A321NEO

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MAIN DIFFERENCES &

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TRAINING GUIDE

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Rev 2.0 (Dec 2019)

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 Topics

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Flight Crew Training Levels

Main Differences

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Dimensions

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Cabin

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Limitations

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Systems

Handling Techniques
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 Flight Crew Training

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OBJECTIVES :

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● To introduce the A321 –NEO to the flight crew covering Main Technical
differences.

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● To cover handling techniques differences between the A320/ A320 –NEO
and the A321 – NEO.

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 Flight Crew Training

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This training guide is produced to highlight the differences between
AirAsia A320 and A321 aircraft. The emphasis is on a practical working

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knowledge of the A321.

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REMINDER :

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● It does not provide complete system descriptions, and crews should familiarize
themselves with the relevant systems as described in FCOM
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● Should any information or data shown differs from the FCOMs, the FCOMs shall remain
the reference document.

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 Overview

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The A321 is a short to medium range civil aircraft

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which offers an increase of 27% in seats and 40 %

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in cargo volume compared to the A320.

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 Flight Crew Training

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Aircraft – General

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● The A321 is a stretch variant of the A320 -200 and is fitted with an additional centre fuel

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tank (ACT) (where and when fitted) to provide similar range to the A320. The A321 is a
stretched (additional 6.94m longer than A320) variant of the A320 -200. It has an ACT (as

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installed) which increase its range compared to a A320.

● AirAsia A321 aircraft are configured with a total of 236 passenger seats compare to A320

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which has total of 180 passenger seats.

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● Effective 2020/2021, all new aircraft from factory will be A321 NEO.
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● The A321 has higher thrust engines (30,300 lbs thrust versus A320 23,500, 27,000 &
26,600 lbs)

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 Flight Crew Training

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Aircraft – General (Continued) :

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● The wings are of the same dimensions as the A320, with corresponding

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higher wing loading.

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● The A321 has double slotted flaps.

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● With higher weights and wing loading compared to the A320, expect

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higher take-off speeds and different flap settings.
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 Flight Crew Training Levels

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Training

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Level B or
less
Required for

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most A320
Level B modifications
Level A

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Familiarization Briefing or variants
Documentation

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Level C Level D Level E

Interactivity MFTD Full Flight Simulator
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 Flight Crew Training Levels

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Type Rating & License Endorsement

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Issue 2, March 19

OE GM /
SP /
Licence OEB /
Manufacturer Aircraft model / name Variants Complex SP HPA / Remarks
endorsement OSD FC

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MP
available
-C4-200 series
-F4-200 series
Airbus A300 -FFCC A300FFCC ― X MP ―

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Airbus A310 - 200 series A310/300-600 X X MP ― OE GM (OEB Report for
- 300 series A300 - B4 600 A300/310 stop rudder
series input warning (SRIW),
- C4 600 series dated 27 March 2015)
- F4 600 series

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Airbus A300 - 600ST (Beluga) A300-600ST ― X MP ―

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Airbus A318 - 100 series A320 X X MP X OSD FC A320
A319 - 100 series
A320 - 100 series
- 200 series
- neo
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A321 - 100 series
- 200 series
- neo

Airbus A330 - 300 series A330/350 X X MP X OSD FC A330/A350

- 200 series OSD FC A330 MRTT FAF
MCAR 2016 - (FCL) Appendix 11
- 200 F STC OSD A350-1000 and
- 200 MRTT FAF A330-900 dated
STC 01/10/2018 10
- 900 series
A350 - 900 series
Overview - Dimensions

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Overview - Cabin

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Limitations (Weights)

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Limitations (Weights)

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Limitations (Weights)

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CO 1,764lb / 800kg
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26,764lb / 12,140kg

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Limitations (Weights)

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 Limitations (Weights)

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A320 CEO A320 NEO A321 NEO

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MTW 73 900 kg 75 900 kg 93 900 kg

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MTOW 73 500 kg 75 500 kg 93 500 kg

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MLW 66 000 kg 67 400 kg 79 200 kg

MZFW
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62 500 kg 64 300 kg 75 600 kg
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 Limitations (Taxiing)

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EFFECTIVE TURN

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DIFFERENCES

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Limitations (Taxiing)

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 Limitations (Ground Clearances)

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BODY PITCH-UP ANGLE
DIFFERENCES

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A320Ceo A320Neo A321Neo

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 Limitations (Ground Clearances)

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A320Ceo
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Limitations (Speeds)

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 Limitations (Speeds)

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A320 CEO A320 NEO A321 NEO

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Vmcl 108 KT 116 KT 116 KT

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Vmca 105 KT IAS 114 KT IAS 110 KT IAS

Vmcg Conf 1+F 106 KT IAS 116 KT IAS 118 KT IAS

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Vmcg Conf 2 104 KT IAS 116 KT IAS 118 KT IAS

Vmcg Conf 3 CO
104 KT IAS 116 KT IAS 118 KT IAS
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 Limitations (EGT)

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Phase Time Limit A320 CEO A320 NEO A321 NEO

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Starting 725⁰ C 750⁰ C 750⁰ C
(On Ground)

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T/Off &
Go-Around 5 min 950⁰ C 1060⁰ C 1060⁰ C

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(All Engines)

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MCT No Limit 915⁰ C 1025⁰ C 1025⁰ C

Engine Failure 10 min 950⁰ C 1060⁰ C 1060⁰ C

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 Limitations

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A321 NEO (236 seats)

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A321 NEO with 93.5T MTOW can cover more
range than the A320 NEO (75.5T MTOW)

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while carrying 50 MORE pax.
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System Overview

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ATA 21 – Air Conditioning

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ATA 22 – Auto Flight

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ATA 23 – Communications

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ATA 26 – Fire Protection

ATA 27 – Flight Controls

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ATA 28 – Fuel

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ATA 31 – Indicating & Recording
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ATA 52 – Doors

ATA 70 – Power Plant

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 ATA 21 – Air Conditioning

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LO : If the

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number of
occupants

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is below
168.

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ATA 22 – Flight Guidance

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ATA 22 – Flight Guidance

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ATA 22 – Flight Guidance

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ATA 23 - Communications

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Deactivated

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D1 D3

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D4

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 ATA 26 – Fire Protection

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SMOKE DETECTORS

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A320 CO A321
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The forward and aft cargo compartments smoke detection system consists of.
- 4 smoke detectors that are in the forward cargo compartment ceiling panel cavities. Each
detector is linked to one of the two detection loops (dual loop principle)
- 6 smoke detectors that are in the aft cargo compartment ceiling panel cavities. Each
detector is linked to one of the two detection loops (dual loop principle)
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 ATA 27 – Flight Controls

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Each wing has the following lift augmentation devices:
- Two double-slotted flap surfaces
- Five slat surfaces
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These surfaces are electrically controlled and hydraulically operated.
The pilot extends slats and flaps by moving the FLAPS lever on the center pedestal.
It has five positions.
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 ATA 27 – Flight Controls

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A320

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DEFLECTION ANGLE
DIFFERENCES

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A321 CO
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 ATA 27 – Flight Controls

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Speed Brakes :

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● Speed brakes are inhibited in “CONF 3” or “CONF FULL”

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● Maximum deflection for spoilers 2, 3, 4 is 25deg

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● Full speed brake available in both manual and automatic flight.

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DSC 27-10-20

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 ATA 28 - Fuel

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The fuel is stored in the wings, in the center tank, and in the Additional Center Tank (ACT)
There is a vent surge tank outboard of each wing tank.
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When the aircraft has been refueled to maximum capacity, the fuel can expand by 2% (20
degrees Celsius temperature rise) without spilling.
There is an overpressure protector in each vent and wing tank, and between the center tank
and the left wing tank.
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ATA 28 - Fuel

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 ATA 28 - Fuel

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MODE SEL pb-sw

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AUTO : Control of
center tank transfer valves is

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automatic:
- They open if the associated
wing tank is not full.

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- They stop automatically 5
minutes after center tank low
level is reached.

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MAN : Flight crew
manually controls the center
tank transfer valves with
CTR TK XFR pushbutton
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switches

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ATA 28 - Fuel

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ATA 28 - Fuel

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ATA 31 – Indicating & Recording

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 ATA 31 – Indicating & Recording

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Vertical Deviation

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 ATA 52 - Doors

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The A321’s fuselage has:

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- Six cabin doors

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Note: Cabin doors 3 are considered
as emergency exits

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- Two (02) cabin over wing exits
on each side
- Cockpit emergency exits (two

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sliding windows)

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- Three (03) cargo compartment
doors
- Four (04) avionic compartment
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access doors

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 ATA 52 - Doors
CABIN DOORS 3

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One plug type door on each side of the cabin are emergency exits. The exits open

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outward and forward. Each cabin door 3 has an escape slide stowed in a compartment
below the cabin floor. The operation of these emergency exits is similar to the operation
of passenger doors.

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ATA 52 - Doors

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ATA 52 - Doors

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ATA 70 – Power Plant

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ENGINE TYPE:
LEAP 1A32

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THRUST RATING:

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30,300lbs
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ATA 70 – Power Plant

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ATA 70 – Power Plant
SHAFT SPEEDS

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Maximum N1…………….101%

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Maximum N2…………….116.5%

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Note: The N1 limit depends on the

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ambient conditions and on the
configuration of the engine air bleed.

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These parameters may limit N1 to a
value that is less than the above-

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mentioned N1 value (Refer to PER-
THR-MTO MAXIMUM TAKEOFF)
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ATA 70 – Power Plant

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 ATA 70 – Power Plant

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At ISA sea level: N1 about 19%

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N2 about 68%

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EGT about 520° Celsius

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FF about 290 kg/h (650 lb/h)
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Grey background on N2 indication disappears.
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*IDLE Parameters

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HANDLING
TECHNIQUES

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 Handling Techniques - Taxi

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Taxiing :

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● The A321 wheel base is 4.27m (14ft) longer than the A320 and an
oversteering technique should be used into the turn when entering parking

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bays etc to ensure early centre line alignment.

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 Handling Techniques - Taxi

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Taxiing :

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● The minimum pavement width for a 180 degree turn is 32 m in the A321 as

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opposed to 30 m in an A320.

● Correct usage of brakes when taxiing (refer SOP) should be observed as the

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heavier weights on the A321 will result in higher brake temperatures.

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 Handling Techniques – Take Off

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Take Off :

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● Rotation technique is the same for both the A320 and the A321 :

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● There is an increased risk of tail strike on A321 when compared to the A320
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due to the 6.94m longer fuselage.

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 Handling Techniques – Take Off

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Take Off :

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● At heavy takeoff weight, the S speed on A321 may be higher than the MAX

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speed of configuration 1 + F (225 kt). Continue to accelerate and on reaching
210 kt the automatic flap retraction will occur, and the MAX speed will move

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to 243 kt.

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 Handling Techniques – Take Off

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Tail strike Table :

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A320 CEO A320 NEO A321 NEO

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Landing Gear Not Compressed (°) 13.5 13.7 11.2

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Landing Gear Compressed (°) 11.7 11.7 9.7

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 Handling Techniques – Take Off

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Statistics :

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○ TAIL STRIKE at T/O vs at LDG

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A320 4 times more at LDG than at T/O
A321 10 times more at LDG than at T/O

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○ TAIL STRIKE at T/O

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A320 0.25 tail strike / million cycles
A321 0.40 tail strike / million cycles

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○ TAIL STRIKE at LDG
A320 1 tail strike / million cycles
A321 4 tail strike / million cycles

Source : AirAsia Conference, Beijing 2018-04

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 Handling Techniques – Take Off

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Tail strike Causes :

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● Erroneous VR computation. Correct performance calculation and the green dot
crosscheck will provide a mitigation strategy.

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● If rotation is initiated before VR (large V1 – VR split…wet runway figures for

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example). Early rotation due gusts, wind shear or an obstacle on the runway
may also be factors.

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● Excessive initial rotation / input is too abrupt.

● Sudden increment of rotation rate when reaching 8 degrees of pitch attitude.

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(liftoff occurs at approximately 10 degrees of pitch

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 Handling Techniques – Take Off

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Auto Flap Retraction :

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 Handling Techniques –Turbulence

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In Flight :

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Recommended Severe Turbulence Speeds :
● 275 KIAS below FL200

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● 305 KIAS till FL257

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● M 0.76 above FL257

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 Handling Techniques – Cruise

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Reduced high and low speed margins :

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● The A321 has reduced high and low speed margins at optimum altitudes
compared to the A320.

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● Careful consideration needs to be made if contemplating climb above

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optimum altitude because the high and low speed margins will reduce very

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rapidly.

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● Because of the higher wing loading, turning the aircraft at high altitudes
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can result in significantly higher Vls increases when compared to the A320
This will result in a reduced margin between current indicated airspeed
and Vls. Descent is an option if margins need to be increased.
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 Handling Techniques – Descent

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Top of Descent :

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● In order to capture the descent profile during managed mode the aircraft

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pitch could be as low as 7 degrees. It is better to select SPD in an OPEN
DESC mode.

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● Speed control in this situation is poor, and the speed trend arrow will very

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rapidly approach Mmo/Vmo, with high risk of sudden over speed.
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 Handling Techniques – Descent

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Top of Descent :

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● In this situation, consider selecting speed, and use OPEN DES mode

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initially.

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● Caution : be vigilant when stowing the speed brake on a high speed/above

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profile descent scenario, again, the flight characteristics of the A321 may

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result in an inadvertent and rapid acceleration into an overspeed condition
once speed brake is retracted.
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 Handling Techniques – Approach

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Approach :

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● The A321, particularly when heavy, can pose greater difficulty than the

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A320 in regaining descent profile when being slowed by ATC speed.

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● The aircraft will not “GO DOWN” and “SLOW DOWN”.

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● The A321 is slower to decelerate during approach, so anticipate this by
configuring earlier.
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Note: Retract the speed brakes before selecting FLAPS 3 to prevent a pitch down
when the speed brakes automatically retract.

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 Handling Techniques – Landing
Managing the A321 during the flare / rollout :

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● Operations are at heavier weights for the same wing surface area.

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● The effect that this has is much more noticeable as weights approach

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maximum landing weight (79.2 T).

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● A heavy A321 requires earlier anticipation and positive application of the
landing flare. CO
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● Subject to weight and actual conditions, initiate the flare at about 30 ft RA,
and “hold in” the flare, in order to arrest the higher inertia of the A321.
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 Handling Techniques – Landing

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Managing the A321 during the flare / rollout :

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● After touch down, de-rotation is conventional. The pilot releases the back

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pressure and must smoothly “fly” the nosewheel, but without delay, onto
the runway.

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● It is very important to avoid holding off because the longer wheel base

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means the nose has further to fall (compared to the A320) in the event

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that back pressure is maintained as speed reduces.

● Be aware of a residual “pitch up” tendency with the extension of the

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ground spoilers (most of the pitch up effect is absorbed by the flight
control law itself)
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 Handling Techniques – Landing

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A321 brake temperatures :

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● A great deal of braking energy is required at higher weights but braking

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capacity is greater than the A320.

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● In hot climates / high elevations, consider the effect this may have on
brake temperatures, however, the brake fans are much more effective

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than the A320.

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● 320 brake fans can reduce brake temperatures at about 10 degree per
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minute, whereas A321 brake fans can reduce brake temperatures at
about 15 – 20 degree per minute.
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 Handling Techniques – Landing
A321 brake temperatures :

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A320 A321
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 Handling Techniques – Landing

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Hard Landing :

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● If a hard landing looks inevitable, avoid the temptation to react with an

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abrupt late “pull back” on the side stick. This reaction poses two risks :

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1. The hard landing will be exacerbated by the increased moment arm from

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the extended wheelbase geometry of the A321 i.e. the main wheels will

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be “driven” onto the runway even harder.
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2. An additional risk of tail strike is created.

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 Handling Techniques – Landing

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Flaps 3 Landing – Pitch

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Q&A

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For any questions, email:

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raa_techeff@airasia.com

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Thank You

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