The Airbus A320 is a most popular family of narrow-body, twin-engine, commercial passenger jets. There are two versions of the A320, the A320ceo, and the A320neo.
‘CEO’ stands for the current engine option, while ‘Neo’ is the new engine option.
The A320ceo is the original version of the A320 introduced in the late 1980s. It is powered by CFM56 engines and has a maximum range of approximately 3,350 nautical miles (with Sharklets).
The A320neo is a new version of the A320 that was introduced in 2016. It is powered by more fuel-efficient engines, either the Pratt & Whitney PW1100G-JM or the CFM LEAP-1A, which provide a 15-20% improvement in fuel efficiency compared to the A320ceo. The A320neo has a maximum range of about 3,500 nautical miles, slightly more than the A320ceo.
Know more – Features of A320neo Aircraft
In addition to the more fuel-efficient engines, the A320neo also features wing design improvements, including “Sharklets” wingtips that reduce drag and increase fuel efficiency by a factor of approximately 7%.
In the A320neo, the cabin layout and rear galley configuration provide increased seating capacity, further improving per-seat fuel consumption. It offers a maximum passenger seating capacity of 194 as compared to 180 in the CEO.
Technical Difference
GENERAL
| Difference | A320ceo | A320neo |
|---|---|---|
| A320 | CEO – Current Engine Option | NEO – New Engine Option > 15 – 20 % less fuel consumption |
| Aircraft | A320-214 / 216 > A – Airbus > 320 – Model > 2 – 200 – Series > 1 – CFM56 engine > 4 – thrust | A320-251N > A – Airbus > 320 – Model > 2 – 200 – Series > 5 – CFM Leap engine > 1 – basic thrust > N – NEO |
| TC | -214: 1995 -216: 2006 | 2016 |
| EDTO | -214: 120 /180 min -216: 180 min | 120 /180 min |
| Engine | CFM56-5B > CFM56-5B4 (-214): 27000 LBS > CFM56-5B6 (-216): 23500 LBS > Bypass Ratio: 5.4 to 6:1 > CFM – CFMI > 56 – Project No. > 5Bx/3 ; 5Bx/P > x – thrust > 3 – tech insertion (modified from the company) > P – modified through tech insertion program | CFM LEAP-1A > LEAP-1A26 : 26600 LBS > Bypass Ratio – 11:1 > LEAP – Leading Edge Aviation Propulsion > 1 – model > A – Airbus > 26 – thrust – 26600 |
SYSTEMS – ATA Wise Difference
| Difference | A320ceo | A320neo |
|---|---|---|
| ATA 23 | Static Discharger – 39 | Static Discharger – 33 > Not in flap track fairing (3+3) |
| ATA 25 | Seat – 180 Galley > FWD galley > AFT galley Lavatory > LAV A > LAV D > LAV F | Seat – 186 > BE Aerospace Pinnacle Seat Galley > FWD galley > AFT galley is G4B Lavatory > LAV A > LAV G > LAV F |
| ATA 26 | Engine Fire Loop – 2 > Fan > Core Cabin Fire Extinguisher > Halon Type | Engine Fire Loop – 3 > Fan > Core > AGB (additional) Cabin Fire Extinguisher > Halon Free > ICAO requirements (initiative) > Halon destroys ozone |
| ATA 28 | CTR TK Fuel Pump – 2 | CTR TK Jet Pumps – 2 > Transfer valves – 2 |
| ATA 29 | Hydraulic Reservoir Pressurization > 9th stage (ENG #1 Only) | Hydraulic Reservoir Pressurization > 7th stage (ENG #1 Only) |
| ATA 30 | Nacelle Anti-ice > 1 Anti-ice v/v – in RH Fan > 5th stage air for heating > Muscle pressure from 9th stage | Nacelle Anti-ice > 2 PRSOV – in LH Core > 2 Pr. transducer – PT1 & PT2 > 7th stage air for heating > Deactivation through MCDU > Both PRSOVs are not interchangeable – Different pressure setting |
| ATA 33 | Non LED Lights | Most lights – LED type |
| ATA 35 | OXY Cylinder – 1 > Discharge Disc -1 (LH side) | OXY Cylinder – 2 > Discharge Disc – 2 (LH side) |
| ATA 36 | Computer – BMC > Only for monitoring; can’t control > IP Bleed – 5th stage > HP Bleed – 9th stage | Computer – BMC > Can control & monitor; both > IP Bleed – 4th stage > HP Bleed – 10th stage |
| ATA 52 | – | Cargo Door Handle Flap Lock |
ENGINE : CFM56 vs LEAP-1A
| Difference | A320ceo (CFM56) | A320neo (LEAP-1A) |
|---|---|---|
| Cowl | > FCD key FWD Latch > Core cowl – if 45° – retract flaps > HOR – not fixed > Drain Mast – 1 > Bleed sys components – LH Core > Fan cowl latch – 3 > Core cowl latch – 4 | > Fan Cowl Loss Prevention Flag (LH side) + ECAM warning > Fan + Core – retract flaps > HOR – 1 fixed in fan cowl > Drain Mast – 2 (Fan + Core) > Bleed sys components – RH Core > Fan cowl latch – 3 > Core cowl latch – 8 |
| Access | > IDG – RH side > Start v/v – RH side (Handle) > Engine oil – LH side | > IDG – LH side > Start v/v – LH side (⅜ DR) > Engine oil – RH |
| Strake | > Inboard side of fan cowl | > Both sides of the fan cowl |
| Starter | > Own oil – servicing required | > Takes oil from AGB (Oil Sys) |
| Stage | > 1+4 + 9 — 1 + 4 | > 1+3 + 10 — 2 + 7 |
| Compressor | > Normal | > HPC up to 5th stage – BLISK |
| Combustor | > SAC / DAC | > TAPS II |
| Fan | > 36 narrow chord blade > titanium blades > Mid-span shrouded > Fan Lub required > Spinner – front + rear > Balance screw – rear spinner | > 18 wide chord blade > 3D woven carbon fiber composite > Leading Edge – titanium > Fan Lub not required > Spinner – only front > Balance weight – platform shroud |
| OGV | 34 pair | 41 |
| Flow Splitter | > Non-heated | > Heated (anti-ice) – 7th stage > SB/BAI valve |
| Frame | > 2 : Fan + TRF | > 3 : Fan + TCF + TRF Additional – TCF b/w LPT & HPT Because engines are long |
| Vibration Monitoring | > 2 vibration sensors (accelerometer) > No.1 BRG (non-LRU) – N1 rotor vibration > TRF – N2 rotor vibration > EVMU – 80 VU | > 2 vibration sensors (accelerometer) > No.1 BRG (non-LRU) – N1 rotor vibration > TCF – N2 rotor vibration > EEC |
| FADEC | > ECU (Ch A + Ch B) > HMU | > EEC A + EEC B + PSS > SCU/SVA TCMA function in EEC – Engine is not responding the throttle command and take mitigating action – shut off fuel – if overspeed (on ground) – reduce fuel flow – if overthrust |
| FUEL | > Fuel Pump and Filter Assembly – LP stage – HP stage – Fuel Filter – Wash Filter > Fuel Filter Differential Pressure Switch (for CLOG indication) > Servo Fuel Heater > HMU > Fuel Flow Transmitter > Fuel Nozzle Filter > IDG Oil Cooler > FRV > Fuel Manifold – 1 > Fuel Nozzle – 20 FUEL FLOW (CFM56) Tank > LP v/v > LP stage > FOHE > Filter > HP stage > – Wash > SFH > HMU > Servos. – HMU > HP v/v > FF XMTR > Nozzles. Return fuel from HMU > IDG cooler | > Main Fuel Pump (MFP) – Centrifugal boost stage – High-pressure stage > Main Fuel Filter (MFF) – Cartridge assembly – Servo wash screen – dP transducer (for CLOG indication) > Servo Fuel Heater (SFH) > SCU/SVA > Fuel Flow Transmitter > IDG Oil Cooler > FRV > Fuel Metering Unit (FMU) > Fuel manifold – 2 – Pilot primary/main manifolds – Pilot secondary manifolds > Fuel Nozzle – 19 FUEL FLOW (LEAP-1A) Tank > LP v/v > LP stage > IDG cooler > FOHE > HP stage > Filter > – Wash > SFH > SCU/SVA > Servos. – FMU > HP v/v > FF XMTR > Nozzles. |
| OIL | > Oil tank > Oil Quantity Transmitter > Anti Siphon device > Main oil/fuel heat exchanger > Lub Unit; it has :- > 1 Suction port (from the oil tank) > 3 Supply ports – to fwd, aft, AGB-TGB sumps > 4 Scavenge ports – aft & fwd sumps, TGB, AGB > 1 supply pump > 4 scavenge pump > 4 Scavenge screen plugs > 1 main oil supply filter > 1 back-up filter (+ bypass v/v) > EMCD + visual indicator > Oil temperature sensor for ECAM > Oil temperature sensor for ECU > Low oil pr. Sw > Oil pr. transmitter > Oil differential pr. switch (CLOG) > Gerotor-type-positive-displacement pumps OIL FLOW (CFM56) Tank > Supply Pump (+ pr. relief v/v) > Oil temp. sensor (to ECAM) + Main Oil Filter (or Back-up filter & bypass v/v & diff. pr. sw) > Low oil pr. sw + oil pr. transmitter + oil temp. sensor (to ECU) + Fwd + Aft Sump + AGB + TGB > Scavenge Screens (+ Chip Detector) > Scavenge pumps > MMCD > Servo Fuel Heater > Main oil/fuel heat exch > Tank In short: Tank > Supply pump > Filter > >> AGB + TGB + FWD + AFT Scavenge pump > Filter > SFH > FOHE > Tank | > Oil tank > Oil Level Sensor (OLS) > Main Heat Exchanger (MHX) > Surface-Air-Cooling Oil Cooler (SACOC): – 2 segments > Eductor Valve – sump A > Non-Return Valve (NRV) > Oil Pressure and Temp Sensor (OPTS) > Oil Filter Delta Pressure Sensor (OFDPS) > Oil Debris Monitoring System (ODMS) sensor > ODMS unit > Lub Unit; it has – 1 supply pump (double supply pump) – 5 scavenge pump – 1 Supply Filter – 2 scavenge screen plugs + magnetic bars (one double-stage strainer and one triple-stage strainer) – 1 anti-leak valve – 1 pressure relief valve – 1 bypass valve > Gerotor-type-positive-displacement pumps OIL FLOW (LEAP-1A) Tank (+ outlet strainer) > ALV > Supply Pump (+ pr. relief v/v) > Oil Filter (or BPV & OFDPS) > NRV > SFH > SACOC > MHX > LOP + OPT + Sumps > Scavenge Screens (Magnetic Bars) > Scavenge pumps > ODMS (+ air/oil separator) > Tank In short: Tank > Supply pump > Filter > > SFH > SACOC > FOHE >> AGB + TGB + A + B + C Scavenge pump > Tank |
| SUMP | > 2 dry sump > Sump A – 1B, 2R, 3B, 3R > Sump B – 4R, 5R > Each sump is vented > Sump A – vented overboard through a center vent tube. > Pressurization air from booster discharge. | > 3 dry sump > Sump A – 1R, 2B, 3B, 3R > Sump B – 4R > Sump C – 5R > CVT ventilates the Sump A – Eductor v/v : 7th stage >> CVT – Open at low RPM – Pr. in sump A decrease, this prevents oil leakage. – Closes at High RPM. |
| AIR | Compressor Control > VBV – Controls LPC air – 12 door + Fuel Gear Motor > VSV – Controls HPC air – IGV + 3-stage HPC – 2 Actuators – 4 Actuation Rings > TBV – Control 9th stage HPC air – to the cavity in the LPT Turbine Clearance Control > LPTACC – Fan Air > HPTACC – 4th and 9th stage | SB/BAI valve > sends 7th stage HPC hot air around the flow splitter to prevent ice formation. > During starting, 7th stage HPC air releases air into the core – to decrease the compressor pressure. Compressor Control > VBV – Controls LPC air – 8 door – 2 actuator – 1 Actuation Ring > VSV – Controls HPC air – IGV + 4-stage HPC – 2 Actuators – 5 Actuation Rings > TBV – Control 10th stage HPC air – to TRF exhaust Turbine Clearance Control > LPTACC – Fan Air > HPTACC – Fan Air Modulated Turbine Cooling (MTC) – MTC valve – MTC actuator > 10th stage HPC — 1st stage HPT |
| Exhaust | > Center Body > Primary Nozzle | > Central Ventilation Tube – Sump A > Exhaust Plug > Exhaust Nozzle |
| Thrust Reverser (T/R) | > 4 blocker doors > 4 actuators > HCU | > 4 T/R Actuators – 2 SFLA – 1 SMLA – 1 SNLA > ICU > DCU > ETL > 20 cascade vanes > 10 blocker doors |
| EGT | > Limit – 950 °C > Ground/Air Start – 725 °C > Max Continuous – 915 °C | > Limit – 1060 °C > Ground Start – 750 °C > Air Start – 875 °C > Max Continuous – 1025 °C |
Overall, the A320neo is a more advanced and fuel-efficient version of the A320, offering a range of benefits to airlines, passengers, and the environment.
Very helpful. Please make a technical difference on PW1100, LEAP-1A, IAE V2500, and CFM56 engines. Also make difference between A321ceo and A321neo.
Very helpful.