A320 Family PDF

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A320 Family
Article Information
Category: Aircraft Family

(/index.php/Category:Aircraft_Family)
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Description
The A320 family includes:
ICAO Type Designator Name Length (m)
AIRBUS A-318 (/index.php/A318) AIRBUS A-318 31.44 m
AIRBUS A-319neo (/index.php/A19N) AIRBUS A-319neo 33.84 m
Aircraft Family Members
Specification
Aircraft A320 A320neo A318 A319 A319neo A321 A321
Overall
37.57 m 37.57 m 31.44 m 33.84 m 33.84 m 44.51 m 44.51
Length
Wingspan 35.8 m 35.8 m 34.1 m 35.8 m 35.8 m 35.8 m 35.8 m
2 x CFM56-
5A1 (111kN) 2 x PW 2x 2 x PW 2x
2x 2 x PW
or 1100G CFM56- 1100G CFM56-
PW6000A 1100G
2 x CFM56- (120kN) or 5B (98kN) (110kN) or 5B1
(90kN) or (150kN
5A3 (118kN) 2 x CFM or 2 x CFM (133kN) or
Engines 2 x CFM 2 x CF
or LEAP-1A 2 x IAE LEAP-1A 2 x IAE
56-5B LEAP-
2 x IAE (109- V2524-A5 (109- V2530-A5
(98kN) (109-1
V2500 156kN) (104.6kN) 156kN) (133kN)
turbofans. turbof
(125kN) turbofans turbofans. turbofans turbofans.
turbofans.
Typical
passenger 150 107 124 185
seating
Range 2,700 nm 3,500 nm 3,100 nm 1,800 nm 3,750 nm 3,300 nm 3,500
Maximum
takeoff 73.5 tonnes 73.5 tonnes 59 tonnes 64 tonnes 64 tonnes 89 tonnes 93.5 to
weight
Accidents & Serious Incidents involving A320 Family

A318 / B738, en-route, Trasadingen Switzerland, 2009 (/index.php/A318_/_B738,_en-
route,_Trasadingen_Switzerland,_2009) (On 8 June 2009, an Airbus A318-100 being operated
by Air France on a scheduled passenger flight from Belgrade, Serbia to Paris CDG in day
VMC came into conflict with a Boeing 737-800 being operated by Ryanair on a scheduled
passenger flight from Nottingham East Midlands UK to Bergamo Italy. The conflict was
resolved mainly by TCAS RA response and there were no injuries to any occupants during
the avoidance manoeuvres carried out by both aircraft.)
A318/B738, Nantes France, 2010 (/index.php/A318/B738,_Nantes_France,_2010) (On 25 May
2010 an Air France Airbus A318 making an automatic landing off an ILS Cat 2 approach at
Nantes experienced interference with the ILS LOC signal caused by a Boeing 737-800 which
was departing from the same runway but early disconnection of the AP removed any risk of
un-correctable directional control problems during the landing roll. Both aircraft were
operating in accordance with their ATC clearances. Investigation attributed the conflict to
the decision of TWR not to instruct the A318 to go around and because of diminished
situational awareness.)
A318/B739, vicinity Amsterdam Netherlands, 2007
(/index.php/A318/B739,_vicinity_Amsterdam_Netherlands,_2007) (On 6 December 2007 an
Airbus A318 being operated by Air France on a scheduled passenger flight from Lyon to
Amsterdam carried out missed approach from runway 18C at destination and lost
separation in night VMC against a Boeing 737-900 being operated by KLM on a scheduled
passenger flight from Amsterdam to London Heathrow which had just departed from
runway 24. The conflict was resolved by correct responses to the respective coordinated
TCAS RAs after which the A318 passed close behind the 737. There were no abrupt
manoeuvres and none of the 104 and 195 occupants respectively on board were injured.)
PC12 /A318, en-route north east of Toulouse France, 2010 (/index.php/PC12_/A318,_en-
route_north_east_of_Toulouse_France,_2010) (On 2 June 2010, an A318 crew en route from
over southern France as cleared at FL290 just managed to avoid collision with a Pilatus
PC12 making a non revenue positioning flight on the same track and in the same direction
after detection of slight and unexpected turbulence had prompted a visual scan ahead.
Earlier, the PC12 pilot cleared at FL270 had observed a difference between his available two
altimeters but after getting confirmation from ATC that the altimeter on the side which also
had an invalid airspeed reading was correct had assumed that one was the correctly
reading one.)
A319 / A320, Naha Okinawa Japan, 2012

(/index.php/A319_/_A320,_Naha_Okinawa_Japan,_2012) (On 5 July 2012, an Airbus A319
entered its departure runway at Naha without clearance ahead of an A320 already cleared
to land on the same runway. The A320 was sent around. The Investigation concluded that
the A319 crew - three pilots including one with sole responsibility for radio communications
and a commander supervising a trainee Captain occupying the left seat - had
misunderstood their clearance and their incorrect readback had not been detected by the
TWR controller. It was concluded that the controller's non-use of a headset had
contributed to failure to detect the incorrect readback.)
A319 / A321, en-route, west north west of Geneva, Switzerland 2011
(/index.php/A319_/_A321,_en-route,_west_north_west_of_Geneva,_Switzerland_2011) (On 6
August 2011 an Easyjet Airbus A319 on which First Officer Line Training was in progress
exceeded its cleared level during the climb after a different level to that correctly read back
was set on the FMS. As a result, it came into conflict with an Alitalia A321 and this was
resolved by responses to coordinated TCAS RAs. STCA alerts did not enable ATC resolution
of the conflict and it was concluded that a lack of ATC capability to receive Mode S EHS
DAPs - since rectified - was a contributory factor to the outcome.)
A319 / AS32, vicinity Marseille France, 2016
(/index.php/A319_/_AS32,_vicinity_Marseille_France,_2016) (On 27 June 2016, an Airbus A319
narrowly avoided a mid-air collision with an AS532 Cougar helicopter whose single
transponder had failed earlier whilst conducting a local pre-delivery test flight whilst both
were positioning visually as cleared to land at Marseille and after the helicopter had also
temporarily disappeared from primary radar. Neither aircraft crew had detected the other
prior to their tracks crossing at a similar altitude. The Investigation attributed the conflict to
an inappropriate ATC response to the temporary loss of radar contact with the helicopter
aggravated by inaccurate position reports and non-compliance with the aerodrome circuit
altitude by the helicopter crew.)
A319 / B735, vicinity Prague Czech Republic, 2012
(/index.php/A319_/_B735,_vicinity_Prague_Czech_Republic,_2012) (On 7 September 2012, the
crew of an Air France Airbus A319 failed to follow their arrival clearance at destination and
turned directly towards the ILS FAF and thereby into conflict with a Boeing 737-500 on an
ILS approach. When instructed to turn left (and clear of the ILS) by the controller, the crew
replied that they were "following standard arrival" which was not the case. As the
separation between the two aircraft reduced, the controller repeated the instruction to the
A319 to turn left and this was acknowledged. Minimum lateral separation was 1.7nm,
sufficient to activate STCA.)
A319 / B737, Zurich Switzerland, 2002 (/index.php/A319_/_B737,_Zurich_Switzerland,_2002)
(On 23 November 2002, an A319, landing on Rwy16 at Zurich Switzerland, narrowly missed
collision with a B737 cleared for take off on an intersecting runway.)
A319 / B738 / B738, en-route, near Lausanne Switzerland, 2013
(/index.php/A319_/_B738_/_B738,_en-route,_near_Lausanne_Switzerland,_2013) (On 26 May
2013, an A319 in Swiss Class 'C' airspace received a TCAS 'Level Off' RA against a 737 above
after being inadvertently given an incorrect climb clearance by ATC. The opposing higher-
altitude 737 began a coordinated RA climb from level flight and this triggered a second
conflict with another 737 also in the cruise 1000 feet above which resulted in coordinated
TCAS RAs for both these aircraft. Correct response to all RAs resulted in resolution of both
conflicts after prescribed minimum separations had been breached to as low as 1.5nm
when 675 feet apart vertically.)
A319 / B744, en-route near Oroville WA USA, 2008 (/index.php/A319_/_B744,_en-
route_near_Oroville_WA_USA,_2008) (On 10 January 2008, an Air Canada Airbus A319 en
route over the north western USA encountered unexpected sudden wake vortex turbulence
from an in trail Boeing 747-400 nearly 11nm ahead to which the pilots who then responded
with potentially hazardous flight control inputs which led to reversion to Alternate Control
Law and aggravated the external /disturbance to the aircraft trajectory with roll up to 55°
and an unintended descent of 1400 feet which with cabin service in progress and sea belt
signs off led to cabin service carts hitting the cabin ceiling and several passenger injuries,
some serious.)
A319 / PRM1, en-route, near Fribourg Switzerland, 2011 (/index.php/A319_/_PRM1,_en-
route,_near_Fribourg_Switzerland,_2011) (On 10 June 2011 an ATC error put a German Wings
A319 and a Hahn Air Raytheon 390 on conflicting tracks over Switzerland and a co-
ordinated TCAS RA followed. The aircraft subsequently passed in very close proximity
without either sighting the other after the Hahn Air crew, contrary to Company procedures,
followed an ATC descent clearance issued during their TCAS ‘Climb’ RA rather than
continuing to fly the RA. The Investigation could find no explanation for this action by the
experienced crew - both Hahn Air management pilots. The recorded CPA was 0.6 nm
horizontally at 50 feet vertically.)
A319 / UNKN, Stockholm Arlanda Sweden, 2011
(/index.php/A319_/_UNKN,_Stockholm_Arlanda_Sweden,_2011) (On 5 February 2011, an
Airbus A319-100 being operated by Air Berlin on a passenger flight departing Stockholm
inadvertently proceeded beyond the given clearance limit for runway 19R and although it
subsequently stopped before runway entry had occurred, it was by then closer to high
speed departing traffic than it should have been. There was no abrupt stop and none of the
103 occupants were injured.)
A319, Belfast Aldergrove UK, 2011 (/index.php/A319,_Belfast_Aldergrove_UK,_2011) (On 6
January 2011 an Easyjet Airbus A319 experienced the sudden onset of thick "smoke" in the
cabin as the aircraft cleared the runway after landing. The aircraft was stopped and an
evacuation was carried out during which one of the 52 occupants received a minor injury.
The subsequent investigation attributed the occurrence to the continued use of reverse idle
thrust after clearing the runway onto a little used taxiway where the quantity of de-ice fluid
residue was much greater than on the runway.)
A319, Casablanca Morocco, 2011 (/index.php/A319,_Casablanca_Morocco,_2011) (On 8 August
2011 an Air France Airbus A319 crew failed to correctly identify the runway on which they
were cleared to land off a visual approach at Casablanca and instead landed on the parallel
runway. ATC, who had already cleared another aircraft to cross the same runway, did not
notice until this other aircraft crew, who had noticed the apparently abnormal position of
the approaching aircraft and remained clear of the runway as a precaution, advised what
had happened. Investigation was hindered by the stated perception of the Air France PIC
that the occurrence was not a Serious Incident.)
A319, Copenhagen Denmark, 2012 (/index.php/A319,_Copenhagen_Denmark,_2012) (On 21
September 2012, an SAS A319 which had just landed normally under the control of an
experienced pilot left the paved surface when attempting to make a turn off the RET at a
taxi speed greater than appropriate. The pilot was familiar with the airport layout and the
misjudgement was attributed in part to the fact that the pilot involved had recently
converted to their first Airbus type after a long period operating the DC9/MD80/90 series
which had a different pilot eye height and was fitted with steel rather than the more
modern carbon brakes.)
A319, Ibiza Spain, 2016 (/index.php/A319,_Ibiza_Spain,_2016) (On 19 June 2016, an Airbus
A320 failed to follow the clearly-specified and ground-marked self-positioning exit from a
regularly used gate at Ibiza and its right wing tip collided with the airbridge, damaging both
it and the aircraft. The Investigation found that the crew had attempted the necessary left
turn using the Operator’s ‘One Engine Taxi Departure’ procedure using the left engine but
then failed to follow the marked taxi guideline by a significant margin. It was noted that
there had been no other such difficulties with the same departure in the previous four
years it had been in use.)
A319, Las Vegas NV USA, 2006 (/index.php/A319,_Las_Vegas_NV_USA,_2006) (On 30 January
2006 the Captain of an Airbus A319 inadvertently lined up and commenced a night rolling
take off from Las Vegas on the runway shoulder instead of the runway centreline despite
the existence of an illuminated lead on line to the centre of the runway from the taxiway
access used. The aircraft was realigned at speed and the take off was completed. ATC were
not advised and broken edge light debris presented a potential hazard to other aircraft until
eventually found. The Investigation found that other similar events on the same runway had
not been reported at all.)
A319, London Heathrow UK, 2007 (/index.php/A319,_London_Heathrow_UK,_2007) (On 12
February 2007, an Airbus A319-100 being operated by British Airways on a scheduled
passenger flight into London Heathrow made unintended contact in normal daylight
visibility with the stationary airbridge at the arrival gate. This followed an emergency stop
made after seeing hand signals from ground staff whilst following SEGS indications which
appeared to suggest that there was a further 5 metres to run to the correct parking
position. There was no damage to the aircraft, only minimal damage to the airbridge and
there were no injuries to the aircraft occupants or any other person)
March 2009, an Airbus A319-100 being operated by British Airways on a scheduled
passenger flight from London Heathrow to Edinburgh experienced an electrical malfunction
which blanked the EFIS displays following engine start with some electrical fumes but no
smoke. The engines were shut down, a PAN was declared to ATC and the aircraft was towed
back onto the gate where passengers disembarked normally via the airbridge.)
A319, London Heathrow UK, 2013 (/index.php/A319,_London_Heathrow_UK,_2013) (On 24 May
2013 the fan cowl doors on both engines of an Airbus A319 detached as it took off from
London Heathrow. Their un-latched status after a routine maintenance input had gone
undetected. Extensive structural and system damage resulted and a fire which could not be
extinguished until the aircraft was back on the ground began in one engine. Many
previously-recorded cases of fan cowl door loss were noted but none involving such
significant collateral damage. Safety Recommendations were made on aircraft type
certification in general, A320-family aircraft modification, maintenance fatigue risk
management and aircrew procedures and training.)
A319, Luton UK, 2012 (/index.php/A319,_Luton_UK,_2012) (On 14 February 2011, an Easyjet
Airbus A319 being flown by a trainee Captain under supervision initiated a go around from
below 50 feet agl after a previously stabilised approach at Luton and a very hard three point
landing followed before the go around climb could be established. The investigation found
that the Training Captain involved, although experienced, had only limited aircraft type
experience and that, had he taken control before making a corrective sidestick input
opposite to that of the trainee, it would have had the full instead of a summed effect and
may have prevented hard runway contact.)
A319, Montego Bay Jamaica, 2014 (/index.php/A319,_Montego_Bay_Jamaica,_2014) (On 10
May 2014 the crew of an Airbus A319 failed to manage their daylight non-precision approach
at destination effectively and it culminated in a very hard touchdown which exceeded
landing gear design criteria. The Investigation concluded that the comprehensively poor
performance of both pilots during the preparation for and execution of the approach could
be attributed to both their repeated failure to follow SOPs and retain adequate situational
awareness and to a failure of the aircraft operator to fully deliver effective training even
though both this training and its SMS met relevant regulatory requirements and guidance.)
A319, Mumbai India, 2013 (/index.php/A319,_Mumbai_India,_2013) (On 12 April 2013, an Airbus
A319 landed without clearance on a runway temporarily closed for routine inspection after
failing to check in with TWR following acceptance of the corresponding frequency change.
Two vehicles on the runway saw the aircraft approaching on short final and successfully
vacated. The Investigation concluded that the communication failure was attributable
entirely to the Check Captain who was in command of the flight involved and was acting as
'Pilot Monitoring'. It was considered that the error was probably attributable to the effects
of operating through the early hours during which human alertness is usually reduced.)
A319, Munich Germany, 2017 (/index.php/A319,_Munich_Germany,_2017) (On 3 July 2017, an
Airbus A319 sustained significant landing gear damage during the First Officer’s manual
landing at Munich which recorded a vertical acceleration exceeding the threshold for a
mandatory airworthiness inspection. That inspection found damage to nose and one main
landing gear legs and, following Airbus advice, all three were replaced before release to
service. The Investigation was unable to explain why neither pilot detected the incorrect
pitch attitude and excessive rate of descent in time to take corrective action and noted that
a reversion to manual flight during intermediate approach had been due to a technical
malfunction.)
A319, Rio de Janeiro Galeão Brazil, 2017
(/index.php/A319,_Rio_de_Janeiro_Gale%C3%A3o_Brazil,_2017) (On 19 July 2017, an Airbus
A319 crew ignored the prescribed non-precision approach procedure for which they were
cleared at Rio de Janeiro Galeão in favour of an unstabilised “dive and drive” technique in
which descent was then continued for almost 200 feet below the applicable MDA and led
to an EGPWS terrain proximity warning as a go around was finally commenced in IMC with a
minimum recorded terrain clearance of 162 feet. The Investigation noted the comprehensive
fight crew non-compliance with a series of applicable SOPs and an operational context
which was conducive to this although not explicitly causal.)
A319, Santiago de Compostela Spain, 2016
(/index.php/A319,_Santiago_de_Compostela_Spain,_2016) (On 10 October 2016, an Airbus 319
was cleared to divert to its first alternate after failing to land off its Cat II ILS approach at
Porto and obliged to land at its second alternate with less than final reserve fuel after the
first alternate declined acceptance due to lack of parking capacity. The Investigation
concluded that adjacent ATC Unit coordination in respect of multiple diversions was
inadequate and also found that the crew had failed to adequately appraise ATC of their fuel
status. It also noted that the unsuccessful approach at the intended destination had
violated approach ban visibility conditions.)
A319, en-route, Free State Province South Africa, 2008 (/index.php/A319,_en-
route,_Free_State_Province_South_Africa,_2008) (On 7 September 2008 a South African
Airways Airbus A319 en route from Cape Town to Johannesburg at FL370 received an ECAM
warning of the failure of the No 1 engine bleed system. The crew then closed the No. 1
engine bleed with the applicable press button on the overhead panel. The cabin altitude
started to increase dramatically and the cockpit crew advised ATC of the pressurisation
problem and requested an emergency descent to a lower level. During the emergency
descent to 11000 ft amsl, the cabin altitude warning sounded at 33000ft and the flight crew
activated the cabin oxygen masks. The APU was started and pressurisation was re-
established at 15000ft amsl. The crew completed the flight to the planned destination
without any further event. The crew and passengers sustained no injuries and no damage
was caused to the aircraft.)
A319, en-route, Nantes France, 2006 (/index.php/A319,_en-route,_Nantes_France,_2006) (On
15 September 2006, an Easyjet Airbus A319, despatched under MEL provision with one
engine generator inoperative and the corresponding electrical power supplied by the
Auxiliary Power Unit generator, suffered a further en route electrical failure which included
power loss to all COM radio equipment which could not then be re-instated. The flight was
completed as flight planned using the remaining flight instruments with the one remaining
transponder selected to the standard emergency code. The incident began near Nantes,
France.)
A319, en-route, east of Dublin Ireland, 2008 (/index.php/A319,_en-
route,_east_of_Dublin_Ireland,_2008) (On 27 May 2008 an Airbus A319-100 being operated
by Germanwings on a scheduled passenger flight from Dublin to Cologne was 30nm east of
Dublin and passing FL100 in the climb in unrecorded daylight flight conditions when the
Purser advised the flight crew by intercom that “something was wrong”, that almost all the
passengers had fallen asleep, and that at least one of the cabin crew seated nearby was
“unresponsive”. Following a review of this information and a check of the ECAM
pressurisation page which showed no warnings or failures, a decision was taken to don
oxygen masks and the aircraft returned uneventfully to Dublin without any further adverse
effects on the 125 occupants. A MAYDAY was declared during the diversion.)
A319, south of London UK, 2005 (/index.php/A319,_south_of_London_UK,_2005) (On 22
October 2005, a British Airways Airbus A319 climbing en route to destination over south
east England at night in VMC experienced a major but temporary electrical failure. Most
services were re-instated within a short time and the flight was continued. However, during
the subsequent Investigation, which took over two years, a series of significant deficiencies
were identified in the design of the A320 series electrical system and the manufacturer-
recommended responses to failures in it and in response, Airbus developed solutions to
most of them.)
A319, vicinity Tunis Tunisia, 2012 (/index.php/A319,_vicinity_Tunis_Tunisia,_2012) (On 24
March 2012, an Air France Airbus A319 Captain continued descent towards destination Tunis
at high speed with the landing runway in sight well beyond the point where a stabilised
approach was possible. With 5nm to go, airspeed was over 100 KIAS above the applicable
VApp and the aircraft was descending at over 4000fpm with flaps zero. EGPWS activations
for Sink Rate, PULL UP and Too Low Terrain apparently went unnoticed but at 400 feet agl,
ATC granted a crew request for a 360° turn. The subsequent approach/landing was without
further event. Investigation attributed the event to “sloppy CRM”.)
A319, vicinity Wuxi China, 2010 (/index.php/A319,_vicinity_Wuxi_China,_2010) (On 14
September 2010, the crew of a Sichuan Airlines Airbus A319 continued an ILS approach into
Wuxi despite awareness of adverse convective weather conditions at the airport. Their
inattention to automation management then led to a low energy warning and the
inappropriate response to this led to the activation of flight envelope protection quickly
followed by a stall warning. Inappropriate response to this was followed by loss of control
and a full stall and high rate of descent from which recovery was finally achieved less than
900 feet agl.)
A319, vicinity Zurich Switzerland, 2014 (/index.php/A319,_vicinity_Zurich_Switzerland,_2014)
(On 17 October 2014, two recently type-qualified Airbus A319 pilots responded in a
disorganised way after a sudden malfunction soon after take-off from Zurich required one
engine to be shutdown. The return to land was flown manually and visually at an excessive
airspeed and rate of descent with idle thrust on the remaining engine all the way to a
touchdown which occurred without a landing clearance. The Investigation concluded that
the poor performance of the pilots had been founded on a lack of prior analysis of the
situation, poor CRM and non-compliance with system management and operational
requirements.)
A319/A319, en-route, South west of Basle-Mulhouse France, 2010 (/index.php/A319/A319,_en-
route,_South_west_of_Basle-Mulhouse_France,_2010) (On 29 June 2010, an Easyjet
Switzerland Airbus A319 inbound to Basle-Mulhouse and an Air France Airbus A319
outbound from Basle-Mulhouse lost separation after an error made by a trainee APP
controller under OJTI supervision during procedural service. The outcome was made worse
by the excessive rate of climb of the Air France aircraft approaching its cleared level and
both an inappropriate response to an initial preventive TCAS RA and a change of track
during the ensuing short sequence of RAs by the Training Captain in command of and flying
the Easyjet aircraft attributed by him to his situational ‘anxiety’.)
A319/A332, vicinity Barcelona Spain, 2012
(/index.php/A319/A332,_vicinity_Barcelona_Spain,_2012) (On 8 February 2012, a TCAS RA
occurred between an Airbus A330 and an Airbus A319 both under ATC control for landing on
runway 25R at Barcelona as a result of an inappropriate plan to change the sequence. The
opposite direction aircraft both followed their respective RAs and minimum separation was
1.4 nm horizontally and 400 feet vertically. The Investigation noted that the use of Spanish
to communicate with one aircraft and English to communicate with the other had
compromised situational awareness of the crew of the latter who had also not had visual
contact with the other aircraft.)
A319/B733, en-route, near Moutiers France, 2010 (/index.php/A319/B733,_en-
route,_near_Moutiers_France,_2010) (On 8 July 2010 an Easyjet Airbus A319 on which line
training was being conducted mis-set a descent level despite correctly reading it back and,
after subsequently failing to notice an ATC re-iteration of the same cleared level, continued
descent to 1000 feet below it in day VMC and into conflict with crossing traffic at that level,
a Boeing 737. The 737 received and actioned a TCAS RA ‘CLIMB’ and the A319, which
received only a TCAS TA, was given an emergency turn by ATC. The recorded CPA was 2.2
nm and 125 feet.)
A333 / A319, en-route, east of Lashio Myanmar, 2017 (/index.php/A333_/_A319,_en-
route,_east_of_Lashio_Myanmar,_2017) (On 3 May 2017, an Airbus A330 and an Airbus A319
lost prescribed separation whilst tracking in opposite directions on a radar-controlled ATS
route in eastern Myanmar close to the Chinese border. The Investigation found that the
response of the A330 crew to a call for another aircraft went undetected and they
descended to the same level as the A319 with the lost separation only being mitigated by
intervention from the neighbouring Chinese ACC which was able to give the A319 an
avoiding action turn. At the time of the conflict, the A330 had disappeared from the
controlling ACCs radar.)
B733, Nashville TN USA, 2015 (/index.php/B733,_Nashville_TN_USA,_2015) (On 15 December
2015, a Boeing 737-300 crew inadvertently taxied their aircraft off the side of the taxiway
into a ditch whilst en route to the gate after landing at Nashville in normal night visibility.
Substantial damage was caused to the aircraft after collapse of the nose landing gear and
some passengers sustained minor injuries during a subsequent cabin crew-initiated
evacuation. The Investigation found that taxiing had continued when it became difficult to
see the taxiway ahead in the presence of apron lighting glare after all centreline and edge
lighting in that area had been inadvertently switched off by ATC.)
B738 / A319, Dublin Ireland, 2010 (/index.php/B738_/_A319,_Dublin_Ireland,_2010) (On 16
October 2010, in day VMC, a Boeing 737-800 being operated by Turkish Airlines on a
passenger flight from Dublin to Istanbul entered runway 28 at Dublin whilst an Airbus A319
being operated by Germanwings on a scheduled passenger flight from Koln to Dublin was
about 0.5nm from touchdown on the same runway. The Airbus immediately initiated a
missed approach from approximately 200 ft aal simultaneously with an ATC call to do so.)
B738, en-route, near Lugano Switzerland, 2012 (/index.php/B738,_en-
route,_near_Lugano_Switzerland,_2012) (On 4 April 2012, the cabin pressurisation controller
(CPC) on a Boeing 737-800 failed during the climb passing FL305 and automatic transfer to
the alternate CPC was followed by a loss of cabin pressure control and rapid
depressurisation because it had been inadvertently installed with the shipping plug fitted.
An emergency descent and diversion followed. The subsequent Investigation attributed the
failure to remove the shipping plug to procedural human error and the poor visibility of the
installed plug. It was also found that "the pressurisation system ground test after CPC
installation was not suitable to detect the error".)
B738/A319 en-route, south east of Zurich Switzerland, 2013 (/index.php/B738/A319_en-
route,_south_east_of_Zurich_Switzerland,_2013) (On 12 April 2013, a Ryanair Boeing 737-800
took a climb clearance intended for another Ryanair aircraft on the same frequency. The
aircraft for which the clearance was intended did not respond and the controller did not
notice that the clearance readback had come from a different aircraft. Once the wrong
aircraft began to climb, from FL360 to FL380, a TCAS RA to descend occurred due to traffic
just transferred to a different frequency and at FL370. That traffic received a TCAS RA to
climb. STCA was activated at the ATS Unit controlling both Ryanair aircraft.)
GLF5 / A319, south-eastern France, 2004 (/index.php/GLF5_/_A319,_south-
eastern_France,_2004) (On 16 September 2004, a loss of separation occurred over Geneva
between Air France A319 and a Gulfstream 5 which commenced descent without clearance
by ATC and with coordinated TCAS RAs not followed by either aircraft.)
MD82 / A319, vicinity Helsinki Finland, 2007
(/index.php/MD82_/_A319,_vicinity_Helsinki_Finland,_2007) (On 5 September 2007 in day
VMC, an MD82 being operated by SAS was obliged to carry out an own-initiative avoiding
action orbit in day VMC against an Airbus A319 being operated by Finnair on a scheduled
passenger after conflict when about to join final approach. Both aircraft were following ATC
instructions which, in the case of the MD 82, had not included maintaining own separation
so that the applicable separation minima were significantly breached.)
ULAC / A319 vicinity Southend UK, 2013
(/index.php/ULAC_/_A319_vicinity_Southend_UK,_2013) (On 18 July 2013, an Airbus A319 level
at 2000 feet QNH in Class G airspace and being radar vectored towards an ILS approach at
Southend in day VMC had a sudden but brief base leg encounter with a paramotor which
was not visible on radar and was seen too late for avoiding action to be practicable, before
passing within an estimated 50 metres of the A319. The paramotor pilot could not
subsequently be traced. The Investigation made a safety recommendation to the UK CAA to
"review the regulation and licensing of paramotor pilots".)
A319 / A320, Naha Okinawa Japan, 2012

(/index.php/A319_/_A320,_Naha_Okinawa_Japan,_2012) (On 5 July 2012, an Airbus A319
entered its departure runway at Naha without clearance ahead of an A320 already cleared
to land on the same runway. The A320 was sent around. The Investigation concluded that
the A319 crew - three pilots including one with sole responsibility for radio communications
and a commander supervising a trainee Captain occupying the left seat - had
misunderstood their clearance and their incorrect readback had not been detected by the
TWR controller. It was concluded that the controller's non-use of a headset had
contributed to failure to detect the incorrect readback.)
A320 / A139 vicinity Zurich Switzerland, 2012
(/index.php/A320_/_A139_vicinity_Zurich_Switzerland,_2012) (On 29 May 2012, a British
Airways Airbus A320 departing Zürich and in accordance with its SID in a climbing turn
received and promptly and correctly actioned a TCAS RA 'CLIMB'. The conflict which caused
this was with an AW 139 also departing Zürich IFR in accordance with a SID but, as this
aircraft was only equipped with a TAS to TCAS 1 standard, the crew independently
determined from their TA that they should descend and did so. The conflict, in Class 'C'
airspace, was attributed to inappropriate clearance issue by the TWR controller and their
inappropriate separation monitoring thereafter.)
A320 / A320, Zurich Switzerland, 2011 (/index.php/A320_/_A320,_Zurich_Switzerland,_2011)
(On 15 March 2011 two Swiss International Airlines’ Airbus A320 aircraft were cleared for
simultaneous take off on intersecting runways at Zurich by the same controller. As both
approached the intersection at high speed, the Captain of one saw the other and
immediately rejected take off from 130 knots, stopping just at the edge of the intersection
shortly after the other aircraft had flown low overhead unaware of the conflict. The
Investigation noted a long history of similar incidents at Zurich and concluded that systemic
failure of risk management had not been addressed by the air traffic control agency
involved.)
A320 / A321, vicinity Barcelona Spain, 2016
(/index.php/A320_/_A321,_vicinity_Barcelona_Spain,_2016) (On 25 July 2016, an Airbus A320
and an Airbus A321 both departing Barcelona and following their ATC instructions came into
conflict and the collision risk was removed by the TCAS RA CLIMB response of the A320.
Minimum separation was 1.2 nm laterally and 200 feet vertically with visual acquisition of
the other traffic by both aircraft. The Investigation found that the controller involved had
become preoccupied with an inbound traffic de-confliction task elsewhere in their sector
and, after overlooking the likely effect of the different rates of climb of the aircraft, had not
regarded monitoring their separation as necessary.)
A320 / A346, en-route, Eastern Indian Ocean, 2012 (/index.php/A320_/_A346,_en-
route,_Eastern_Indian_Ocean,_2012) (On 18 January 2012, ATC error resulted in two aircraft
on procedural clearances in oceanic airspace crossing the same waypoint within an
estimated 2 minutes of each other without the prescribed 1000 feet vertical separation
when the prescribed minimum separation was 15 minutes unless that vertical separation
existed. By the time ATC identified the loss of separation and sent a CPDLC message to the
A340 to descend in order to restore separation, the crew advised that such action was
already being taken. The Investigation identified various organisational deficiencies relating
to the provision of procedural service by the ANSP concerned.)
A320 / AT76, Yangon Myanmar, 2017 (/index.php/A320_/_AT76,_Yangon_Myanmar,_2017) (On
18 September 2017, a departing Airbus A320 was instructed to line up and wait at Yangon
but not given takeoff clearance until an ATR72 was less than a minute from touchdown and
the prevailing runway traffic separation standard was consequently breached. The
Investigation found that the TWR controller had been a temporarily unsupervised trainee
who, despite good daylight visibility, had instructed the A320 to line up and wait and then
forgotten about it. When the A320 crew, aware of the approaching ATR72, reminded her, she
“did not know what to do” and the trainee APP controller had to intervene.)
A320 / B738 Barcelona Spain, 2012 (/index.php/A320_/_B738_Barcelona_Spain,_2012) (On 27
May 2012, an Airbus A320 departing Barcelona was cleared by GND to taxi across an active
runway on which a Boeing 737-800 was about to land. Whilst still moving but before
entering the runway, the A320 crew, aware of the aircraft on approach, queried their
crossing clearance but the instruction to stop was given too late to stop before crossing
the unlit stop bar. The 737 was instructed to go around and there was no actual risk of
collision. The Investigation attributed the controller error to lack of familiarisation with the
routine runway configuration change in progress.)
A320 / B738, en-route, near Córdoba Spain, 2014 (/index.php/A320_/_B738,_en-
route,_near_C%C3%B3rdoba_Spain,_2014) (On 30 October 2014, a descending Airbus A320
came close to a Boeing 737-800 at around FL 220 after the A320 crew significantly
exceeded a previously-instructed 2,000 fpm maximum rate of descent assuming it no
longer applied when not reiterated during re-clearance to a lower altitude. Their response
to a TCAS RA requiring descent at not above 1,000 fpm was to further increase it from
3,200 fpm. Lack of notification delayed the start of an independent Investigation but it
eventually found that although the A320 TCAS equipment had been serviceable, its crew
denied failing to correctly follow their initial RA.)
A320 / B738, vicinity Barcelona, Spain 2018
(/index.php/A320_/_B738,_vicinity_Barcelona,_Spain_2018) (On 6 July 2018, a Boeing 737-800
being positioned to join the intermediate approach sequence in the Barcelona CTR was
obliged to take lateral avoiding action against an Airbus A320 ahead. The Investigation found
that although both aircraft were in the same sector at the time, the controller had
overlooked the presence of the A320 which had been transferred to the next sector before
entering it prior to the controller involved routinely taking over the position. An on-screen
alert to the developing conflict had not been seen by the controller. Minimum separation
was 1.1nm laterally and 200 feet vertically.)
A320 / B738, vicinity Delhi India, 2016 (/index.php/A320_/_B738,_vicinity_Delhi_India,_2016)
(On 30 January 2016, an Airbus A320 crew cleared for an ILS approach to runway 11 at Delhi
reported established on the runway 11 LLZ but were actually on the runway 09 LLZ in error
and continued on that ILS finally crossing in front of a Boeing 737-800 on the ILS for
runway 10. The Investigation found that the A320 crew had not noticed they had the wrong
ILS frequency set and that conflict with the 737 occurred because Approach transferred the
A320 to TWR whilst a conflict alert was active and without confirming it was complying
with its clearance.)
A320 / B738, vicinity Dubai UAE, 2012 (/index.php/A320_/_B738,_vicinity_Dubai_UAE,_2012)
(On 22 April 2012, an Airbus A320 and a Boeing 737 came into close proximity near Dubai
whilst on the same ATC frequency and correctly following their ATC clearances shortly after
they had departed at night from Sharjah and Dubai respectively. The Investigation found
that correct response by both aircraft to coordinated TCAS RAs eliminated any risk of
collision. The fact that the controller involved had only just taken over the radar position
involved and was only working the two aircraft in conflict was noted, as was the absence of
STCA at the unit due to set up difficulties.)
A320 / B738, vicinity Launceston Australia, 2008
(/index.php/A320_/_B738,_vicinity_Launceston_Australia,_2008) (On 1 May 2008 an Airbus
A320-200 being operated by JetStar on a scheduled passenger flight from Melbourne to
Launceston, Tasmania was making a missed approach from runway 32L when it came into
close proximity in night VMC with a Boeing 737-800 being operated by Virgin Blue and also
inbound to Launceston from Melbourne which was manoeuvring about 5nm north west of
the airport after carrying out a similar missed approach. Minimum separation was 3 nm at
the same altitude and the situation was fully resolved by the A320 climbing to 4000 feet.)
A320 / B739, Yogyakarta Indonesia, 2013
(/index.php/A320_/_B739,_Yogyakarta_Indonesia,_2013) (On 20 November 2013, an A320
misunderstood its taxi out clearance at Yogyakarta and began to enter the same runway on
which a Boeing 737, which had a valid landing clearance but was not on TWR frequency,
was about to touch down from an approach in the other direction of use. On seeing the
A320, which had stopped with the nose of the aircraft protruding onto the runway, the 737
applied maximum manual braking and stopped just before reaching the A320. The
Investigation faulted ATC and airport procedures as well as the A320 crew for contributing
to the risk created.)
A320 / B789 / A343, San Francisco CA USA, 2017
(/index.php/A320_/_B789_/_A343,_San_Francisco_CA_USA,_2017) (On 7 July 2017 the crew of
an Airbus A320, cleared for an approach and landing on runway 28R at San Francisco in
night VMC, lined up for the visual approach for which it had been cleared on the occupied
parallel taxiway instead of the runway extended centreline and only commenced a go-
around at the very last minute, having descended to about 60 feet agl whilst flying over two
of the four aircraft on the taxiway. The Investigation determined that the sole direct cause
of the event was the poor performance of the A320 flight crew.)
A320 / C56X, vicinity Geneva Switzerland, 2011
(/index.php/A320_/_C56X,_vicinity_Geneva_Switzerland,_2011) (On 17 August 2012, a Swiss
A320 being positioned under radar vectors for arrival at Geneva was inadvertently vectored
into conflict with a Cessna Citation already established on the ILS LOC for runway 23 at
Geneva. Controller training was in progress and the Instructor had just taken control
because of concerns at the actions of the Trainee. An error by the Instructor was
recognised and de-confliction instructions were given but a co-ordinated TCAS RA still
subsequently occurred. STCA was activated but constraints on access to both visual and
aural modes of the system served to diminish its value.)
A320 / CRJ2, Port Elizabeth South Africa, 2014
(/index.php/A320_/_CRJ2,_Port_Elizabeth_South_Africa,_2014) (On 10 July 2014, the crew of
a Bombardier CRJ200 on a visual go around from an approach to runway 26 at Port
Elizabeth took visual avoiding action overhead of the aerodrome to ensure safe separation
from an Airbus A320 which had just taken off. Both aircraft also received TCAS RAs.
Minimum achieved separation from radar was 370 metres laterally and 263 feet vertically.
The Investigation noted that the go around resulted from the TWR controller, who was
supervising a student controller, clearing the A320 to enter the runway and take off when
the CRJ200 was on short final to land.)
A320 / CRJ2, Sofia Bulgaria, 2007 (/index.php/A320_/_CRJ2,_Sofia_Bulgaria,_2007) (On 13
April 2007 in day VMC, an Air France A320 departing Sofia lined up contrary to an ATC
Instruction to remain at the holding point and be ready immediate. The controller did not
immediately notice and after subsequently giving a landing clearance for the same runway,
was obliged to cancel it send the approaching aircraft around. An Investigation attributed
the incursion to both the incorrect terminology used by TWR and the failure to challenge
the incomplete clearance read back by the A320 crew.)
A320 / F50, Adelaide Australia, 2016 (/index.php/A320_/_F50,_Adelaide_Australia,_2016) (On
17 August 2016, a Fokker F50 crossed an active runway at Adelaide ahead of an A320 which
was about to land after both its pilots and the controller involved had made assumptions
about the content of radio transmissions they were aware they had not fully heard. The
Investigation found that the A320 crew had responded promptly to the potential conflict by
initiating a low go around over the other aircraft and noted that stop bars were not installed
at Adelaide. In addition, aircraft taxiing across active runways were not required to obtain
their crossing clearances on the runway control frequency.)
A320 / GLID, vicinity Memmingen Germany, 2015
(/index.php/A320_/_GLID,_vicinity_Memmingen_Germany,_2015) (On 6 April 2015, the crew of
an A320 under radar control in Class E airspace and approaching 4000 feet made a very late
sighting of a glider being flown by a student pilot which appeared ahead at a similar
altitude. The glider pilot reported having seen a 'cone of light' coming towards him. Both
aircraft took avoiding action as practicable and passed within a recorded 450 metres with
the A320 passing an estimated 250 feet over the glider. The glider was not fitted with a
transponder and was not required to be, and the controller had only secondary radar.)
A320 / SW4, Calgary AB Canada, 2016 (/index.php/A320_/_SW4,_Calgary_AB_Canada,_2016)
(On 2 December 2016, the crew of an Airbus A320 passing 100 knots on takeoff at Calgary
saw another aircraft crossing an intersection ahead but continued because they considered
that, as the other aircraft was already more than half way across, it would be clear before
they reached that point. The Investigation found that the GND Controller had cleared the
other aircraft to cross after forgetting that the runway was active and under TWR control. It
was concluded that the response of the ANSP SMS process to a history of identical
controller errors and related reports had been inadequate.)
A320, Auckland New Zealand, 2017 (/index.php/A320,_Auckland_New_Zealand,_2017) (On 27
October 2017, an Airbus A320 returned to Auckland after advice from ATC that the right
engine may have been affected by ingestion of FOD during engine start - a clipboard and
paper left just inside the right hand engine by an employee of the airline’s ground handling
contractor acting as the aircraft loading supervisor. The subsequent inspection found paper
throughout the engine and minor damage to an engine fan blade and the fan case attrition
liner. The Dispatcher overseeing the departure said she had seen the clipboard inside the
engine but assumed it would be retrieved before departure.)
A320, Ballykelly Northern Ireland UK, 2006
(/index.php/A320,_Ballykelly_Northern_Ireland_UK,_2006) (On 29 March 2006, an Eirjet
Airbus 320 was operating a scheduled passenger flight from Liverpool to Londonderry
Airport in Northern Ireland for Ryanair in daylight. At 8nm from LDY, the operating crew
reported that they were having problems with the ILS glideslope on approach to Runway 26.
They judged that they were too high to carry out a safe landing from the ILS approach and
requested permission from ATC to carry out a visual approach. The aircraft, with the
commander as PF, then flew a right hand descending orbit followed by a visual circuit from
which it landed. Upon landing, the crew were advised by Londonderry ATC, who had had the
aircraft in sight when it called Finals and had then cleared it to land that they had, in fact,
landed at Ballykelly airfield, a military helicopter base 5nm to the east-north-east of
Londonderry.)
A320, Basel-Mulhouse-Freiburg France, 2014 (/index.php/A320,_Basel-Mulhouse-
Freiburg_France,_2014) (On 6 October 2014, an A320 crew requested, accepted and
continued with an intersection take off but failed to correct the takeoff performance data
previously entered for a full length take off which would have given 65% more TODA.
Recognition of the error and application of TOGA enabled completion of the take-off but the
Investigation concluded that a rejected take off from high speed would have resulted in an
overrun. It also concluded that despite change after a similar event involving the same
operator a year earlier, relevant crew procedures were conducive to error.)
A320, Bilbao Spain, 2001 (/index.php/A320,_Bilbao_Spain,_2001) (On 7th February 2001, an
Iberia A320 was about to make a night touch down at Bilbao in light winds when it
experienced unexpected windshear. The attempt to counter the effect of this by initiation of
a go around failed because the automatic activation of AOA protection in accordance with
design criteria which opposed the crew pitch input. The aircraft then hit the runway so hard
that a go around was no longer possible. Severe airframe structural damage and evacuation
injuries to some of the occupants followed. A mandatory modification to the software
involved was subsequently introduced.)
A320, Brasilia Brazil, 2015 (/index.php/A320,_Brasilia_Brazil,_2015) (On 8 April 2015, an Airbus
A320 crew lost their previously-acquired and required visual reference for the intended
landing runway at Brasilia but continued descent in heavy rain and delayed beginning a go
around until the aircraft was only 40 feet above the runway threshold but had not reached
it. A premature touchdown prior to the runway then occurred and the aircraft travelled over
30 metres on the ground before becoming airborne again. The Investigation was unable to
establish any explanation for the failure to begin a go around once sufficient visual
reference was no longer available.)
A320, Brunei, 2014 (/index.php/A320,_Brunei,_2014) (On 7 July 2014, an Airbus A320 landing
at Brunei departed the side of the runway almost immediately after touchdown and
continued to gradually diverge from the runway axis until stopping after a ground run of
approximately 1,050 metres. The Investigation concluded that the aircraft commander,
having taken over control from the First Officer when the latter lost their previously-
acquired prescribed visual reference below Decision Altitude due to a sudden-onset intense
rain shower ahead, had then continued the approach without recognising that the only
lights still visible to him were those at the right hand edge of the runway.)
A320, Cochin India, 2011 (/index.php/A320,_Cochin_India,_2011) (On 29 August 2011, an Airbus
A320 which had up to that point made a stabilised auto LS approach at destination
deviated from the runway centreline below 200 feet aal but continued to a night touchdown
which occurred on the edge of the 3400 metre runway and was followed by exit from the
side onto soft ground before eventually coming to a stop adjacent to the runway about a
third of the way along it. The subsequent investigation attributed the event to poor crew
performance in reduced visibility)
A320, Dublin Ireland, 2017 (/index.php/A320,_Dublin_Ireland,_2017) (On 27 September 2017,
an Airbus A320 being manoeuvred off the departure gate at Dublin by tug was being pulled
forward when the tow bar shear pin broke and the tug driver lost control. The tug then
collided with the right engine causing significant damage. The tug driver and assisting
ground crew were not injured. The Investigation concluded that although the shear pin
failure was not attributable to any particular cause, the relative severity of the outcome was
probably increased by the wet surface, a forward slope on the ramp and fact that an engine
start was in progress.)
A320, Halifax NS Canada, 2015 (/index.php/A320,_Halifax_NS_Canada,_2015) (On 29 March
2015, an Airbus A320 crew mismanaged the descent during a night non-precision approach
at Halifax and continued below MDA without the mandatory autopilot disconnection until,
with inadequate visual reference, the aircraft impacted terrain and obstructions 225 metres
short of the runway. The aircraft was destroyed but there were no fatalities. The
Investigation found that the crew did not monitor their descent against the required vertical
profile, as there was no SOP requiring them to do so, and did not recognise in time that a
go around was appropriate.)
A320, Hamburg Germany, 2008 (/index.php/A320,_Hamburg_Germany,_2008) (On 1 March
2008 an Airbus A320 being operated by Lufthansa on a scheduled passenger flight from
Munich to Hamburg experienced high and variable wind velocity on short finals in good
daylight visibility and during the attempt at landing on runway 23 with a strong crosswind
component from the right, a bounced contact of the left main landing gear with the runway
was followed by a left wing down attitude which resulted in the left wing tip touching the
ground. A rejected landing was then flown and after radar vectoring, a second approach to
runway 33 was made to a successful landing. No aircraft occupants were injured but the
aircraft left wing tip was found to have been damaged by the runway contact. The track of
the aircraft and spot wind velocities given by ATC at key points are shown on the illustration
below.)
A320, Harstad/Narvik Norway 2004 (/index.php/A320,_Harstad/Narvik_Norway_2004) (On 25
November 2004, a MyTravel Airways Airbus A320 departed the side of the runway at
Harstad, Norway at a low speed after loss of directional control when thrust was applied for
a night take off on a runway with below normal surface friction characteristics. It was found
that the crew had failed to follow an SOP designed to ensure that any accumulated fan ice
was shed prior to take off and also failed to apply take off thrust as prescribed, thus
delaying their appreciation of the uneven thrust produced.)
A320, Hiroshima Japan, 2015 (/index.php/A320,_Hiroshima_Japan,_2015) (On 14 April 2015, a
night RNAV(GNSS) approach to Hiroshima by an Airbus A320 was continued below minima
without the prescribed visual reference and subsequently touched down 325 metres before
the runway after failing to transition to a go around initiated from a very low height. The
aircraft hit a permitted ground installation, then slid onto the runway before veering off it
and stopping. The aircraft sustained extensive damage and an emergency evacuation
followed with 28 of the 81 occupants sustaining minor injuries. The Investigation noted the
unchallenged gross violation of minima by the Captain.)
A320, Jaipur India, 2014 (/index.php/A320,_Jaipur_India,_2014) (On 5 January 2014, an Airbus
A320 was unable to land at Delhi due to visibility below crew minima and during
subsequent diversion to Jaipur, visibility there began to deteriorate rapidly. A Cat I ILS
approach was continued below minima without any visual reference because there were no
other alternates within the then-prevailing fuel endurance. The landing which followed was
made in almost zero visibility and the aircraft sustained substantial damage after touching
down to the left of the runway. The Investigation found that the other possible alternate on
departure from Delhi had materially better weather but had been ignored.)
A320, Khartoum Sudan, 2005 (/index.php/A320,_Khartoum_Sudan,_2005) (On 11 March 2005,
an Airbus A321-200 operated by British Mediterranean Airways, executed two unstable
approaches below applicable minima in a dust storm to land in Khartoum Airport, Sudan.
The crew were attempting a third approach when they received information from ATC that
visibility was below the minimum required for the approach and they decided to divert to
Port Sudan where the A320 landed without further incident.)
A320, Lisbon Portugal, 2015 (/index.php/A320,_Lisbon_Portugal,_2015) (On 19 May 2015, an
Airbus A319 crew attempted to taxi into a nose-in parking position at Lisbon despite the
fact that the APIS, although switched on, was clearly malfunctioning whilst not displaying
an unequivocal ‘STOP’. The aircraft continued 6 metres past the applicable apron ground
marking by which time it had hit the airbridge. The marshaller in attendance to oversee the
arrival did not signal the aircraft or manually select the APIS ‘STOP’ instruction. The APIS
had failed to detect the dark-liveried aircraft and the non-display of a steady ‘STOP’
indication was independently attributed to a pre-existing system fault.)
June 2006, after an uneventful pre-flight pushback of a British Airways Airbus A320-200 at
London Heathrow Airport, the aircraft started moving under its own power and, shortly
afterwards, collided with the tractor that had just performed the pushback, damaging both
the right engine and the tractor.)
A320, Los Angeles USA, 2005 (/index.php/A320,_Los_Angeles_USA,_2005) (On 21 September
2005, an Airbus A320 operated by Jet Blue Airways made a successful emergency landing at
Los Angeles Airport, California, with the nose wheels cocked 90 degrees to the fore-aft
position after an earlier fault on gear retraction.)
A320, Oslo Norway, 2010 (/index.php/A320,_Oslo_Norway,_2010) (On 25 February 2010, an
Aeroflot Airbus A320-200 unintentionally made a daylight take off from Oslo in good
visibility from the taxiway parallel to the runway for which take off clearance had been
given. Because of the available distance and the absence of obstructions, the take off was
otherwise uneventful. The Investigation identified contributory factors attributable to the
airline, the airport and the ANSP.)
A320, Paris Orly France, 2013 (/index.php/A320,_Paris_Orly_France,_2013) (On 12 March 2013,
a Tunis Air Airbus A320 landed on runway 08 at Paris Orly and, having slowed to just over 40
knots, were expecting, despite the covering of dry snow and some slush pre-notified and
found on the runway, to vacate it without difficulty at the mid point. ATC then requested
that the aircraft roll to the end of the runway before clearing. However, after a slight
increase in speed, the crew were unable to subsequently slow the aircraft as the runway
end approached and it overran at a low groundspeed before coming to a stop 4 seconds
later.)
A320, Phoenix AZ USA, 2002 (/index.php/A320,_Phoenix_AZ_USA,_2002) (On 28 August 2002,
an America West Airbus A320 operating under an ADD for an inoperative left engine thrust
reverser veered off the side of the runway during the landing roll at Phoenix AZ after the
Captain mismanaged the thrust levers and lost directional control as a consequence of
applying asymmetric thrust. Substantial damage occurred to the aircraft but most
occupants were uninjured.)
A320, Porto Portugal, 2013 (/index.php/A320,_Porto_Portugal,_2013) (On 1 October 2013, an
Airbus A320 took off from a runway intersection at Porto which provided 1900 metres TORA
using take off thrust that had been calculated for the full runway length of 3480 metres
TORA. It became airborne 350 metres prior to the end of the runway but the subsequent
Investigation concluded that it would not have been able to safely reject the take-off or
continue it, had an engine failed at high speed. The event was attributed to distraction and
the inappropriate formulation of the operating airline's procedures for the pre take-off
phase of flight.)
A320, Singapore, 2015 (/index.php/A320,_Singapore,_2015) (On 16 October 2015, the
unlatched fan cowl doors of the left engine on an A320 fell from the aircraft during and
soon after takeoff. The one which remained on the runway was not recovered for nearly an
hour afterwards despite ATC awareness of engine panel loss during takeoff and as the
runway remained in use, by the time it was recovered it had been reduced to small pieces.
The Investigation attributed the failure to latch the cowls shut to line maintenance and the
failure to detect the condition to inadequate inspection by both maintenance personnel and
flight crew.)
A320, São Paulo Congonhas Brazil, 2007
(/index.php/A320,_S%C3%A3o_Paulo_Congonhas_Brazil,_2007) (On 17 July 2007, the
commander of a TAM Airlines Airbus A320 being operated with one thrust reverser locked
out was unable to stop the aircraft leaving the landing runway at Congonhas at speed and it
hit buildings and was destroyed by the impact and fire which followed killing all on board
and others on the ground. The investigation attributed the accident to pilot failure to realise
that the thrust lever of the engine with the locked out reverser was above idle, which by
design then prevented both the deployment of ground spoilers and the activation of the
pre-selected autobrake.)
A320, Tehran Mehrabad Iran, 2016 (/index.php/A320,_Tehran_Mehrabad_Iran,_2016) (On 13
August 2016, an Airbus A320 departed the side of the runway at low speed during takeoff
from Tehran Mehrabad and became immobilised in soft ground. The Investigation found that
the Captain had not ensured that both engines were simultaneously stabilised before
completing the setting of takeoff thrust and that his subsequent response to the resulting
directional control difficulties had been inappropriate and decision to reject the takeoff too
late to prevent the excursion. Poor CRM on the flight deck was identified as including but
not limited to the First Officer’s early call to reject the takeoff being ignored.)
A320, Toronto Canada, 2000 (/index.php/A320,_Toronto_Canada,_2000) (On 13 September
2000, an Airbus A320-200 being operated by Canadian airline Skyservice on a domestic
passenger charter flight from Toronto to Edmonton was departing in day VMC when, after a
“loud bang and shudder” during rotation, evidence of left engine malfunction occurred
during initial climb and the flight crew declared an emergency and returned for an
immediate overweight landing on the departure runway which necessitated navigation
around several pieces of debris, later confirmed as the fan cowlings of the left engine.
There were no injuries to the occupants.)
A320, Toronto ON Canada, 2017 (/index.php/A320,_Toronto_ON_Canada,_2017) (On 25
February 2017, an Airbus A320 left the side of the landing runway at Toronto when, for
undetermined reasons, the Captain, as Pilot Flying, set up a drift to the right just before
touchdown. This was then followed by a lateral runway excursion into wet grass in rain-
reduced visibility which continued for 1,650 metres before the aircraft regained the runway
and stopped. The Investigation noted that both the absence of runway centreline lighting
and the aircraft operator’s policy of not activating the aircraft rain repellent system or
applying the alternative hydrophobic windshield coating may have increased the excursion
risk.)
A320, Varadero Cuba, 2010 (/index.php/A320,_Varadero_Cuba,_2010) (On 31 January 2010, an
Airbus A320-200 being operated by the Canadian Airline Skyservice on a passenger flight
from Toronto Canada to Varadero Cuba made a procedural night ILS approach to destination
in heavy rain and, soon after touchdown on a flooded runway, drifted off the side and
travelled parallel to it for a little over 500 metres before subsequently re-entering it at low
speed. There were no injuries to the 186 occupants and the aircraft sustained only minor
damage.)
A320, en route, north of Marseilles France, 2013
(/index.php/A320,_en_route,_north_of_Marseilles_France,_2013) (On 12 September 2013,
pressurisation control failed in an A320 after a bleed air fault occurred following dispatch
with one of the two pneumatic systems deactivated under MEL provisions. The Investigation
found that the cause of the in-flight failure was addressed by an optional SB not yet
incorporated. Also, relevant crew response SOPs lacking clarity and a delay in provision of a
revised MEL procedure meant that use of the single system had not been optimal and after
a necessary progressive descent to FL100 was delayed by inadequate ATC response, and
ATC failure to respond to a PAN call required it to be upgraded to MAYDAY.)
A320, en-route Alpes-de-Haute-Provence France, 2015 (/index.php/A320,_en-route_Alpes-
de-Haute-Provence_France,_2015) (On 24 March 2015, after waiting for the Captain to leave
the flight deck and preventing his return, a Germanwings A320 First Officer put his aircraft
into a continuous descent from FL380 into terrain killing all 150 occupants. Investigation
concluded the motive was suicide, noted a history of mental illness dating from before
qualification as a pilot and found that prior to the crash he had been "experiencing mental
disorder with psychotic symptoms" which had not been detected through the applicable
"process for medical certification of pilots". Conflict between the principles of medical
confidentiality and wider public interest was identified.)
A320, en-route Karimata Strait Indonesia, 2014 (/index.php/A320,_en-
route_Karimata_Strait_Indonesia,_2014) (On 28 December 2014, an A320 crew took
unapproved action in response to a repeating system caution shortly after levelling at
FL320. The unexpected consequences degraded the flight control system and obliged
manual control. Gross mishandling followed which led to a stall, descent at a high rate and
sea surface impact with a 20º pitch attitude and a 50º angle of attack four minutes later.
The Investigation noted the accident origin as a repetitive minor system fault but
demonstrated that the subsequent loss of control followed a combination of explicitly
inappropriate pilot action and the absence of appropriate pilot action.)
A319 / A321, en-route, west north west of Geneva, Switzerland 2011

(/index.php/A319_/_A321,_en-route,_west_north_west_of_Geneva,_Switzerland_2011) (On 6
August 2011 an Easyjet Airbus A319 on which First Officer Line Training was in progress
exceeded its cleared level during the climb after a different level to that correctly read back
was set on the FMS. As a result, it came into conflict with an Alitalia A321 and this was
resolved by responses to coordinated TCAS RAs. STCA alerts did not enable ATC resolution
of the conflict and it was concluded that a lack of ATC capability to receive Mode S EHS
DAPs - since rectified - was a contributory factor to the outcome.)
A320 / A321, vicinity Barcelona Spain, 2016
(/index.php/A320_/_A321,_vicinity_Barcelona_Spain,_2016) (On 25 July 2016, an Airbus A320
and an Airbus A321 both departing Barcelona and following their ATC instructions came into
conflict and the collision risk was removed by the TCAS RA CLIMB response of the A320.
Minimum separation was 1.2 nm laterally and 200 feet vertically with visual acquisition of
the other traffic by both aircraft. The Investigation found that the controller involved had
become preoccupied with an inbound traffic de-confliction task elsewhere in their sector
and, after overlooking the likely effect of the different rates of climb of the aircraft, had not
regarded monitoring their separation as necessary.)
A321 / B734, Barcelona Spain, 2015 (/index.php/A321_/_B734,_Barcelona_Spain,_2015) (On 25
November 2015, an Airbus A321 taxiing for departure at Barcelona was cleared across an
active runway in front of an approaching Boeing 737 with landing clearance on the same
runway by a Ground Controller unaware that the runway was active. On reaching the lit stop
bar protecting the runway, the crew queried their clearance and were told to hold position.
Noting that the event had occurred at the time of a routine twice-daily runway
configuration change and two previous very similar events in 2012 and 2014, further safety
recommendations on risk management of runway configuration change were made.)
A321 / B738, Dublin Ireland, 2011 (/index.php/A321_/_B738,_Dublin_Ireland,_2011) (On 21 May
2011, a Monarch Airlines A321 taxiing for departure at Dublin inadvertently taxied onto an
active runway after failing to follow its taxi clearance. The incursion was not noticed by ATC
but the crew of a Boeing 737 taking off from the same runway did see the other aircraft and
initiated a very high speed rejected take off stopping 360 metres from it. The incursion
occurred in a complex manoeuvring area to a crew unfamiliar with the airport at a location
which was not a designated hot spot. Various mitigations against incursions at this position
have since been implemented.)
A321 / B738, en-route, south eastern Bulgaria, 2016 (/index.php/A321_/_B738,_en-
route,_south_eastern_Bulgaria,_2016) (On 8 September 2016, an Airbus A321 en route in
Bulgarian airspace at FL 350 was given and acknowledged a descent but then climbed and
came within 1.2nm of a descending Boeing 737. The Investigation found that the
inexperienced A321 First Officer had been temporarily alone when the instruction was given
and had insufficient understanding of how to control the aircraft. It was also found that
despite an STCA activation of the collision risk, the controller, influenced by a Mode ‘S’
downlink of the correctly-set A321 cleared altitude, had then added to the risk by
instructing the 737 to descend.)
A321, Daegu South Korea, 2006 (/index.php/A321,_Daegu_South_Korea,_2006) (On 21
February 2006, an Airbus A321-200 being operated by China Eastern on a scheduled
passenger flight from Daegu to Shanghai Pudong failed to follow the marked taxiway
centreline when taxiing for departure in normal daylight visibility and a wing tip impacted
an adjacent building causing minor damage to both building and aircraft. None of the 166
occupants were injured.)
A321, Fuerteventura Spain, 2016 (/index.php/A321,_Fuerteventura_Spain,_2016) (On 16 July
2016, an Airbus A321’s unstabilised approach at Fuerteventura during pilot line training was
not discontinued and takeover of control and commencement of a go-around had occurred
just before a very hard runway contact. The subsequent landing was successful but serious
damage to the main landing gear was not rectified before the next flight. The Investigation
found that the hard touchdown had been recorded as in excess of 3.3g and that the return
flight had been “risky and unsafe” after failure of the Captain and maintenance personnel at
the Operator to recognise the seriousness of the hard landing.)
A321, Hakodate Japan, 2002 (/index.php/A321,_Hakodate_Japan,_2002) (On 21 January 2002,
an Airbus A321-100 being operated by All Nippon Airways on a scheduled passenger flight
from Nagoya to Hakodate encountered sudden negative windshear just prior to planned
touchdown and the pitch up which followed resulted in the aft fuselage being damaged
prior to the initiation of a climb away to position for a further approach which led to a
normal landing. Three of the cabin crew sustained minor injuries but the remaining 90
occupants were uninjured.)
A321, Hurghada Egypt, 2013 (/index.php/A321,_Hurghada_Egypt,_2013) (On 28 February 2013,
the initial night landing attempt of a Ural Airlines Airbus A321 at Hurghada was mishandled
in benign conditions resulting in a tail strike due to over-rotation. The Investigation noted
that a stabilised approach had been flown by the First Officer but found that the prescribed
recovery from the effects of a misjudged touchdown had not then been followed. It was
also concluded that communication between the two pilots had been poor and that the
aircraft commander's monitoring role had been ineffective. The possibility of the effects of
fatigue was noted.)
A321, Incheon South Korea, 2013 (/index.php/A321,_Incheon_South_Korea,_2013) (On 16 April
2013, an A321 sustained significant damage during a tail strike during a bounced landing
which followed loss of airspeed and an increase in sink rate shortly before touchdown after
an otherwise stabilised approach. The Investigation attributed the tail strike to a failure to
follow the recommended bounced landing response and noted the inadequate training
provided by Asiana for bounced landing recovery.)
A321, Manchester UK, 2008 (1) (/index.php/A321,_Manchester_UK,_2008_(1)) (On 18 July 2008,
an Airbus A321-200 operated by Thomas Cook Airlines experienced hard landing during
night line training with significant aircraft damage not found until several days later. The
hard landing was subsequently partially attributed to the inability to directly observe the
trainee pitch control inputs on side stick of the A321.)
A321, Manchester UK, 2008 (2) (/index.php/A321,_Manchester_UK,_2008_(2)) (On 28 July
2008, the crew flying an Airbus A321-200 departing Manchester UK were unable to raise the
landing gear. The fault was caused by damage to the Nose Landing Gear sustained on the
previous flight which experienced a heavy landing.)
A321, Manchester UK, 2011 (1) (/index.php/A321,_Manchester_UK,_2011_(1)) (On 29 April 2011,
an Airbus A321-200 being operated by Thomas Cook Airlines on a passenger service from
Manchester UK to Iraklion, Greece took off in day VMC but failed to establish a climb at the
expected speed until the aircraft pitch attitude was reduced below that prescribed for the
aircraft weight which had been entered into the FMS. No abnormal manoeuvres occurred
and none of the 231 occupants were injured.)
A321, Manchester UK, 2011 (2) (/index.php/A321,_Manchester_UK,_2011_(2)) (On 23 December
2011, an Austrian Airlines Airbus A321 sustained a tail strike at Manchester as the main
landing gear contacted the runway during a night go around initiated at a very low height
after handling difficulties in the prevailing wind shear. The remainder of the go around and
subsequent approach in similar conditions was uneventful and the earlier tail strike was
considered to have been the inevitable consequence of initiating a go around so close to
the ground after first reducing thrust to idle. Damage to the aircraft rendered it unfit for
further flight until repaired but was relatively minor.)
A321, Sandefjord Norway, 2006 (/index.php/A321,_Sandefjord_Norway,_2006) (A321
experienced minimal braking action during the daylight landing roll in wet snow conditions
and normal visibility and an overrun occurred. The aircraft came to a stop positioned
sideways in relation to the runway centreline with the right hand main landing gear 2
metres beyond the limit of the paved surface.)
A321, en-route, Gimpo South Korea, 2006 (/index.php/A321,_en-
route,_Gimpo_South_Korea,_2006) (On 9 June 2006, an Airbus 321-100, operated by Asiana
Airlines, encountered a thunderstorm accompanied by Hail around 20 miles southeast of
Anyang VOR at an altitude of 11,500 ft, while descending for an approach to Gimpo Airport.
The radome was detached and the cockpit windshield was cracked due to impact with
Hail.)
A321, en-route, Northern Sudan, 2010 (/index.php/A321,_en-route,_Northern_Sudan,_2010)
(On 24 August 2010, an Airbus A321-200 being operated by British Midland on a scheduled
public transport service from Khartoum to Beirut experienced, during cruise at FL360 in
night IMC, an electrical malfunction which was accompanied by intermittent loss of the
display on both pilots’ EFIS and an uncommanded change to a left wing low attitude. De-
selection of the No 1 generator and subsequent return of the rudder trim, which had not
previously been intentionally moved, to neutral removed all abnormalities and the planned
flight was completed without further event with no damage to the aircraft or injuries to the
49 occupants.)
A321, en-route, Vienna Austria, 2003 (/index.php/A321,_en-route,_Vienna_Austria,_2003) (On
26th May 2003, a British Midland A321 suffered severe damage from hail en route near
Vienna.)
A321, en-route, near Pamplona Spain, 2014 (/index.php/A321,_en-
route,_near_Pamplona_Spain,_2014) (On 5 November 2014, the crew of an Airbus A321
temporarily lost control of their aircraft in the cruise and were unable to regain it until 4000
feet of altitude had been lost. An investigation into the causes is continuing but it is already
known that blockage of more than one AOA probe resulted in unwanted activation of high
AOA protection which could not be stopped by normal sidestick inputs until two of the
three ADRs had been intentionally deactivated in order to put the flight control system into
Alternate Law.)
A321, vicinity Deauville France, 2013 (/index.php/A321,_vicinity_Deauville_France,_2013) (On
26 September 2013, an Airbus A321 approaching Deauville in day VMC was advised that only
a GNSS instrument approach - for which the crew were not approved - was available for
the active runway. During the subsequent visual approach, the crew lost sight of the runway
whilst over the sea and descended to almost the same height as the land ahead, eventually
triggering an EGPWS ‘PULL UP’ Warning. The approach was subsequently abandoned after
an EGPWS ‘SINK RATE’ Alert on short finals and non-standard positioning to the opposite
runway direction, followed by a landing in the originally expected direction.)
A321, vicinity Islamabad Pakistan, 2010 (/index.php/A321,_vicinity_Islamabad_Pakistan,_2010)
(On 28 July 2010, the crew of an Airbus A321 lost contact with the runway at Islamabad
during a visual circling approach and continued in IMC outside the protected area and flying
into terrain after repeatedly ignoring EGPWS Terrain Alerts and PULL UP Warnings. The
Investigation concluded that the Captain had pre-planned a non-standard circuit which had
been continued into IMC and had then failed to maintain situational awareness, control the
aircraft through correct FMU inputs or respond to multiple EGPWS Warnings. The
inexperienced First Officer appeared unwilling to take control in the absence of corrective
action by the Captain.)
A321, vicinity Singapore, 2010 (/index.php/A321,_vicinity_Singapore,_2010) (On 27 May 2010 an
Airbus A321-200 being operated by Australian operator JetStar on a passenger flight from
Darwin to Singapore continued an initial approach at destination in day VMC with the
aircraft inappropriately configured before a late go around was commenced which was also
flown in a configuration contrary to prescribed SOPs. A subsequent second approach
proceeded to an uneventful landing. There were no unusual or sudden manoeuvres during
the event and no injuries to the occupants.)
B732 / A321, Manchester UK, 2004 (/index.php/B732_/_A321,_Manchester_UK,_2004) (On 29
February 2004, a Boeing 737-200 crossed an active runway in normal daylight visibility
ahead of a departing Airbus A321, the crew of which made a high speed rejected take off
upon sighting the other aircraft after hearing its crossing clearance being confirmed. Both
aircraft were found to have been operating in accordance with their acknowledged ATC
clearances issued by the same controller. An alert was generated by the TWR conflict
detection system but it was only visually annunciated and had not been noticed. Related
ATC procedures were subsequently reviewed and improved.)
B738/A321, Prague Czech Republic, 2010
(/index.php/B738/A321,_Prague_Czech_Republic,_2010) (On 18 June 2010 a Sun Express
Boeing 737-800 taxiing for a full length daylight departure from runway 06 at Prague was in
collision with an Airbus 321 which was waiting on a link taxiway leading to an intermediate
take off position on the same runway. The aircraft sustained damage to their right winglet
and left horizontal stabiliser respectively and both needed subsequent repair before being
released to service.)
B744 / A321, London Heathrow UK, 2004
(/index.php/B744_/_A321,_London_Heathrow_UK,_2004) (On 23 March 2004, an out of
service British Airways Boeing 747-400, under tow passed behind a stationary Airbus A321-
200 being operated by Irish Airline Aer Lingus on a departing scheduled passenger service in
good daylight visibility and the wing tip of the 747 impacted and seriously damaged the
rudder of the A321. The aircraft under tow was cleared for the towing movement and the
A321 was holding position in accordance with clearance. The towing team were not aware
of the collision and initially, there was some doubt in the A321 flight deck about the cause
of a ‘shudder’ felt when the impact occurred but the cabin crew of the A321 had felt the
impact shudder and upon noticing the nose of the 747 appearing concluded that it had
struck their aircraft. Then the First Officer saw the damaged wing tip of the 747 and
informed ATC about the possible impact. Later another aircraft, positioned behind the A321,
confirmed the rudder damage. At the time of the collision, the two aircraft involved were on
different ATC frequencies.)
B744 / A321, vicinity London Heathrow UK, 2000
(/index.php/B744_/_A321,_vicinity_London_Heathrow_UK,_2000) (On 28 April 2000, a British
Airways Boeing 747-400 on go around at London Heathrow Airport, UK, had a loss of
separation vertically from a British Midland A321 stationary on the runway waiting for take-
off.)
B772 / A321, London Heathrow UK, 2007
(/index.php/B772_/_A321,_London_Heathrow_UK,_2007) (On 27 July 2007, a British Airways
Boeing 777-200ER collided, during pushback, with a stationary Airbus A321-200. The A321
was awaiting activation of the electronic Stand Entry Guidance (SEG) and expecting entry to
its designated gate.)
EUFI / A321, en-route, near Clacton UK, 2008 (/index.php/EUFI_/_A321,_en-
route,_near_Clacton_UK,_2008) (On 15 October 2008, following participation in a military
exercise over East Anglia (UK), a formation of 2 foreign Eurofighters entered busy controlled
airspace east north east of London without clearance while in the process of trying to
establish the required initial contact with military ATC, resulting in loss of prescribed
separation against several civil aircraft.)
Further Reading
For further information, visit the Airbus website (http://www.airbus.com/en/aircraftfamilies/)
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Category: Aircraft Family

Content source: SKYbrary (/index.php/About_SKYbrary)

Content control: EUROCONTROL (/index.php/EUROCONTROL)

ICAO Type Designator Name Length (m)

AIRBUS A-318 (/index.php/A318) AIRBUS A-318 31.44 m

AIRBUS A-319 (/index.php/A319) AIRBUS A-319 33.84 m

AIRBUS A-319neo (/index.php/A19N) AIRBUS A-319neo 33.84 m

AIRBUS A-320 (/index.php/A320) AIRBUS A-320 37.57 m

AIRBUS A-320neo (/index.php/A20N) AIRBUS A-320neo 37.57 m

AIRBUS A-321 (/index.php/A321) AIRBUS A-321 44.51 m

AIRBUS A-321neo (/index.php/A21N) AIRBUS A-321neo 44.51 m

Aircraft Family Members

Wingspan 35.8 m 35.8 m 34.1 m 35.8 m 35.8 m 35.8 m 35.8 m

Range 2,700 nm 3,500 nm 3,100 nm 1,800 nm 3,750 nm 3,300 nm 3,500

Accidents & Serious Incidents involving A320 Family

A319 / A320, Naha Okinawa Japan, 2012

A319 / A320, Naha Okinawa Japan, 2012

A319 / A321, en-route, west north west of Geneva, Switzerland 2011

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