Airbus A300

Airbus Industrie GIE

Company type	Groupement d'intérêt économique
Industry	Aerospace
Founded	December 18, 1970 (1970-12-18)
Headquarters	Toulouse , France
Products	Airbus A300, A310, A330, A340, Beluga transport aircraft

The Airbus A300 represents Airbus' inaugural production model and holds the distinction as the world's first twin-engine wide-body passenger aircraft. Created by Airbus Industrie GIE (currently integrated into Airbus SE), its manufacturing spanned from 1971 until 2007.

In September 1967, manufacturers from France, West Germany, and the United Kingdom committed to a joint venture to develop a large commercial airliner. After the UK exited the project in 1969, France and West Germany formalized their collaboration by founding Airbus Industrie GIE in December 1970, initiating development of the A300. The prototype completed its maiden flight on 28 October 1972.

As a pioneering twin-engine wide-body airliner, the A300 generally accommodates 247 passengers across two cabin classes, with operational ranges between 5,375 and 7,500 kilometers. Initial models were powered by either General Electric CF6-50 or Pratt & Whitney JT9D engines and featured a three-person flight deck. The subsequent A300-600 series, entering service in 1983, introduced a two-pilot cockpit alongside upgraded CF6-80C2 or PW4000 engines. The A300 platform also served as the foundation for the smaller A310 (first flown in 1982) and influenced designs such as the four-engine A340 (1991) and twin-engine A330 (1992). Additionally, it forms the basis of the large Beluga transport aircraft (1994). Unlike most Airbus aircraft, it utilizes a conventional yoke control system rather than fly-by-wire technology.

Commercial operations began with Air France on 23 May 1974. Although initial sales were modest, demand gradually increased over thirty years. Comparable in seating capacity to the Boeing 767-300 but with a shorter range, the A300 gained significant traction among cargo operators during the 1990s through freighter conversions. Production ceased in July 2007 after delivering a total of 561 units. As of September 2023, roughly 197 aircraft from the A300 family continue to operate commercially.

Origins

During the 1960s, European aerospace companies such as Hawker Siddeley, British Aircraft Corporation (BAC), and France's Sud Aviation sought to create a new airliner capable of seating around 200 passengers to meet growing civil aviation needs. Concepts included an extended version of the Hawker Siddeley Trident and BAC’s BAC Two-Eleven, but launching multiple competing aircraft risked insufficient production volumes for economic success. The 1965 British government’s Plowden Report identified British manufacturing costs as being 10–20% higher than those in the United States due to market fragmentation and limited production runs; it recommended multinational cooperation among Europe’s leading aerospace firms.

European manufacturers explored collaborative projects like the proposed wide-body HBN 100, designed to seat approximately 260 passengers, involving Hawker Siddeley, Nord Aviation, and Breguet Aviation. Government support aimed to challenge American dominance within the European Economic Community, with Germany particularly eager to rejuvenate its post-war aviation sector. By the mid-1960s, airlines such as Air France and American Airlines had expressed interest in a short-haul twin-engine wide-body aircraft, indicating clear market potential. In July 1967, ministers from France, Germany, and Britain agreed on enhanced cooperation for joint development and production of an airbus, then a general term referring to larger commercial aircraft.

Following this accord, French engineer Roger Béteille was appointed technical director of the A300 project; Henri Ziegler assumed general management responsibilities; and German politician Franz Josef Strauss chaired its supervisory board. Béteille established a division of labor: French companies took charge of producing the cockpit, control systems, and lower center fuselage; Hawker Siddeley was responsible for wing construction; German firms manufactured forward, rear, and upper center fuselage sections; while Dutch manufacturers produced wing movable surfaces and Spanish builders handled the horizontal tailplane.

A critical design objective was integrating advanced technologies to secure a competitive edge. The A300 pioneered composite materials usage on passenger aircraft—the tail fin’s leading and trailing edges were composed of glass fiber reinforced plastic. Béteille selected English as the program’s working language and metric units for instrumentation to align with airlines operating US-built airplanes. These decisions reflected input from carriers like Air France and Lufthansa and underscored Airbus’s emphasis on tailored market research vital for its enduring success.

Workshare and project revision

On 26 September 1967, the governments of France, West Germany, and the United Kingdom signed a Memorandum of Understanding to develop the 300-seat Airbus A300. This initiative marked Europe's second significant collaborative aircraft programme following the Anglo-French Concorde project. According to the agreement, France and the UK were each allocated a 37.5% share of the work, while West Germany held a 25% stake. The project was led by Sud Aviation from France, with Hawker Siddeley representing the UK. Notably, the British government supported Airbus but declined to back BAC's rival BAC 2–11 aircraft, despite BEA’s preference for that model. The A300 was originally designed to be powered by a new Rolls-Royce triple-spool RB207 engine delivering 47,500 lbf of thrust.

The total programme expenditure was estimated at US$4.6 billion in 1993 dollars.

In December 1968, Sud Aviation and Hawker Siddeley proposed a smaller version called the Airbus A250, concerned that the initial model was too large for market demand. This redesign shortened the fuselage by 5.62 meters and reduced its diameter by 0.8 meters, resulting in a weight reduction of 25 tonnes. The cabin floor height was increased to allow standard LD3 freight containers to be placed side-by-side, enhancing cargo capacity. Improvements made by Hawker Siddeley to the wing design boosted lift and overall performance, allowing for quicker climbs and earlier attainment of cruising altitude. This updated design was later designated as the A300B.

A major modification in the A300B was the removal of the requirement for a new engine; instead, it could utilize existing engines such as Rolls-Royce’s RB211 or American Pratt & Whitney JT9D and General Electric CF6 models—substantially lowering development expenses. To attract American customers, General Electric CF6-50 engines were selected over the British RB207; these engines would be co-manufactured with French company Snecma. Meanwhile, Rolls-Royce concentrated on developing the RB211 engine due to funding limitations that hindered progress on the RB207.

On 10 April 1969, shortly after abandoning plans for the RB207 engine, the British government withdrew from Airbus. Subsequently, West Germany offered to finance up to half of the project costs if France agreed to match this contribution. Sir Arnold Alexander Hall, managing director of Hawker Siddeley, opted to continue as a principal subcontractor responsible for wing development and production—a key factor in enhancing later A300 performance. Hawker Siddeley invested £35 million from its own resources along with a £35 million loan from West Germany for tooling and manufacturing of wings.

Programme initiation

On 29 May 1969 at the Paris Air Show, French Transport Minister Jean Chamant and German Economics Minister Karl Schiller signed an agreement officially launching the Airbus A300—the world’s first twin-engine widebody airliner. The objective was to create an aircraft smaller, lighter, and more fuel-efficient than its three-engine American competitors: the McDonnell Douglas DC-10 and Lockheed L-1011 TriStar. To accommodate Air France’s request for a larger capacity than the 250-seat A300B model, Airbus extended the fuselage length to produce the A300B2 variant, which was offered alongside the original A300B1 design. On 3 September 1970, Air France signed a letter of intent for six A300 aircraft—the first order for this new airliner.

Following this agreement at the Paris Air Show, a Groupement d'intérêt économique was created to coordinate responsibilities among partners while allowing them to remain separate business entities. On 18 December 1970, Airbus Industrie was officially established by Aérospatiale (formed through a merger of Sud Aviation and Nord Aviation) from France and German predecessors to Deutsche Aerospace, each holding equal ownership at 50%. In 1971, Spanish company CASA joined as a third partner with a 4.2% share, decreasing France and Germany’s stakes to 47.9% each. Later in 1979, British Aerospace became part of the consortium with a 20% interest, further reducing France and Germany’s holdings to 37.9% apiece.

Prototype and flight testing

Airbus Industrie initially based its design, development, flight testing, sales, marketing, and support operations in Paris before transferring its headquarters to Toulouse in January 1974. The final assembly line for the A300 was situated next to Toulouse Blagnac International Airport. Components were manufactured throughout Europe and transported to Toulouse; early deliveries relied on ferries and road transport, but were later replaced by a fleet of Aero Spacelines Super Guppy aircraft. This innovative airlift system facilitated just-in-time production—the first instance for a commercial airliner—and allowed partner firms to supply fully outfitted assemblies.

Construction of the initial A300 prototype commenced in September 1969. It was publicly revealed on 28 September 1972 and completed its first flight from Toulouse–Blagnac Airport on 28 October 1972, notably one month ahead of schedule, piloted by Captain Max Fischl and First Officer Bernard Ziegler. The unit price at that time was US$17.5 million. The second prototype took to the skies on 5 February 1973. The flight testing phase involved four aircraft accumulating 1,580 hours with minimal complications. In September 1973, Airbus embarked on a six-week promotional tour across North and South America to present the A300 to airline executives and prospective customers, successfully attracting attention from figures such as Frank Borman, then CEO of Eastern Airlines.

Entry into service

Type certification for the A300 was awarded by German and French authorities on 15 March 1974, authorizing its commencement of commercial operations. FAA approval followed on 23 May 1974. The first production variant, the A300B2, entered service that same year, with the A300B4 model introduced the following year. Initial market uptake was slow, partly influenced by the 1973 oil crisis; however, by 1979, a total of 81 A300 aircraft were in operation across 14 airlines, supported by 133 confirmed orders and an additional 88 options. A decade after its launch, Airbus commanded a 26% share of the market by revenue value, enabling investment in its subsequent aircraft project, the Airbus A310.

Design

The Airbus A300 is recognized as a wide-body airliner designed for medium to long-haul routes and holds the distinction of being the first twin-engine wide-body aircraft worldwide. In 1977, it became the inaugural ETOPS-certified airplane due to its superior performance and safety standards. It introduced composite materials into commercial aviation construction, lowering weight and enhancing cost efficiency. Additional advancements included center-of-gravity management through fuel transfer—a technique previously employed on Concorde—and electrically actuated secondary flight controls.

The A300 is powered by either General Electric CF6 or Pratt & Whitney JT9D turbofan engines mounted under its wings. This twin-engine configuration allowed for more forward wing placement as well as smaller vertical stabilizer and elevator surfaces, contributing to improved aerodynamic performance and fuel economy.

Drawing upon technologies partly derived from Concorde, Airbus prioritized safety, operational effectiveness, and profitability in the A300’s design. Upon entering service in 1974, it featured advanced de Havilland wings equipped with supercritical airfoils aimed at optimizing fuel consumption and aerodynamic control surfaces. The fuselage diameter accommodates eight-abreast seating arrangements alongside side-by-side LD3 cargo containers. Lightweight metal billets were utilized in structural components to reduce overall weight. The aircraft was pioneering in offering wind shear protection systems and autopilots capable of managing flight from takeoff through landing, complemented by an electrically controlled braking system.

Subsequent models introduced the Forward-Facing Crew Cockpit (FFCC), which enabled operation by two pilots without requiring a flight engineer by automating those functions—a global first among wide-body aircraft. These later variants also incorporated glass cockpit technology featuring CRT displays, fully digital dual autopilots, and digital flight control computers managing spoilers, flaps, and leading-edge slats. Use of composite materials such as carbon-fiber-reinforced polymer (CFRP) increased across components including spoilers, rudder surfaces, air brakes, and landing gear doors. Wingtip fences were added to updated versions like the A300-600 to enhance aerodynamic efficiency and reduce cruise fuel consumption by approximately 1.5%.

Beyond its role as a passenger airliner, the A300 found extensive adoption among cargo operators; Airbus regards it as the best-selling freighter aircraft ever produced. Various adaptations have been developed including aerial refueling tankers, new-build and converted freighters, combi configurations, military transporters, and VIP transports. The distinctive A300-600ST Beluga serves as an oversized cargo transporter within Airbus’s manufacturing network. The A300’s design also laid the foundation for the smaller Airbus A310 model while maintaining significant commonality between them.

Operational history

The A300 commenced commercial operations on 23 May 1974, with its inaugural flight conducted by Air France between Paris and London. Initial sales were sluggish, largely due to airlines being encouraged to prioritize domestic manufacturers, particularly Air France and Lufthansa. Under the direction of Bernard Lathière, Airbus adopted a more assertive sales strategy. Indian Airlines became the first non-European domestic carrier to place an order for the A300. Despite this, from December 1975 to May 1977, no additional orders were secured, resulting in several unsold "whitetail" aircraft stored at Toulouse and production rates declining to approximately one aircraft every two months.

While conducting flight tests on the A300B2, Airbus collaborated with Korean Air to develop a longer-range version known as the A300B4. In September 1974, Korean Air placed an order for four A300B4 aircraft with options for two more, marking Airbus's initial international sale outside Europe and providing entry into Southeast Asian markets.

Operators utilizing the A300 on short-haul routes faced challenges such as infrequent service and passenger losses to narrow-body competitors. This situation motivated Airbus to create the A320 family, designed to rival Boeing's 737 and McDonnell Douglas's DC-9/MD-80 models. The establishment of ETOPS regulations further enhanced the A300’s capability to serve medium- and long-haul routes efficiently.

In 1977, Eastern Air Lines leased four A300s for evaluation purposes. CEO Frank Borman highlighted a 30% reduction in fuel consumption compared to Lockheed L-1011 aircraft. Subsequently, Eastern placed an order for 23 A300s, becoming Airbus's first U.S. customer and positioning the company as a formidable competitor against Boeing and McDonnell Douglas. Analysts have suggested that European government backing played a role in this decision. Following Eastern’s success, Pan Am also procured the type. Ultimately, the A300 family achieved total deliveries numbering 561.

Aerocondor Colombia became Airbus's first operator in Latin America by leasing an A300B4-2C in December 1977.

During the late 1970s, Airbus implemented a 'Silk Road' strategy aimed at Far Eastern airlines. The A300 gained favor among numerous Asian carriers including Japan Air System, Korean Air, China Eastern Airlines, Thai Airways, Singapore Airlines, Malaysia Airlines, Philippine Airlines, Garuda Indonesia, China Airlines, Pakistan International Airlines, Indian Airlines, and Trans Australia Airlines. The absence of ETOPS restrictions in Asia allowed widespread twin-engine A300 operations on regional routes.

In 1977, the A300B4 was certified as the first aircraft compliant with ETOPS standards, enabling extended twin-engine flights over water. In 1982, Garuda Indonesia pioneered the FFCC concept using the A300B4-200FFCC—the world’s first wide-body airliner operated by a two-person cockpit crew. By 1981, Airbus had sold over 400 units to more than forty different airlines.

China Eastern Airlines received its initial A300 in 1989; by 2006 it operated roughly 18 aircraft, becoming the largest operator of both the A300 and A310 until retiring its final A300-600 in May 2014.

Between 1997 and 2014, a specially outfitted A300 Zero-G was employed by ESA, CNES, and DLR for microgravity experiments—representing the largest aircraft used for such research.

By the 1990s, Airbus heavily marketed the A300 as a freighter platform. FedEx Express currently operates approximately 70 freighter-configured A300s as of September 2022; UPS Airlines manages another fleet of 52 freighters.

The last variant produced was the A300-600R, certified for 180-minute ETOPS operations. Since the late 1990s, many older passenger-configured models have been converted into freighters, constituting a significant share of global cargo fleets alongside Boeing 747 freighters.

The development of the A300 provided Airbus with crucial expertise in competitive airliner production. Its fundamental fuselage design was adapted into various versions including stretched models (A330/A340), shortened variants (A310), and specialized derivatives such as the A300-600ST Beluga. By 2006, an −600F was priced at about $105 million.

In March 2006 Airbus announced it would cease final assembly of the A300/A310 series—marking these as its first discontinued airliner lines. The last production A300F completed its maiden flight on 18 April 2007 and was delivered to FedEx on 12 July of that year. Airbus continues providing support services for existing operators and promotes the A330-200F as a successor for cargo applications.

UPS intends to extend the operational lifespan of its fleet of 52 A300s (delivered between 2000 and 2006) by upgrading cockpits with Honeywell Primus Epic avionics—enhancing displays, flight management systems, weather radar capabilities, maintenance monitoring, and ground proximity warnings. These modifications began in Toulouse in 2019 with certification anticipated in 2020.

As of July 2017, approximately 211 A300s remained active across 22 operators; FedEx Express continues as the largest operator with a fleet of 68 aircraft.

A300B1

The A300B1 marked the initial version to take flight, equipped with a maximum takeoff weight (MTOW) of , measuring in length, and powered by two General Electric CF6-50A engines. Only two prototype units were constructed before the model evolved into the A300B2, which became the first to enter production. The second prototype was leased to Trans European Airways in 1974.

A300B2-100

To fulfill Air France's requirement for greater capacity, Airbus lengthened the original airframe. The A300B2-100, powered by CF6-50A engines, was longer than the A300B1 and had an MTOW of , accommodating 281 passengers and 20 LD3 containers. Two prototypes conducted their maiden flights on 28 June 1973; certification was achieved on 15 March 1974, with Air France commencing operations on 23 May 1974.

A300B2-200

Featuring high-lift devices such as Krueger flaps and reduced slat angles, the A300B2-200 enhanced performance at airports with high elevation and thinner air. It carried an increased MTOW of and was powered by CF6-50C engines. Certified on 23 June 1976, it entered service with South African Airways in November that year. Subsequent variants incorporated CF6-50C1 and CF6-50C2 engines tailored to customer preferences, receiving certification in 1978 and 1980 respectively.

A300B2-320

The A300B2-320 variant introduced the Pratt & Whitney JT9D engine series, specifically the JT9D-59A powerplants. Maintaining the same MTOW as the B2-200, it was certified on 4 January 1980 and began service with Scandinavian Airlines on 18 February 1980. Production was limited to four units.

Variant	ProducedTemplate:Ref label
B2-100	32
B2-200	25
B2-320	4
Source:

Template:Note label Production data is accurate up to 1 January 1999.

A300B4-100

The initial iteration of the A300B4 series, later designated A300B4-100, incorporated a central fuel tank that expanded fuel capacity by , resulting in an MTOW increase to . This model included Krueger flaps and a high-lift system similar to that of the later A300B2-200 variant. Its first flight took place on 26 December 1974; certification followed on 26 March 1975, and it entered service with Bavaria Germanair in December of that year.

A300B4-200

With an MTOW raised to , the A300B4-200 also offered an optional fuel tank located in the rear cargo hold, which reduced cargo volume by two LD3 containers. Certification was granted on 26 April 1979.

Variant	ProducedTemplate:Ref label
B4-100	47
B4-200	136
Source:

Template:Note label Production numbers are recorded up to 1 January 1999.

A300B4-200FFCC

This subvariant of the A300B4-200 eliminated the flight engineer position but retained analog flight instruments; it was introduced by Garuda Indonesian Airways in 1982.

A300-600

The officially designated A300B4-600, or simply A300-600, featured a slightly extended fuselage compared to earlier models by adopting a rear fuselage design similar to that of the Airbus A310, enabling two extra rows of seating. Initially powered by Pratt & Whitney JT9D-7R4H1 engines, subsequent versions utilized General Electric CF6-80C2 or Pratt & Whitney PW4156/PW4158 engines from 1986 onwards. Enhancements included a wing with a recontoured trailing edge, single-slotted Fowler flaps, elimination of slat fences, and removal of outboard ailerons following the design approach of the A310. The maiden flight occurred on 8 July 1983; certification was received on 9 March 1984; and service entry commenced with Saudi Arabian Airlines in June of that year. Across all configurations, total sales reached 313 aircraft.

The cockpit integrated digital EFIS systems derived from the A310, removing the necessity for a flight engineer. The FAA issues a unified type rating encompassing both the A310 and A300-600 models.

Notable variants include:

• A300-600 (A300B4-600): Standard baseline model.
• A300-620C (A300C4-620): Convertible freighter; four units delivered between 1984 and 1985.
• A300-600F (A300F4-600): Dedicated freighter version based on the baseline −600.
• A300-600R (A300B4-600R): Extended range version featuring an additional trim fuel tank in the tail section; first delivered to American Airlines in 1988. All aircraft produced after 1989 are −600R variants. Japan Air System received the final passenger-configured new-build A300 (A300-622R) in November 2002.
• A300-600RC (A300C4-600R): Convertible freighter version of the −600R; two units delivered in 1999.
• A300-600RF (A300F4-600R): Freighter variant of the −600R; all deliveries from November 2002 until the final delivery on 12 July 2007 were this model.

A300B10 (A310)

Airbus introduced the A310, originally designated as the A300B10, on 7 July 1978 to meet the market need for a smaller wide-body aircraft, securing initial orders from Swissair and Lufthansa. Its maiden flight occurred on 3 April 1982, followed by certification approval on 11 March 1983.

The A310 retained the eight-abreast seating layout but was shorter than earlier A300 variants, equipped with a reduced wing area compared to its predecessor. It debuted a two-pilot glass cockpit, which was later adopted on the A300-600 to enable a shared type rating. The aircraft is powered by either GE CF6-80 or Pratt & Whitney JT9D/PW4000 turbofan engines and accommodates approximately 220 passengers in a two-class configuration or 240 in economy, with a maximum range of . Overwing emergency exits are situated between the pairs of main doors.

Entering commercial service in April 1983 with Swissair, the A310 competed against the Boeing 767–200, offering advantages such as extended range and ETOPS certification suitable for transatlantic flights. Production concluded in June 1998 after manufacturing 255 units, with the larger Airbus A330-200 serving as its successor. The model includes cargo variants and the Airbus A310 MRTT, a military tanker and transport version.

A300-600ST

Commonly referred to as the Airbus Beluga or "Super Transporter," five modified airframes are utilized to ferry components between Airbus production facilities, facilitating distributed manufacturing efforts. These aircraft replaced four Aero Spacelines Super Guppy planes.

ICAO designation: A3ST

Operators

By 2025, there are 209 Airbus A300 family airplanes still active in commercial operations. The principal operators include FedEx Express with 63 aircraft, UPS Airlines operating 52, European Air Transport Leipzig with 25, alongside Iran Air and Mahan Air, each with eight.

Deliveries

	Total	2007	2006	2005	2004	2003	2002	2001	2000	1999	1998	1997	1996	1995	1994	1993	1992	1991
Deliveries	561	6	9	9	12	8	9	11	8	8	13	6	14	17	23	22	22	25

	1990	1989	1988	1987	1986	1985	1984	1983	1982	1981	1980	1979	1978	1977	1976	1975	1974
Deliveries	19	24	17	11	10	16	19	19	46	38	39	26	15	15	13	8	4

Data accurate through December 2007.

Accidents and incidents

Up to June 2021, the Airbus A300 has been involved in 77 recorded events, including 24 hull-loss accidents resulting in 1,133 deaths and 36 criminal acts or hijackings causing an additional 302 fatalities.

Fatal accidents

• On 21 September 1987, an Egyptair A300B4-203 (registration SU-BCA) crashed during a training exercise at Luxor Airport in Egypt, killing all five crew members aboard. This incident marked the first fatal accident involving an A300.
• PIA Flight 268, an A300B4-203 (AP-BCP), crashed near Kathmandu, Nepal on 28 September 1992, resulting in the loss of all 167 passengers and crew.
• China Airlines Flight 140, an A300B4-622R (B-1816), crashed during a go-around at Nagoya-Komaki Airport, Japan on 26 April 1994, causing 264 fatalities.
• Garuda Indonesia Flight 152, operating an A300B4-220 (PK-GAI), collided with terrain near Medan on 26 September 1997 due to air traffic control errors compounded by haze conditions; all 234 onboard perished in Indonesia’s deadliest aviation disaster.
• On 16 February 1998, China Airlines Flight 676, an A300B4-622R (B-1814), stalled during a go-around and crashed into a residential area in Taipei, killing all 196 onboard plus six people on the ground.
• An Iran Air A300B2-203 (EP-IBR) was destroyed on 2 February 2000 after being hit by an out-of-control Iranian Air Force C-130 Hercules at Tehran-Mehrabad Airport; all eight occupants of the Hercules died.
• American Airlines Flight 587, an A300B4-605R (N14053), crashed shortly after departing JFK Airport on 12 November 2001 following rudder misuse amid wake turbulence. The crash resulted in the deaths of all 260 onboard plus five individuals on the ground; it remains the second deadliest accident involving an A300.
• AeroUnion Flight 302, an A300B4-203F cargo flight, crashed short of Monterrey Airport’s runway on 14 April 2010; six lives were lost including five crew members and one person on the ground.
• UPS Flight 1354, operating an A300F4-622R, crashed during approach to Birmingham-Shuttlesworth International Airport on 14 August 2013; both crew members died.

Non-fatal hull losses

• On 18 December 1983, Malaysian Airline System Flight 684, operating an Airbus A300B4 leased from Scandinavian Airlines System (SAS) with registration OY-KAA, crashed short of the runway at Kuala Lumpur during adverse weather on a flight originating from Singapore. Although all 247 occupants escaped without injury, the aircraft was lost to fire.
• On 24 April 1993, an Air Inter Airbus A300B2-1C was declared a total loss after colliding with a light pole during pushback at Montpellier.
• Indian Airlines experienced a crash landing of an Airbus A300 (VT-EDV) near Hyderabad Airport on 15 November 1993; there were no casualties, but the aircraft was written off.
• Korean Air Flight 2033, an Airbus A300, overran the runway at Jeju on 10 August 1994 following an aborted landing attempt. The plane was destroyed by fire; however, all passengers were evacuated safely despite limited emergency exit availability.
• On 17 October 2001, Pakistan International Airlines Flight PK231 veered off the runway in Dubai after the collapse of the right main landing gear. The aircraft sustained heavy damage, but all 205 passengers and crew survived.
• Pakistan International Airlines Flight 2002 encountered a tyre burst and engine fire during takeoff at King Abdulaziz International Airport on 1 March 2004. The extensive damage resulted in the aircraft being written off; all 273 onboard survived.
• An Air Contractors Airbus A300B4-203(F), registered EI-EAC, suffered nose gear collapse upon landing in Bratislava on 16 November 2012. The aircraft was subsequently written off; all three crew members survived.
• On 12 October 2015, a Tristar Air Airbus A300B4-200F cargo aircraft crashed in Mogadishu, Somalia. All crew and passengers survived the incident.
• An Airbus A300-B4 (PR-STN) operating a cargo flight in Brazil experienced a runway excursion combined with aft landing gear collapse during landing on 1 October 2016.

These events emphasize the operational challenges encountered by Airbus A300 operators worldwide, highlighting the critical role of safety management and its influence on fleet valuation.

Violent incidents

• On 27 June 1976, Air France Flight 139 traveling from Tel Aviv to Paris was hijacked and redirected to Entebbe Airport in Uganda. Israeli commandos successfully rescued 102 out of the 106 hostages.
• Serviços Aéreos Cruzeiro do Sul Flight 302, an Airbus A300B4-203 hijacked on 3 February 1984 while en route from São Luís to Belém, was forced to divert to Cuba. None of the 176 passengers and crew were harmed.
• On 26 October 1986, Thai Airways Flight 620, an Airbus A300B4-601 departing Bangkok, experienced a mid-air explosion caused by a hand grenade smuggled onboard by a Japanese criminal. The plane landed safely in Osaka; although no fatalities occurred, 109 out of the 247 onboard sustained injuries.
• Iran Air Flight 655 was tragically shot down by USS Vincennes over the Persian Gulf on 3 July 1988, resulting in the loss of all 290 passengers and crew.
• During Iraq's occupation of Kuwait on 15 February 1991, two Kuwait Airways A300C4-620s and two Boeing 767s were destroyed by coalition airstrikes at Mosul Airport. One of these aircraft had been hijacked in 1983.
• On Christmas Eve in 1994, Air France Flight 8969 was hijacked in Algiers by terrorists intending to crash it into the Eiffel Tower. After a confrontation with French Special Forces that ended with all four hijackers killed, three hostages were executed while 229 survived with many wounded. The aircraft was subsequently written off.
• Indian Airlines Flight IC 814, flying from Kathmandu to New Delhi on 24 December 1999, was hijacked and diverted to Kandahar, Afghanistan. One passenger was killed during the ordeal.
• On 22 November 2003, European Air Transport flight OO-DLL operating for DHL Aviation was struck by an SA-14 missile shortly after departing Baghdad International Airport. Despite losing hydraulic control systems, the crew managed to land the Airbus A300B4-203F safely using differential engine thrust. The aircraft was repaired but remained grounded as of April 2011.
• During the Battle of Tripoli on 25 August 2011, two Airbus A300s—5A-IAY operated by Afriqiyah Airways and 5A-DLZ operated by Libyan Arab Airlines—were destroyed amid fighting at Tripoli International Airport.

Aircraft exhibited

Worldwide, fifteen Airbus A300 aircraft have been preserved:

• F-BUAD A300 ZERO-G, located at Cologne Bonn Airport in Germany.
• F-WUAB, the initial A300 prototype, partially exhibited at the Deutsches Museum.
• Former HL7219 Korean Air A300B4 displayed at Korean Air Jeongseok Airfield.
• Former N11984 Continental Airlines A300B4 repurposed as the Night Flight Restaurant in South Korea.
• Former TC-ACD and TC-ACE Air ACT planes converted into Uçak Cafe in Burhaniye, Turkey.
• Former TC-MNJ MNG Airlines aircraft transformed into Köfte Airlines restaurant in Tekirdağ, Turkey.
• Former TC-FLA Fly Air plane serving as Airbus Cafe & Restaurant in Kayseri, Turkey.
• Former TC-ACC Air ACT preserved as Uçak Kütüphane library and education center in Çankırı, Turkey.
• Former EP-MHA Mahan Air used as a training airframe at Botia Mahan Aviation College in Kerman, Iran.
• Former TC-FLM Fly Air aircraft converted into a restaurant in Istanbul, Turkey.
• Former B-18585 China Airlines plane operating as Flight of Happiness restaurant in Taoyuan, Taiwan.
• Former PK-JID Sempati Air A300B4 painted in original prototype colors and displayed at Aeroscopia museum near Toulouse, France.
• Former TC-MCE MNG Airlines aircraft utilized as a restaurant at Danialand theme park in Agadir, Morocco.
• Former HL7240 Korean Air preserved as a training airframe (gate guard) at Korea Aerospace University in Goyang, South Korea.
• Former HS-TAM Thai Airways A300-600R displayed near Doi Saket, Chiang Mai.

Technical specifications

Model	A300B4-200	A300-600R	A300-600F
Crew	Three members	Two members
Main deck seating capacity	281/309Y (34/31 inches), maximum 345 passengers	247 (46F + 201Y)/285Y (34 inches), max 345 (3-3-3 Y layout)	Cargo volume: 540 m³; 43 AYY ULD; 9 AMJ/LD7 + 16 AYY containers
Lower deck capacity	20 LD3 containers plus bulk cargo space	22 LD3 containers plus bulk / 158 m³ volume
Length overall	53.61 meters	54.08 meters
Height overall	16.72 meters	16.66 meters
Wingspan and wing area	Wingspan of 44.84 meters; wing area of 260 m²; aspect ratio approximately 7.7
Cabin width	Cabin width of 5.287 meters; fuselage width of 5.64 meters; typical seating configuration is 2-4-2
Pressurized cabin volume	542 m³ (19,140 cubic feet)	860 m³ (30,370 cubic feet)
Maximum takeoff weight (MTOW)	165,000 kilograms	171,700 kilograms	170,500 kilograms
Maximum payload capacity	37,495 kilograms	41,374 kilograms	48,293 kilograms
Fuel capacity	48,470 kilograms	53,505 kilograms
Operating empty weight (OEW)	88,505 kilograms	88,626 kilograms	81,707 kilograms
Engine types	GE CF6-50C2 or Pratt & Whitney JT9D-59A	GE CF6-80C2 or Pratt & Whitney PW4158
Takeoff thrust	230 kN	249 to 270 kN
Takeoff distance (MTOW at sea level and ISA conditions)	2,300 meters	2,400 meters
Cruise speed	Mach 0.78 at an altitude of 35,000 feet; maximum operating Mach number is Mach 0.82
Range capability	5,375 kilometers (2,900 nautical miles)	7,500 kilometers (4,050 nautical miles)

Aircraft model codes

Type Certificate Data Sheet overview

Model	Certification Date	Engine options
A300B1	November 12, 1974	GE CF6-50A
		GE CF6-50C
A300B2-1A	March 15, 1974	GE CF6-50A
A300B2-1C	October 2, 1974	GE CF6-50C
		GE CF6-50C2R
A300B2K-3C	June 23, 1976	GE CF6-50C
		GE CF6-50C2R
A300B2-202	February 22, 1978	GE CF6-50C1
A300B2-203	February 21, 1980	GE CF6-50C2
		GE CF6-50C2D
A300B2-320	January 4, 1980	Pratt & Whitney JT9D-59A
A300B4-2C	March 26, 1975	GE CF6-50C
		GE CF6-50C2R
A300B2-102	December 7, 1977	GE CF6-50C1
A300B4-103	March 21, 1979	GE CF6-50C2
		GE CF6-50C2D
A300B4-120	February 4, 1981	Pratt & Whitney JT9D-59A
A300B4-203	April 26, 1979	GE CF6-50C2
		GE CF6-50C2D
A300B4-220	January 8, 1982	Pratt & Whitney JT9D-59A

External links

• Official Airbus A300 website
• Aviation Week, "This Is The Start of Something Big" (1968)