entry into service by EU operator.
c.
The aircraft models: A318, A319, A321 are determined to be variants to the
A320 aircraft model.
3. Cabin Crew Data
a.
b.
c.
The Cabin Crew data has been approved as per the defined Operational
Suitability Data Certification Basis and as documented in reference “A320
Operational Suitability Data Cabin Crew - SA01RP1534113” at the latest
applicable revision.
Required for entry into service by EU operator.
The aircraft models: A318, A319, A321 are determined to be variants to the
A320 aircraft model.
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A318, A319, A320, A321
Page 71 of 119
Date: 28 June 2016
SECTION 2: A321 series - continued
VI. Notes
1. For models A321-111 and A321-112, modification 25199 is the minimum standard to
be qualified for Cat IIIB precision approach.
For models A321-131, modification 25200 is the minimum standard to be qualified for
Cat IIIB precision approach.
All other models are basically qualified for Cat IIIB precision approach.
2. DOOR 2 and/or DOOR 3 may be derated to Type III.
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AIRBUS
A318, A319, A320, A321
Page 72 of 119
Date: 28 June 2016
SECTION 3: A319 series
I. General
1. Type/ model/ Variant
A319-111
A319-112
A319-113
A319-114
A319-115
A319-131
A319-132
A319-133
Significant Product Level Changes i.a.w. 21.A.101:
MOD 160500 Sharklet applicable on
A319-111/-112/-115/-131/-132/-133
including CJ
MOD 157777 Max Pax applicable on
A319-111 /-112 / -113 / -114 / -115/ -131/
-132 /-133
MOD 160080 Sharklet retrofit applicable on A319-111/-112/-115/-131/-132/-133
including CJ
2. Performance Class
A
3. Certifying Authority:
European Aviation Safety Agency (EASA)
Postfach 101253
D-50452 Köln
Deutschland
4. Manufacturer
AIRBUS
1, rond-point Maurice Bellonte
31707 BLAGNAC CEDEX – France
5. Joint Airworthiness Authority (JAA) Certification Application Date
A319-111
A319-112
A319-113
A319-114
A319-115
A319-131
A319-132
A319-133
June 17, 1992
June 17, 1992
June 17, 1992
June 17, 1992
September 14, 1998
June 17, 1992
June 17, 1992
September 14, 1998
TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 73 of 119
Date: 28 June 2016
SECTION 3: A319 series - continued
6. EASA Certification Application Date
MOD 160500
MOD 157777
MOD 160080
08 April 2010
13 March 2015
24 April 2012
7. DGAC-F / Joint Airworthiness Authority (JAA) Type Certification Date
A319-111
A319-112
A319-113
A319-114
A319-115
A319-131
A319-132
A319-133
April 10, 1996
April 10, 1996
May 31, 1996
May 31, 1996
July 30, 1999
December 18, 1996
December 18, 1996
July 30, 1999
Note: For A319 produced before the 21st of December 2005, DGAC-F TC 180 remains a valid
reference.
8. EASA Type Certification Date
EASA TCDS issue 1 issued December 21, 2005
MOD 160500 iss.4 May 28, 2013
MOD 160500 iss 5 September 6, 2013
MOD 157777 iss 1 July 1, 2015
MOD 160080 iss 2 December 17, 2015
A319-111,-112,-115 excluding CJ
A319-112 (CJ), A319-115 (CJ),
A319-131 (PAX), A319-132 (PAX and CJ),
A319-133 (PAX and CJ)
A319-111 /-112 / -113 / -114 / -115/ -131/ 132 /-133
A319-111/-112/-115/-131/-132/-133
including CJ
9. Production conditions
A319 aircraft, all series, all models, were produced in Hamburg (Germany) under
approval I-A9 (until April 1999) or LBA.G.0009 (since April 1999) issued by LBA to
AIRBUS INDUSTRIE
Since September 27, 2004, A319 aircraft were produced in Hamburg - Germany under
approval DE.21G.0009 issued by LBA to AIRBUS
From July 21st, 2008, A319 aircraft were produced in Hamburg (Germany) under
approval EASA.21G.0001 issued by EASA to AIRBUS.
From May 06th, 2009, A319 aircraft are produced in Hamburg (Germany) and Tianjin
(People’s Republic of China) under approval EASA.21G.0001 issued by EASA to
AIRBUS.
From March 8th 2016 A319 aircraft are produced in Hamburg (Germany), Tianjin
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AIRBUS
A318, A319, A320, A321
Page 74 of 119
Date: 28 June 2016
SECTION 3: A319 series - continued
(People’s Republic of China)
issued by EASA to AIRBUS.
and Mobile (USA) under approval EASA.21G.0001
II. Certification Basis
1. Reference Date for determining the applicable requirements
AIRBUS INDUSTRIE has applied for A319 certification on June 17, 1992 by letter AI/EA
410.0122/92.
2. Initial Airworthiness Authority Type Certification Data Sheet No.
Original French TCDS DGAC no. 180 was replaced by the EASA TCDS A.064
3. Initial Airworthiness Authority Certification Basis
See below
4. EASA Airworthiness Requirements
Hereafter are listed the certification bases for the different A319 models. The amendments
made to a particular basis at the occasion of further A319 models certification are identified
per model.
The applicable Joint Certification Basis defined in CRI G4001 Issue 4 dated 21/03/96 is:
4.1 JAR 25 Change 11
except Subpart BB,
except all National Variants,
except, due to the application of the procedure for establishing the Joint Type
Certification Basis for derivative large aeroplanes, the following JAR 25
paragraphs which are upgraded at Change 13 and eventually amended by
Orange Paper 90/1 or Orange Paper 91/1:
25 X 20
25.107(d)
25.121
25.125
25.143(f)
25.207
-
25.253
25.365 amended by OP 91/1
25.807(c) amended by OP 90/1
25.812(e)
25.857(d)(6)
except, due to the Elect to Comply with NPA 25-C205, the following JAR 25
paragraphs which are upgraded at Change 13 and amended by Orange Paper
91/1:
25.305
25.321
25.331
25.349 (b)
25.351
25.365 (e)
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AIRBUS
A318, A319, A320, A321
Page 75 of 119
Date: 28 June 2016
SECTION 3: A319 series - continued
25.333
25.335 (d)
25.341
25.343 (b) (1) (ii)
25.345 (a) and (c)
-
25.371
25.373
25.391
25.427
25.571 (b) (2)
except, due to the Elect to Comply with SC-F11 and SC-S79, the following
deleted paragraphs:
25x131
25x132
25x133
25x135
25x1588
-
the following JAR 25 paragraphs upgraded at Change 13 and amended by
SC-F11 and SC-S79:
25.101
25.105
25.109
25.113
25.115
25.735
25x1591
-
if modification 153945 is embodied on A319 aircraft, the following paragraph is
upgraded at CS25 amendment 11 due to an Elect-to-Comply:
25.813(c)(2)(ii)
4.2 JAR AWO at Change 1 for autoland and operations in low visibility.
4.3 For the Extended Twin Engine Airplane Operations the applicable technical conditions are
contained in AMC 20-6 (as initially published in AMJ 120-42/IL 20) and the A319 ETOPS
CRI:
CRI G4006
ETOPS
CRI G4007
ETOPS - One engine inoperative cruise speed.
4.4 For all models Airbus Elect To Comply with 14CFR Part 25.772(a) and (c) and 25.795
amendment 106 according to CRI E12 –Reinforced Security Cockpit Door.
4.5 Certification basis revised for MOD 160500 “Sharklet” and MOD 160080 “Sharklet retrofit”
by CRI A-0001-001.
CS 25 Amdt 8 for
§ 25.23
§ 25.25
§ 25.117
§ 25.147
§ 25.481(a)(c) amended by SC A-2 for §
25.481(a)
§ 25.483
§ 25.485
§ 25.489
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AIRBUS
A318, A319, A320, A321
Page 76 of 119
Date: 28 June 2016
SECTION 3: A319 series - continued
§ 25.161
§ 25.177 amended by SC-F16
§ 25.235
§ 25.251
§ 25.301
§ 25.302
§ 25.303
§ 25.305(a)(b)(c)(e)(f)
§ 25.307(a)(d)
§ 25.321(a)(b)(c)(d)
§ 25.331(a)(b)(c)
§ 25.333(a)(b)
§ 25.335(a)(c)(d)(e)(f) amended by SC A5003
for (b) and SC A-2 for (e)
§ 25.337
§ 25.341(a)(b)
§ 25.343(a)(b)
§ 25.345(a)(b)(c)(d)
§ 25.349(a)(b) amended by SC A-2.2.2 for
25.349(a)
§ 25.351
§ 25.365(a)(b)(d)
§ 25.367
§ 25.371
§ 25.373
§ 25.391
§ 25.393(b)
§ 25.427
§ 25.445
§ 25.457
§ 25.459
§ 25.471(a)(b)
§ 25.473
§ 25.479(a)(c)(d) amended by SC A-2 for §
25.479(a)
§ 25.491
§ 25.571(a)(b)(e)
§ 25.581
§ 25.601
§ 25.603
§ 25.605
§ 25.607
§ 25.609
§ 25.613
§ 25.619
§ 25.623
§ 25.625
§ 25.629
§ 25.631
§ 25.651
§ 25.683
§ 25.899
§ 25.903(d)(1) (see CRI E-39 for interpretative
material)
§ 25.1385
§ 25.1387
§ 25.1389
§ 25.1391
§ 25.1393
§ 25.1395
§ 25.1397
§ 25.1401
§ 25.1505
§ 25.1511
§ 25.1515
§ 25.1527
§ 25.1587
§ 25.1591
CS 25 Amdt 2 for
§ 25.253
JAR 25 Chg 15 for
§ 25.1517
JAR 25 Chg 14 for
§ 25.21 amended by A318 SC F5001 (for b)
§ 25.101 amended by SC F11/S79
§ 25.103 replaced by A318 SC F5001
§ 25.105 amended by SC F11/S79
§ 25.107 amended by A318 SC-F5001
§ 25.109 amended by SC F11/S79
§ 25.111
§ 25.113 + OP96/1 amended by SC F11/S79
§ 25.149 + OP96/1
§ 25.171 replaced by SC-F5004
§ 25.173 replaced by SC-F5004
§ 25.175 replaced by SC-F5004
§ 25.181
§ 25.201 + OP96/1, replaced by SC-F5001
§ 25.203 + OP96/1, replaced by SC-F5001
§ 25.207 amended by SC-F5001
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AIRBUS
A318, A319, A320, A321
Page 77 of 119
Date: 28 June 2016
SECTION 3: A319 series - continued
§ 25.115 amended by SC F11/S79
§ 25.119 + OP96/1 amended by A318 SC F5001
(for b)
§ 25.121 + OP96/1, amended by A318 SC F5001
(for c & d)
§ 25.123
§ 25.125 + OP96/1, amended by A318 SC F5001
§ 25.143 + OP96/1, amended by SC F3, F7 & F8
§ 25.145 + OP96/1
§ 25.231
§ 25.233
§ 25.237
§ 25X261
§ 25.1533
§ 25.1581
§ 25.1585(a)
JAR 25 Chg 11 for
§ 25.671
§ 25.672
§ 25.1001
§ 25.1301
§ 25.1309
§ 25.1419 amended by AMC-F14
Interpretative Material:
CRI E-39 Uncontained Engine Rotor Failure
Note: The original Interpretative material applicable to each model remains effective.
Acceptable Means of Compliance:
AMC F-14 Flight in icing condition.
Note: AMC F-14 applicability extended from A321/A319/A318 to A319 with MOD 160500 and
160080.
ETOPS
AMC 20-6 Rev 1 paragraphs related to operation in icing conditions 8.b.(11) for ice shapes on
the Sharklet device.
AMC 20-6 Rev 1 paragraphs related to performance data in the AFM supplement for ETOPS
8.f.(1) (iii).
AMJ 120-42 for ETOPS for non-affected areas.
Note: This corresponds to the certification basis used for the initial ETOPS demonstration
(refer to A320 CRI G1006.
4.6 Certification basis revised for MOD 157777 “Max Pax” by CRI A-0001-006
The certification basis is that of the A319-100 amended by the following:
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AIRBUS
A318, A319, A320, A321
Page 78 of 119
Date: 28 June 2016
SECTION 3: A319 series - continued
CS 25 Amdt 15 for
§25.23
§25.305(a)(b)
§25.321
§25.331(a)(b)(c)(1)
A.2.2.2
§25.341(a)
§25.351
amended
by
§25.479(a)(c)(d) amended by SC A-2 for § 25.479(a)
§25.481(a)(c) amended by SC A-2 for § 25.481(a)
§25.489
CRI §25.801(d)
§25.803(c)
§25.807(g) amended by CRI E-4001
demonstrated through ESF CRI D-03
§25.1529
§25.473
JAR 25 change 13
§25.331(c)(2)
§25.341(b)
§25.365(a)
§25.812(e)(1)(2)
§25.812(k)(l)
§25.853(a)1 amended by CRI D-0306-000
JAR 25 change 12
§25.787(a)(b)
§25.853(c)(d)(e)
JAR 25 change 11
§25.307(a)
§25.561
§25.571(a)(b)
§25.785
§25.789(a)
§25.791
§25.853(a)(b)
§25.1301
§25.1351(a)
§25.1353(a)(b)
§25.1359(a)(d)
§25.1413
§25.1415(b)(c)(d)
§25.1431(c)
and
5. Special Conditions
5.1 The following A320 Special conditions, Experience Related Conditions and Harmonization
Conditions which are kept for the A319:
Reminder: Within the scope of the establishment of the A320 Joint Certification
Basis, three types of special conditions were developed:
•
Special conditions: rose to cover novel or unusual features not
addressed by the JAR.
•
Experience related conditions: rose to record an agreed text for the
A320 Joint Certification Basis when evolution of JAR was in progress
under the NPA procedure.
•
Harmonization conditions: to record, for the purpose of the A320
Joint Certification Basis, a common understanding with respect to
National variant. This should not be confused with the FAA/JAA
harmonised regulations.
(DGAC-F) SC-G17
Operational proving flights
(CAA-UK) SC-G17
Operational flight before certification
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AIRBUS
A318, A319, A320, A321
Page 79 of 119
Date: 28 June 2016
SECTION 3: A319 series - continued
SC-F3
SC-F4
SC-F6
SC-F7
SC-F8
SC-F9
SC-A.2.2.2.
SC-A.2.2.3.
HC-A.4.5.
HC-A.4.6.
SC-S11
HC-S23
HC-S24
EC-S30
SC-S33
SC-S52
EC-S54
HC-S72
SC-S74
SC-S75
SC-S76
SC-S77
Cockpit control - motion and effect of cockpit control
Static longitudinal stability
Static directional and lateral stability
Flight envelope protection
Normal load factor limiting
Dual control system
Design manoeuvre requirement
Design dive speed
Braked roll conditions
Speed control device
Limit pilot forces and torques
Standby gyroscopic horizon
VMO/MMO Warning (setting)
Autoflight system
Autothrust system
Operation without normal electrical power
Circuit protective devices
Flight recorder
Abnormal attitudes
Lightning protection indirect effects
Effect of external radiations up on aircraft systems
Integrity of control signal
5.2 The following Special Conditions developed for the A319 :
SC-A2
SC-F1
SC-F11
SC-S79
"Stalling Speeds for Structural Design" (see CRI A4002)
"Stalling and Scheduled Operating Speeds" (see CRI F4001)
"Accelerate-Stop distances and related performances, worn brakes”
(see CRI F4012)
"Brakes requirements, qualification and testing" (see CRI SE4003)
5.3 For A319, Airbus Industrie has elected to comply with the following A321 Special
Conditions:
SC-A1
SC-P1
SC-E1
"Interaction of Systems and Structure" (see CRI A 4001)
"FADEC" (see CRI P 4001)
"Resistance to Fire Terminology" (see CRI E 4005)
5.4 For any new application (new or modified aeroplane system and associated components)
after July 10, 1998, SC/IM-S76 (Effect of external radiations upon aircraft systems) are
superseded by SC/IM-S76-1 (CRI SE14).
5.5 For A319 weight variant 002 and for any further variant certification after Aug. 10, 1998,
the HC-A.4.5 (Braked roll conditions) is superseded by JAR 25.493(d) at Change 14 (CRI
A7).
5.6 For A319-115 and -133 models, the following JAR 25 paragraphs and Special Conditions
are upgraded at Change 14 and Orange Paper 96/1:
25.119(a)
25.121(d)/SC-F1 Appendix 3
25.145(b)(c)
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AIRBUS
A318, A319, A320, A321
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Date: 28 June 2016
SECTION 3: A319 series - continued
25.149(f)(g)(h)(i) and associated ACJ
This is introduced as Special Condition applicable to the "Third Rating", with a
wording as close as possible to those paragraphs of the NPA 25B-261 involving
the Go-around rating (CRI F8).
5.7 The following special conditions have been developed post Type Certification:
SC H-01
Enhanced Airworthiness Programme for Aeroplane Systems ICA on EWIS (applicable from May 2010)
SC E-34
Seat with inflatable restraints
SC E-13
Installation of inflatable restraints
SC D-0306
Heat release and smoke density requirements to seat material
(applicable from June 2010)
SC P-27
Flammability Reduction System
If fitted, the centre fuel tank of aircraft which have made their
first flight after 1st of January 2012 must be equipped in
production with a fuel tank Flammability Reduction System
(modification 38062). This system shall remain installed and
operative and can only be dispatched inoperative in accordance
with the provisions of the MMEL revision associated with
modification 38062. If modification 38062 (Fuel Tank Inerting
System (FTIS)) is embodied on A318, A319, A320, or A321
airplanes, the airplane is compliant with paragraph FR Section
25.981(a) & (b) at amendment 25-102, Part 25 appendix M & N
at amendment 25-125, and Section 26.33 at amendment 26-3.
SC-E10
High altitude airport operations (up to 14,100 ft)” (see CRI E10).
SC E-48
Fuel Tank Safety
SC F-0311-001 Flight Recorders including Data Link Recording
SC D-0322-001 Installation of suite type seating
SC D-0332-001 Towbarless Towing
5.8 Special Conditions for aircraft equipped with MOD 160500 & 160080
SC F-16
Static directional and lateral stability
A318 SC F-5001 Stalling and scheduled operating speeds
A318 SC F-5004 Static Longitudinal Stability and Low energy awareness
A318 SC A-5003 Design Dive Speed Vd
Note: All other original Special Conditions applicable to each model remain effective.
6. Exemptions
No exemptions
7. Deviations
None
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A318, A319, A320, A321
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SECTION 3: A319 series - continued
8. Equivalent Safety Findings
8.1 Equivalent Safety findings to the following requirements are granted, as documented in
relevant CRIs:
JAR 25-783(f) "Doors" (see CRI SM 4004 "Passenger doors"; The same
Equivalent Safety finding was previously granted for
A320 and A321).
JAR 25-807(c)(1)
"Passengers emergency exits" (see CRI E 4001 - "Exit
configuration" issued on the basis of the JAA policy
dated December 1995).
JAR 25-813(c)(1)
"Emergency exit access" (see CRI E 4105 - "Type III
over wing emergency exit access", issued on the basis
of A320 CRI E2105 issue 3).
JAR 25-933(a)(1)
"Reversing systems" (see CRI P4008 - "Thrust Reverser
Auto restow", issued on the basis of A320 CRI P1002).
JAR AWO 313
"Minimum approach break-off height" (see CRI SE 4005
- "Minimum approach break-off height").
8.2 The following Equivalent Safety Findings have been developed post Type Certification:
FAR 25.856(b)
Fuselage burnthrough protection in bilge area (see CRI
E-32)
If modifications 150700, and 37270 (with CLS option
only), 37048 and 36985 are embodied in production on
A318, A319, A320, or A321 airplanes, the airplane is
compliant
with
Fuselage
Flame
Penetration
“Burnthrough” requirements addressed by paragraph 14
CFR Part 25.856(b) Amdt 25-111 (See CRI E-28).
Regarding the fuselage skin in the bilge area, EASA
issued an equivalent level of safety finding through CRI
E-28.
14CFR Part 25.856(a) Improved flammability standards for insulation materials
(CRI E18)
JAR 25.812(b)(1)(ii)
Photo-luminescent EXIT sign for MCD (Moveable Class
Divider) (CRI E14) (optional)
JAR 25.811(f)
Emergency exit marking reflectance (CRI E16)
JAR 25.812(b)(1)(i)(ii) Symbolic EXIT signs as an alternative to red EXIT signs
for passenger aircraft (CRI SE-42) (optional)
JAR 25.785(c)
Forward facing seats with more than 18° to aircraft
centerline. (CRI D-0329-001) (optional)
JAR 25.1443(c)
Minimum Mass Flow of Supplemental Oxygen (CRI F20) (optional)
JAR 25.1441(c)
Crew Determination of Quantity of Oxygen in Passenger
Oxygen System (CRI F-21) (optional)
8.3 Equivalent Safety Findings for aircraft equipped with MOD 160500 & 160080
25.1419(c)
F-19
Flight in natural icing condition
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A318, A319, A320, A321
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SECTION 3: A319 series - continued
Note: The original ESFs applicable to each model remain effective.
8.4 Equivalent Safety Findings for aircraft equipped with MOD 157777
CS25.807(g) D-03
Over-performing Type I exit
9. Environmental Protection Standards
ICAO Annex 16:
Vol. I , Part II
Vol. II, Part II
Vol. II, Part III Chapter 2
Noise Requirements
Fuel Venting
Emissions
Notes: Further details are defined within TCDSN EASA.A.064
10. ETOPS
The Type Design, system reliability and performance of A319 models were found
capable for Extended Range Operations when configured, maintained and operated in
accordance with the current revision of the ETOPS Configuration, Maintenance and
Procedures (CMP) document, SA/EASA: AMC 20-6/CMP.
This finding does not constitute an approval to conduct Extended Range Operations
(operational approval must be obtained from the responsible Authority).
The following table provides details on the ETOPS approvals.
Aircraft model
Engine Type
A319-111
A319-112
A319-113
A319-114
A319-115
A319-131
A319-132
A319-133
CFM56-5B5
CFM56-5B6
CFM56-5A4
CFM56-5A5
CFM56-5B7
V2522-A5
V2524-A5
V2527M-A5
120 min
Approval Date
14 February 1997
14 February 1997
14 February 1997
14 February 1997
25 November 1999
14 February 1997
14 February 1997
25 November 1999
180 min
Approval Date
11 March 2004
11 March 2004
11 March 2004
11 March 2004
11 March 2004
11 March 2004
11 March 2004
11 March 2004
Note:
The Configuration, Maintenance and Procedure Standards for extended range twin-engine
airplane operations are contained in ETOPS CMP document reference SA/EASA: AMC 206/CMP at latest applicable revision. Certificated models are A319-111/-112/-113/-114/-115/131/-132/-133, with all applicable engines.
Embodiment of modification:
36666 provides ETOPS 120 mn capability for EASA
32009 provides ETOPS 180 mn capability for EASA
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AIRBUS
A318, A319, A320, A321
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Date: 28 June 2016
SECTION 3: A319 series - continued
11. Operational Suitability Data
Cabin Crew Data: CRI CCD-01
Flight Crew Data: CRI FCD-01
Master Minimum Equipment List: CRI MMEL-01
III. Technical Characteristics and Operational Limitations
1. Type Design Definition
1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8
Certificated model: A319-111
Definition of reference airplane by doc: AI/EA-S 413.0700/96
(00J000A0011/C21).
Certificated model: A319-112
Definition of reference airplane by doc: AI/EA-S 413.0505/96
(00J000A0003/C21).
Certificated model: A319-113
Definition of reference airplane by doc: AI/EA-S 413.1377/96
(00J000A0113/C21).
Certificated model: A319-114
Definition of reference airplane by doc: AI/EA-S 413.1400/96
(00J000A0114/C21).
Certificated model: A319-115
Definition of reference airplane by doc: AI/EA-S 413.1204/99
(00J000A0115/C21)
Certificated model: A319-131
Definition of reference airplane by doc: AI/EA-S 413.3250/96
(00J000A0131/C21)
Certificated model: A319-132
Definition of reference airplane by doc: AI/EA-S 413.3300/96
(00J000A0132/C21)
Certificated model: A319-133
Definition of reference airplane by doc: AI/EA-S 413.1205/99
(00J000A0133/C21)
NOTES
Model conversions:
- If modification 30149 is embodied on A319-113 model powered with CFM565A4 engines, it is converted into A319-114 model, powered with CFM56-5A5
engines.
- If modification 34281 is embodied on A319-111 model powered with CFM565B5/P engines, it is converted into A319-112 model, powered with CFM565B6/P engines.
- If modification 34815 is embodied on A319-132 model powered with V2524-A5
engines, it is converted into A319-133 model, powered with V2527M-A5
engines.
- If modification 156502 is embodied on A319-111 model powered with CFM565B5/3 engines, it is converted into A319-112 model, powered with CFM565B6/3 engines.
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A318, A319, A320, A321
Page 84 of 119
Date: 28 June 2016
SECTION 3: A319 series - continued
-
-
-
-
-
-
If modification 155359 is embodied on A319-131 model powered with V2522A5 engines, it is converted into A319-132 model, powered with V2524-A5
engines.
If modification 39029 is embodied on A319-112 model powered with CFM565B6/3 engines, it is converted into A319-115 model, powered with CFM565B7/3 engines
If modification 39122 is embodied on A319-115 model powered with CFM565B7/3 engines, it is converted into A319-112 model, powered with CFM565B6/3 engines
If modification 152186 is embodied on A319-115 model powered with CFM565B7/P or /3 engines, it is converted into A319-111 model, powered with
CFM56-5B5/P or /3 engines
If modification 153779 is embodied on A319-111 model powered with CFM565B5/3 or /P engines, it is converted into A319-115 model, powered with
CFM56-5B7/3 or /P engines
If modification 39236 is embodied on A319-112 model powered with CFM565B6/3 or /P engines, it is converted into A319-111 model, powered with
CFM56-5B5/3 or /P engines
2. Description
Twin turbo-fan, short to medium range, single aisle, transport category airplane.
3. Equipment
A319-111
Equipment approved for installation
List ref. 00J000A0012/COS.
A319-112
Equipment approved for installation
List ref. 00J000A0004/COS.
A319-113
Equipment approved for installation
List ref. 00J000A0113/C0S.
A319-114
Equipment approved for installation
List ref. 00J000A0114/C0S.
A319-115
Equipment approved for installation
List ref. 00J000A0115/C0S.
A319-131
Equipment approved for installation
List ref. 00J000A0131/C0S.
A319-132
Equipment approved for installation
List ref. 00J000A0132/C0S.
A319-133
Equipment approved for installation
List ref. 00J000A0133/C0S.
is listed in the Certification Standard Equipment
is listed in the Certification Standard Equipment
is listed in the Certification Standard Equipment
is listed in the Certification Standard Equipment
is listed in the Certification Standard Equipment
is listed in the Certification Standard Equipment
is listed in the Certification Standard Equipment
is listed in the Certification Standard Equipment
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A318, A319, A320, A321
Page 85 of 119
Date: 28 June 2016
SECTION 3: A319 series - continued
Note
The type design definitions and certification standard equipment lists are complemented by
doc. 00D000A0546/COS “A319-100/A321-200 FMGC Type Std Evolution” and doc.
00J000A0067/COS “A319-111/112 ATC Transponder Type Std Evolution”.
Cabin furnishings, equipment and arrangement shall be in conformance to the following
specifications:
ref. 00 D 252 K 0004/C01 for Cabin seats
ref. 00 D 252 K 0019/C01 for Galleys
4. Dimensions
Principal dimensions of A319 Aircraft:
Length:
Width:
(if MOD 160500 is installed)
Height:
Width at horizontal stabilizer:
Outside fuselage diameter:
Distance between engine axes:
Distance between main landing gear:
Distance between nose and main landing gear:
33.84 m
34.10 m
35,80 m
11.76 m
12.45 m
3.95 m
11.51 m
7.59 m
11.04 m
5. Engines
The list below lists the basic engines fitted on the aircraft models. The notes describe usual
names and certified names as well as new engines variants.
A319-111
Two CFMI
A319-112
Two CFMI
A319-113
Two CFMI
A319-114
Two CFMI
CFM 56-5B5 jet engines (MOD 24932).
CFM 56-5B6 jet engines (MOD 25287), or
CFM 56-5B6/2 jet engines (MOD 25530).
CFM 56-5A4 jet engines (MOD 25238), or
CFM 56-5A4/F jet engines (MOD 23755).
CFM 56-5A5 jet engines (MOD 25286), or
CFM 56-5A5/F jet engines (MOD 23755).
A319-115
Two CFMI
CFM 56-5B7 jet engines (MOD 27567)
A319-131
Two IAE
V2522-A5 jet engines (MOD 26152)
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A318, A319, A320, A321
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SECTION 3: A319 series - continued
A319-132
Two IAE
V2524-A5 jet engines (MOD 26298)
A319-133
Two IAE V2527M-A5 jet engines (MOD 27568)
Notes:
1. From March 31st 2008, there is no longer any CFM56-5B5 non /P in field or in
production.
2. From March 31st 2008, there is no longer any CFM56-5B6 non /P in field or in
production.
3. From March 31st 2008, there is no longer any CFM56-5B6/2 non /P in field or in
production.
4. From March 31st 2008, there is no longer any CFM56-5B7 non /P in field or in
production.
5. If modification 25800 is embodied on models with CFM-5B engines, the engine
performance is improved. The engine denomination changes to /P. The
modification is currently applicable for:
A319-111: CFM 56-5B5 (SAC) which changes to CFM 56-5B5/P
A319-112: CFM 56-5B6 (SAC) which changes to CFM 56-5B6/P
A319-112: CFM 56-5B6/2 (DAC) which changes to CFM 56-5B6/2P
A319-115: CFM 56-5B7 (SAC) which changes to CFM 56-5B7/P
CFM 56-5B/"non-P" engine can be intermixed with CFM 56-5B/P engine on the
same aircraft.
6. A319-112 CFM 56-5B6 engine can be intermixed with CFM 56-5B6/2 engine (MOD
25532) on the same aircraft (AFM supplement).
7. If modification 26610 is embodied on models with CFM-5B/2 (DAC) engines, the
engine performance and gaseous emission levels are improved.
A319-112:
CFM 56-5B6/2 (DAC) which changes to CFM 56-5B6/2P (DAC II C)
CFM 56-5B/2 "non P" (DAC) engine can be intermixed with CFM 56-5B/2P (DAC II C)
engine on the same aircraft (AFM supplement).
CFM 56-5B/P or / "non P" (SAC) engine can be intermixed with CFM 56-5B/2P (DAC II C)
engine on the same aircraft (AFM supplement).
Modification 26610 is not compatible with modification 160080 (sharklet retrofit).
8. Introduction of CFM56-5Bx/3 “Tech Insertion” engine is done through embodiment
of modification 37147 in production or 38770 in field.
This modification is only applicable on CFM56-5Bx /P SAC engines.
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A318, A319, A320, A321
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SECTION 3: A319 series - continued
If modification 37147 is embodied on models with CFM-5B engines, the engine
denomination changes to /3.
The modification is currently applicable for:
A319-111:
A319-112:
A319-115:
CFM 56-5B5 (SAC) which changes to CFM 56-5B5/3
CFM 56-5B6 (SAC) which changes to CFM 56-5B6/3
CFM 56-5B7 (SAC) which changes to CFM 56-5B7/3
Modification 37147 has been demonstrated as having no impact on previously certified
noise levels.
The engine characteristics remain unchanged.
CFM56-5Bx/3 engine can be intermixed with
considerations as prescribes in modification 38573.
CFM56-5Bx/P
engine
under
9. CFM56-5B engines are not compatible with modification 160080 (Sharklet retrofit)
unless modification 37147 or modification 38770 are installed.
6. Auxiliary Power Unit
APU GARRETT
GARRETT AIRESEARCH GTCP 36-300 (A)
(Specification 31-5306B)
Approved oils: see GARRETT REPORT GT.7800
APU Pratt & Whitney Rzeszow S.A. (Option)
The APU Pratt & Whitney Rzeszow S.A. installation is defined by MOD 22562 or MOD
35864.
Pratt & Whitney Rzeszow S.A. APS 3200 (Specification ESR 0802, Rev. A).
Approved oils: in conformance to MIL-L-7808, MIL-L-23699 or DERD 2487.
APU AlliedSignal (Option)
The APU Honeywell International installation is defined by MOD 25888.
Honeywell International 131-9[A] (Specification 4900 M1E 03 19 01)
Approved oils: according to model Specification 31-12048A-3A.
Note: for A319 models, the APU Pratt & Whitney Rzeszow S.A. APS 3200 (MOD 35864) is
the production standard from MSN 2643.
7. Propellers
N/A
8. Fluids (Fuel, Oil, Additives, Hydraulics)
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A318, A319, A320, A321
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SECTION 3: A319 series - continued
Fuel
Fuel Specification: See installation manual: document CFM 2026 or CFM 2129 or document IAE
- 0043
TYPE
SPECIFICATION (NAME)
FRANCE
Kerosene DCSEA
134-D
(F34)
USA
UK
ASTM D 1655 (JET A) DEF STAN 91/91 (AVTUR)
(JET A1)
(JET A1)
MIL-DTL
83133-H
Wide cut
(JP 8)
ASTM D 6615 (JET B)
RUSSIA
GOST
10227-86
DEF STAN 91/87 (AVTUR/FS GOST
R
iss 7
II)
52050-2006
(JET A1)
(RT)
(TS1)*
CHINA
GB
6537- (N°3 Jet
2006
Fuel)
JET A1
DEF STAN 91/88 (AVTAG/FS
II)
MIL-DTL 5624 (JP 4)
High flash DCSEA
point
144-C
(F-44)
MIL-DTL 5624- (JP 5)
V
DEF STAN 91/86 (AVCAT/FS
iss 7
II)
* For IAE engines, TS-1 is cleared for transient use (less than 50% of operations)
OIL
For oil specification:
Engine
CFM56-5B5
CFM56-5B6
CFM56-5B6/2
CFM56-5B7
CFM56-5A4
CFM56-5A4/F
CFM56-5A5
CFM56-5A5/F
Approved Oils SB CFMI 79-001-OX
IAE V2522-A5
IAE V2524-A5
IAE V2527M-A5
-5A4/F
See doc IAE 0043 Sect 4.9 (MIL-L-23699)
Additives
Refer to Airbus Consumable Material List (CML) and CFM SB 73-0122 or IAE Standard
Practices and Processes Manual for CIS fuel additives. The above mentioned fuels and
additives are also suitable for the APU.
Hydraulics
Hydraulic fluids: Type IV or Type V - Specification NSA 30.7110.
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TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 89 of 119
Date: 28 June 2016
SECTION 3: A319 series - continued
9. Fluid Capacities
Fuel quantity (0,8 kg/liter)
A319 aircraft (without MOD 160001)
Tank
Wing
Center
3 TANK AIRPLANE
Usable fuel Unusable fuel
liters (kg)
liters (kg)
15 609
58.9
(12 487)
(47.1)
8 250
23.2
(6 600)
(18.6)
ACT
TOTAL
23 859
(19 087)
82.1
(65.7)
4 or 5 TANK AIRPLANE*
Usable fuel
Unusable fuel
liters (kg)
liters (kg)
15 609
58.9
(12 487)
(47.1)
8 250
23.2
(6 600)
(18.6)
3 121 / 6 242
17 / 34
(2 497 / 4 994) (13.6 / 27.2)
26 980 / 30 101 99.1 / 116.1
(21 584 / 24
(79.3 / 92.9)
081)
4 or 5 TANK AIRPLANE**
Usable fuel
Unusable fuel
liters (kg)
liters (kg)
15 609
58.9
(12 487)
(47.1)
8 250
23.2
(6 600)
(18.6)
2 992 / 5 984
17 / 34
(2 393 / 4 786) (13.6 / 27.2)
99.1 / 116.1
26 851 /
(79.3 / 92.9)
29 843
(21 480 /
23 873)
* see note 1 below
** see note 2 below
Tank
Wing
Center
ACT
TOTAL
6 or 7 TANK AIRPLANE*
Usable fuel
Unusable fuel
liters (kg)
Liters (kg)
15 609
58.9
(12 487)
(47.1)
8 250
23.2
(6 600)
(18.6)
8 428 / 10 614 56 /78
(6 743 / 8 492) (44.8 / 62.4)
32 287 / 34 473 138.1 / 160.1
(25 830 / 27
(110.5 / 128.1)
579)
* see note 1 below
8 or 9 TANK AIRPLANE*
Usable fuel
Unusable fuel
liters (kg)
liters (kg)
15 609
58.9
(12 487)
(47.1)
8 250
23.2
(6 600)
(18.6)
13 660 / 16 781 90 / 107
(10 929 / 13
(72 / 85.6)
426)
37 519 / 40 640 172.1 / 189.1
(30 016 / 32
(137.7 / 151.3)
513)
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TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 90 of 119
Date: 28 June 2016
SECTION 3: A319 series - continued
A319 aircraft (with MOD 37331 and MOD 160001 )
TANK
WING
3 TANK AIRPLANE
Usable fuel Unusable
liters (kg)
fuel
liters (kg)
15 919
58.9
(12 735)
(47.1)
8 248
23.2
(6 598)
(18.6)
4 TANK AIRPLANE
Usable fuel Unusable
liters (kg)
fuel
liters (kg)
15 919
58.9
(12 735)
(47.1)
8 248
23.2
(6 598)
(18.6)
2992
17
(2 393)
(13.6)
4 or 5 TANK AIRPLANE *
Usable fuel Unusable fuel
liters (kg)
liters (kg)
15 919
58.9
(12 735)
(47.1)
CENTER
8 248
23.2
(6 598)
(18.6)
17 / 34
ACT (*)
2 992 /
(13.6 / 27.2)
5 984
(2 393 /
4 786)
TOTAL
24 167
82.1
27 159
99.1
27 159 /
99.1 / 116.1
(19 334)
(65.7)
(21 727)
(79.3)
30 151
(79.3 / 92.9)
(21 727 /
24 121)
(*) On the A319 aircraft, the certification of installing one or two Additional Center
Tanks (ACT) in bulk version is defined by modification 33973.
An alternative is the installation of one ACT only (with the provisions for only one ACT),
as defined by modification 37226.
Tank
Wing
Center
ACT
TOTAL
6 or 7 TANK AIRPLANE*
Usable fuel
Unusable fuel
liters (kg)
Liters (kg)
15 919
58.9
(12 735)
(47.1)
15 919
58.9
(12 735)
(47.1)
8 428 / 10 614 56 /78
(6 743 / 8 492) (44.8 / 62.4)
32 595 / 34 781 138.1 / 160.1
(26 076 / 27
(110.5 / 128.1)
825)
* see note 1 below
8 or 9 TANK AIRPLANE*
Usable fuel
Unusable fuel
liters (kg)
liters (kg)
15 919
58.9
(12 735)
(47.1)
15 919
58.9
(12 735)
(47.1)
13 660 / 16 781 90 / 107
(10 929 / 13
(72 / 85.6)
426)
37 827 / 40 948 172.1 / 189.1
(30 262 / 32
(137.7 / 151.3)
759)
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TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 91 of 119
Date: 28 June 2016
SECTION 3: A319 series - continued
A319 aircraft (without MOD 37331 and with MOD 160001)
TANK
WING
3 TANK AIRPLANE
Usable fuel Unusable
liters (kg)
fuel
liters (kg)
15 569
58.9
(12 455)
(47.1)
8 248
23.2
(6 598)
(18.6)
4 TANK AIRPLANE
Usable fuel Unusable
liters (kg)
fuel
liters (kg)
15 569
58.9
(12 455)
(47.1)
8 248
23.2
(6 598)
(18.6)
2992
17
(2 393)
(13.6)
4 or 5 TANK AIRPLANE *
Usable fuel Unusable fuel
liters (kg)
liters (kg)
15 569
58.9
(12 455)
(47.1)
CENTER
8 248
23.2
(6 598)
(18.6)
ACT (*)
2 992 /
17 / 34
5 984
(13.6 / 27.2)
(2 393 /
4 786)
TOTAL
23 817
82.1
26 809
99.1
26 809 /
99.1 / 116.1
(19 054)
(65.7)
(21 447)
(79.3)
29 801
(79.3 / 92.9)
(21 447 /
23 841)
(*) On the A319 aircraft, the certification of installing one or two Additional Center
Tanks (ACT) in bulk version is defined by modification 33973.
An alternative is the installation of one ACT only (with the provisions for only one ACT),
as defined by modification 37226.
On the series A319 equipped with IAE engines, introduction of standard of wingbox
with dry bay (modification 37332) will decrease the fuel capacity by 350 liters.
Tank
Wing
Center
ACT
TOTAL
6 or 7 TANK AIRPLANE*
Usable fuel
Unusable fuel
liters (kg)
Liters (kg)
15 569
58.9
(12 455)
(47.1)
8 248
23.2
(6 598)
(18.6)
8 428 / 10 614 56 /78
(6 743 / 8 492) (44.8 / 62.4)
32 245 / 34 431 138.1 / 160.1
(25 796 / 27
(110.5 / 128.1)
545)
* see note 1 below
8 or 9 TANK AIRPLANE*
Usable fuel
Unusable fuel
liters (kg)
liters (kg)
15 569
58.9
(12 455)
(47.1)
8 248
23.2
(6 598)
(18.6)
13 660 / 16 781 90 / 107
(10 929 / 13
(72 / 85.6)
426)
37 477 / 40 598 172.1 / 189.1
(29 982 / 32
(137.7 / 151.3)
479)
Notes:
1- On A319 for Corporate Jet use, the certification of installing up to six Additional
Center Tanks (ACT) in bulk version is defined by modification 28238. The approval
together with structural and system provisions is subject of Major Change J1-CJT
(compliance to CRI P9).
A319 for Corporate Jet use are defined through the following set of
modifications:
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TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 92 of 119
Date: 28 June 2016
SECTION 3: A319 series - continued
modification 28238:
modification 28162:
modification 28342:
Installation of up to 6 ACTs
Extension of the flight envelope up to 41000ft
Extension of the forward C.G.
2- The certification of installing one or two Additional Center Tanks (ACT) in bulk
version is defined by modification 33973. The approval together with structural and
system provisions is subject of Major Change J-33973 (compliance to CRI P9).
10. Airspeed Limits (Indicated Airspeed – IAS – unless otherwise stated)
Maximum Operating Mach (MMO):
Maximum Operating Speed (VMO):
Manoeuvring Speed (VA):
0,82
350 kt
see Limitations Section of the EASA
approved Flight Manual
see table below
Extended Flaps/Slats Speed (VFE):
Configuration
1
Slats/Flaps
(°)
18/0
18/10*
22/15
22/20
VFE (kt)
Intermediate approach
Take-off
2
Take-off and approach
3
Take-off,
approach,
landing
Full
27/40
177
Landing
* Auto flap retraction at 210 kt in Take-off configuration
Landing gear:
VLE - Extended:
VLO - Extension:
Retraction:
Tyres limit speed (ground speed):
230
215
200
185
280 kt/Mach 0.67
250 kt
220 kt
195.5 kt (225 mph)
11. Flight Envelope
Maximum operating altitude:
39 100 ft (pressure altitude)
41 000 ft (pressure altitude)
39 800 ft (pressure altitude)
if
modification
28162
is
(A319-112/-115/-132/-133 only)
if modification 30748 is embodied
embodied
12. Operating Limitations
See the appropriate EASA approved Airplane Flight Manual
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TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 93 of 119
Date: 28 June 2016
SECTION 3: A319 series - continued
Powerplant (2.2482 lb/daN)
CFMI Engines
CFMI
Engine
CFM56-5B5
Data sheets
CFM56-5B7
E37NE (FAA)
E38NE (FAA)
EASA.E.003
CFM56-5B6
CFM56-5B6/2
E37NE (FAA)
E38NE (FAA)
EASA.E.003
9 786 daN
(22 000 lbs)
10 453 daN
(23 500 lbs)
12 010 daN
(27 000 lb)
E37NE (FAA)
E38NE (FAA)
EASA.E.003
CFM56-5A4
CFM56-5A4/F
E28NE (FAA)
CFM56-5A5
CFM56-5A5/F
E28NE (FAA)
M-15 (DGAC)
M-IM19
(DGAC)
M-15 (DGAC)
M-IM19
(DGAC)
9 786 daN
(22 000 lbs)
10 453 daN
(23 500 lbs)
Static thrust
at sea level
Take-off (5 min)*
(Flat rated 30° C)
9 195 daN
9 195 daN
10 840 daN
9 008 daN
9 008 daN
Maximum
(20 670 lbs)
(20 670 lbs)
(24 370 lb)
(20 250 lbs)
(20 250 lbs)
continuous
(Flat rated 25° C)
* 10 minutes at take-off thrust allowed only in case of engine failure (at take-off or during goaround) in accordance with DGAC "Fiche de Caractéristiques Moteur".
.
Other engine limitations: see the relevant Engine Type Certificate Data Sheet.
IAE Engines
Engine
Data sheets
IAE
V2522-A5
E40NE (FAA)
EASA.E.069
V2524-A5
E40NE (FAA)
EASA.E.069
V2527M-A5
E40NE (FAA)
EASA.E.069
10 249 daN
(23 040 lb)
10 889 daN
(24 480 lb)
11 031 daN
(24 800 lb)
Static thrust
at sea level
Take-off (5 min)*
(Flat rated 30° C)
9 893 daN
8 540 daN
8 540 daN
Maximum
(22 240 lb)
(19 200 lb)
(19 200 lb)
continuous
(Flat rated 25° C)
* 10 minutes at take-off thrust allowed only in case of engine failure (at take-off or
during go-around) in accordance with DGAC "Fiche de Caractéristiques Moteur".
Other engine limitations: see the relevant Engine Type Certificate Data Sheet.
Note:
A319-113/-114 (CFM 56-5A4/F or -5A5/F engines):
 The maximum permissible gas temperature at take-off and max. continuous is
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Issue: 22
AIRBUS
A318, A319, A320, A321
Page 94 of 119
Date: 28 June 2016
SECTION 3: A319 series - continued


extended to 915° C and 880° C respectively. However, the ECAM indication remains at
890° C and 855° C.
CFM 56-5A4 engines can be intermixed with CFM 56-5A4/F engine (MOD 23755) on
the same aircraft.
CFM 56-5A5 engines can be intermixed with CFM 56-5A5/F engine (MOD 23755) on
the same aircraft.
12.1 Approved Operations
Transport Commercial operations
12.2 Other Limitations
For a complete list of applicable limitations, see the appropriate EASA approved Airplane
Flight Manual.
13. Maximum Certified Masses
A319-111/A319-112/A319-113/A319-114/A319-115/A319-131/A319-132/A319-133
64 400
64 000
61 000
57 000
35 400
001
MOD
25328
70 400
70 000
61 000
57 000
35 400
002
MOD
27112
75 900
75 500
62 500
58 500
35 400
003
MOD
26457
68 400
68 000
61 000
57 000
35 400
004
MOD
28053
68 400
68 000
62 500
58 500
35 400
005
MOD
28136
70 400
70 000
62 500
58 500
35 400
006
MOD
33418
73 900
73 500
62 500
58 500
35 400
007
MOD
35197
Max. Ramp Weight
75 900
Max. Take-off Weight 75 500
Max. Landing Weight
61 000
Max. Zero Fuel Weight 57 000
Minimum Weight
35 400
008
MOD
36291
64 400
64 000
62 500
58 500
35 400
009
MOD
36292
66 400
66 000
62 500
58 500
35 400
010 (*)
MOD
39021
76 900
76 500
62 500
58 500
35 400
011
MOD
36933
66 400
66 000
61 000
57 000
35 400
012
MOD
36934
62 400
62 000
61 000
57 000
35 400
013 (**)
MOD
153453
75 900
75 500
62 500
52 000
35 400
VARIANT
000
BASIC
Max. Ramp Weight
Max. Take-off Weight
Max. Landing Weight
Max. Zero Fuel Weight
Minimum Weight
VARIANT
* WV010 is only certified for A319 in Corporate Jet configuration (modifications 28238,
28162 and 28342).
** WV013 is only certified for A319-133, MSN 4042
Note:
1. MOD 160500 and 160080 are approved for WV 00 to WV 12, only.
14. Centre of Gravity Range
See EASA approved Airplane Flight Manual.
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AIRBUS
A318, A319, A320, A321
Page 95 of 119
Date: 28 June 2016
SECTION 3: A319 series - continued
15. Datum
Station 0.0, located 2.540 meters forward of airplane nose
16. Mean Aerodynamic Chord (MAC)
4.1935 meters
17. Levelling Means
The A/C can be jacked on three primary jacking points.
See the appropriate EASA approved Weight and Balance Manual
18. Minimum Flight Crew
2 pilots
19. Maximum Passenger Seating Capacity and associated minimum number of cabin
crew
The table below provides the certified Maximum Passenger Seating Capacities (MPSC), the
corresponding cabin configuration (exit arrangement and modifications) and the associated
minimum numbers of cabin crew members used to demonstrate compliance with the
certification requirements:
Passenger Seating Capacity & Cabin Configuration
Cabin crew
160
(C-III-III-C, Mod 32208)
4
150
150
(C-III-III-C, Mod 32208 and 150365)
(C*-III-C*, Mod 157777)
3
3
145
(C-III-C)
3
Note: C* is the over-performing exit according to modification 157777
The original maximum passenger seating capacity is 145.
The Modification 157777 enables the maximum seating capacity to be increased from
145 up to 150. This modification defines a virtual envelope of the Layout of Passenger
Accommodations (LOPA) and does not constitute an authorization for the installation of
seats in excess of 145. A separate approval is needed for the installation of the
individual customized cabin layout and the necessary cabin adaptations up to 150
seats.
Notes:
A second pair of overwing emergency exit (Type III) can be installed by embodiment of
modification 32208.
1. The LH & RH rear passenger doors can be de-activated by embodiment of
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Issue: 22
AIRBUS
A318, A319, A320, A321
Page 96 of 119
Date: 28 June 2016
SECTION 3: A319 series - continued
modification 37807. In this case, the maximum number of passengers is 80.
2. For aircraft models A319-115, A319-132 and A319-133, the Type III emergency exit
hatch can be de-activated by embodiment of modification 152777. In this case, the
maximum number of occupants in the passenger cabin is limited to zero during taxi,
take-off, flight and landing, unless terms and conditions to occupy specific cabin areas
have been approved by operator's competent airworthiness authority
21. Baggage/ Cargo Compartment
CARGO COMPARTMENT
Forward
Aft
Rear (bulk)
MAXIMUM LOAD (kg)
2 268
3 021
1 497
For the positions and the loading conditions authorized in each position (references of
containers, pallets and associated weights) see Weight and Balance Manual, ref.
00 J 080 A 0001/C1S Chapter 1.10.
22. Wheels and Tyres
See SB A320-32-1007
IV. Operating and Service Instructions
1. Airplane Flight Manual (AFM)
EASA Approved Airplane Flight Manual for A319 (Airbus Compliance Document….)
2. Instructions for Continued Airworthiness and Airworthiness Limitations
Airworthiness limitations
*
Limitations applicable to Safe Life Airworthiness Limitation Items are provided in the
A318/A319/A320/A321 Airworthiness Limitations Section (ALS) sub-parts 1-2 and 1-3
approved by the EASA.
* Limitations applicable to Damage Tolerant Airworthiness Limitation Items are provided
in the A318/A319/A320/A321 Airworthiness Limitations Items document (ALS Part 2)
approved by the EASA.
Note: Depending on the kind of A/C operation (CJ or not), the appropriate limitations
have to be considered.
* Certification Maintenance Requirements are provided in A318/A319/A320/A321
Airworthiness Limitations Section (ALS) Part 3 approved by the EASA.
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AIRBUS
A318, A319, A320, A321
Page 97 of 119
Date: 28 June 2016
SECTION 3: A319 series - continued
* Ageing Systems Maintenance (ASM) limitations are provided in the
A318/A319/A320/A321 Airworthiness Limitations Section (ALS) Part 4 approved by the
EASA.
* Fuel Airworthiness Limitations are provided in A318/A319/A320/A321
Airworthiness Limitations document (ALS Part 5) approved by the EASA.
Fuel
Note: For A319-111, 112, -113, -114, -115, -131, -132, -133 models without sharklets, the
embodiment of modification 155789 leads to change the maintenance program and its
associated Limit of Validity (LoV) from 48,000FC/60,000FH to 60,000FC/120,000FH
(whichever occurs first).
Other limitations
See EASA approved Flight Manual.
3. Weight and Balance Manual (WBM)
Airbus Compliance Document 00J80A0001/C1S
V Operational Suitability Data (OSD)
The Operational Suitability Data elements listed below are approved by the European Aviation
Safety Agency under the EASA Type Certificate EASA.A.064 as per Commission Regulation
(EU) 748/2012 as amended by Commission Regulation (EU) No 69/2014.
1. Master Minimum Equipment List
a.
The Master Minimum Equipment List has been approved as per the defined
Operational Suitability Data Certification Basis and as documented in A320
MMEL reference “MMEL STL11000” at the latest applicable revision.
b.
Required for entry into service by EU operator.
2. Flight Crew Data
a.
The Flight Crew data has been approved as per the defined Operational
Suitability Data Certification Basis and as documented in reference “A320
Operational Suitability Data Flight Crew - SA01RP1536744” at the latest
applicable revision.
b
Required for entry into service by EU operator.
c.
The aircraft models: A318, A319, A321 are determined to be variants to the
A320 aircraft model.
3. Cabin Crew Data
a.
b.
c.
The Cabin Crew data has been approved as per the defined Operational
Suitability Data Certification Basis and as documented in reference “A320
Operational Suitability Data Cabin Crew - SA01RP1534113” at the latest
applicable revision.
Required for entry into service by EU operator.
The aircraft models: A318, A319, A321 are determined to be variants to the
A320 aircraft model.
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AIRBUS
A318, A319, A320, A321
Page 98 of 119
Date: 28 June 2016
SECTION 3: A319 series - continued
VI. Notes
1. For models A319-111, A319-112, A319-113 and A319-114, modification 26799 (FM
without ACARS) or 26968 (FM ACARS) is the minimum standard to be qualified for Cat
IIIB precision approach.
For models A319-131 and A319-132, modification 26716 (FM without ACARS) or
26717 (FM ACARS) is the minimum standard to be qualified for Cat IIIB precision
approach.
2.
All other models are basically qualified for Cat IIIB precision approach.
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Issue: 22
AIRBUS
A318, A319, A320, A321
Page 99 of 119
Date: 28 June 2016
SECTION 4: A318 Series
I. General
1. Type/ model/ Variant
A318-111
A318-112
A318-121
A318-122
2. Performance Class:
A
3. Certifying Authority:
European Aviation Safety Agency (EASA)
Postfach 101253
D-50452 Köln
Deutschland
4. Manufacturer
AIRBUS
1, rond-point Maurice Bellonte
31707 BLAGNAC CEDEX – France
5. Joint Airworthiness Authority (JAA) Certification Application Date
Airbus Industrie has applied for A318 certification on December 11, 1998 by letter AI/EA-S
413.2952/1998
6. EASA Certification Application Date
N/A
7. DGAC-F / Joint Airworthiness Authority (JAA) Type Certification Date
A318-111:
A318-112:
May 23, 2003
May 23, 2003
TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 100 of 119
Date: 28 June 2016
SECTION 4: A318 series - continued
8. EASA Type Certification Date
EASA TCDS issue 1 issued December 21, 2005
A318-121:
A318-122:
December 21, 2005
December 21, 2005
Note: For A318-111/-112 models produced before the 21st of December 2005, DGAC-F TC
180 remains a valid reference
9. Production conditions
A318 aircraft, all series, all models, were produced in Hamburg (Germany) under
approval LBA.G.0009 issued by LBA to AIRBUS.
Since September 27, 2004, A318 aircraft were produced in Hamburg - Germany
under approval DE.21G.0009 issued by LBA to AIRBUS.
From July 21st, 2008, A318 aircraft are produced in Hamburg (Germany) under
approval EASA.21G.0001 issued by EASA to AIRBUS
II. Certification Basis
1. Reference Date for determining the applicable requirements
Airbus Industrie has applied for A318 certification on December 11, 1998 by letter AI/EA-S
413.2952/1998.
2. Initial Airworthiness Authority Type Certification Data Sheet No.
Original French TCDS DGAC no. 180 was replaced by the EASA TCDS A.064
3. Initial Airworthiness Authority Certification Basis
See below
4. EASA Airworthiness Requirements
Hereafter are listed the certification bases for the different A318 models. The amendments
made to a particular basis at the occasion of further A318 models certification are identified
per model.
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Issue: 22
AIRBUS
A318, A319, A320, A321
Page 101 of 119
Date: 28 June 2016
SECTION 4: A318 series - continued
The applicable Joint Certification Basis defined in CRI G5001 Issue 3 dated May 2003 are:
4.1 JAR 25 Change 11
except Subpart BB which remains at Change 10,
except all National Variants,
JAR 25 X 20 Change 14
JAR 25.21 Change 14
JAR 25.23 Change 14
JAR 25.25 Change 14
JAR 25.27 Change 14
JAR 25.29 Change 14
JAR 25.31 Change 14
JAR 25.101 Change 14
JAR 25.103 Change 14
JAR 25.105 Change 14
JAR 25.107 Change 14
JAR 25.109 Change 14
JAR 25.111 Change 14
JAR 25.113 Change 14 amended by OP 96/1
JAR 25.115 Change 14
JAR 25.117 Change 14
JAR 25.119 Change 14 amended by OP 96/1
JAR 25.121 Change 14 amended by OP 96/1
JAR 25.123 Change 14
JAR 25.125 Change 14 amended by OP 96/1
JAR 25.143 Change 14 amended by OP 96/1
JAR 25.145 Change 14 amended by OP 96/1
JAR 25.147 Change 14
JAR 25.149 Change 14 amended by OP 96/1
JAR 25.161 Change 14
JAR 25.171 Change 14
JAR 25.173 Change 14
JAR 25.175 Change 14
JAR 25.177 Change 14 amended by OP 96/1
JAR 25.181 Change 14
JAR 25.201 Change 14 amended by OP 96/1
JAR 25.203 Change 14 amended by OP 96/1
JAR 25.207 Change 14
JAR 25.231 Change 14
JAR 25.233 Change 14
JAR 25.235 Change 14
JAR 25.237 Change 14
JAR 25.251 Change 14
JAR 25.253 Change 14 amended by OP 96/1
JAR 25.255 Change 14
JAR 25X261 Change 14
JAR 25.305 Change 15
JAR 25.321 Change 15
JAR 25.331 Change 15
JAR 25.333 Change 15
JAR 25.335 Change 15
JAR 25.341 Change 15
JAR 25.343 Change 15
JAR 25.345 Change 15
JAR 25.349 Change 15
JAR 25.351 Change 15
JAR 25.361 Change 15 ONLY for A318-121/-122
JAR 25.363 Change 15 ONLY for A318-121/-122
JAR 25.365 Change 13
JAR 25.367 Change 15 ONLY for A318-121/-122
JAR 25.371 Change 15
JAR 25.373 Change 15
JAR 25.391 Change 15
JAR 25.415 Change 15
JAR 25.427 Change 15
JAR 25.445 Change 15
JAR 25.473 Change 15
JAR 25.479 Change 15
JAR 25.481 Change 15
JAR 25.483 Change 15
JAR 25.485 Change 15
JAR 25.491 Change 15
JAR 25.493(d) Change 14 amended by OP 96/1
JAR 25.499 Change 15
JAR 25.511 Change 15
JAR 25.X519 Change 13
JAR 25.561(c) Change 15
JAR 25.562 Change 14 (see CRI E5001)
JAR 25.571 Change 15
JAR 25.801 Change 14
JAR 25.803 Change 14
JAR 25.807 Change 14
JAR 25.809 Change 14
JAR 25.810 Change 14
JAR 25.811 Change 14
JAR 25.812 Change 14
JAR 25.813 Change 14
JAR 25.853 Change 14
JAR 25.855 Change 14
JAR 25.857 Change 14
JAR 25.858 Change 14
JAR 25.901 Change 15 ONLY for A318-121/-122
JAR 25.903 Change 15 ONLY for A318-121/-122
JAR 25.933 Change 15 ONLY for A318-121/-122
JAR 25.934 Change 15 ONLY for A318-121/-122
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Issue: 22
AIRBUS
A318, A319, A320, A321
Page 102 of 119
Date: 28 June 2016
SECTION 4: A318 series - continued
JAR 25.939 Change 15 ONLY for A318-121/-122
JAR 25.941 Change 15 ONLY for A318-121/-122
JAR 25.943 Change 15 ONLY for A318-121/-122
JAR 25.945 Change 15 ONLY for A318-121/-122
JAR 25.1041 Change15 ONLY for A318-121/-122
JAR 25.1043 Change15 ONLY for A318-121/-122
JAR 25.1045 Change15 ONLY for A318-121/-122
JAR 25.1091 Change15 ONLY for A318-121/-122
JAR 25.1093 Change15 ONLY for A318-121/-122
JAR 25.1103 Change15 ONLY for A318-121/-122
JAR 25.1105 Change15 ONLY for A318-121/-122
JAR 25.1107 Change15 ONLY for A318-121/-122
JAR 25.1121 Change15 ONLY for A318-121/-122
JAR 25.1123 Change15 ONLY for A318-121/-122
JAR 25.1125 Change15 ONLY for A318-121/-122
JAR 25.1127 Change15 ONLY for A318-121/-122
JAR 25.1141 Change15 ONLY for A318-121/-122
JAR 25.1143 Change15 ONLY for A318-121/-122
JAR 25.1163 Change15 ONLY for A318-121/-122
JAR 25.1165 Change15 ONLY for A318-121/-122
JAR 25.1167 Change15 ONLY for A318-121/-122
JAR 25.1181 Change15 ONLY for A318-121/-122
JAR 25.1182 Change15 ONLY for A318-121/-122
JAR 25.1183 Change15 ONLY for A318-121/-122
JAR 25.1185 Change15 ONLY for A318-121/-122
JAR 25.1187 Change15 ONLY for A318-121/-122
JAR 25.1189 Change15 ONLY for A318-121/-122
JAR 25.1191 Change15 ONLY for A318-121/-122
JAR 25.1193 Change15 ONLY for A318-121/-122
JAR 25.1501 Change 14
JAR 25.1517 Change 15
JAR 25.1583 Change 14
JAR 25.1587 Change 14
JAR 25.X1591Change 14 (replacing JAR 25X131,
25X132, 25X133, 25X135, 25X1588 at Change 11)
4.2 JAR AWO at Change 1 for autoland and operations in low visibility.
4.3 For the Extended Twin Engine Airplane Operations the applicable technical conditions
are contained in AMC 20-6 (as initially published in AMJ 120-42/IL 20) and the A318
ETOPS CRI:
CRI G-22
ETOPS approval.
4.4 For all models Airbus Elect To Comply with 14 CFR part 25.772(a) and (c) and 25.795
amendment 106 according to CRI E12 – Reinforced Security Cockpit Door
5. Special Conditions
5.1 The following A320 Special Conditions, Experience Related Conditions and
Harmonization Conditions which are kept for the A318:
Reminder: Within the scope of the establishment of the A320 Joint Certification
Basis, three types of special conditions were developed:
•
Special conditions: rose to cover novel or unusual features not
addressed by the JAR.
•
Experience related conditions: rose to record an agreed text for the
A320 Joint Certification Basis when evolution of JAR was in
progress under the NPA procedure.
•
Harmonization conditions: to record, for the purpose of the A320
Joint Certification Basis, a common understanding with respect to
National variant. This should not be confused with the FAA/JAA
harmonised regulations.
(DGAC-F) SC-G17
(CAA-UK) SC-G17
Operational proving flights
Operational flight before certification
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Issue: 22
AIRBUS
A318, A319, A320, A321
Page 103 of 119
Date: 28 June 2016
SECTION 4: A318 series - continued
SC-F3
SC-F6
SC-F7
SC-F8
SC-F9
SC-A2.2.2
SC-S11
SC-S33
SC-S52
SC-S74
SC-S75
SC-S77
HC-A4.6
HC-S23
HC-S24
HC-S72
EC-G11
EC-S30
EC-S54
Cockpit control - motion and effect of cockpit control
Static directional and lateral stability
Flight envelope protection
Normal load factor limiting
Dual control system
Design manoeuvre requirements
Limit pilot forces and torques
Auto-thrust system
Operation without normal electrical power
Abnormal attitudes
Lightning protection indirect effects
Integrity of control signal
Speed control device
Standby gyroscopic horizon
VMO/MMO warning (setting)
Flight recorder
General definition
Autoflight system
Circuit protective devices
5.2 The following A319 Special Conditions, are kept for the A318:
SC-A2
SC-F11
SC-A1
SC-P1
SC-S79
Stalling speeds for structural design
Accelerate-stop distances and relates performances,
worn brakes
Interaction of systems and structure
FADEC for CFM56 and AMJ20X-1 change 14 for
PW6000
Brakes requirements, qualification and testing
5.3 The following A319/A320/A321 Special Conditions are kept for the A318:
SC-S76-1
Effect of external radiations upon aircraft systems
(modified by CRI SE14)
5.4 The following Special Conditions are developed for the A318:
SC-F5001
SC-F5004
SC-A5001
SC-A5003
SC-P5004
SC-SE5002
Stalling and scheduled operation speed
Static longitudinal stability and low energy awareness
Engine Failure Loads (PW engine only)
Design Dive Speed
Engine Sustained Imbalance (PW engine only)
AFM – RVR limits
5.5 The following special conditions have been developed post Type Certification:
SC H-01
Enhanced Airworthiness Programme for Aeroplane
Systems - ICA on EWIS (applicable from May 2010)
SC E-34
Seat with inflatable restraints
SC E13
Installation of inflatable restraints
SC D-0306
Heat release and smoke density requirements to seat
material (applicable from June 2010)
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AIRBUS
A318, A319, A320, A321
Page 104 of 119
Date: 28 June 2016
SECTION 4: A318 series - continued
SC P-27
SC F5011
SC E-48
SC F-0311-001
SC D-0322-001
SC D-0332-001
Flammability Reduction System (see Note 4.3.8)
If fitted, the centre fuel tank of aircraft which have made
their first flight after 1st of January 2012 must be
equipped in production with a fuel tank Flammability
Reduction System (modification 38062). This system shall
remain installed and operative and can only be
dispatched inoperative in accordance with the provisions
of the MMEL revision associated with modification 38062.
If modification 38062 (Fuel Tank Inerting System (FTIS))
is embodied on A318, A319, A320, or A321 airplanes, the
airplane is compliant with paragraph FR Section
25.981(a) & (b) at amendment 25-102, Part 25 appendix
M & N at amendment 25-125, and Section 26.33 at
amendment 26-3.
Steep approach
Fuel Tank Safety
Flight Recorders including Data Link Recording
Installation of suite type seating
Towbarless Towing
6. Exemptions
No exemptions.
7. Deviation
None.
8. Equivalent Safety Findings
8.1 Equivalent Safety findings to the following requirements are granted, as documented in
relevant CRIs:
JAR 25.783(f)
JAR 25.807(d)
JAR 25.813(c)(1)
JAR 25.831(a)
JAR 25.933(a)(1)
JAR AWO 313
JAR AWO 236
NPA AWO 10
"Doors (see A319 CRI SM 4004 "passenger doors")
"Passenger emergency exits" (see CRI E 5004 "Exit
configuration" similar to A319 CRI E 4001)
"Emergency exit access" (see CRI E 5005 "Type III
overwing emergency exit access")
"Ventilation" (see CRI E 5006 "Packs Off Operation")
"Reversing systems" (see A319 CRI P 4008 "Thrust
Reverser Auto restow")
"Minimum Approach Break-Off Height") (see A319 CRI
SE 4005 "Minimum Approach Break-Off Height")
"Excess Deviation Alerts" (see CRI SE 5005 "Cat III
Operation – Excess Deviation Alert")
“Airworthiness Harmonization package n°2” (see CRI SE5002 “AFM – RVR limits”)
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Issue: 22
AIRBUS
A318, A319, A320, A321
Page 105 of 119
Date: 28 June 2016
SECTION 4: A318 series - continued
10.2
The following Equivalent Safety Findings have been developed post Type
Certification:
FAR 25.856(b)
Fuselage burnthrough protection in bilge area (see CRI E32).
If modifications 150700, and 37270 (with CLS option
only), 37048 and 36985 are embodied in production on
A318, A319, A320, or A321 airplanes, the airplane is
compliant with Fuselage Flame Penetration “Burn
through” requirements addressed by paragraph 14 CFR
Part 25.856(b) Amdt 25-111 (see CRI E-28).
14CFR Part 25.856(a) Improved flammability standards for insulation materials
(CRI E18)
JAR 25.812(b)(1)(ii)
Photo-luminescent EXIT sign for MCD (Moveable Class
Divider) (CRI E14) (optional)
JAR 25.811(f)
Emergency exit marking reflectance (CRI E16)
JAR 25.812(b)(1)(i)(ii) Symbolic EXIT signs as an alternative to red EXIT signs
for passenger aircraft (CRI SE-42) (optional)
JAR 25.785(c)
Forward facing seats with more than 18° to aircraft
centerline. (CRI D-0329-001) (optional)
JAR 25.1443(c)
Minimum Mass Flow of Supplemental Oxygen (CRI F-20)
(optional)
JAR 25.1441(c)
Crew Determination of Quantity of Oxygen in Passenger
Oxygen System (CRI F-21) (optional)
9. Environmental Protection Standards
ICAO Annex 16:
Vol. I , Part II
Vol. II, Part II
Vol. II, Part III Chapter 2
Noise Requirements
Fuel Venting
Emissions
Notes: Further details are defined within TCDSN EASA.A.064
10. ETOPS
The Type Design, system reliability and performance of A318 models were found capable for
Extended Range Operations when configured, maintained and operated in accordance with
the current revision of the ETOPS Configuration, Maintenance and Procedures (CMP)
document, SA/EASA: AMC 20-6/CMP.
This finding does not constitute an approval to conduct Extended Range Operations
(operational approval must be obtained from the responsible Authority).
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Issue: 22
AIRBUS
A318, A319, A320, A321
Page 106 of 119
Date: 28 June 2016
SECTION 4: A318 series - continued
The following table provides details on the ETOPS approvals.
Aircraft model
Engine Type
A318-111
A318-112
A318-121
A318-122
CFM56-5B8
CFM56-5B9
PW6122A
PW6124A
120 min
Approval Date
N/A
N/A
N/A
N/A
180 min
Approval Date
06 November 2006
06 November 2006
16 November 2010
16 November 2010
Note:
The Configuration, Maintenance and Procedure Standards for extended range twin-engine
airplane operations are contained in ETOPS CMP document reference SA/EASA: AMC 206/CMP at latest applicable revision. Certificated models are A318-111/-112/-121/-122, with
all applicable engines.
Embodiment of modification:
- 36666 provides ETOPS 120 min capability for EASA,
- 32009 provides ETOPS 180 min capability for EASA
11. Operational Suitability Data
Cabin Crew Data: CRI CCD-01
Flight Crew Data: CRI FCD-01
Master Minimum Equipment List: CRI MMEL-01
III. Technical Characteristics and Operational Limitations
1. Type Design Definition
1.1
1.2
1.3
1.4
Certificated model: A318-111
Definition of reference airplane by doc.: D03006056 (00P000A0111/C21).
Certificated model: A318-112
Definition of reference airplane by doc.: D03006716(00P000A0112/C21).
Certificated model: A318-121
Definition of reference airplane by doc.: D05028326 (00P000A0121/C21).
Certificated model: A 318-122
Definition of reference airplane by doc.: D05028327 (00P000A0122/C21).
NOTES
Model conversions:
- If modification 152796 is embodied on A318-121 model powered with
PW6122A engines, it is converted into A318-122 model, powered with
PW6124A engines.
- If modification 153997 is embodied on A318-111 model powered with CFM565B8/P or /3 engines, it is converted into A318-112 model, powered with
CFM56-5B9/P or /3 engines.
- If modification 153998 is embodied on A318-112 model powered with CFM565B9/P or /3 engines, it is converted into A318-111 model, powered with
CFM56-5B8/P or /3 engines.
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AIRBUS
A318, A319, A320, A321
Page 107 of 119
Date: 28 June 2016
SECTION 4: A318 series - continued
2. Description
Twin turbo-fan, short to medium range, single aisle, transport category airplane.
3. Equipment
Not applicable.
Cabin furnishings, equipment and arrangement shall be in conformance to the following
Specifications:
ref. 00 D 252 K 0004/C01 plus ref.00D 252 K 0030/C01 for Cabin seats
ref. 00 D 252 K 0019/C01 for Galleys.
4. Dimensions
Principal dimensions of A318 Aircraft:
Length:
Width:
Height:
Width at horizontal stabilizer:
Outside fuselage diameter:
Distance between engine axes:
Distance between main landing gear:
Distance between nose and main landing gear:
31.45 m
34.10 m
12.79 m
12.45 m
3.95 m
11.51 m
7.59 m
11.04 m
5. Engines
The list below lists the basic engines fitted on the aircraft models. The notes describe usual
names and certified names as well as engines variants.
A318-111
Two CFMI
CFM 56-5B8/P jet engines (MOD 32028).
A318-112
Two CFMI
CFM 56-5B9/P jet engines (MOD 32029).
A318-121
Two PW 6122A jet engines (MOD 30034)
A318-122
Two PW 6124A jet engines (MOD 31882)
Notes:
1
Introduction of CFM56-5Bx/3 “Tech Insertion” engine is done through
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AIRBUS
A318, A319, A320, A321
Page 108 of 119
Date: 28 June 2016
SECTION 4: A318 series - continued
embodiment of modification 37147 in production or 38770 in field.
This modification is only applicable on CFM56-5Bx /P SAC engines. If modification
37147 is embodied on models with CFM-5B engines, the engine’s denomination
changes to /3.
The modification is currently applicable for:
A318-111:
CFM 56-5B8 (SAC) which changes to CFM 56-5B8/3
A318-112:
CFM 56-5B9 (SAC) which changes to CFM 56-5B9/3
The engine characteristics remain unchanged.
modification 37147 has been demonstrated as having no impact on previously
certified noise levels.
CFM56-5Bx/3 engine can be intermixed with CFM56-5Bx/P engine under
considerations as prescribes in modification 38573.
6. Auxiliary Power Unit
1.
Basic
- A318-111/-112
HONEYWELL AIRESEARCH GTCP 36-300 (A) (Specification 31-5306 B)
Approved oil: See Garrett report GT 7800.
- A318-121/-122
Pratt & Whitney Rzeszow S.A. APS 3200 (Specification ESR 0802, Rev. A).
APU Pratt & Whitney Rzeszow S.A. installation defined by MOD 35864.
Approved oils: in conformance to MIL-L-7808, MIL-L-23699 or DERD 2487.
2.
Option
-
A318-111/-112
Pratt & Whitney Rzeszow S.A. APS 3200 (Specification ESR 0802, Rev. A).
APU Pratt & Whitney Rzeszow S.A. installation defined by MOD 22562 or 35864.
Approved oils: in conformance to MIL-L-7808, MIL-L-23699 or DERD 2487.
Or
Honeywell International l 131-9[A] (Specification 4900 M1E 03 19 01)
The APU Honeywell International installation is defined by MOD 25888.
Approved oils: according to model Specification 31-12048A-3A.
-
A318-121/-122
Honeywell International l 131-9[A] (Specification 4900 M1E 03 19 01)
The APU Honeywell International installation is defined by MOD 25888.
Approved oils: according to model Specification 31-12048A-3A.
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Issue: 22
AIRBUS
A318, A319, A320, A321
Page 109 of 119
Date: 28 June 2016
SECTION 4: A318 series - continued
Note: For A318 models, the APU Pratt & Whitney Rzeszow S.A. APS 3200 (MOD 35864) is
the production standard from MSN 2686
7. Propellers
N/A
8. Fluids (Fuel, Oil, Additives, Hydraulics)
Fuel
Fuel Specification: See installation manual: document CFM 2129 or PWA-7707.
TYPE
SPECIFICATION (NAME)
FRANCE
USA
Kerosene DCSEA
134-D
(F-34)
ASTM D 1655 (JET A) DEF STAN 91/91 (AVTUR)
(JET A1)
(JET A1)
MIL-DTL
83133-H
Wide cut *
UK
(JP 8)
ASTM D 6615 (JET B)
RUSSIA
CHINA
GB
6537- (N°3 Jet
2006
Fuel)
DEF STAN 91/87 (AVTUR/FS
iss 7
II)
(JET
A1)
DEF STAN 91/88 (AVTAG/FS
II)
MIL-DTL 5624 (JP 4)
High flash DCSEA
point
144-C
(F-44)
MIL-DTL 5624- (JP 5)
V
DEF STAN 91/86 (AVCAT/FS
iss 7
II)
* Wide cut is only certified for CFM engines
OIL
For oil specification:
Engine
Approved Oils
CFM56-5B8/P
CFM56-5B9/P
SB CFMI 79-001-OX
PW6122A
PW6124A
SB PW 238
Additives:
Refer to Airbus Consumable Material List (CML) and CFM SB 73-0122 or PW SB 2016 for
CIS fuel additives
The above-mentioned fuels and additives are also suitable for the APU.
Hydraulics:
Hydraulic fluids: Type IV or Type V - Specification NSA 30.7110.
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AIRBUS
A318, A319, A320, A321
Page 110 of 119
Date: 28 June 2016
SECTION 4: A318 series - continued
9. Fluid Capacities
Fuel quantity (0,8 kg/liter)
A318-100 series (without MOD 160001)
Tank
Wing
Center
TOTAL
3 TANK AIRPLANE
Usable fuel
Unusable fuel
liters (kg)
Liters (kg)
15 609
58.9
(12 487)
(47.1)
8 250
23.2
(6 600)
(18.6)
23 859
82.1
(19 087)
(65.7)
A318-100 series (with MOD 37331 and without MOD 160001)
Tank
Wing
Center
TOTAL
3 TANK AIRPLANE
Usable fuel
Unusable fuel
liters (kg)
Liters (kg)
15 959
58.9
(12 767)
(47.1)
8 250
23.2
(6 600)
(18.6)
24 209
82.1
(19 367)
(65.7)
A318-100 series (without MOD 37331 and with MOD 160001)
Tank
Wing
Center
TOTAL
3 TANK AIRPLANE
Usable fuel
Unusable fuel
liters (kg)
Liters (kg)
15 568
58.9
(12 454)
(47.1)
8 248
23.2
(6 598)
(18.6)
23 816
82.1
(19 052)
(65.7)
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AIRBUS
A318, A319, A320, A321
Page 111 of 119
Date: 28 June 2016
SECTION 4: A318 series - continued
A318-100 series (with MOD 37331 and with MOD 160001)
Tank
Wing
Center
TOTAL
3 TANK AIRPLANE
Usable fuel
Unusable fuel
liters (kg)
Liters (kg)
15 918
58.9
(12 734)
(47.1)
8 248
23.2
(6 598)
(18.6)
24 166
82.1
(19 332)
(65.7)
10. Airspeed Limits (Indicated Airspeed – IAS – unless otherwise stated)
Maximum Operating Mach (MMO):
Maximum Operating Speed (VMO):
Manoeuvring Speed (VA):
Extended Flaps/Slats Speed (VFE):
0,82
350 kt
see Limitations Section of the EASA approved
Flight Manual
see table below
2
3
Slats/Flaps
(°)
18/0
18/10*
22/15
22/20
VFE (kt)
230
215
200
185
Full
27/40
177
Configuration
1
Intermediate approach
Take-off
Take-off and approach
Take-off,
approach,
landing
Landing
* Auto flap retraction at 210 kt in Take-off configuration
Landing gear:
VLE - Extended:
VLO - Extension:
- Retraction:
Tyres Limit Speed (Ground speed):
280 kt/Mach 0.67
250 kt
220 kt
195.5 kt (225 mph)
11. Flight Envelope
Maximum operating altitude
39 800 ft (pressure altitude)
41 100 ft (pressure altitude)
if modification 39195 is embodied
(models A318-111/-112 only)
12. Operating Limitations
See the appropriate EASA approved Airplane Flight Manual
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TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 112 of 119
Date: 28 June 2016
SECTION 4: A318 series - continued
Powerplant (2.2482 lb/daN)
CFMI Engines
Engine
Data sheets
CFMI
CFM565B8/P
E37NE, E38NE (FAA)
EASA.E.003
CFM56-5B9/P
E37NE, E38NE (FAA)
EASA.E.003
9 608 daN
(21 600 lbs)
10 364 daN
(23 300 lbs)
Static thrust at sea level
Take-off (5 min)*
(Flat rated 30° C)
9 008 daN
8478 daN
Maximum continuous
(20 250 lbs)
(19060 lbs)
(Flat rated 25° C)
* 10 minutes at take-off thrust allowed only in case of engine failure (at take-off or
during go-around) in accordance with DGAC "Fiche de Caractéristiques Moteur".
PW Engines
PW6000
Engine
PW6122A
Data sheets
PW6124A
IM.E.020 (EASA)
E00064EN (FAA)
Sea level static thrust ratings
Take-off (5 min)*
(Flat rated 30° C)
9 830 daN
(22 100 lbs)
10 587 daN
(23 800 lbs)
9297 daN
9030 daN
Maximum continuous
(20 900 lbs)
(20 300 lbs)
(Flat rated 25° C)
* 5 min TO time limit can be extended to 10 min for one engine inoperative
Other engine limitations: see the relevant Engine Type Certificate Data Sheet.
12.1 Approved Operations
Transport commercial operations
12.2 Other Limitations
For a complete list of applicable limitations see the appropriate EASA approved Airplane
Flight Manual
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Issue: 22
AIRBUS
A318, A319, A320, A321
Page 113 of 119
Date: 28 June 2016
SECTION 4: A318 series - continued
13. Maximum Certified Masses
VARIANT
000
BASIC
Max. Ramp Weight
Max. Take-off Weight
Max. Landing Weight
Max. Zero Fuel Weight
Minimum Weight
VARIANT
Max. Ramp Weight
Max. Take-off Weight
Max. Landing Weight
Max. Zero Fuel Weight
Minimum Weight
59 400
59 000
56 000
53 000
34 500
001
MOD
31672
61 900
61 500
56 000
53 000
34 500
002
MOD
31673
63 400
63 000
57 500
54 500
34 500
006
MOD
33235
56 400
56 000
56 000
53 000
34 500
007
MOD
33126
61 400
61 000
56 000
53 000
34 500
008
MOD
33128
64 400
64 000
56 000
53 000
34 500
003
MOD
31674
64 900
64 500
57 500
54 500
34 500
004
MOD
31675
66 400
66 000
57 500
54 500
34 500
005
MOD
31676
68 400
68 000
57 500
54 500
34 500
14. Centre of Gravity Range
See the appropriate EASA approved Airplane Flight Manual
15. Datum
Station 0.0, located 2.540 meters forward of airplane nose
16. Mean Aerodynamic Chord (MAC)
4.1935 meters
17. Levelling Means
The A/C can be jacked on three primary jacking points.
See the appropriate EASA approved Weight and Balance Manual
18. Minimum Flight Crew
2 pilots
19. Maximum Passenger Seating Capacity and associated minimum number of cabin
crew
The table below provides the certified Maximum Passenger Seating Capacities (MPSC), the
corresponding cabin configuration (exit arrangement and modifications) and the associated
minimum numbers of cabin crew members used to demonstrate compliance with the
certification requirements:
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TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 114 of 119
Date: 28 June 2016
SECTION 4: A318 series - continued
Passenger Seating Capacity & Cabin Configuration
Cabin crew
136
3
(C-III-C)
19.
Notes:
1. The LH & RH rear passenger doors can be de-activated by embodiment of
modification 37807. In this case, the maximum number of passengers is 80.
2. The Type III emergency exit can be de-activated by embodiment of modification
39673. In this case, the maximum number of passengers is 110 when operating
overland and 32 when operating overwater.
21. Baggage/ Cargo Compartment
CARGO COMPARTMENT MAXIMUM LOAD (kg)
Forward
1614
Aft
2131
Rear (bulk)
1372
For the positions and the loading conditions authorized in each position (references of
containers, pallets and associated weights) see Weight and Balance Manual, ref. 00 P 080 A
0001/C1S Chapter 1.10.
22. Wheels and Tyres
See SB A320-32-1007
IV. Operating and Service Instructions
1. Airplane Flight Manual (AFM)
EASA Approved Airplane Flight Manual for A318.
2. Instructions for Continued Airworthiness and Airworthiness Limitations
Airworthiness Limitations
 Limitations applicable to Safe Life Airworthiness Limitation Items are provided in the
A318/A319/A320/A321 Airworthiness Limitations Section (ALS) sub-parts 1-2 and 1-3
approved by the EASA.
 Limitations applicable to Damage Tolerant Airworthiness Limitation Items are
provided in the A318/A319/A320/A321 Airworthiness Limitations Items document
(ALS Part 2) approved by the EASA.
 Certification Maintenance Requirements are provided in A318/A319/A320/A321
Airworthiness Limitations Section (ALS) Part 3 approved by the EASA.
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Issue: 22
AIRBUS
A318, A319, A320, A321
Page 115 of 119
Date: 28 June 2016
SECTION 4: A318 series - continued

Ageing Systems Maintenance (ASM) limitations are provided in the
A318/A319/A320/A321 Airworthiness Limitations Section (ALS) Part 4 approved by
the EASA.
 Fuel Airworthiness Limitations are provided in A318/A319/A320/A321
Airworthiness Limitations document (ALS Part 5) approved by the EASA.
Fuel
Other limitations
See EASA approved Flight Manual.
3. Weight and Balance Manual (WBM)
Airbus Compliance Document 00P80A0001/C1S
V Operational Suitability Data (OSD)
The Operational Suitability Data elements listed below are approved by the European
Aviation Safety Agency under the EASA Type Certificate EASA.A.064 as per Commission
Regulation (EU) 748/2012 as amended by Commission Regulation (EU) No 69/2014.
1. Master Minimum Equipment List
a.
The Master Minimum Equipment List has been approved as per the defined
Operational Suitability Data Certification Basis and as documented in A320
MMEL reference “MMEL STL11000” at the latest applicable revision.
b.
Required for entry into service by EU operator.
2. Flight Crew Data
a.
The Flight Crew data has been approved as per the defined Operational
Suitability Data Certification Basis and as documented in reference “A320
Operational Suitability Data Flight Crew - SA01RP1536744” at the latest
applicable revision.
b
Required for entry into service by EU operator.
c.
The aircraft models: A318, A319, A321 are determined to be variants to the
A320 aircraft model.
3. Cabin Crew Data
a.
b.
c.
The Cabin Crew data has been approved as per the defined Operational
Suitability Data Certification Basis and as documented in reference “A320
Operational Suitability Data Cabin Crew - SA01RP1534113” at the latest
applicable revision.
Required for entry into service by EU operator.
The aircraft models: A318, A319, A321 are determined to be variants to the
A320 aircraft model.
VI. Notes
All models are basically qualified for Cat IIIB precision approach
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TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 116 of 119
Date: 28 June 2016
SECTION 4: A318 series - continued
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TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 117 of 119
Date: 28 June 2016
SECTION: ADMINISTRATIVE
I. Acronyms and Abbreviations
- reserved -
II. Type Certificate Holder Record
AIRBUS S.A.S
1 Rond-point Maurice Bellonte
31707 BLAGNAC
FRANCE
III. Change Record
Issue Date
1
21.12.2005
2
22.06.2006
3
20.05.2008
4
18.07.2008
5
06.05.2009
6
25.05.2011
7
13.06.2011
8
06.06.2012
Changes
Initial EASA Issue / Approval of A318-121,-122
 ETOPS approval information added
 Weight Variants added. 015, 017, 018 (A320), 004, 006
(A321)
 Introduction of Post-TC SC (H-01, E-34, D-0306, P-27)
 Introduction of Post-TC ESF (E-28), ETOPS reference doc
updated
 Limitation on JP4 deleted, ACT fuel quantity corrected
 Note reworded on Cat IIIB precision approach,
 Notes 2.4.2 to 2.4.5, 3.3.7 deleted
 ETOPS reference doc updated and models added (A320215/-216)
 Noise compliance clarified to take into account D/E/J noise
project
 MOD 150365 (capacity of 150 pax + 3 cabin attendants)
added to note
 MOD 38770 for “tech insertion kit” for in-service aircraft
added to note
 models A320-211/-212 added to note
 Note added to take into account the burnthrough (CRI E-28
and E-32)
 Note added to take into account the flammability reduction
system (SC P-27)
 Note added to introduce the wingbox without dry bay (MOD
38616)
 MOD 39673 De-activation of Type III exit
 MOD 39195 Operations up to 41 000 ft
 MOD 150016 – deactivation of forward Type III exit for
A320 added to note
 Note modified to take into account the production cut-in for
installation of
 flammability reduction system on new aeroplanes
 Correction of Post-TC ESF (E-32 instead of E-28)
 Title of SC E-34 modified to reflect the real CRI title
 Correction in the table of fuel specification due to
obsolescence
TC issue
21.12.2005
No change
No change
No change
No change
No change
No change
No change
TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 118 of 119
Date: 28 June 2016
SECTION 4: ADMINISTRATIVE - continued
Issue Date
9
30.11.2012
10
21.12.2012
11
31.05.2013
12
12.09.2013
13
31.01.2014
Changes
 MOD 150364 – cabin operational flexibility added
 Introduction of D/E/J noise project step 2 for A320-214
 Reference to CFM document 2129 “Installation manual” for
CFM-5B added
 Reference to CFM document 2129 “Installation manual” for
CFM-5B added and reference to CFM document 2026
“installation manual” for CFM-5A deleted
 MOD 153453 - WV013 A319-133, MSN 4042
 MOD 152777 - DOORS - EMERGENCY EXITDEACTIVATE TYPE III OVERWING EXITS
 Note reworded on Cat IIIB precision approach (error on
MOD numbers)
 Editorial changes to accommodate new TCDS template.
 A320 Fuel Quantity figures revised due to MOD 160001.
 Approval of MOD 160500 “Sharklets” for
A320-214, -215, -216.
 Detailed references to modifications concerning noise
removed. Reference to TCDSN added.
 Approval of MOD 160500 “Sharklets” for
A320-232, -233
 A319 Fuel Quantity figures revised due to MOD 160001
 A318 Fuel Quantity figures revised due to MOD 160001
 Removal of MOD 36984
 Approval of MOD 160500 “Sharklets” for
A319-111,112, 115 excluding CJ
 Clarification of fuel additives
 Correction of TC date for A320-233
 Correction of reference number of SC-S79-1 for A318;
 Inclusion of Post TC SC F5011 - Steep Approach for A318;
 Inclusion of Elect-to-Comply E12 for all models;
 Inclusion of SC E1005 for A320 models;
 Inclusion of SC E13 for all models;
 Inclusion of ESF E14 for all models;
 Inclusion of ESF E16 for all models;
 Inclusion of ESF E18 for all models;
 Inclusion of ESF SE42 for all models;
 Inclusion of ESF S53 for A320 models;
 Moving SC E10 to Post-TC SC section;
 Inclusion of A321 mod 160023
 Inclusion of A321 WV 10 for A321-211 and A231-231
 Extension of the applicability of mod 160500
 Surrender/Removal of the A320-111
 Introduction of WV restriction for mod 160023
 A319 engine model note correction
 Addition of hydraulic fluid type V for all models
 A320 LOV note amended due to mod 39020
 Correction of VFE flap setting for A320 equipped with IAE
engines
 Inclusion of SC F-0311 for all models
 Inclusion of SC E-48 for all models
 Inclusion of ESF D-0329-1 for all models
 Inclusion of SC D-0322-001 for all models
TC issue
No change
No change
No change
12.09.2013
31.01.2014
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TCDS No.: EASA.A.064
Issue: 22
AIRBUS
A318, A319, A320, A321
Page 119 of 119
Date: 28 June 2016
SECTION 4: ADMINISTRATIVE - continued
Issue Date
14
14.07.2014
15
19.12.2014
16
06.02.2015
17
08.07.2015
18
24.11.2015
19
18.12.2015
20
17.03.2016
21
31.05.2016
22
28.06.2016
Changes









































Inclusion of ESF F20 for all models
Inclusions of ESF F21 for all models
Extension of mod 160023 approval
Fuel table clarifications
Inclusion of A320 wv 19
Clarification of A320 LOV
Introduction of A319 LOV
Update of A320 wv 019 applicability
Introduction of mod 156723
Inclusion of CRI D-01
Inclusion of CRI D-0332-001
Inclusion of CRI E-57
Note on dry bay mod 37332 for IAE equipped aircraft
Inclusion of minimum cabin crew
Model conversion notes updated
Introduction of mod 157272
Introduction of mod 157777
Inclusion of CRI D-02
Inclusion of CRI D-03
Introduction of A320-271n
Introduction of modification 160080
Correction of SCF-0311-001 reference
Inclusion of EASA engine TCDS references
Inclusion of CRI B-12
Seat and Galley frame references updated
Fuel tables updated
Introduction of OSD data
Introduction of modification 160080 issue 2
APIC APU name change to Pratt & Whitney Rzeszow S.A.
Introduction of OSD certification basis
Allied Signal APU name change to Honeywell International
Introduction of mod 156723 iss 4
Introduction of Mobile, USA as a production site for A321
Clarification of MAX PAX certification basis
Correction of A320-271N nomenclature
Clarification of Airbus SAS as TC holder
Introduction of A320-251N
Update of Mobile production site for A319 & A320
Clarification of cabin crew requirements
Introduction of mod 156723 iss 5
Introduction of mod 158708 iss 1
TC issue
No change
No change
No change
No change
24.11.2015
No change
No change
31.05.2016
No change
-END-
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An agency of the European Union
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 This annex to the EASA TCDS A.064 was created to publish selected Special Conditions,
Equivalent Safety Findings and Elect to Comply that are part of the applicable certification
basis and particular Interpretative Material:
Table of Content:
CCD-01: Operational Suitability Data – Cabin Crew Data ................................................... 3 D-0306-000: Application of heat release and smoke density requirements to seat materials ... 5 D-0322-001: Installation of suite type seating.................................................................. 6 D-0329-001: Forward facing seats with more than 18° to aircraft centreline ......................... 8 E10: High altitude airport operations (up to 14,100 ft) .................................................... 10 E-12: Reinforced security cockpit door .......................................................................... 11 E-18: Improved flammability standards for thermal / acoustic insulation materials (flame
propagation) .......................................................................................... 13 E-2105: Type III Overwing Emergency Exit Access ......................................................... 14 E-2107: Passenger extension to 180 ............................................................................. 16 E-28: Improved flammability standards for thermal / acoustic insulation materials .............. 17 E-32: Fuselage burn through protection in bilge area ...................................................... 19 E-34: Seats with inflatable restraints ............................................................................ 21 E-3001: Exit configuration ........................................................................................... 23 E-3002: Reclassification of doors 2 & 3 to type III .......................................................... 24 E-4001: Exit configuration ........................................................................................... 25 F8: Normal load factor limiting ..................................................................................... 26 F9: Dual control system .............................................................................................. 27 F-20: Minimum mass flow of supplemental oxygen ......................................................... 28 F-21: Crew determination of quantity of oxygen in passenger oxygen System .................... 30 G-1006: ETOPS ......................................................................................................... 31 H-01: Enhanced Airworthiness Programme for Aeroplane Systems - ICA on EWIS ............... 33 P1: FADEC and electronic equipment ............................................................................ 35 P-27: Flammability Reduction System ........................................................................... 36 S30: Autoflight system ............................................................................................... 48 S33: Autothrust system .............................................................................................. 49 S52: Operation without normal electrical power.............................................................. 50 S53: Passenger information signs ................................................................................. 51 S54: Electrical power – Circuit protective devices ........................................................... 52 S62: Rejected take-off brakes kinetic energy ................................................................. 53 S72: Flight recorder ................................................................................................... 54 S74: Abnormal attitudes ............................................................................................. 55 S75: Lightning protection indirect effects ....................................................................... 56 Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 1
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 S76-1: Protection from the effect of HIRF ...................................................................... 57 S77: Integrity of control signal..................................................................................... 58 Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 2
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 CCD-01: Operational Suitability Data – Cabin Crew Data
A318 / A319 / A320 / A321
Commission Regulation (EU) 748/2012 as amended
Commission Regulation (EU) 69/2014
Annex I to Commission Regulation (EU) 748/2012
---
by
Having regard of the applicable JAR-OPS 1/EU-OPS 1 requirements and in accordance with
"Part 3-Procedure Document for Joint Operational Evaluation Board (JOEB)-Cabin Crew, at
various amendments”, which governed the (J)OEB CC evaluations, the following aircraft type
specific elements that would impact normal and/or emergency operations for cabin crew were
compared and assessed, in order to fulfil the purpose of the evaluations:

aircraft configuration
o number of aisles
o number of passenger decks

doors and exits
o exit arming/disarming
o direction of movement of the operating handle
o direction of exit opening
o power assist mechanism
Note: In accordance with JAR-OPS 1.1030/EU-OPS 1.1030 and later on with ORO.CC.250, selfhelp exits, for example Type III and Type IV exits, need not to be included in the
determination of new type or variant.


assisting evacuation means
aircraft systems for cabin crew duties
o emergency lighting system
o smoke detection system
o built-in fire extinguishing system
o drop-down oxygen system
o communication and public address system
o control and indication panels
Using the above categories as criteria, detailed Operator Differences Tables (ODRs) - the
Airbus equivalent for Aircraft Differences Tables (ADTs) - were provided by Airbus, in order to
highlight the exiting differences between the A320 as the “base” aircraft and the A318, the
A319, the A321 as the “candidate” aircraft within the comparisons.
The ODRs also include recommended levels of cabin crew training associated to the levels of
complexity of the identified differences between the base and the candidate aircraft.
The outcome of the A320 aircraft family (J) OEB CC evaluations confirmed that for cabin crew,
the A318, the A319, the A321, are variants of the A320 (as per JAR-OPS 1.1030; and later on,
in accordance with EU-OPS 1.1030 and ORO.CC.250). As such, cabin crew differences training
would be required when transferring from one aircraft to another, in order to ensure
compliance at the operator level, with JAR-OPS 1.1010, and later on, with EU OPS 1.1010 and
ORO.CC130.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 3
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 As contained in the ODRs, Levels of training varying from Level 1 to Level 3, were identified as
adequate in order to cover the design differences identified between the “base” and the
“candidate” aircraft.
Difference Levels
The following is an excerpt from Chapter 4 – Difference Levels for Training and
Checking of the EASA OEB Handbook, Part lll - Draft Procedures Document for Cabin
Crew Subgroup, version 5 of 04 Sept.2007, and defines the different levels of training.
Difference level
1
Training
Self-Instruction
(Written information)
Checking
Not applicable
2
Aided Instruction
(CBT, Video.)
Hands-on Training
(Training Device, or Aircraft)
Applicable as required
3
Applicable
Level 1: Applicable to aircraft with differences that can be adequately addressed
through self-instruction. Level 1 training represents a knowledge requirement such that,
once appropriate information is provided, understanding and compliance can be
assumed to take place. Compliance with Level 1 training is typically achieved by
methods such as issuance of operating manual page revisions, dissemination of cabin
crew operating bulletins or differences hand-outs to describe minor differences between
aircraft.
Level 2: Applicable to aircraft with systems or procedural differences that can be
adequately addressed through aided instruction. At Level 2, aided instruction is
appropriate to ensure crew understanding, emphasise issues, provide a standardised
method of presentation of material, or to aid retention of material following training.
Level 2 aided instruction typically employs such means as slide/tape presentations,
computer based training (CBT), stand-up lectures or videotapes.
Level 3: Applicable to aircraft with differences that can only be addressed through use
of devices capable of system training (i.e. hands-on training). Training devices are
required to supplement instruction to ensure attainment or retention of crew skills and
abilities to accomplish the more complex tasks, usually related to operation of particular
aircraft systems. Typical training devices for Level 3 would include emergency
evacuation procedures trainers, fire and smoke trainers, cabin crew panel trainers etc.
When dedicated trainers are not available, Level 3 would require hands-on training
using the aircraft.
In addition to the transfer of the A320 OEB CC Report to the A320 Cabin Crew Operational
Suitability Data - Data compliance documentation, and in response to the Commission
Regulation No 69/2014, Airbus and EASA have agreed on the Airbus proposed division of the
Operational Suitability Data in mandatory data (M) and non-mandatory data (AMC =
Acceptable Means of Compliance), as highlighted in the compliance documentation.
As per the Commission Regulation (EU) No 69/2014, Article 7a, para.3, the elements identified
in accordance with the JAA/EASA procedures (described above), shall be included in the
relevant type-certificate and shall be deemed to constitute the A320 aircraft family cabin crew
operational suitability data, approved in accordance with this CRI.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 4
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 D-0306-000: Application of heat release and smoke density
requirements to seat materials
A318 / A319 / A320 / A321
JAR 25.853(a-1) at Change 13; JAR 25.853(c) at Change 14; CS
25 25.853(d); Appendix F Part IV and V
AMC 25.853
1.
Except as provided in paragraph 3 of these special conditions, compliance with CS25,
Appendix F, parts IV and V, heat release and smoke emission, is required for seats that
incorporate non- traditional, large, non-metallic panels that may either be a single
component or multiple components in a concentrated area in their design.
2.
The applicant may designate up to and including 0.139 m² (1.5 square feet) of nontraditional, non-metallic panel material per seat place that does not have to comply with
special condition Number 1, above. A triple seat assembly may have a total of 0.418 m²
(4.5 square feet) excluded on any portion of the assembly (e.g., outboard seat place
0.093 m² (1 square foot), middle 0.093 m² (1 square foot), and inboard 0.231 m² (2.5
square feet)).
3.
Seats do not have to meet the test requirements of CS25, Appendix F, parts IV and V,
when installed in compartments that are not otherwise required to meet these
requirements. Examples include:
4.
a.
Airplanes with passenger capacities of 19 or less and
b.
Airplanes exempted from smoke and heat release requirements.
Only airplanes associated with new seat certification programs applied for after the
effective date of these special conditions will be affected by the requirements in these
special conditions. This Special Condition is not applicable to:
a.
the existing airplane fleet and follow-on deliveries of airplanes with previously
certified interiors
b.
For minor layout changes and major layout changes of already certified versions
that:
 does not affect seat design;
 does not introduce changes to seat design that affect panels that could be
defined as “non- traditional, large, non-metallic panels”.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 5
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
D-0322-001: Installation of suite type seating
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
A318 / A319 / A320 / A321
JAR 25.785 (h)(2), JAR 25.813 (e)
FAA AC 25-17
Issue 10 1.
Only single occupancy of the Mini-suite is allowed during taxi, take-off and landing
2.
Mini-suite entrance can only provide access to the specific mini-suite
3.
Mini-suites cannot provide an egress path for evacuation other than the path out of the
mini-suite for its single occupant
4.
Installation of the mini-suites must not introduce any additional obstructions or
diversions to evacuating passengers, even from other parts of the cabin
5.
The design of the doors and surrounding "furniture" above the cabin floor in the aisles
must be such that each passenger's actions and demeanour can be readily observed by
cabin crew members with stature as low as the 5th percentile female, when walking along
the aisle.
6.
The mini-suite doors must be open during taxi, take-off and landing
7.
The hold open retention mechanism for mini-suite doors must hold the doors open under
JAR 25.561(b) emergency landing conditions. If the mini-suite doors are part of the seat
the door retention feature must not fail under conditions of JAR 25.562(b)(2).
8.
There must be a secondary, backup hold open retention mechanism for the mini-suite
doors that can be used to “lock” the doors in the open position if there is an electrical or
mechanical failure of the primary retention mechanism.
The secondary retention
mechanism must hold the doors open under JAR 25.561(b) emergency landing
conditions, or if the mini-suite doors are part of the seat the door retention feature must
not fail under conditions of JAR 25.562(b)(2).
9.
There must be a means by which cabin crew can readily check, that all mini-suite doors
are in the fully open and in the latched condition.
10. There must be means by which cabin crew can prevent the seated mini-suite occupant
from operating the doors. This means is envisaged to be used in particular to secure the
TTOL phases of the flight.
11. Appropriate placards, or other equivalent means must be provided to ensure the minisuite occupants know that the doors must be in the open position for taxi, take-off and
landing.
12. Training and operating instruction materials regarding the proper configuration of the
mini-suite doors for taxi, take-off and landing must be provided to the operator for
incorporation into their cabin crew training programs and associated operational
manuals.
13. The mini-suite must have an Emergency Passage Feature (EPF) to allow for evacuation of
the mini-suite occupant in the event the door closes and becomes jammed during an
emergency landing. This EPF may be through frangibility and /or a removable of
emergency panel, or equivalent (such as dual sliding doors). The EPF must be easily
broken /removed by the occupant of the mini-suite when the door becomes jammed.
Trapping of any occupant is not acceptable and in no case shall the occupant using the
EPF have to rely on another occupant to assist in passage. In addition a second path out
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 6
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 of the mini suite must be provided. All ways to exit the mini suite in case of emergency
must be demonstrated to work for a 5th percentile female and a 95th percentile male.
14. The height of the mini suite walls and doors must be such that a 95th percentile male can
fit between them and the airplanes interior furnishing.
15. No mechanism to latch the doors together in the closed position is allowed.
16. The mini-suite doors must be openable from the inside or outside with 25 pounds force
or less regardless of power failure conditions.
17. If the mini-suite doors are electrically powered the doors must remained “locked” in the
open position after power loss to the mini-suite.
18. Mini-suites installation must maintain the main, cross aisles and passage ways.
19. Mini-suite doors must not impede main aisle or cross aisle egress paths in the open
,closed or translating position.
20. The mini-suite doors must be open able even with a crowded aisle.
21. The number of individual passenger seat modules shall not exceed 25% of the max.
seating capacity of the specific cabin zone according to the A319/A320/A321 Type
Certification Layout.
22. For compliance to JAR 25.785(h)(2) the length of the main aisle adjacent to the seat
modules must be visible, at least such that the main aisle part remaining unobservable
does not exceed 50% of the total main aisle width at the end of this cabin section
(entrance area of last seat module), and
23. In case the main aisle width cannot be observed to at least 50% at the end of the cabin
section (entrance area of last seat module), it is equivalent to have at least 80% of the
seat module entrance areas in direct view from designated direct view seats, under the
same conditions adopted for the showing of compliance to the requirements of CRI E4007 (A319) and CRI E-5003 (A318). An entrance area is considered visible, if a person
standing in the main aisle, directly at the seat module entrance is observable. In line with
the current assist space dimension a body depth of 12 inches is therefore assumed.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 7
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 EQUIVALENT SAFETY
FINDING
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 D-0329-001: Forward facing seats with more than 18° to
aircraft centreline
A318 / A319 / A320 / A321
JAR 25.785(c)
---
For the installation of seats making an angle of 29° with the aircraft longitudinal axis, dynamic
developmental tests have shown that for this installation the test dummy upper torso behaves
like in a forward facing impact. This is supported by the design of the seat surroundings, which
allows a free forward alignment of the test dummy upper torso during the impact.
As for typical forward facing seating there is no obstruction on the seat occupied or
surroundings that neither creates a risk to the occupant nor imposes to the upper dummy body
any severe side twisting effect during the impact.
Only the shape of the monument or seat in front rather than the seat angle itself may generate
a certain dummy side movement and/or twisting. This is comparable to observation made on
forward facing seat arrangements, where the shape of the seat or monument in front of the
seat introduces body twisting effects.
The development tests show that the seat design allows the ATD upper torso to align with the
deceleration vector, thus it can be concluded that the application of energy absorbing rests for
arms, shoulders, head and spine as per CS25.785(c) is not required.
Therefore, Airbus consider that based on the development test conclusions and a qualitative
assessment of the videos, an equivalent level of safety of occupant protection to the part of
JAR 25.785(d) requiring an “Energy absorbing rest for the upper body parts or a shoulder
harness”, can be demonstrated by applying the test conditions of 25.562(b).
The design of the seat and the surrounding items must carefully chosen to maximise the ability
of the occupant to align with the deceleration vector during the impact.
The installation of an airbag-belt system may be required if the occupant does not realign as
much as expected (considering an acceptable forward facing seat under the provisions of JAR
25.785(d)) or if testing shows that the airbag (that is part of the seat design) plays a
significant role in maintaining acceptable protection.
Defined ATD internal force and moment measurements, in addition to those required by JAR
25.562 (c), are necessary for comparative purposes. These can be taken during dynamic
testing and compared with values from tests of a seat installed at less than 18 degrees to the
aircraft centreline. It should be noted that this approach cannot at present involve
consideration of absolute values as research data do not exist to back this up. Rather, this will
involve a check that the values observed are of comparable magnitude and range and will
provide confidence that the mitigating factors are achieving the desired outcome.
The CRI is expanded to all Single Aisle models, when seats are installed with an angle between
18° and 29° to the aircraft centreline provided the following conditions are observed:
1. To consider the specificities of the certification basis of the Single Aisle family:
depending on the aircraft model, seats must comply with:
a) the emergency landing conditions of JAR25.561 or
b) the emergency landing dynamic conditions of JAR 25.562, except (c)(5)(6), or
c) the full emergency landing dynamic conditions of JAR 25.562 if CRI E-31 is
applied (optional).
2. Due to the fact that research data do not exist to back up “internal force and moment
values “,in any landing conditions occupant injury protection must be similar to a
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 8
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 forward facing seat installation; therefore the seat and the surrounding furniture must
be deeply investigated. e.g. the armrests which could be within the occupant trajectory
must be fully stored for Taxi Take off & Landing and must remain stored during the
impact. No interaction is allowed between forward armrest and seated occupant. The
video analysis recorded during dynamic testing is an acceptable means to ensure the
required level of safety under emergency dynamic landing conditions.
3. The free alignment of the occupants to the resulting deceleration vector must always be
provided under any landing condition.
a) Considering emergency landing conditions only, same level of safety is expected
if there is no seat or surrounding structure blocking the free alignment of the
occupants.
b) The three standard cameras of the dynamic seat testing (respectively installed
on the left, right and top of the test rig), are recording the ATD motion
throughout the entire partial/dynamic event.
4. The recorded videos are a means for the visual verification for free alignment under
emergency partial/dynamic landing conditions. In addition the head injury criterion
must be below HIC1000 for emergency dynamic landing conditions.
5. The installation of an airbag-belt system may be required if the occupant does not
realign as much as expected (considering an acceptable forward facing seat under the
provisions of JAR 25.785(d)) or if testing shows that the airbag (that is part of the seat
design) plays a significant role in maintaining acceptable protection.
6. For aircraft where compliance with the emergency landing conditions for seat JAR
25.562 is not required, the head strike radius of 35 inch measured from the seat
reference point to interior installations as defined in AC 25-785-1B must be defined
from the SRP at the centreline between the lap-belt attachment point of that seat
parallel to the centreline of the aircraft. The head strike radius must be unobstructed
for the width of the seat provided down to the height of the seat cushion.
7. The installation of oblique seats is restricted to areas excluding access to Type III
emergency exits. If oblique seat form the boundary in front of a Type III access the
access path shall be 20 inches wide.
8. If an airbag system is required, either belt mounted or wall mounted, to meet the
criteria of JAR 25.562(c)(5) HIC 1000 the conditions defined in CRI E-31 must be
complied with.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 9
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 E10: High altitude airport operations (up to 14,100 ft)
A319 / A320 / A321
JAR 25.841(a), (b)(6), JAR 25.1447(c)(1) at Change 11
N/A
Landing and take-off modes.
1- The normal or high altitude modes for take-off and landing must be clearly indicated to the
flight crew.
Pressurisation system.
2- In high altitude mode and for operation over 25,000 feet, the excessive warning altitude
setting must be such that corrective actions can be taken in time to ensure that cabin
pressure altitude cannot exceed 15,000 feet "in the event of any reasonably probable
failure" of the pressurisation system.
3- Under all other conditions, § 25.841(a) & (b)(6) requirements apply. The pressurisation
system must perform identically to that found on the standard airplane. In particular, the
flight crew retains the capability to control the pressurisation system manually in the event
of a system failure.
Oxygen system.
4- In high altitude mode, in lieu of compliance with § 25.1447(c)(1) and considering the ACJ
25.1447(c)(1), passengers dispensing units must be automatically presented before the
cabin pressure altitude exceeds 16,000 feet. At any time, the flight crew must retain the
capability of deploying the masks, using the manual control in the cockpit.
5- Under all other conditions, the passenger oxygen system must perform identically to that
found on the standard airplane. § 25.1447(c)(1) applies.
Procedures.
6- Appropriate procedures must be introduced in the Airplane Flight Manual.
7- The applicant must assess the consequences for the aeroplane and its occupants of the
flight crew not applying the correct procedures (i.e. landing at high altitude airport in normal
mode or at a normal altitude airport in high altitude modes).
8- Procedures must be such that the high altitude mode is set for the shortest time possible in
order to have a minimum change in protections. Except when the aeroplane is landing at, or
departing from, a high altitude airport, the cabin follows the normal profile.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 10
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 EQUIVALENT SAFETY
FINDING
E-12: Reinforced security cockpit door
APPLICABILITY:
REQUIREMENTS:
A318 / A319 / A320 / A321
JAR 25.305(b), 307(a), 365, 771, 772, 789(a) 809, 831, 853(a),
1301, 1309 at change 11, JAR 21.21(c)
N/A
ADVISORY MATERIAL:
The new cockpit door design shall meet all existing applicable JAR 25 requirements, including,
but not limited to: JAR 25.305(b), 307(a), 365, 771, 772, 789(a), 809, 831, 853(a), 1301,
1309.
The use of electrical latches released by a pressure sensor signal to meet rapid decompression
requirements is an unusual design feature, and particular attention should be paid to ensure
that compliance to JAR 25.365 is not compromised by this new design feature.
Failure of a decompression mechanism to function when needed could result in a catastrophic
failure. Therefore, and in accordance with 25.1309, a quantitative system safety assessment
should be produced to justify the system architecture, and to show that its reliability and
failure mode effects and probabilities are acceptable.
The JAA team will check the compliance of the proposed design against the following
requirements introduced by FAR 25 amendment 106:
Section 25.772 is amended by revising the introductory language and paragraph (a) and by
adding a new paragraph (c) to read as follows:
Sec. 25.772 Pilot compartment doors.
For an airplane that has a lockable door installed between the pilot compartment and the
passenger compartment:
(a) For airplanes with a maximum passenger seating configuration of more than 20 seats,
the emergency exit configuration must be designed so that neither crewmembers nor
passengers require use of the flightdeck door in order to reach the emergency exits provided
for them; and
*****
(c) There must be an emergency means to enable a flight attendant to enter the pilot
compartment in the event that the flightcrew becomes incapacitated.
3. Part 25 is amended by adding a new Sec. 25.795 to read as follows:
Sec. 25.795 Security considerations.
(a) Protection of flightdeck. If a flightdeck door is required by operating rules, the door
installation must be designed to:
(1) Resist forcible intrusion by unauthorized persons and be capable of withstanding impacts
of 300 Joules (221.3 foot-pounds) at the critical locations on the door, as well as a 250 pound
(1113
Newtons) constant tensile load on the knob or handle, and
(2) Resist penetration by small arms fire and fragmentation devices to a level equivalent to
level IIIa of the National Institute of Justice Standard (NIJ) 0101.04.
(b) [Reserved]
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 11
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 Revised 25.772 and new 25.795 are acceptable to the JAA as an equivalent safety finding to
existing JAR 25.772 paragraph, in accordance with JAR 21.21(c)(2).
FAA AC 25.795-1 (Flight deck intrusion resistance) and AC 25.795-2 (flight deck penetration
resistance) provide acceptable means for demonstrating compliance to 25.795. Any deviation
to the test set-up proposed by the AC should be identified in the relevant test plans, which will
be submitted to the JAA team for review.
In addition, the FAA memorandum published on November 6, 2001 and revised on March 22,
2002, on « certification of strengthened flight deck doors on transport category airplanes »
provides additional useful guidance for showing compliance to 25.795 and other applicable JAR
25 paragraphs.
In order to show that the modified cockpit door can fulfil its intended function in normal and
emergency (failure case and hijacking situation) conditions, the applicant should present to the
JAA certification team the foreseen minimum sequence of events from which operational
procedures associated to this new door design can be developed.
Foreseen MMEL relief cases should be presented to the JAA certification team. The JAA requires
that the level of safety intended by basic airworthiness requirements related to rapid
decompression and emergency evacuation be maintained under MMEL conditions. In the event
of a system failure that would result in a door unlocking, the door should maintain at least the
ability to be closed in flight. The applicant should propose operational and or design measures
to reduce exposure to the risk of an unauthorized cockpit intrusion in such a case.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 12
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 EQUIVALENT SAFETY
FINDING
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 E-18: Improved flammability standards for thermal /
acoustic insulation materials (flame propagation)
A318 / A319 / A320 / A321
JAR 25.853(b) at change 11 & 13; JAR 25.853(a) at change 14;
JAR 25.855(d) at change 14; FAR 25.856(a) at amendment 111
N/A
Thermal / acoustic insulation materials accepted as compliant with FAR 25.856(a) will provide
a level of safety at least as high as that provided by those accepted as compliant with JAR
25.853(b) at change 11 & 13, JAR 25.853(a) at change 14, and JAR 25.855(d) at change 14.
Since A318/A319/A320/A321 airplanes do not have amendment 111 in their certification basis,
compliance with JAR 25.853 and JAR 25.855 is still required. However, once compliance with
FAR 25.856(a) has been shown, it is not necessary to test in accordance with JAR 25.853(b) at
change 11 and 13, JAR 25.853(a) at change 14, and JAR 25.855(d) at change 14, and these
requirements can be substantiated based on equivalent safety.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 13
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
E-2105: Type III Overwing Emergency Exit access
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
A320
JAR 25.813(c)(1), JAR 25.807(a)(3)
N/A
Issue 10 Statement of Issue I:
As a result of positioning the Type III sill height to meet the step down requirements of JAR
25.807(a)(3) and hence preclude the need for a supplementary step outside the aircraft, the
passenger seat cushion immediately adjacent to the overwing exit encroaches into the outline
of the exit in the fuselage.
JAR 25.813(c)(1) requires that the projected opening of the exit provided may not be
obstructed and there must be no interference in opening the exit by seats, berths or other
protrusions for the width of a passenger seat.
The actual opening in the fuselage is however larger than the minimum, i.e. 20” x 40” rather
than 20” x 36”.
The Airworthiness Authorities are prepared to accept compliance by Equivalent Safety based
upon the following:
-
Tests have shown that such an encroachment will not interfere with the effective opening
of each overwing hatch.
The actual opening in the side of the fuselage is larger than the minimum required.
The seat cushion is readily compressible down to the level of the exit outline, assuming a
force of 170 LB evenly distributed over 40 square inches (this criteria has been found to be
an acceptable means of compliance on other aircraft types).
JAA Conclusion:
JAA accepts an Equivalent Safety finding to JAR 25.813(c) on the basis that:
-
The A320 Type III exit is 4” oversize (20” x 40” for a minimum required of 20” x 36”)
The seat cushion does not encroach into the minimum required exit opening.
The seat cushion is readily compressible.
A minimum of 7” unobstructed access is provided to the Type III exit.
Step down requirement of JAR 25.807 is met without providing any supplementary step
outside.
In addition, it has been demonstrated by test that there is no interference in opening the exit.
Statement of Issue II:
The outboard seat adjacent to the emergency exit has been equipped with thinner seat cushion
and the comfort is reduced. This could be improved by an increase of the outboard seat
cushion height to 18.8” (instead of 16.8”) in combination with a minimum 10” passageway
leading to the exit.
Test has demonstrated that with a minimum access passageway to each Type III exit of 10”,
there is sufficient width of exit sill to allow compliance with JAR 25.807(a)(3), i.e. the ‘step
down’ is from the sill rather than the compressed seat cushion.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 14
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 JAA Conclusion:
An Equivalent Safety finding with JAR 25.813(c)(1) is granted on the basis that:
-
There is no interference with exit operation (as demonstrated by test), provided the seat
cushion height is limited to 18.8”.
Whilst the seat cushion does intrude into the ‘exit opening provided’, this is compensated
by the provision of a larger than minimum Type III exit size, i.e. the seat cushion line is
beneath the 20” x 36” minimum exit opening.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 15
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 EQUIVALENT SAFETY
FINDING
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 E-2107: Passenger extension to 180
A320
JAR 25.807
N/A
Statement of Issue:
An application was made on September 30, 1992 to JAA for certification of maximum number
of passengers of 180.
Paragraph 25.807(c)(1) of JAR specifies for passenger seating configuration, the number and
types of Emergency Exits for each side of the fuselage.
The maximum seating capacity allowable under JAR 25.807(c)(1) for A320 exit configuration is
179 (2 Type I and 2 Type III).
However, the exits size for front and rear doors on the A320 is such (32x73 inches) that they
are oversized Type I and therefore can be considered as a non standard exit arrangement.
The same exit size is being used on a derivative of the A320, for which Latin Square Tests
have been conducted in order to establish an appropriate rating for that kind of exits. These
tests have shown that, when associated with the performance of the slide installed at these
exits, a rating of 55 passengers is appropriate.
It should also be noted that the full scale emergency evacuation demonstration of the A320
with 179 passengers has demonstrated compliance with JAR 25.803(c) with sufficient margin
to justify 180 passengers.
Under those conditions, a maximum capacity of 180 passengers is requested for the A320.
JAA Conclusion:
Based upon the demonstrated higher rating for the floor level exits and the adequate margins
for 179 passengers shown in the 90 seconds demonstration, and used as a basis to show
compliance to JAR 25.803(c), the JAA accept 180 passengers as the maximum capacity for the
A320 on the basis of an Equivalent Safety Finding.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 16
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 ELECT TO COMPLY
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 E-28: Improved flammability standards for thermal /
acoustic insulation materials
A318A319/A320/A321
14 CFR Part 25.856(b) amendment 111
N/A
BACKGROUND
The FAA has adopted upgraded flammability standards for thermal and acoustic insulation
materials used in transport category airplanes. These standards include new flammability tests
and criteria that address flame propagation (FAR 25.856(a)) and the entry of an external fire
into the airplane, or burn through (FAR 25.856(b)).
FAR 25.856(a) is applicable to Airbus aircraft manufactured on and after September 2005
through operational requirements of FAR 121.312.
FAR 25.856(b) is applicable to Airbus aircraft manufactured on and after September 2009
through operational requirements of FAR 121.312.
The intent of these requirements is to enhance safety by reducing the incidence and the
severity of cabin fires, particularly those in inaccessible areas where thermal and acoustical
insulation materials are installed, and by providing additional time for evacuation by delaying
the entry of post-crash fires into the cabin.
The EASA intends to publish similar requirements by amending CS-25 with new paragraphs
25.856(a) 25.856(b). This rulemaking activity (EASA task 25.006) is expected to follow the
FAA texts as already adopted in FAR Part 25 Amendment 111. The EASA rulemaking for this
has been on hold for some time because of the problems reported by the industry with the
Park burner mandated by Appendix F Part VII (flame penetration), which was not providing
appropriate means for reliable and repetitive certification tests. These problems have been
resolved with the FAA to such extent that EASA rulemaking can be progressed; it is therefore
understood that the technical content of the EASA CS-25 will be identical to the FAR 25.856.
With respect to the operational requirement, the JAA task NPA 26-17 is part of the JAA
Rulemaking program for 2007/08, which has formally been presented to the JAAC. The task
was to start 3rd quarter 2007 with a draft JAA NPA prepared by the Agency in co-operation
with the JAA CSSG and based on their original JAA text (itself based on the FAR text) so that it
could be presented to OST in January 2008 for their approval with the JAA NPA publication.
The rulemaking is planned to be completed end 2008/beginning 2009 by a JAAC decision.
While the FAA gave 2 years after the date of applicability of the rule to comply with FAR
25.856(a), and 6 years for the flame penetration, the EASA compliance periods however could
be proposed shorter in the NPA. Nevertheless, there is currently no clear indication regarding
the timeframe EASA will enforce.
Flame propagation (FAR 25.856(a) and Appendix F Part VI):
Airbus has already adopted the flame propagation requirements of FAR 25.856(a) and
Appendix F Part VI as a flammability standard. The thermal/acoustic insulation materials that
are installed on all Airbus aircraft manufactured after September 2005 comply with the flame
propagation requirements. (Ref: CRI E-18).
Flame penetration requirements (FAR 25.856(b) and Appendix F Part VII):
The upgrade of the aircraft in compliance with FAR 25.856(b) requirements has a large design
impact on the aircraft, and it is a burden for Airbus to handle two flammability standards (one
for the insulation materials that are installed on aircraft operated under FAR 121, and one for
the other operators).
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 17
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 Similar to the flame propagation requirements of FAR 25.856(a) and Appendix F Part VI, and
in the current absence of EASA equivalent rule, Airbus has voluntarily elected to comply with
the requirements of FAR 25.856(b) and Appendix VII, as published in the Final Rule Docket No.
FAA -2000-7909 and Final Rule Docket No. FAA-2006-24277, for all Airbus aircraft
manufactured* on and after September 2, 2009. This includes also the FAA published
interpretative materials (AC25.856-2 at issue 1 and subsequent).
Note: The requirements of FAR 25.856(b) complement the requirements of FAR 25.856(a).
This means that insulation materials that must be tested according to FAR 25.856(b) must also
be tested according to FAR 25.856(a).
*
Date of Manufacture: the date on which inspection records show that an airplane is in a
condition for safe flight. This is not necessarily the date on which the airplane is in
conformity with the approved type design or the date, on which a Certificate of
Airworthiness is issued, since some items not relevant to safe flight, such as passenger
seats, may not be installed at that time. It could be earlier, but would not be later than the
date on which the first flight of the airplane occurs [definition coming from NPRM dated
Sept.20th, 2000_FAA docket FAA-2000-7909 Notice No.00-09].
The FAA has adopted upgraded flammability standards for thermal and acoustic insulation
materials used in transport category airplanes (FAR 25.856). These standards are applicable to
Airbus aircraft through the FAA operational requirements of FAR 121.312.
-
The first part of the rule (FAR 25.856(a) - Flame propagation requirements, and Appendix
F Part VI) is already implemented on all Single Aisle manufactured since September 2005.
-
The second part of the rule (FAR 25.856(b) - Flame penetration requirements, and
Appendix F Part VII) will be applicable to Single Aisle manufactured after September 2,
2009.
In order to reduce the production burden associated to the handling of two different standards
(one of FAR 121operators / one for other operators), Airbus will proceed with the upgrade
according to FAR 25.856(b) of the whole fleet. The starting point for the modification is
determined to match the first FAR 121 operator needs. The serial introduction of the FAR
25.856(b) will be done in two times:
- ST4/ST3 in June 2009
- ST2/ST1 in July 2009
Currently, the EASA does not have equivalent rule. Therefore, Airbus voluntary elects to
comply with the FAR 25.856(b) and Appendix VII, as published in the Final Rule Docket No.
FAA -2000- 7909 and Final Rule Docket No. FAA-2006-24277. This includes also the FAA
published interpretative materials (AC 25.856-2 at issue 1 and subsequent).
ELECT TO COMPLY
Airbus Elects to Comply with 14 CFR Part 25.856 (b) at Amendment 111 - Thermal/Acoustic
insulation materials.
(b) For airplanes with a passenger capacity of 20 or greater, thermal/acoustic insulation
materials (including the means of fastening the materials to the fuselage) installed in the
lower half of the airplane fuselage must meet the flame penetration resistance test
requirements of part VII of Appendix F to this part, or other approved equivalent test
requirements. This requirement does not apply to thermal/acoustic insulation installations
that the FAA finds would not contribute to fire penetration resistance
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 18
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 EQUIVALENT SAFETY
FINDING
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 E-32: Fuselage burn through protection in bilge area
A318 / A319 / A320 / A321
FAR 25.856(b), JAR 25.853, JAR 25.855
N/A
BACKGROUND
In order to improve the overall aircraft flammability standard, Airbus voluntarily elected to
comply with FAR 25.856(b) rule. Airbus A318/A319/A320/A321 design typically does not have
thermal/acoustic insulation installed on the fuselage skin in the bilge areas (the area below the
lower lobe cargo floor). Instead, most Airbus airplanes have the insulation installed on the
underside of the cargo floor, and per the flame penetration requirements of 25.856(b), this
insulation would be subject to the fire penetration resistance test of appendix F, part VII. Since
implementing this level of fire protection into the insulation on the floor panels presents
several design and implementation challenges, Airbus has proposed an alternative method of
compliance under the equivalent level of safety provisions of Part 21A 16B.
EQUIVALENT SAFETY FINDING
The existing cargo floor panels have been tested and the results showed that the layers are
flame penetration resistant in terms of FAR 25.586 (b). The floor panels constitute a fire
barrier (Barrier 1), with a determined amount of openings (drain pans, Power Drive Units, etc).
The cargo compartment lining is qualified and certified according to 25.855, appendix F part
Ill, and constitutes also a fire barrier (Barrier 2)..
With respect to the burn through resistance of LDCC floor, the barrier 1 acts as a "filter".
Airbus has demonstrated that the remaining heat flux that passes through it dissipates in the
LDCC (forward and aft sections). The amount of heat flux to which the cargo lining and cargo
ceiling (Barrier 2) are exposed reduces extremely significantly. The analysis performed shows
that the heat flux to which the cargo ceiling (Barrier 2) can be exposed is below the maximum
heat flux value mandated by the rule. Furthermore, tests performed by Airbus have
demonstrated that the temperature at the level of the cargo ceiling (Barrier 2) never exceeds
1700°F (927°C) within 4 minutes.
Airbus has demonstrated that the LDCC constitutes an effective burn through barrier. The
combination of Barrier 1 according to FAR Part 25.856 (b) and of the Barrier 2 according to
FAR Part 25.855 (c) increases the time for evacuation in case of a post-crash fire sufficiently to
meet the intent of the requirements of FAR 25.856 (b).
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 19
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 Based on the LDCC demonstration, similar analysis has been conducted for all the different
Lower Deck Compartments, and demonstrates that these compartments provide an effective
flame penetration protection.
In view of the above considerations and related test evidences, the LDCC on Airbus Single
Aisle provides in the Bilge Area a fire barrier equivalent to that requested by FAR 25.856(b) .
Therefore compliance with CRI E-28 has been demonstrated through an equivalent level of
safety approach.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 20
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 E-34: Seats with inflatable restraints
A318 / A319 / A320 / A321
JAR 25.562(c)(5)
N/A
1)
HIC Characteristic
The existing means of controlling Head Injury Criterion (HIC) result in an unquantified
but nominally predictable progressive reduction of injury severity for impact conditions
less than the maximum specified by the rule. Airbag technology however involves a step
change in protection for impacts below and above that at which the airbag device
deploys. This could result in the HIC being higher at an intermediate impact condition
than that resulting from the maximum.
It is acceptable for the HIC to have such a non-linear or step change characteristic
provided that the value does not exceed 1000 at any condition at which the inflatable lap
belt does or does not deploy, up to the maximum severity pulse specified by the
requirements. Tests must be performed to demonstrate this taking into account any
necessary tolerances for deployment.
2)
Intermediate Pulse Shape
The existing ideal triangular maximum severity pulse is defined in FAA AC 25.562.1.
EASA considers that for the evaluation and testing of less severe pulses, a similar
triangular pulse should be used with acceleration, rise time, and velocity change scaled
accordingly.
3)
Protection during Secondary Impacts
EASA acknowledges that the inflatable lap belt will not provide protection during
secondary impacts after actuation. However, evidence must be provided that the postdeployment features of the installation shall not result in an unacceptable injury hazard.
This must include consideration of the deflation characteristics in addition to physical
effects. As a minimum, a qualitative assessment shall be provided.
Furthermore, the case where a small impact is followed by a large impact must be
addressed. In such a case if the minimum deceleration severity at which the airbag is set
to deploy is unnecessarily low, the bag's protection may be lost by the time the second
larger impact occurs. It must be substantiated that the trigger point for airbag
deployment has been chosen to maximize the probability of the protection being
available when needed.
4)
Protection of Occupants other than 50th Percentile
The existing policy is to consider other percentile occupants on a judgmental basis only
i.e. not using direct testing of inquiry criteria but evidence from head paths etc. to
determine likely areas of impact.
The same philosophy may be used for inflatable lap belts in that test results for other
size occupants need not be submitted. However, sufficient evidence must be provided
that other size occupants are protected.
A range of stature from a two-year-old child to a ninety-five percentile male must be
considered.
In addition the following situations must be taken into account:
The seat occupant is holding an infant, including the case where a supplemental loop
infant restraint is used:
The seat occupant is a child in a child restraint device.
The seat occupant is a pregnant woman
5)
Occupants Adopting the Brace Position
There is no requirement for protection to be assessed or measured for set occupants in
any other position or configuration than seated alone upright, as specified in FAA AC
25.562-1A (dated 19 January 1996). However, it must be shown that the inflatable lap
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 21
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 belt does not, in itself, form a hazard to any occupant in a brace position during
deployment.
6)
It must be shown that the gas generator does not release hazardous quantities of gas or
particulate matter into the cabin.
7)
It must be ensured by design that the inflatable lap belt cannot be used in the incorrect
orientation (twisted) such that improper deployment would result.
8)
The probability of inadvertent deployment must be shown to be acceptably low. The
seated occupant must not be seriously injured as a result of the inflatable label
deployment, including when loosely attached. Inadvertent deployment must not cause a
hazard to the aircraft or cause injury to anyone who may be positioned close to the
inflatable lap belt (e.g. seated in an adjacent seat or standing adjacent to the seat).
Cases where the inadvertently deploying inflatable lap belt is buckled or unbuckled
around a seated occupant and where it is buckled or unbuckled in an empty seat must be
considered.
9)
It must be demonstrated that the inflatable lap belt when deployed does not impair
access to the buckle, and does not hinder evacuation, including consideration of adjacent
seat places and the aisle.
10)
There must be a means for a crewmember to verify the integrity of the inflatable lap belt
activation system prior to each flight, or the integrity of the inflatable lap belt activation
system must be demonstrated to reliably operate between inspection intervals.
11)
It must be shown that the inflatable lap belt is not susceptible to inadvertent deployment
as a result of wear and tear, or inertial loads resulting from in-flight or ground
manoeuvres likely to be experienced in service.
12)
The equipment must meet the requirements of JAR 25.1316 with associated guidance
material IM S-1006 for indirect effects of lightning. Electro static discharge must also be
considered.
13)
The equipment must meet the requirements for HIRF (SC S-10.2 and IM S-10.2) with an
additional minimum RF test for the threat from passenger electronic devices of 15 Watts
radiated power.
14)
The inflatable lap belt mechanisms and controls must be protected from external
contamination associated with that which could occur on or around passenger seating.
15)
The inflatable lap belt installation must be protected from the effects of fire such that no
hazard to occupants will result.
16)
The inflatable lap belt must provide adequate protection for each occupant regardless of
the number of occupants of the seat assembly or adjacent seats considering that
unoccupied seats may have active inflatable lap belts, which may be buckled or
unbuckled.
17)
Each inflatable lap belt must function properly following any separation in the fuselage.
18)
It is accepted that a material suitable for the inflatable bag that will meet the normally
accepted flammability standard for a textile, i.e. the 12 second vertical test of JAR25
Appendix F, Part 1, Paragraph (b)(4), is not currently available.
In recognition of the overall safety benefit of inflatable lap belts, and in lieu of this
standard, it is acceptable for the material of the inflatable bags to have an average burn
rate of no greater than 2.5 inches/minute when tested using the horizontal flammability
test of JAR25 Appendix F, part I, paragraph (b)(5).
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 22
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 E-3001: Exit configuration
A321
JAR 25.807
JAR 25.809
N/A
BACKGROUND
The A321 exit configuration consists of 4 pairs of non-standard exits and thus the
arrangement is covered by neither table 25.807(c)(1) nor table 25.807(c)(2). In addition,
these exits are oversized Type I exits.
The exit arrangement and sizes are as follows:
1L/1R - 4L/4R: 32" wide X 73" high (unchanged A320 standard)
2L: 30" wide X 73" high
2R: 30" wide X 73" high
3L/3R: 30" wide X 60" high.
AI wish to take credit for 55 pax for each pair of these oversized Type I exits.
AI proposes to show that the A321 exit arrangement should be certificated for a
maximum capacity of 220 passengers. A latin square test comparing the A321 exit with a
standard Type I exit has been conducted.
SPECIAL CONDITION E3 (SC.E3)
- Add to JAR 25.807(c) a subparagraph (7) reading:
For oversized Type I exits, the increase of the rating over 45 passengers must be
demonstrated by tests.
- Replace JAR 25.809(f)(1)(ii) by:
It must be automatically erected within 10 seconds from the time the exit opening
means is actuated.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 23
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 INTERPRETATIVE
MATERIAL
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 E-3002: Reclassification of doors 2 & 3 to type III
A321
JAR 25.807 (a)
JAR 25.813
N/A
Statement of Issue:
On the basic A321 aircraft, the doors 2 and 3 are classified as non-standard floor level exits
(see CRI E3001), equipped with assist means.
As a customer option, the applicant wishes to reclassify these exits to the requirements of a
Type III to allow a revised seating arrangement around these exits.
The maximum seating capacity would be adjusted accordingly.
Each of the exists will be provided with:
- an unobstructed 12 inch passageway from the aisle to the exit,
- an assist space of appropriate dimensions,
- a cabin attendants seat,
- exit operating placards installed on each exit and on the back of passenger seats in
front of the passageway,
- fixed seat backs and restricted recline and break-over for all seats bounding the
passageways to the exits,
- outboard seat armrest will not encroach into the exit clear opening.
The exit design and operating mechanism, and the slide configuration would remain
unchanged from the basic floor level exit arrangement.
On this basis, the applicant wishes to rate these Type III exits at 35 passengers, i.e.
Maximum capacity for either doors 2 and 3 changed to Type III
Maximum capacity with both doors 2 and 3 classified as Type III
= 200 pax.
= 180 pax.
JAA Position:
In view of the close proximity of passengers to the exit operating system, the arrangement
must be designed to minimise the likelihood of inadvertent operation of disarm / arm lever.
The provision of a cabin attendant seat and an associated assist space in a position next to and
to the right of the aisle is considered satisfactory as meeting the intent of JAR 25.785 and
25.813.
Since the modified exit arrangement involves a floor level exit with assist means, a cabin
attend will be required at these exists to manage the assist means.
IM-E4:
The projected opening of the minimum required Type III exit may not be obstructed and the
12 inch unobstructed passageway leading from the aisle to the exit must be totally within the
contour of the minimum required Type III exit.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 24
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 EQUIVALENT SAFETY
FINDING
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 E-4001: Exit configuration
A319
JAR 25.807 (c) Change 13, OP90-1
JAR 25.809 Change 11
N/A
Statement of Issue
For an aeroplane equipped with two pairs of Type I exits and one pair of Type Ill exits, JAR
25.807(c) Change 13 allows a maximum passenger capacity of 139 passengers.
The exit configuration of the A319 consists of two pairs of non-standard floor level exits
(oversized Type 1), and one pair of Type Ill overwing exits. For this configuration, Airbus
Industrie has requested certification for a number of passengers of 145, using data from the
A321.
For the A319, the exits arrangement and sizes are as follows:
forward doors:
overwing exits:
aft doors:
1L/1R 32" wide x 73" high (unchanged A320/A321 standard)
2L/2R 20" wide x 40" high (unchanged A320 standard Type Ill)
3L/3R 32" wide x 73" high (unchanged A320/A321 standard)
The forward and aft doors satisfy the minimum dimensions and assist means inflation time
criteria of the proposed Type C exit in NPRM 90-04 [i.e. 30" wide x 48" high, 10 seconds
inflation time].
JAA Position
The requirement stated in JAR 25.807(c) at Change 13 as amended by Orange Paper 90-1
shall be satisfied.
With regards to the maximum passenger seating capacity of aircraft equipped with “oversized
Type I doors”, the following policy is to be followed for approval of maximum seating capacity
of passengers:
The JAAC agreed in principle that an Equivalent Safety Finding procedure based
-
either on a test programme (to be defined)
or on NPRM 90-4
shall be used to approve maximum passenger seating capacity of aircraft using 'oversized'
Type I exits provided that the test programme resulting from Cabin Safety study group is
agreed by JAAC.
For the A319, an Equivalent Safety Finding to JAR 25.807(c)(1) Change 13 OP90-1 is granted
by JAA provided that NPRM 90-4 provisions are met.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 25
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 F8: Normal load factor limiting
A318/A319/A320/A321
JAR 25.143(f)
N/A
Add new paragraph to JAR 25.143 (h):
In the absence of other limiting factors:
1) The positive limiting load factor must not be less than 2.5g (2.0g with high lift devices
extended) for the EFCS normal state.
2) The negative limiting load factor must be equal to or more negative than minus 1.0g (0.0g
with high lift devices extended) for the EFCS normal state.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 26
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 F9: Dual control system
A318/A319/A320/A321
JAR 25.671
N/A
Add to JAR 25.671:
The electronic side stick controller coupling design must provide for corrective and/or
overriding control inputs by either pilot. When annunciation of controller is provided, it must
not be confusing to the flight crew.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 27
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 EQUIVALENT SAFETY
FINDING
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 F-20: Minimum mass flow of supplemental oxygen
A318/A319/A320/A321
JAR 25.1443(c)
N/A
In lieu of the airworthiness requirements of JAR 25.1443(c) and associated standards of TSO
C64a/SAE AS 8025, the following compliance method is considered acceptable:
For passengers and cabin crew members, it shall be shown, that the passenger oxygen system
provides an equivalent level of protection from hypoxia as detailed below:
(1) Between 10,000 ft and 18,500 ft cabin pressure altitude, the supplemental oxygen system
for the passenger and cabin crew shall provide a blood oxygenation level that is equivalent
with the blood oxygenation level reached at 10,000 ft cabin pressure altitude when
breathing standard air. Breathing standard air at 10,000 ft cabin pressure altitude provides
a mean tracheal oxygen partial pressure of 100 mmHg as required by JAR 25.1443(c).
(2) Between 18,500 ft and 40,000 ft cabin pressure altitude, the supplemental oxygen system
for the passenger and cabin crew shall provide a blood oxygenation level that is equivalent
with the blood oxygenation level reached at 14,000 ft cabin pressure altitude when
breathing standard air. Breathing standard air at 14,000 ft cabin pressure altitude provides
a mean tracheal oxygen partial pressure of 83.8 mmHg as required by JAR 25.1443(c).
TEST SET UP
(a) The blood oxygenation level in human bodies is characterised by the stabilised arterial
blood oxygen saturation level (SaO2). The purpose of the test is to demonstrate that the
supplemental oxygen dispensing equipment ensures test subjects SaO2 levels, which are
sufficient or at least as high as the applicable baseline SaO2:
(1) 10,000 feet baseline: At 10,000 ft cabin pressure altitude, the “10,000 ft baseline”
SaO2 of test subjects will be measured while breathing standard air. In the next step,
the cabin pressure will be reduced in steps up to 18,500 ft cabin pressure altitude
while the test subjects are breathing supplemental oxygen at a flow rate that matches
the “10,000 ft base-line” SaO2 level.
(2) 14,000 feet baseline: At 14,000 ft cabin pressure altitude, the “14,000 ft baseline”
SaO2 of test subjects will be measured while breathing standard air. In the next step,
the cabin pressure will be reduced in steps up to 40,000 ft cabin pressure altitude
while the test subjects are breathing supplemental oxygen at a flow rate that matches
the “14,000 ft base-line” SaO2 level.
(b) The cabin altitude depending oxygen flow rates will be recorded and later used to specify
the cabin altitude depending oxygen flow performance of the supplemental oxygen
dispensing equipment. The test results from the 10,000 feet baseline will be used for the
cabin pressure altitude range of 10,000 to 18,500 ft, whereas the 14,000 feet baseline will
be used for the cabin pressure altitude range of 18,500 to 40,000 ft.
(c) The testing shall be accomplished in accordance with established industry practices. The
evaluation of the passenger oxygen system performance must include an agreed number
of masks and randomly selected novice human subjects. If new and novel test methods
are used statistical means must be provided to justify the quantity of test subjects.
(d) The test subjects shall be exposed to the full range of altitudes for which the system will be
certified to. A series of exposures at increments of at maximum 7,500 feet pressure
altitude is acceptable for compliance demonstration. Existing data might also be used such
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 28
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 as data from previous qualification tests or compliance findings, provided that the
applicant can sufficiently justify the validity of those data.
(e) To address the increased breathing rate of a panicking person, the equipment must deliver
the in the above mentioned paragraph “a1” and “a2” specified oxygen flow rate under the
JAR 25.1443(c) specified tidal volume and breathing rate, which may be demonstrated by
tests using a breathing machine (breathing machine performance as specified in SAE ARP
1109B).
(f) For a subset of the test runs, the altitude chamber may be simulated on ground by using
hypoxic gas mixtures.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 29
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 EQUIVALENT SAFETY
FINDING
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 F-21: Crew determination of quantity of oxygen in
passenger oxygen System
A318/A319/A320/A321
JAR 25.1441(c)
N/A
In lieu of the airworthiness requirements of JAR 25.1441(c), the following is considered
acceptable if substantiated following the compliance method as described in further below:
If the oxygen source is a lifetime sealed oxygen high-pressure cylinder, the oxygen source can
be considered as full oxygen capacity provided the oxygen quantity has not depleted since the
date of manufacture.
1) A detailed description of the design details must be provided to describe the compensating
features which provide an equivalent level of safety.
2) The oxygen supply source is designed and tested to ensure that it will retain its required
quantity of oxygen or chemicals throughout its expected life limit under foreseeable
operating conditions.
3) A means is provided for maintenance to readily determine when oxygen is no longer
available in the supply source due to inadvertent activation.
4) The life limit of the oxygen supply source is established by test and analysis.
5) Each oxygen supply source is labelled such that the expiration date can be easily
determined by maintenance.
6) Airbus defines maintenance and inspection procedures in the maintenance planning
documents to ensure that the oxygen supply source
a. that are discharged are removed from the airplane,
b. are not installed on the airplane past their expiration date.
7) Each oxygen supply source does not supply oxygen to more than six oxygen masks.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 30
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 INTERPRETATIVE
MATERIAL
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 G-1006: ETOPS
A320
JAA Information Leaflet No. 20 (July 1995) re-issued as JAA ACJ
20X6 (GAI 20, May 2002)
N/A
Statement of Issue I:
The Airbus A320 models are certified '120 minutes ETOPS' against the CAA-UK 'CAP 513' and
the FAA Advisory Circular 'AC 120-42A ETOPS' requirements,
For the A320 equipped with CFM or IAE engines, Airbus ELECT TO COMPLY with the JAA ETOPS
requirements 'Information leaflet N°20' (lL 20) dated 1/7/1995 (revised) for ETOPS 180
minutes Type
Design Approval.
The purpose of this CRI is to address this Elect To Comply.
… Discussion removed
Conclusion:
a) With regard to the A320 ETOPS certification basis:
The A320 JAA ETOPS Type Design Approval (eligibility and capability) will be re-assessed
according to JAR Information Leaflet N° dated 1/7/1995.
However the following consideration should be taken into account:
The JAA have considered the fact that the third generator (CSM/G) is not capable to power the
weather radar, landing lights, auto-pilot, auto-throttle, main fuel pumps and windshield antiicing.
The availability of those services was not required by the A320 initial ETOPS certification basis
(CAA CAP513).
The JAA agree to apply the grandfather clause as defined in the IL 20.
Therefore, for A320, the availability of the above-mentioned services is accepted when the
CSM/G is used as third generator.
b) With regard to the A320 ETOPS MMEL (CFMI and IAE engines):
Dispatch with one engine driven generator is not allowed for ETOPS.
Dispatch for one return flight with the APU/APU GEN inoperative is allowed for 120 minutes
ETOPS.
Dispatch for ETOPS 180 minutes flight is only permitted with all generators serviceable.
Statement of Issue II (September 2003):
A - The criteria at IL20 / AMJ 120-42 has been published in final ACJ format (without technical
change) as ACJ 20X6 in GAl 20. The new reference will supersede all reference to IL20 / AMJ
120-42 in JAA material. The operational provisions of ACJ 20X6 are immediately applicable for
the operational approval of concerned airlines. This material does not refer 10 the design
provisions of original il20 but only to those of ACJ 20X6.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 31
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 B - The CRI wording concerning dispatch with APU / APU GEN inoperative is not in line with
JOEB wording.
The purpose of Issue 2 of this CRI is to address the change in the publication reference of JAA
ETOPS criteria and the inconsistency of wording between this CRI and the MMEL and CMP
document.
… Discussion removed
Conclusion:
A - Concerned manuals will be re-issued with reference to ACJ 20X6 at next normal revision
date.
B - All references in this CRI to "Dispatch for one return flight" with APU/APU GEN inoperative
shall be interpreted as "dispatch for 4 flights" with APU/APU GEN inoperative for 120 minutes
ETOPS (all electrical generators must be serviceable for 180 minutes ETOPS dispatch).
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 32
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 H-01: Enhanced Airworthiness Programme for Aeroplane
Systems - ICA on EWIS
A318 / A319 / A320 / A321
PART 21A.16B(a)(3), 21A.3B(c)(1), CS 25.1529 +
Appendix H
N/A
Add to: Appendix H Instructions for Continued Airworthiness
H25.5 Electrical
Airworthiness
Wiring
Interconnection
Systems
Instructions
for
Continued
The applicant must prepare Instructions for Continued Airworthiness (ICA) applicable to
Electrical Wiring Interconnection System (EWIS) as defined below that include the following:
Maintenance and inspection requirements for the EWIS developed with the use of an enhanced
zonal analysis procedure (EZAP) that includes:
a. Identification of each zone of the aeroplane.
b. Identification of each zone that contains EWIS.
c. Identification of each zone containing EWIS that also contains combustible materials.
d. Identification of each zone in which EWIS is in close proximity to both primary and
back-up hydraulic, mechanical, or electrical flight controls and lines.
e. Identification of –
• Tasks, and the intervals for performing those tasks, that will reduce the likelihood
of ignition sources and accumulation of combustible material, and
• Procedures, and the intervals for performing those procedures, that will effectively
clean the EWIS components of combustible material if there is not an effective task
to reduce the likelihood of combustible material accumulation.
f.
Instructions for protections and caution information that will minimize contamination
and accidental damage to EWIS, as applicable, during the performance of maintenance,
alteration, or repairs.
The ICA must be in the form of a document appropriate for the information to be provided, and
they must be easily recognizable as EWIS ICA.
For the purpose of this Appendix H25.5, the following EWIS definition applies:
(a)
Electrical wiring interconnection system (EWIS) means any wire, wiring device, or
combination of these, including termination devices, installed in any area of the aeroplane for
the purpose of transmitting electrical energy, including data and signals between two or more
intended termination points. Except as provided for in subparagraph (c) of this paragraph, this
includes:
(1)
Wires and cables.
(2)
Bus bars.
(3)
The termination point on electrical devices, including those on relays, interrupters,
switches, contactors, terminal blocks, and circuit breakers and other circuit protection
devices.
(4)
Connectors, including feed-through connectors.
(5)
Connector accessories.
(6)
Electrical grounding and bonding devices and their associated connections.
(7)
Electrical splices.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 33
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 (8)
Materials used to provide additional protection for wires, including wire insulation, wire
sleeving, and conduits that have electrical termination for the purpose of bonding.
(9)
Shields or braids.
(10)
Clamps and other devices used to route and support the wire bundle.
(11)
Cable tie devices.
(12)
Labels or other means of identification.
(13)
Pressure seals.
(b)
The definition in subparagraph (a) of this paragraph covers EWIS components inside
shelves, panels, racks, junction boxes, distribution panels, and back-planes of equipment racks,
including, but not limited to, circuit board back-planes, wire integration units and external wiring
of equipment.
(c)
Except for the equipment indicated in subparagraph (b) of this paragraph, EWIS
components inside the following equipment, and the external connectors that are part of that
equipment, are excluded from the definition in subparagraph (a) of this paragraph:
(1)
Electrical equipment or avionics that is qualified to environmental conditions and
testing procedures when those conditions and procedures are (i) Appropriate for the intended function and operating environment, and
(ii) Acceptable to the Agency.
(2)
Portable electrical devices that are not part of the type design of the aeroplane. This
includes personal entertainment devices and laptop computers.
(3)
Fibre optics.
- END –
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 34
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 P1: FADEC and electronic equipment
A318 / A319 / A321
JAR 25.901, 25.903
N/A
The overall propulsion control system on the aircraft including the FADEC and associated
electronic equipment, must be substantiated to have an availability of the functions essential
for safe flight and landing, in the installed configuration, at least equivalent to those of a
conventional propulsion control system of a similar type encompassing a hydromechanical
engine control system which has already been certified to the JAR regulations.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 35
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
1.
Special Condition
1.1
General
Issue 10 P-27: Flammability Reduction System
A318 / A319 / A320 / A321
JAR 25.1309, FAR 25.981(c)
N/A
The following special conditions are part of the type design certification basis for Airbus
A318/A319/A320/A321 with a centre tank(s) equipped with a Flammability Reduction
System (FRS).
Compliance with these special conditions does not relieve the applicant from compliance
with the existing certification requirements.
These special conditions define additional requirements for the design and installation of
a FRS that will inert fuel tanks with NEA in order to reduce the fleet average flammability
exposure to 3% or less of the operational time for the aeroplane under evaluation. This
3% value is based upon the results of unheated wing tank Monte Carlo flammability
analysis that gives results typically around this value. In order to address the high-risk
phases of flight (i.e., warm/hot day pre-flight ground operations and climb where
flammable conditions are more likely to occur), when the FRS is functional, it will be
required to reduce the flammability exposure in each of these phases of operation to 3%
or less of the operational time in those phases.
Irrespective of the addition of FRS, ignition source minimisation must still be applied to the
tanks. Therefore the applicant is required to summarise modifications required for ignition
source minimisation to be applied to the centre tank in compliance with INT/POL/25/12
(CS 25.1309).
The applicant may propose that MMEL relief is provided for aircraft operation with the FRS
unavailable. Appropriate justification in accordance with normal policies and procedures
including mitigating factors must be provided.
1.2
Definitions
(a)
Bulk Average Fuel Temperature. The average fuel temperature within the fuel tank,
or different sections of the tank if the tank is subdivided by baffles or
compartments.
(b)
Flammability Exposure Evaluation Time (FEET). For the purpose of these special
conditions, the time from the start of preparing the aeroplane for flight, through the
flight and landing, until all payload is unloaded and all passengers and crew have
disembarked. In the Monte Carlo programme, the flight time is randomly selected
from the Mission Range Distribution (Appendix 2, Table 3), the pre-flight times are
provided as a function of the flight time, and the post- flight time is a constant 30
minutes.
(c)
Flammable. With respect to a fluid or gas, flammable means susceptible to igniting
readily or to exploding. A non-flammable ullage is one where the gas mixture is
too lean or too rich to burn and/or is inert per the definition below.
(d)
Flash Point. The flash point of a flammable fluid is the lowest temperature at which
the application of a flame to a heated sample causes the vapour to ignite
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 36
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 momentarily, or “flash”. A test for jet fuel is defined in the ASTM specification,
D56, “Standard Test Method for Flash Point by Tag Close Cup Tester”.
1.3
(e)
Hazardous Atmosphere. An atmosphere that may expose any person(s) to the risk
of death, incapacitation, impairment of ability to self-rescue (escape unaided from a
space), injury, or acute illness.
(f)
Inert. For the purpose of these special conditions, the tank is considered inert
when the bulk average oxygen concentration within each compartment of the tank
is 12% or less at sea level up to 10,000 feet, then linearly increasing from 12% at
10,000 feet to 14.5% at 40,000 feet, and extrapolated linearly above that altitude
(based on FAA test data).
(g)
Inerting. A process where a non-combustible gas is introduced into the ullage of a
fuel tank to displace sufficient oxygen so that the ullage becomes inert.
(h)
Monte Carlo Analysis. An analytical tool that provides a means to assess the
degree of fleet average and warm day flammability exposure time for a fuel tank.
See Appendices 1 and 2 of these special conditions for specific guidelines on
conducting a Monte Carlo analysis.
(i)
Transport Effects. Transport effects are the effects on fuel vapour concentration
caused by low fuel conditions (mass loading), fuel condensation, and vapourisation.
(j)
Ullage, or Ullage Space. The volume within the tank not occupied by liquid fuel at
the time interval under evaluation.
System Performance and Reliability
It must be demonstrated that the FRS reduces tank flammability to levels defined in
these special conditions. This should be shown by complying with performance and
reliability requirements as follows:
(a)
(b)
The applicant must submit a combined fleet performance and reliability analysis
(Monte Carlo analysis as described in Appendices 1 and 2) that must:
(1)
Demonstrate that the overall fleet average flammability exposure of each fuel
tank with a FRS installed is equal to or less than 3% of the FEET; and
(2)
Demonstrate that neither the performance (when the FRS is operational) nor
reliability (including all periods when the FRS is inoperative) contributions to
the overall fleet average flammability exposure of a tank with a FRS installed
are more than 1.8 percent (this will establish appropriate maintenance
inspection procedures and intervals as required in paragraph 1.4 of these
special conditions).
The applicant must submit a Monte Carlo analysis that demonstrates that the FRS,
when functional, reduces the overall fleet average flammability exposure of each
fuel tank with a FRS installed for warm day ground and climb phases to a level
equal to or less than 3% of the FEET in each of these phases for the following
conditions:
(1)
The analysis must use the subset of 80°F (26.7°C) and warmer days from the
Monte Carlo analyses done for overall performance, and
(2)
The flammability exposure must be calculated by comparing the time during
ground and climb phases for which the tank was flammable and not inert with
the total time for the ground and climb phases.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 37
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 (c)
1.4
Issue 10 The applicant must provide data from ground testing and flight testing that:
(1)
validate the inputs to the Monte Carlo analysis needed to meet paragraphs
1.3(a), (b) and (c)(2) of these special conditions; and
(2)
substantiate that the NEA distribution is effective at inerting all portions of the
tank where the inerting system is needed to show compliance with these
paragraphs.
(d)
The applicant must validate that the FRS meets the requirements of paragraphs
(a), (b), and (c)(2) of this section with any combination of interfacing systems (e.g.
electrical power system) approved for the aeroplane that may affect FRS reliability
and performance.
(e)
Sufficient accessibility for maintenance personnel, or the flightcrew, must be
provided to FRS status indications that are necessary to meet the reliability
requirements of paragraph 1.3(a) of these special conditions.
(f)
The access doors and panels to the fuel tanks (including any tanks that
communicate with an inerted tank via a vent system), and to any other enclosed
areas that could contain NEA under normal or failure conditions, must be
permanently stenciled, marked, or placarded as appropriate to warn maintenance
crews of the possible presence of a potentially hazardous atmosphere. The proposal
for markings does not alter the existing requirements that must be addressed when
entering aeroplane fuel tanks.
(g)
Oxygen-enriched air produced by the FRS must not create a hazard during normal
operating conditions.
(h)
Any FRS failures, or failures that could affect the FRS, with potential catastrophic
consequences shall not result from a single failure or a combination of failures not
shown to be extremely improbable.
(i)
It must be shown that the fuel tank pressures will remain within limits during
normal operating conditions and failure conditions.
(ii)
Identify critical features of the fuel tank system to prevent an auxiliary fuel
tank installation from increasing the flammability exposure of main tanks
above that permitted under paragraphs 1.3(a)(1), (2) and (b) of these special
conditions and to prevent degradation of the performance and reliability of the
FRS.
Maintenance
The FRS shall be subject to analysis using conventional processes and methodology to
ensure that the minimum scheduled maintenance tasks required for securing the
continuing airworthiness of the system and installation are identified and published as
part of the CS 25.1529 compliance. Maintenance tasks arising from either the Monte
Carlo analysis or a CS 25.1309 safety assessment shall be dealt with in accordance with
the principles laid down in FAA AC 25.19. The applicant shall prepare a validation
programme for the associated continuing airworthiness maintenance tasks, fault finding
procedures, and maintenance procedures.
1.5
In-Service Monitoring
Following introduction to service the applicant must introduce an event monitoring
programme, accruing data from a reasonably representative sample of global operations,
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 38
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 to ensure that the implications of component failures affecting the FRS are adequately
assessed on an on-going basis. The applicant must:
(a)
Provide a report to the primary certification authority (PCA) on a quarterly
basis for the first five years of service introduction. After that period the
requirement for continued reporting will be reviewed by the PCA.
(b)
Provide a report to the validating authorities on a quarterly basis for a period
of at least two years following introduction to service.
(c)
Develop service instructions or revise the applicable aeroplane manuals, in
accordance with a schedule agreed by the PCA, to correct any failures of the
FRS that occur in service that could increase the fleet average or warm day
flammability exposure of the tank to more than the exposure requirements of
paragraphs 1.3(a) and 1.3(b) of these special conditions.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 39
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 APPENDIX 1 to Special Condition P-27
1. Monte Carlo Analysis
(a)
A Monte Carlo analysis must be conducted for the fuel tank under evaluation to
determine fleet average and warm day flammability exposure for the aeroplane under
evaluation. The analysis must include the parameters defined in Appendices 1 and 2
of these special conditions. The aeroplane specific parameters and assumptions used in
the Monte Carlo analysis must include:
(1)
FRS Performance – as defined by system performance.
(2)
Cruise Altitude – as defined by aeroplane performance.
(3)
Cruise Ambient Temperature – as defined in Appendix 2 of these special
conditions.
(4)
Overnight Temperature Drop – as defined in Appendix 2 of these special
conditions.
(5)
Fuel Flash Point and Upper and Lower Flammability Limits – as defined in
Appendix 2 of these special conditions.
(6)
Fuel Burn – as defined by aeroplane performance.
(7)
Fuel Quantity – as defined by aeroplane performance.
(8)
Fuel Transfer – as defined by aeroplane performance.
(9)
Fuelling Duration – as defined by aeroplane performance.
(10) Ground Temperature – as defined in Appendix 2 of these special conditions.
(11) Mach Number – as defined by aeroplane performance.
(12) Mission Distribution – the applicant must use the mission distribution defined in
Appendix 2 of these special conditions or may request EASA approval of
alternative data.
(13) Oxygen Evolution – as defined by aeroplane performance or as defined in
Appendix 2 of these special conditions.
(14) Maximum Aeroplane Range – as defined by aeroplane performance.
(15) Tank Thermal Characteristics – as defined by aeroplane performance.
(16) Descent Profile Distribution – the applicant must use either a fixed 2500 feet per
minute descent rate or may request EASA approval of alternative data.
(b) The assumptions for the analysis must include:
(1)
FRS performance throughout the flammability exposure evaluation time;
(2)
Vent losses due to crosswind effects and aeroplane performance;
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 40
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 (3) Periods when the system is operating properly but fails to inert the tank;
Note: Localized concentrations above the inert level as a result of fresh air that is
drawn into the fuel tank through vents during descent would not be considered as
flammable.
(4)
Expected system reliability;
(5)
The MMEL/MEL dispatch inoperative period assumed in the reliability analysis, (60
flight hours must be used for a 10-day MMEL dispatch limit unless an alternative
period has been approved by the PCA), including action to be taken when
dispatching with the FRS inoperative (Note: The actual MMEL dispatch inoperative
period data must be included in the engineering reporting requirement of
paragraph 1.5 of these special conditions);
(6)
Possible periods of system inoperability due to latent or known failures, including
aeroplane system shut-downs and failures that could cause the FRS to shut down
or become inoperative; and
(7)
Effects of failures of the FRS that could increase the flammability of the fuel tank.
(8)
Ancillary tanks where significant vapour transfer takes place, such as surge tanks,
must be considered flammable if any primary fuel tank connected to the tank
contains flammable vapors. In addition, these ancillary tanks are considered inert
if all primary tanks are inert.
(c) The Monte Carlo analysis, including a description of any variation assumed in the
parameters (as identified under paragraph (a) of this appendix) that affect fleet
average or warm day flammability exposure, and substantiating data must be
submitted to EASA for approval.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 41
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 APPENDIX 2 to Special Condition P-27
1. Monte Carlo Model
2.
(a)
The FAA has developed a Monte Carlo model that can be used to develop a
specific analysis model for the Boeing 747 to calculate fleet average and warm
day flammability exposure for a fuel tank. The program requires the user to enter
the aeroplane performance data specific to the aeroplane model being evaluated,
such as maximum range, cruise mach number, typical step climb altitudes, tank
thermal characteristics specified as exponential heating/cooling time constants,
and equilibrium temperatures for various fuel tank conditions. The general
methodology for conducting a Monte Carlo model is described in AC 25.981-2.
(b)
The FAA model, or one with modifications approved by the FAA, must be used as
the means of compliance with these special conditions. Contact EASA Certification
Directorate to obtain the correct version of the model to use. The following
procedures, input variables, and data tables must be used in the analysis if the
applicant develops a unique model to determine fleet average flammability
exposure for a specific aeroplane type.
Monte Carlo Variables and Data Tables
(a)
Fleet average flammability exposure is the percent of the mission time the fuel
tank ullage is flammable for a fleet of an aeroplane type operating over the range
of actual or expected missions and in a world-wide range of environmental
conditions and fuel properties.
Variables used to calculate fleet average
flammability exposure must include atmosphere, mission length (as defined in
paragraph 1.2 Definitions, as FLEET), fuel flash point, thermal characteristics of
the fuel tank, overnight temperature drop, and oxygen evolution from the fuel into
the ullage. Transport effects are not to be allowed as parameters in the analysis.
(b)
For the purposes of these special conditions, a fuel tank is considered flammable
when the ullage is not inert and the fuel vapour concentration is within the
flammable range for the fuel type being used. The fuel vapour concentration of
the ullage in a fuel tank must be determined based on the bulk average fuel
temperature within the tank. This vapour concentration must be assumed to exist
throughout all bays of the tank. For those aeroplanes with fuel tanks having
different flammability exposure within different compartments of the tank, where
mixing of the vapour or NEA does not occur, the Monte Carlo analysis must be
conducted for the compartment of the tank with the highest flammability. The
compartment with the highest flammability exposure for each flight phase must
be used in the analysis to establish the fleet average flammability exposure. For
example, the centre wing fuel tank in some designs extends into the wing and has
compartments of the tank that are cooled by outside air, and other compartments
of the tank that are insulated from outside air. Therefore, the fuel temperature
and flammability is significantly different between these compartments of the fuel
tank.
(c)
Atmosphere
(1)
In order to predict flammability exposure during a given flight, the variation of
ground ambient temperatures, cruise ambient temperatures, and a method to
compute the transition from ground to cruise and back again must be used. The
variation of the ground and cruise ambient temperatures and the flash point of the
fuel are defined by a Gaussian curve, given by the 50 percent value and a  1
standard deviation value.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 42
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 (2)
The ground and cruise temperatures are linked by a set of assumptions on the
atmosphere. The temperature varies with altitude following the International
Standard Atmosphere (ISA) rate of change from the ground temperature until the
cruise temperature for the flight is reached. Above this altitude, the ambient
temperature is fixed at the cruise ambient temperature. This results in a variation
in the upper atmosphere (tropopause) temperature. For cold days, an inversion is
applied up to 10,000 feet, and then the ISA rate of change is used. The warm
day subset (see paragraph 1.3 (b) (1) of these special conditions) for ground and
climb uses a range of temperatures above 80°F (26.7°C) and is included in the
Monte Carlo model.
(3)
The analysis must include a minimum number of flights, and for each flight a
separate random number must be generated for each of the three parameters
(i.e. ground ambient temperature, cruise ambient temperature, and fuel flash
point) using the Gaussian distribution defined in Table 1. The applicant can verify
the output values from the Gaussian distribution using Table 2.
(d) Fuel Properties.
(1)
Flash point variation. The variation of the flash point of the fuel is defined by a
Gaussian curve, given by the 50 percent value and a  1-standard deviation value.
(2)
Upper and Lower Flammability Limits. The flammability envelope of the fuel that
must be used for the flammability exposure analysis is a function of the flash point
of the fuel selected by the Monte Carlo for a given flight. The flammability
envelope for the fuel is defined by the upper flammability limit (UFL) and lower
flammability limit (LFL) as follows:
(i) LFL at sea level = flash point temperature of the fuel at sea level
minus10 degrees F. LFL decreases from sea level value with increasing
altitude at a rate of 1 degree F per 808 ft.
(ii)
UFL at sea level = flash point temperature of the fuel at sea level plus
63.5 degrees F. UFL decreases from the sea level value with increasing
altitude at a rate of 1 degree F per 512 ft.
Note: Table 1 includes the Gaussian distribution for fuel flash point. Table 2 also
includes information to verify output values for fuel properties. Table 2 is based
on typical use of Jet A type fuel, with limited TS-1 type fuel use.
Table 1. Gaussian Distribution for Ground Ambient, Cruise Ambient, and Flash Point
Temperature in Deg F
Parameter
Mean Temp
neg 1 std dev
pos 1 std dev
Ground Amb.
59.95
20.14
17.28
Cruise Amb.
-70
8
8
Flash Point
(FP)
120
8
8
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 43
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 Table 2. Verification of Table 1
% Probability of
Temps & Flash
Flash
Point Being Below
the Listed Values Ground Amb. Cruise Amb. Point
Deg F
Deg F
Deg F
1
13.1
-88.6
101.4
5
26.8
-83.2
106.8
10
34.1
-80.3
109.7
15
39.1
-78.3
111.7
20
43.0
-76.7
113.3
25
46.4
-75.4
114.6
30
49.4
-74.2
115.8
35
52.2
-73.1
116.9
40
54.8
-72.0
118.0
45
57.4
-71.0
119.0
50
59.9
-70.0
120.0
55
62.1
-69.0
121.0
60
64.3
-68.0
122.0
65
66.6
-66.9
123.1
70
69.0
-65.8
124.2
75
71.6
-64.6
125.4
80
74.5
-63.3
126.7
85
77.9
-61.7
128.3
90
82.1
-59.7
130.3
95
88.4
-56.8
133.2
99
100.1
-51.4
138.6
Ground
Amb.
Deg C
-10.5
-2.9
1.2
3.9
6.1
8.0
9.7
11.2
12.7
14.1
15.5
16.7
18.0
19.2
20.6
22.0
23.6
25.5
27.8
31.3
37.9
Cruise Amb. Flash Point (FP)
Deg C
Deg C
-67.0
38.5
-64.0
41.6
-62.4
43.2
-61.3
44.3
-60.4
45.1
-59.7
45.9
-59.0
46.6
-58.4
47.2
-57.8
47.8
-57.2
48.3
-56.7
48.9
-56.1
49.4
-55.5
50.0
-55.0
50.6
-54.3
51.2
-53.7
51.9
-52.9
52.6
-52.1
53.5
-51.0
54.6
-49.4
56.2
-46.3
59.2
(e)
Flight Mission Distribution
(1)
The mission length for each flight is determined from an equation that takes the
maximum mission length for the aeroplane and randomly selects multiple flight
lengths based on typical airline use.
(2)
The mission length selected for a given flight is used by the Monte Carlo model to
select a 30-, 60-, or 90- minute time on the ground prior to takeoff, and the type
of flight profile to be followed. Table 3 must be used to define the mission
distribution. A linear interpolation between the values in the table must be
assumed.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 44
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 Table 3. Mission Range Distribution
Aeroplane Maximum Range - Nautical Miles (NM)
1000
Flight Length (NM)
From
To
0
200 11.7
200
400 27.3
600 46.3
400
600
800 10.3
1000 4.4
800
1000
1200 0.0
1400 0.0
1200
1400
1600 0.0
1600
1800 0.0
1800
2000 0.0
2000
2200 0.0
2200
2400 0.0
2400
2600 0.0
2600
2800 0.0
3000 0.0
2800
3000
3200 0.0
3400 0.0
3200
3400
3600 0.0
3800 0.0
3600
3800
4000 0.0
4200 0.0
4000
4200
4400 0.0
4400
4600 0.0
4600
4800 0.0
4800
5000 0.0
5000
5200 0.0
5200
5400 0.0
5400
5600 0.0
5800 0.0
5600
5800
6000 0.0
6200 0.0
6000
6200
6400 0.0
6600 0.0
6400
6600
6800 0.0
7000 0.0
6800
7000
7200 0.0
7200
7400 0.0
7400
7600 0.0
7600
7800 0.0
7800
8000 0.0
8000
8200 0.0
8200
8400 0.0
8600 0.0
8400
8800 0.0
8600
9000 0.0
8800
9000
9200 0.0
9400 0.0
9200
9400
9600 0.0
9600
9800 0.0
9800
10000 0.0
2000
7.5
19.9
40.0
11.6
8.5
4.8
3.6
2.2
1.2
0.7
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3000
4000
5000 6000 7000 8000
Distribution of missions Lengths(%)
6.2
17.0
35.7
11.0
8.6
5.3
4.4
3.3
2.3
2.2
1.6
1.1
0.7
0.4
0.2
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
5.5
15.2
32.6
10.2
8.2
5.3
4.5
3.5
2.6
2.6
2.1
1.6
1.2
0.9
0.6
0.6
0.7
0.7
0.9
0.5
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
4.7
13.2
28.5
9.1
7.4
4.8
4.2
3.3
2.5
2.6
2.2
1.7
1.4
1.0
0.7
0.8
1.1
1.3
2.2
2.0
2.1
1.4
1.0
0.6
0.2
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
4.0
11.4
24.9
8.0
6.6
4.3
3.8
3.1
2.4
2.5
2.1
1.7
1.4
1.1
0.8
0.8
1.2
1.6
2.7
2.6
3.0
2.2
2.0
1.5
1.0
0.8
0.8
0.9
0.6
0.2
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3.4
9.7
21.2
6.9
5.7
3.8
3.3
2.7
2.1
2.2
1.9
1.6
1.3
1.0
0.7
0.8
1.2
1.6
2.8
2.8
3.2
2.5
2.3
1.8
1.4
1.1
1.2
1.7
1.6
1.8
1.7
1.4
0.9
0.5
0.2
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3.0
8.5
18.7
6.1
5.0
3.3
3.0
2.4
1.9
2.0
1.7
1.4
1.2
0.9
0.7
0.8
1.1
1.5
2.7
2.8
3.3
2.6
2.5
2.0
1.5
1.3
1.5
2.1
2.2
2.4
2.6
2.4
1.8
1.2
0.8
0.4
0.3
0.2
0.1
0.1
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
9000
10000
2.6
7.5
16.4
5.4
4.5
3.0
2.7
2.2
1.7
1.8
1.6
1.3
1.1
0.9
0.6
0.7
1.1
1.5
2.6
2.7
3.2
2.6
2.5
2.0
1.6
1.3
1.6
2.2
2.4
2.8
3.1
2.9
2.2
1.6
1.1
0.7
0.5
0.5
0.5
0.6
0.5
0.5
0.6
0.4
0.2
0.0
0.0
0.0
0.0
0.0
2.3
6.7
14.8
4.8
4.0
2.7
2.4
2.0
1.6
1.7
1.4
1.2
1.0
0.8
0.6
0.7
1.0
1.4
2.5
2.6
3.1
2.5
2.4
2.0
1.5
1.3
1.6
2.3
2.5
2.9
3.3
3.1
2.5
1.9
1.3
0.8
0.7
0.6
0.7
0.8
0.8
1.0
1.3
1.1
0.8
0.5
0.2
0.1
0.1
0.1
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 45
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 Issue 10 (f)
Fuel Tank Thermal Characteristics
(1)
The applicant must account for the thermal conditions of the fuel tank both on the
ground and in flight. The Monte Carlo model, available on the website listed
above, defines the ground condition using an equilibrium delta temperature
(relative to the ambient temperature) that the tank will reach given a long enough
time, with any heat inputs from aeroplane sources. Values are also input to
define two exponential time constants (one for a near empty tank and one for a
near full tank) for the ground condition. These time constants define the time for
the fuel in the fuel tank to heat or cool in response to heat input. The fuel is
assumed to heat or cool according to a normal exponential transition, governed by
the temperature difference between the current temperature and the equilibrium
temperature, given by ambient temperature plus delta temperature. Input values
for this data can be obtained from validated thermal models of the tank based on
ground and flight test data. The inputs for the in-flight condition are similar but
are used for in-flight analysis.
(2)
Fuel management techniques are unique to each manufacturer’s design and
variations in fuel quantity within the tank for given points in the flight, including
fuel transfer for any purpose, must be accounted for in the model. The model
uses a “tank full” time, specified in minutes, that defines the time before
touchdown when the fuel tank is still full. For a centre wing tank used first, this
number would be the maximum flight time, and the tank would start to empty at
takeoff. For a main tank used last, the tank will remain full for a shorter time
before touch down, and would be “empty” at touch down (i.e., tank empty at 0
minutes before touch down). For a main tank with reserves, the term empty
means at reserve level rather than totally empty. The thermal data for tank
empty would also be for reserve level.
(3)
The model also uses a “tank empty” time to define the time when the tank is
emptying, and the program uses a linear interpolation between the exponential
time constants for full and empty during the time the tank is emptying. For a
tank that is only used for long-range flights, the tank would be full only on longer
range flights and would be empty a long time before touch down. For short
flights, it would be empty for the whole flight. For a main tank that carried
reserve fuel, it would be full for a long time and would only be down to empty at
touch down. In this case, empty would really be at reserve level, and the thermal
constants at empty should be those for the reserve level.
(4)
The applicant must propose means to validate thermal time constants and
equilibrium temperatures to be used in the analysis. The applicant may propose
using a more detailed thermal definition, such as changing time constants as a
function of fuel quantity, provided the details and substantiation information are
acceptable and the Monte Carlo model programme changes are validated.
(g)
Overnight Temperature Drop
(1)
An overnight temperature drop must be considered in the Monte Carlo analysis as it
may affect the oxygen concentration level in the fuel tank. The overnight
temperature drop for these special conditions will be defined using:

A temperature at the beginning of the overnight period based on the landing
temperature that is a random value based on a Gaussian distribution; and

An overnight temperature drop that is a random value based on a Gaussian
distribution.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 46
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 (2)
Issue 10 For any flight that will end with an overnight ground period (one flight per day out
of an average of “x” flights per day, depending on use of the particular aeroplane
model being evaluated), the landing outside air temperature (OAT) is to be chosen
as a random value from the following Gaussian curve:
Table 4. Landing OAT
Parameter
Mean Temp
neg 1 std dev
pos 1 std dev
(3)
Landing
Temperature °F
58.68
20.55
13.21
The outside ambient air temperature (OAT) drop for that night is to be chosen as
a random value from the following Gaussian curve:
Table 5. OAT Drop
Parameter
Mean Temp
1 std dev
(h)
OAT Drop
Temperature °F
12.0
6.0
Oxygen Evolution
The oxygen evolution rate must be considered in the Monte Carlo analysis if it can
affect the flammability of the fuel tank or compartment. Fuel contains dissolved
gases, and in the case of oxygen and nitrogen absorbed from the air, the oxygen
level in the fuel can exceed 30 percent, instead of the normal 21 percent oxygen
in air. Some of these gases will be released from the fuel during the reduction of
ambient pressure experienced in the climb and cruise phases of flight. The
applicant must consider the effects of air evolution from the fuel on the level of
oxygen in the tank ullage during ground and flight operations and address these
effects on the overall performance of the FRS. The applicant must provide the air
evolution rate for the fuel tank under evaluation, along with substantiation data.
(i)
Number of Simulated Flights Required in Analysis
In order for the Monte Carlo analysis to be valid for showing compliance with the
fleet average and warm day flammability exposure requirements of these special
conditions, the applicant must run the analysis for an appropriate number of
flights to ensure that the fleet average and warm day flammability exposure for
the fuel tank under evaluation meets the flammability limits defined in Table 6.
Table 6. Flammability Limit
Number of Flights
in Monte Carlo Analysis
Maximum Acceptable
Fuel Tank Flammability
(%)
1,000
5,000
10,000
100,000
1,000,000
2.73
2.88
2.91
2.98
3.00
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 47
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 S30: Autoflight system
A318 / A319 / A320 / A321
JAR 25.1329(h), 25.1335
NPA 25F-160
Delete JAR 25.1329(h) and JAR 25.135 and in each case substitute the following
Means must be provided to indicate to the flight crew the current mode of operation and any
modes armed by the pilot. Selector switch position is not acceptable as a mean of indication
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 48
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 S33: Autothrust system
A318 / A319 / A320 / A321
JAR 25.1329, 25.1141, 25.1143
N/A
For autothrust system certification the following requirements must be complied with:
1) Disconnection of the ATS shall be by means of a quick release control readily useable by
both pilots
2) Automatic disengagement of ATS shall be indicated by an appropriate aural warning
3) Disconnection of the ATS and manual throttle control recovery shall not result in:
i. Significant disturbances in engine thrust, flight path or speed control:
ii. Exceedance of engine limitations.
4) The ATS shall be compatible with the manual control including the manual flare
5) The flight manual shall contain procedures for the ATS usage to ensure that failure
conditions meet the requirements of JAR 25.1309 and its ACJ n.1 in the most adverse
conditions (low visibility, wind, gust, windshear, etc…)
6) It must be shown by test and analysis that adequate cues are provided to the crew to
monitor thrust changes during normal autothrust operation.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 49
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 S52: Operation without normal electrical power
A318 / A319 / A320 / A321
JAR 25.1351(d)
N/A
Replace JAR 25.1351(d) by the following
(2) Unless it can be shown that the loss of the normal generated electrical power system is
Extremely Improbable, an alternate high integrity electrical power system, independent of
the normal generated electrical power system(s), must be provided to power those
services necessary to complete a flight and make a safe landing. The services to be
powered must include:
i. those required for immediate safety and which must continue to operate, following the
loss of all normal electrical power without the need for flight crew action:
ii. those required for continued controlled flight;
iii. those required for descent, approach and landing.
(3) Failures, including junction box, control panel or wire bundle fires, which could result in the
loss of both the normal and alternate systems must be shown Extremely Improbable.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 50
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 EQUIVALENT SAFETY
FINDING
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 S53: Passenger information signs
A320
JAR 25.791, 25.1309(e), 25.1357(e)
N/A
In the case of a failure of the power supply of one side of the a/c, the associated no smoking
and fasten seat belts signs are lost but the remaining signs on the other side of the a/c are still
available and legible to each passenger.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 51
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 S54: Electrical power – Circuit protective devices
A318 / A319 / A320 / A321
JAR 25.1357 (d), (f)
N/A
Add the following to JAR 25.1357(d)
If fuses are used, there must be spare fuses for use in flight equal to at least 50% of the
number of fuses for each rating required for complete circuit protection.
Delete entirely JAR 25.1357(f)
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 52
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 S62: Rejected take-off brakes kinetic energy
A319 / A320 / A321
JAR 25.735(h)
N/A
Replace JAR 25.735(h)(1) by the following:
The brake kinetic energy absorption requirements must be based on a rational analysis of the
sequence of events expected during an accelerate-stop manoeuvre. This analysis must include
conservative values of aeroplane speed at which the brakes are applied, braking coefficient of
friction between tyres and runway, aerodynamic drag, propeller drag, or powerplant forward
thrust and (if more critical) the most adverse single engine or propeller malfunction.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 53
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 S72: Flight recorder
A318 / A319 / A320 / A321
JAR 25.1459(a)(4)
N/A
Replace 25.1459(a)(4) by:
There is an aural or visual means for pre-flight checking that a record has been properly done.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 54
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 S74: Abnormal attitudes
A318 / A319 / A320 / A321
JAR 25.671(f)
N/A
Add to JAR 25.671 new paragraph (f):
(f) In the case of abnormal attitude or excursion of any other flight parameter outside
protected flight boundaries that might be reached due to external events:
(a) the Electric Flight Control System (EFCS) shall continue to operate
(b) the design of the EFCS control laws, including the automatic protection functions, must
not hinder aircraft recovery.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 55
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 S75: Lightning protection indirect effects
A318 / A319 / A320 / A321
JAR 25.581, 25X899, 25.954, 25.1309
N/A
Add to JAR 25.x899 new paragraph (f):
(f) 1. Each system whose failure to function properly would prevent the continued safe flight
and landing or the airplane, must.be designed and installed to ensure that the aircraft
operation is not affected during and after exposure to lightning.
(f) 2. Each system whose failure to function properly would reduce the capability of the
airplane or the ability of the flight crew to cope with adverse operating conditions, must
be designed and installed to ensure that it can perform its intended function after
exposure to lightning.
MEANS OF COMPLIANCE
The lightning strike models to be used tor system justification shall be as follows:
SEVERE STRIKE (FIRST RETURN STROKE)
Peak Amplitude
Peak Rate or Rise
Action Integral
Bi-exponential waveshape.
200 KA
200 KA/Micro-second
2 x 106 Amp2 - sec
MULTIPLE STROKE FLASH (CLOUD TO CLOUD STRIKES)
The model shall consist or 24 strokes randomly distributed within 2 seconds, with the
following characteristics:
First Stroke
Peak Amplitude, 200 KA
Peak Rate or Rise, 140 KA/micro-second
Action Integral, 2 x 106 Amp2 - sec
23 Strokes
Peak Amplitude, 50KA
Peak Rate of Rise, 70KA/micro-second
Action Integral, each 0.062 x 106 Amp2 - sec
MULTIPLE BURST (CLOUD TO CLOUD STRIKES)
The model shall consist of 24 sets of 20 strokes randomly distributed within 2 seconds,
with the following characteristics:
Peak amplitude = 10 KA
Peak Rate of Rise = 200 KA/Micro-second.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 56
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 S76-1: Protection from the effect of HIRF
A318 / A319 / A320 / A321
JAR 25.1309 (a) and (b), JAR 25.1431 (a)
N/A
The JAA Interim Policy INT/POL/25/2 dated Feb 10, 1992 gives a definition of:
- the Certification HIRF environment
- the Normal HIRF environment.
Add to JAR 25.1431 new paragraph (d):
The aeroplane systems and associated components, considered separately and in relation to
other systems, must be designed and installed so that:
(d) (1) Each system that performs a critical or essential function is not adversely affected when
the aeroplane is exposed to the Normal HIRF Environment.
(d) (2) All critical functions must not be adversely affected when the aeroplane is exposed to
the Certification HIRF Environment.
(d) (3) After the aeroplane is exposed to the Certification HIRF environment, each affected
system that performs a critical function recovers normal operation without requiring
any crew action, unless this conflicts with other operational or functional requirements
of that system.
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 57
TCDS A.064 ANNEX ‐ Airbus A318, A319, A320, A321 SPECIAL CONDITION
APPLICABILITY:
REQUIREMENTS:
ADVISORY MATERIAL:
Issue 10 S77: Integrity of control signal
A318 / A319 / A320 / A321
JAR 25.671
N/A
Add to JAR 25.671 new paragraph (g)
(g) Control and command signal transmission lines of Electrical Flight Control System must be
designed and installed to provide adequate signal integrity and protection against
unintentional alterations from internal or external sources
Disclaimer – This document is not exhaustive and it will be updated gradually.
Page 58