Keeping the same eight-abreast cross-section, the A310 is 6.95 m (22 ft 10 in) shorter than the initial A300 variants, and has a smaller wing, down from 260 to 219 m2 (2,800 to 2,360 sq ft). The A310 introduced a two-crewglass cockpit, later adopted for the A300-600 with a commontype rating. It was powered by the sameGeneral Electric CF6-80 orPratt & Whitney JT9D thenPW4000 turbofanjet engines. It can seat 220 passengers in two classes, or 240 in all-economy, and has a flying range up to 5,150nautical miles (9,540 km; 5,930 mi). It hasoverwing exits between the two main front and rear door pairs.
In April 1983, the aircraft entered revenue service withSwissair, and competed with theBoeing 767-200, introduced six months before. Its longer range andETOPS regulations allowed it to be operated ontransatlantic flights.Until the last delivery in June 1998, 255 aircraft were produced, as it was succeeded by the largerAirbus A330-200. It was available as acargo aircraft version, and was also developed into amilitary variant, theA310 MRTT multi-role transport, then tanker.
The A310 (background) is a shrunken version of theAirbus A300 (foreground)
On 26 September 1967, the governments of France,West Germany and the United Kingdom signed amemorandum of understanding to commence the joint development of the 300-seatAirbus A300.[2][3][4] The French and West Germans reached a firm agreement on 29 May 1969, after the British withdrew from the project on 10 April 1969. This collaborative effort between the two states resulted in the production of the consortium's firstairliner, known as theAirbus A300. The A300 was awide-body medium-to-long range passenger airliner; it holds the distinction of being the firsttwin-engine wide-body aircraft in the world.[5][6][7][8] The design was relatively revolutionary for its time, and featured a number of industry firsts, making the first use ofcomposite materials on a commercial aircraft; during 1977, the A300 became the firstETOPS-compliant aircraft, which was made possible due to its high performance and safety standards.[9] The A300 would be produced in a range of models, and sold relatively well toairlines across the world, eventually reaching a total of 816 delivered aircraft during its production life.[10]
During the development of the earlier A300, a range of different aircraft size and capacity were studied by the consortium; the resulting Airbus A300B proposal was one of the smaller options. When the A300B1 prototypes emerged, a number of airlines issued requests for an aircraft with greater capacity, which resulted in the initial production A300B2 version. As the A300 entered service, it became increasingly apparent that there was also a sizeable market for a smaller aircraft; some operators did not have enough traffic to justify the relatively large A300, while others wanted more frequency or lower aircraft-distance costs at the expense of higher seat-distance cost (specificallySwissair andLufthansa). At the same time, there was great pressure for Airbus to validate itself beyond thedesign and manufacture of a single airliner. In response to these desires, Airbus explored the options for producing a smaller derivative of the A300B2.[11]
"We showed the world we were not sitting on a nine-day wonder, and that we wanted to realise a family of planes… we won over customers we wouldn't otherwise have won… now we had two planes that had a great deal in common as far as systems and cockpits were concerned."
Jean Roeder, chief engineer ofAirbus, speaking of the A310.[7]
In order to minimise the associatedresearch and development costs for the tentative project, Airbus chose to examine several early design studies performed during the A300 programme. The company ultimately chose to prioritise its focus on one option, which became known as theA300B10MC (standing forMinimumChange). As envisioned, the airliner's capacity was reduced to a maximum of 220 passengers, which was viewed at the time as being a desired capacity amongst many airlines. However, such a design would have resulted in a relatively small fuselage being mated to a comparatively large wing and oversizedundercarriage; such an arrangement would have, amongst other things, made the aircraft consume an unnecessarily larger amount of fuel as it carried heavier weight than what was otherwise required.[12]
Another problem for the programme was presented in the form ofinflation, the rate of which in theUnited Kingdom (one of the early members of the Airbus consortium) was around 35 per cent during 1979–80. This factor was responsible for significantly raising the program's development costs and, as a knock-on effect, increase the per-unit cost of the resulting airliner.[12] During the development of the A300, British manufacturerHawker Siddeley Aviation (HSA) had been appointed as thesubcontractor to perform the manufacturing of the wing of the aircraft; shortly afterwards, theBritish government chose to withdraw from the newly formed venture during 1969. In 1977, HSA subsequently merged with three other British aircraft companies, resulting in the formation ofBritish Aerospace (BAe). By this point in time, the British government had publicly indicated its intentions to rejoin the Airbus programme. In May 1976, theFrench government entered into a series of discussions on cooperation, during which its representatives stated that the placing of an order byBritish Airways (BA) was a condition for the re-admission of the United Kingdom intoAirbus Industrie as a full partner.[13]
However, both BA andRolls-Royce had not relinquished their will to collaborate with the Americans in future aircraft endeavours and, in BA's case, procure American aircraft. During the late 1970s, BA sought to purchase two separate types of aircraft in development by American companyBoeing, initially known as the7N7 and7X7, which would develop into the757 and767, the latter of which being an intended rival to the upcoming A310, as well as the existingBoeing 747. Independent of the British government, BAe commenced its own dialogue between itself and American aircraft manufacturers Boeing andMcDonnell Douglas, for the purpose of assessing if BAe could participate in any of their future programmes, although the company's chairman,Lord Beswick, publicly stated that the overall aim of the firm was to pursue collaboration in Europe.[13] At the 1978Farnborough Air Show,Eric Varley, theBritish Secretary of State for Industry, announced that BAe was to rejoin Airbus Industrie and participate as a full partner from 1 January 1979 onwards. Under the negotiated arrangement, BAe would be allocated a 20 per cent shareholding in Airbus Industrie, and would perform "a full part in the development and manufacturing of the A310".[14]
From late 1977, prior to the Varley announcement, BAe had already commenced work on the design of the new wing at its facility inHatfield. However, due to negotiations with Britain on its return to the Airbus consortium being protracted, alternative options were explored, including potentially manufacturing the wing elsewhere.[7] At the same time as the British efforts, French aerospace firmAérospatiale, German aircraft manufacturerMesserschmitt-Bölkow-Blohm (MBB), and Dutch-German joint venture companyVFW-Fokker were also conducting their individual studies into possible options for the wing of the prospective airliner.[citation needed]
The A310-200 prototype, featuring the liveries ofSwissair(left) andLufthansa(right), the first customers.[14]
At the April 1978Hanover Air Show, Airbus exhibited a model of the proposed A310. Its wing area, at 219.25 m2 (2,360.0 sq ft) was slightly larger than that studied, at 209 m2 (2,250 sq ft); its passenger cabin was twelve frames shorter than the A300,[b] accommodating typical passenger loads of 195 in two-class, or 245 in all-economy.[14] However, during the next twelve months, almost every aspect was further refined. On 9 June 1978, Swissair and Lufthansa developed a joint specification for the aircraft, and within a month, announced that they would place the launch orders. On 15 March, Swissair became the first airline to place a firm order for the type, announcing that it would acquire ten aircraft, with a further ten under option, to replace itsMcDonnell Douglas DC-9s on its major intra-European routes. Lufthansa was quick to place a$240 million ten-aircraft order; additional orders from French operatorAir France and Spanish airlineIberia shortly followed.[14]
Increasingly strong interest in the tentative airliner, coupled with the recovery of the industry during the late 1970s, contributed to Airbus deciding to put the A310 into production on 7 July 1978.[15] During the latter half of 1978, an order for ten A300s was placed by independent British airlineLaker Airways, satisfying Airbus's demand for the placing of a British order for their aircraft.[7] On 1 April 1979, Lufthansa decided to raise its commitment for the type to 25 aircraft, along with 25 options. Two days later, Dutch operatorKLM signed its order for ten aircraft and ten options at£238 million.[14][16][17] On 6 July 1979, Air France announced that it had raised its order from four to thirty-five airliners.[citation needed] Other airlines announcing orders for the A310 during 1979 includedMartinair,Sabena, andAir Afrique.[16][17]
Initially, a pair of distinct versions of the A310 had been planned by Airbus; the regional A310-100, and the transcontinental A310-200. The A310-100 featured a range of 2,000 nmi (3,700 km; 2,300 mi) with 200 passengers, whilst the A310-200 possessed a higherMTOW and centre section fuel, being able to carry the same load a further 1,000 nmi (1,900 km; 1,200 mi).[18] Basic engines offered for the type included theGeneral Electric CF6-45B2 andPratt & Whitney JT9D-7R4. At one point, British engine manufacturer Rolls-Royce was openly considering offering an engine for the A310, theRolls-Royce RB.207, however, it ultimately chose to discard such efforts in favour of a smaller three-spool design, the RB.211.
The range of the A310 exceeds that of the A300 series, with the exception of the A300-600R, which in turn surpasses that of the A310-200. The greater range of the A310 contributed to the airliner being used extensively by operators ontransatlantic routes. The A300 and A310 introduced the concept ofcommonality: A300-600 and A310 pilots can cross-qualify for the other aircraft with one day of training.[citation needed]
Sales of the A310 continued through the early 1980s. On 3 April 1982, the prototype A310-200 airliner conducted itsmaiden flight; by this point, the type had accumulated a combined orders and options for 181 aircraft, which had been placed by fifteen airlines worldwide, which was a better start than the original A300. The launch customer of A310, Swissair, became the launch operator in April 1983.[15] Over time, it had become clear that the longer-range series −200 aircraft was the more popular of the two models on offer. During 1979, in response to the lack of demand for the A310-100, Airbus decided to stop offering the lower gross weight model which had been originally proposed for Lufthansa; as a consequence, none of this variant were ultimately manufactured.[16]
In 1988, an A310 was delivered toInterflug: the first Airbus for an Eastern-bloc airline.
During the early 1990s, demand for the aircraft began to slacken; there were no new A310 passenger orders placed during the late 1990s, in part due to the introduction of the newer and more advancedAirbus A330 during this time. As a result, on June 15, 1998, the last delivery of an A310 (msn. 706, reg.UK-31003) was made toUzbekistan Airways.[19] The A310, along with its A300 stablemate, officially ceased production during July 2007, though an order fromIraqi Airways for five A310s had remained on the books until July 2008. The remaining freighter sales were to be instead fulfilled by the newA330-200F derivative.[20]
The A310 had been commonly marketed as an introduction to wide-body operations for airlines based indeveloping countries. The airliner was replaced in Airbus' range by the highly successfulA330-200, which shares its fuselage cross-section. Between1983, and the last aircraft produced in 1998, 255 A310s were delivered.[1] The A300 and A310 establishedAirbus as a competitor to Boeing, and allowed it to go ahead with the more ambitiousA320, andA330 /A340 families.[citation needed]
As of July 2017[update], thirty-seven A310s remain in commercial service; major operators areAir Transat andMahan Air with nine aircraft each;Fedex Express (six), and seven other airlines operating thirteen aircraft between them.[21][needs update]
As of January 2025, only 33 remain in service, with 22 beingACJs, 8 being in passenger service (withAriana Afghan Airlines(3),Iran Air (1),Iran Airtour (4) being the only remaining passenger operators) and 3 in cargo service (UPS Airlines).
The A310 has front and rear main doors, and a smaller emergency exit wing door over the wing.2-4-2 economy cabinTwo-crew cockpit
The Airbus A310 was a medium- to long-rangetwin-enginedwide-bodyjet airliner. Initially a derivative of the A300, the aircraft had originally been designated theA300B10. It was essentially a shortened variant of the earlier aircraft; however, there were considerable differences between the two aircraft.[22] Specifically, the fuselage possessed the same cross-section, but being shorter than the A300, it provided capacity for a typical maximum of 200 passengers. The rear fuselage was heavily re-designed, featuring alteredtapering, while involved a move aft of the rear bulkhead to create additional capacity; this same design change was later transferred back to later variants of the A300, such as the A300-600 and A330/A340 fuselages.[22] The A310 also had a different emergency exit configuration, consisting of four main doors (two at the front and two at the rear of the aircraft), and two smaller doors over the wings.[citation needed]
The wing of the A310 was redesigned, possessing a reducedspan and wing area, and incorporating simpler single-slotted Fowlerflaps designed byBritish Aerospace shortly following its decision to join the Airbus consortium.[22] Other changes to the wing included the elimination of the outerailerons, which were occasionally referred to by the manufacturer as being "low speed ailerons", and the addition of electrically actuatedspoilers. The wing also featured common pylons, which were able to support all types of engines that were offered to customers to power the airliner.[22] From 1985 onwards, the A310-300 introducedwingtip fences which reducedvortex drag and thus improved cruise fuel consumption by over 1.5%.[23] A limited number of alterations were also performed to the airliner's tail unit, such as the adoption of smaller horizontal tail surfaces.[22]
The A310 was furnished with a two-crewglass cockpit configuration as standard, removing the requirement for aflight engineer; Airbus referred to this concept as theForward-Facing Crew Cockpit.[7] The company had developed the cockpit to significantly enhance the aircraft's man-machine interface, thereby improving operational safety. It was outfitted with an array of six computer-basedcathode-ray tube (CRT) displays to provide the flight crew with centralised navigational, warning, monitoring, and general flight information, in place of the more traditionalanalogue instrumentation and dials, which were used in conjunction with a range of modern electronic systems.[7] The same flight deck was incorporated into the A300-600, a move which increased commonality between the two types, and enabled a dual type rating to be achieved, this same approach was later used on many future Airbus aircraft. In addition to the two flying crew, provisions for third and fourth crew seats were present within the flight deck.[7]
The A310 was initially proposed with a choice of three engines: the General Electric CF6-80A1, the Pratt & Whitney JT9D-7R4D1, and the Rolls-Royce RB211-524.[24] The A310 was launched with the Pratt & Whitney JT9D-7R4D1 or the General Electric CF6-80A3. Subsequently available were the 53,500 lbf (238 kN) CF6-80C2A2 or the 52,000 lbf (230 kN)PW4152. From late 1991 the higher thrust 59,000 lbf (260 kN) CF6-80C2A8 or 56,000 lbf (250 kN)PW4156A became available.[25]
The A310 was equipped with a modifiedundercarriage, derived from the A300; the landing gear were outfitted withcarbonbrakes, which were fitted as standard.[22] The structure of the airliner featured a high level ofcomposite materials throughout both primary and secondary structures, increased beyond that of the earlier A300. The A310 is outfitted with integrated drive electricalgenerators along withauxiliary power unit, which were improved versions of those used on the A300.[22]
The A310 is available in two basic versions, the medium range -200 and the longer range -300. The first version of the aircraft to be developed was the −200, but this was later joined by the -300, which then became the standard production version of the aircraft. The short range -100 variant was never developed due to low demand.
The prototype Airbus A310-200The first A310, the 162nd Airbus off the production line, made its maiden flight on 3 April 1982 powered by the earlierPratt & Whitney JT9D-7R4D1 engines. The -200 entered service withSwissair andLufthansa a year later. Late series -200 also featured wing fences identical to those of the -300. The first three A310s were initially fitted with outboard ailerons; they were later removed once testing showed them to be unnecessary.[26] Production of the A310-200 ended in 1988.
A convertible version, the seats can be removed and cargo placed on the main deck, the A310-200C entered service withMartinair on 29 November 1984.[27]
The freight version of the A310-200 was available as a new build, or as a conversion of existing wide-bodied aircraft. The A310-200F freighter can carry 39 t (86,000 lb) of freight for 5,950 km (3,210 nmi; 3,700 mi).[28] No production freighters of the A310-200F were produced. The converted Airbus A310-200F entered service with FedEx Express in 1994.[29]
Air Transat A310-300 with wingtip fencesFirst flown on 8 July 1985, the −300 is dimensionally identical to the −200, although it provides an increasedMaximum Take-Off Weight (MTOW) and an increase in range, provided by additional centre and horizontal stabiliser (trim-tank) fuel tanks. This model also introducedwingtip fences to improve aerodynamic efficiency, a feature that has since been retrofitted to some −200s. The aircraft entered service in 1986 with Swissair. The A310-300 incorporates a computerised fuel distribution system which allows it to be trimmed in flight, optimising the centre of gravity by shuttling up to 5,000 kg (11,000 lb) of fuel in and out of the horizontal stabiliser tank, controlled by the Centre of Gravity Control Computer.
The freight version of the A310-300F. Operators such asFedEx Express acquired modified ex-passenger A310s, usually starting with the −300 version. No production freighters of the A310-300F were produced.
The A310 has been operated by severalair forces as a pure transport, the A310-300 MRT Multi-Role Transport. However several have now been converted to the A310 MRTTMulti-RoleTankerTransport configuration byEADS, providing an air-to-air refuelling capability. At least six have been completed; four by theGerman Air Force (Luftwaffe), and two by theRoyal Canadian Air Force (RCAF). Deliveries began in 2004. Three were converted atEADS EFW in Dresden, Germany; the other three atLufthansa Technik in Hamburg, Germany.
One A310 airframe became a scientific research laboratory dedicated toweightlessness. Thisreduced-gravity aircraft is used to realiseparabolas, allowing to perform twenty-two seconds of weightlessness. Operated byNovespace [fr], subsidiary ofCNES, French Space Agency, A310 Zero G is based atBordeaux Mérignac airport.[30] It also performs scientific flights and movie special effects, such as forThe Mummy (2017).[31]
As of September 2015 there have been 12 hull-loss accidents involving A310s with a total of 825 fatalities; and 9 hijackings with a total of five fatalities.[35]
23 March 1994:Aeroflot Flight 593, an A310-304 carrying 63 passengers and 12 crew, crashed in Siberia after the pilot let his son sit at the controls and the autopilot partially disconnected. All 75 on board were killed.
31 March 1995:TAROM Flight 371, an A310-324 carrying 49 passengers and 11 crew, crashed nearOtopeni International Airport,Bucharest,Romania after the throttle on the starboard engine jammed with no subsequent resolution by the pilots, at the same time as the captain suffered a medical crisis. All 60 on board were killed.
30 January 2000:Kenya Airways Flight 431, an A310-300 crashed in the Atlantic Ocean shortly after takeoff from Abidjan in Côte d'Ivoire. 169 passengers and crew were killed and 10 passengers survived with serious injuries. This is the deadliest aviation accident involving the Airbus A310.[36]
9 July 2006:S7 Airlines Flight 778, an Airbus A310-324 from Moscow carrying 196 passengers and eight crew, overshot the runway atIrkutsk inSiberia, plowed through a concrete barrier and caught fire as it crashed into buildings. Reports said that 70 of the 204 on board survived, with 12 missing.[37] Since the accident, casualty figures have fluctuated, in part due to three people boarding the aircraft who were not on the passenger manifest, and some survivors walking home after being assumed trapped in the wreckage.[38]
10 June 2008:Sudan Airways Flight 109, an A310-324 fromAmman, Jordan carrying 203 passengers and 11 crew, ran off the runway while landing atKhartoum International Airport during bad weather. Soon afterward a fire started in the aircraft's right wing area. A total of 30 people were killed.[39]
30 June 2009,Yemenia Flight 626, an A310-324, flying fromSana'a, Yemen, toMoroni, Comoros crashed into the Indian Ocean shortly before reaching its destination. The aircraft was carrying 153 passengers and crew; there was one survivor, a 14-year-old girl.[40][41]
On 24 December 2015, at 08:35, an Airbus A310-304F cargo aircraft, registration 9Q-CVH, operated by Congolese company Services Air on a domestic flight, ran off the end of the runway and crashed in a residential area while landing at Mbuji-Mayi Airport in the city of Mbuji-Mayi, the capital of Kasai-Oriental province in the Democratic Republic of Congo. Eight people were killed and nine others were injured.
26 March 1991:Singapore Airlines Flight 117, registration 9V-STP, carrying 123 passengers and crew, was hijacked by 4 male Pakistanis en route to Singapore. The aircraft landed at Singapore safely where theSingapore Armed Forces Commando Formation stormed it and killed the hijackers. Two occupants were injured during the process.
4 September 1992:Vietnam Airlines Flight 850, registration LZ-JXB, leased fromJes Air, with 127 occupants on board en route fromBangkok to Ho Chi Minh City, hijacked byLy Tong, a former pilot in theRepublic of Vietnam Air Force. He then dropped anti-communist leaflets over Ho Chi Minh City before parachuting out. Vietnamese security forces later arrested him on the ground. The aircraft landed safely, and no one on board was injured. Tong was incarcerated in a Hanoi prison, where he remained until 1998.[44]
On 11 February 1993,Lufthansa Flight 592, registration D-AIDM fromFrankfurt toAddis Ababa viaCairo with 94 passengers and 10 crew members was hijacked during the first leg by 20-year-old Nebiu Zewolde Demeke, who forced the pilots to divert to the United States, with the intent of securing theright of asylum there. Demeke, who had been on the flight to bedeported back to his nativeEthiopia, surrendered to authorities upon arrival atJohn F. Kennedy International Airport in New York City. No passengers or crew members were harmed during the 12-hour ordeal.[45]
25 October 1993,Nigeria Airways Flight 470 was hijacked en route fromLagos toAbuja. The hijackers demanded the resignation of Nigeria's government and to be flown toFrankfurt. The aircraft was denied permission to land inN'Djamena, and was diverted to theNiamey Airport for refuelling. It was stormed byNiger National Gendarmerie four days later; the co-pilot was killed during the operation.[46]
On 11 February 1991, anInterflug flight from Berlin to Moscow was involved in ago-around incident atSheremetyevo International Airport. The captain of the A310 (registered D-AOAC) disagreed with the flight computer settings for the go-around, and the resulting opposite control inputs from the flight computer caused a total of fourstalls, including one that pitched the aircraft up to 88 degrees (nearly vertical). The pilots eventually recovered control and landed the aircraft.[47]
On 24 September 1994,TAROM Flight 381, an Airbus A310 registered YR-LCA flying from Bucharest toParis Orly, went into a sudden and uncommanded nose-up position and stalled. The crew attempted to countermand the aircraft's flight control system but were unable to get the nose down while remaining on course. Witnesses saw the aircraft climb with an extreme nose-up attitude, then bank sharply left, then right, then fall into a steep dive. Only when the dive produced additional speed was the crew able to recover steady flight. An investigation found that an overshoot of flap placard speed during the approach, incorrectly commanded by the captain, caused a mode transition to flight level change. The auto-throttles increased power and trim went full nose-up as a result. The crew's attempt at commanding the nose-down elevator could not counteract the effect of stabilizer nose-up trim, and the resulting dive brought the aircraft from a height of 4,100 feet (1,200 m) at the time of the stall to 800 feet (240 m) when the crew was able to recover command. The aircraft landed safely after a second approach. There were 186 people on board.[48]
On 6 March 2005,Air Transat Flight 961, an Airbus A310-308, en route from Cuba to Quebec City with nine crew and 261 passengers on board, experienced a structural failure in which the rudder detached in flight. The A310 experienced a sudden jolt, This is similar to Northwest Flight 85 due to a panel breaking off, Flight 85 landed in Anchorage Intl, Alaska. But in this situation, The aircraft returned to Varadero, Cuba, where they made a safe landing. The crew made no unusual rudder inputs during the flight nor was the rudder being manipulated when it failed; there was no obvious fault in the rudder or yaw-damper system. Subsequent investigation determined that Airbus' inspection procedure for the composite rudder was inadequate; inspection procedures for composite structures on airliners were changed following this accident.
23 February 2006:A Mahan Air Airbus A310 operating a flight from Tehran, Iran, was involved in a serious incident while on approach to Birmingham International Airport. The aircraft descended to the published minimum descent altitude of 740 feet (230 m) despite still being 11 nautical miles (20 km; 13 mi) from the runway threshold. At a point 6 nm from the runway the aircraft had descended to an altitude of 660 feet (200 m), which was 164 feet (50 m) above ground level. Having noticed the descent profile, Birmingham air traffic control issued an immediate climb instruction to the aircraft, however, the crew had already commenced a missed approach, having received a GPWS alert. The aircraft was radar vectored for a second approach during which the flight crew again initiated an early descent. On this occasion, the radar controller instructed the crew to maintain their altitude and the crew completed the approach to a safe landing. The accident investigation determined that the primary cause was the use of the incorrect DME for the approach, combined with a substantial breakdown in the Crew Resource Management. Three safety recommendations were made.[49]
12 March 2007:Biman Bangladesh Airlines Flight 006, an A310-325 carrying 250 passengers and crew, suffered a collapsed nose gear during its takeoff run. There were no fatalities in the accident atDubai International Airport. The aircraft came to rest at the end of the runway and was evacuated, but blocked the only active runway and forced the airport to close for nearly eight hours. The aircraft was written off.[50]
24 December 2015: AMahan Air Airbus A310-300 operating a flight from Tehran (Iran) to Istanbul (Turkey) failed to stop at its stand at Istanbul's Ataturk Airport, instead colliding with a concrete barrier and bus. The aircraft, registration EP-MNP, sustained substantial damage but was repaired and returned to service a year later. Another A310 crashed the same day and year.[51]
19 July 2023: a CC150 Polaris and crew were tasked to repatriate personnel and equipment from Exercise Mobility Guardian 23, a multinational Air Mobility exercise led by the United States at Anderson Air Force Base in Guam. The aircraft, operating under callsign Can Force 3149 (CFC3149), arrived in Guam at approximately 2145 LocalTime on 21 Jul 23 and was directed to parking by United States Air Force personnel. After shutting down, the crew carried out post flight checks as well as loading the aircraft with baggage and equipment for the return flight the following day. After completing their duties, the crew departed for the hotel at approximately 2300 Local Time. At approximately 1030 Local Time on 22 Jul 23, the unattended aircraft rolled backwards, followed a curved trajectory, and impacted a French Air and Space Force Airbus A400M parked on an adjacent spot. The impact resulted in serious damage to both aircraft, but no injuries. The investigation revealed the aircraft to be serviceable prior to the accident. A lack of installed chocks allowed the aircraft to roll from its position after the parking brake reached its designed holding period of 12 hours. Expectation bias, crew fatigue and checklist design contributed to chocks not being installed as well as the crew not detecting the lack of chocks prior to leaving the aircraft. The investigation recommends changes to checklists, availability of fatigue prediction software for planning, and a review of the Fatigue Assessment Report.[52]
The first Airbus delivered in China was this A310, toChina Eastern Airlines in 1985, retired in 2006 and displayed at the Beijing Civil Aviation Museum.
Chillon, Jacques; Dubois, Jean-Pierre & Wegg, John (1980).French Post-War Transport Aircraft. Tonbridge, UK: Air-Britain.ISBN0-85130-078-2.
Endres, Günter (Spring 2004). "Classic Airliner: Airbus A300".Flightpath: The International Journal of Commercial Aviation.3. Norwalk, Connecticut, USA: AIRtime Publishing:36–85.ISBN1-880588-73-0.
Gunston, Bill (February 2010).Airbus: The Complete Story. Sparkford, Yeovil, Somerset, UK: Haynes Publishing, 2009.ISBN978-1-84425-585-6.
Norris, Guy and Mark Wagner (1999).Airbus. St. Paul, Minnesota: MBI Publishing, 1999.ISBN0-7603-0677-X.
Pitt, Ivan L. and John Randolph Norsworthy.Economics of the U.S. Commercial Airline Industry: Productivity, Technology and Deregulation. "Springer", 2012.ISBN1-4615-5031-9.
Senguttuvan, P. S.Fundamentals of Air Transport Management. "Excel Books India", 2006.ISBN81-7446-459-X.
Simons, Graham.The Airbus A380: A History. "Pen and Sword", 2014.ISBN1-78303-041-0.
"World Airliner Census".Flight International, Volume 184, Number 5403, 13–19 August 2013, pp. 40–58.
^The fuselage is 14 frames (7.42 m) shorter than the A300 fuselage, but the rear bulkhead was set 2 frames farther into the tailcone, so that only 12 frames of seating capacity were lost in the shortened version.
_%40_LHR%2c_Aug_2009.jpg)
_C-GLAT_-_MSN_588_(9510329329).jpg)
%2c_Germany_-_Air_Force_JP7415094.jpg)
.jpg)
