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Airbus A310

From Alfawiki
Airbus Industrie
Company typeConsortium
IndustryAerospace
FoundedJanuary 1, 1970; 56 years ago (1970-01-01)
Headquarters
Toulouse
,
France
ProductsAircraft including Airbus A310, A300, A320, A330, A340

The Airbus A310 is a wide-body airliner developed and produced by Airbus Industrie, originally a coalition of European aerospace companies. Airbus recognized the market need for an aircraft smaller than the Airbus A300, which was the first twin-engine wide-body jet. Officially launched on 7 July 1978 with initial orders from Swissair and Lufthansa, the A310's prototype took to the skies for its maiden flight on 3 April 1982 and secured its type certification on 11 March 1983.

While preserving the same eight-abreast seating arrangement, the A310 is shorter than the early versions of the A300, featuring a reduced wing span from . It was among the first to introduce a two-pilot glass cockpit, a feature later incorporated into the A300-600 model, allowing for shared type ratings. Equipped with either General Electric CF6-80 or Pratt & Whitney JT9D/PW4000 turbofan engines, the aircraft accommodates 220 passengers in a two-class configuration or up to 240 in economy class, with a maximum range of . The design includes overwing emergency exits situated between the pairs of front and rear doors.

Entering commercial service in April 1983 with Swissair, the A310 competed directly with the Boeing 767-200, which had debuted six months prior. Its extended range capability and ETOPS certification facilitated transatlantic flights. Production ceased in June 1998 after delivering 255 units, with the larger Airbus A330-200 succeeding it. The A310 was also available in a freighter version and served as the foundation for the military multi-role tanker transport variant known as the Airbus A310 MRTT.

Background

On 26 September 1967, France, West Germany, and the United Kingdom signed a memorandum of understanding to collaboratively develop a 300-seat aircraft known as the Airbus A300. The British withdrew from this initiative in April 1969, leading France and West Germany to finalize their partnership in May that year. This joint effort resulted in Airbus Industrie’s inaugural airliner, the Airbus A300, a wide-body passenger jet designed for medium to long-haul routes and notable as the world’s first twin-engine wide-body aircraft. The A300 introduced several industry innovations, including early application of composite materials and becoming the first aircraft approved for ETOPS operations in 1977 due to its exceptional performance and safety record. Multiple variants of the A300 were manufactured and sold worldwide, totaling 816 units throughout its production span.

During development of the A300, Airbus evaluated multiple size configurations; initial proposals like the A300B were among smaller options. Following airline requests for increased capacity, Airbus launched production of the larger A300B2 model. As this aircraft entered service, there arose demand for a smaller model catering to operators with lower passenger volumes or those favoring higher frequency flights at reduced per-mile costs—particularly airlines such as Swissair and Lufthansa. At the same time, Airbus sought to diversify beyond a single product line. This led to exploration of a smaller derivative based on the A300B2 platform.

Design effort

To keep research and development expenses manageable, Airbus revisited preliminary design concepts from the original A300 program, focusing on an option called A300B10MC (Minimum Change). This variant reduced seating capacity to approximately 220 passengers to align with airline requirements; however, this resulted in a relatively small fuselage combined with an oversized wing and landing gear assembly, which contributed to increased fuel burn due to additional weight.

Economic inflation in the United Kingdom—approximately 35% during 1979–80—significantly inflated development costs and unit prices. Initially, British manufacturer Hawker Siddeley Aviation (HSA) was contracted to produce the wing structure; however, following Britain's withdrawal from Airbus in 1969, HSA merged into British Aerospace (BAe) in 1977. Around that time, British government re-entry into Airbus Industrie was contingent upon securing an order from British Airways (BA).

Despite this governmental involvement, both BA and Rolls-Royce remained interested in partnerships with American aerospace companies. BA evaluated Boeing's 7N7 and 7X7 projects—later known as the 757 and 767 respectively—with Boeing’s 767 directly competing against both the A310 and Boeing’s own 747. Independently, BAe considered collaborations with Boeing and McDonnell Douglas, though its chairman publicly favored continued cooperation within Europe. At the 1978 Farnborough Air Show, British Industry Secretary Eric Varley announced BAe’s full reintegration into Airbus starting January 1979, securing a 20% ownership stake along with a significant role in developing and manufacturing components for the A310.

By late 1977—prior to formal re-entry—BAe initiated wing design work at its Hatfield facility. Prolonged negotiations led Airbus to consider alternative options for wing production. Meanwhile, French company Aérospatiale, German firm Messerschmitt-Bölkow-Blohm (MBB), and Dutch-German joint venture VFW-Fokker conducted independent studies on wing designs.

Programme launch

During the April 1978 Hanover Air Show, Airbus unveiled the proposed A310 design. This model featured a wing area of , marginally exceeding previous concepts set at , and had a fuselage shortened by twelve frames compared to the A300. It was designed to seat 195 passengers in a two-class configuration or 245 in an all-economy layout. Over the next year, Airbus made comprehensive refinements to nearly every component. On 9 June 1978, Swissair and Lufthansa jointly defined the aircraft specifications and announced launch orders shortly after. Swissair placed the initial firm order on 15 March, requesting ten aircraft plus ten options to replace its McDonnell Douglas DC-9 fleet on key European routes. Lufthansa followed swiftly with a $240 million commitment for ten units; Air France and Iberia also submitted early orders.

The growing interest amid industry recovery prompted Airbus to finalize production plans for the A310 on 7 July 1978. Later that year, Laker Airways secured an order for ten A300s, marking Airbus’s first British customer. On 1 April 1979, Lufthansa expanded its order to 25 aircraft with an additional 25 options. Just two days later, KLM placed an order for ten aircraft plus ten options valued at £238 million. By 6 July 1979, Air France increased its order from four to thirty-five units. Further orders were received during 1979 from airlines including Martinair, Sabena, and Air Afrique.

Initially, Airbus intended two variants of the A310: the regional A310-100 with a range of , accommodating 200 passengers, and the transcontinental A310-200 featuring an increased MTOW and additional center-section fuel tanks that extended its range by . Engine choices comprised the General Electric CF6-45B2 and Pratt & Whitney JT9D-7R4 models. Rolls-Royce contemplated offering the RB.207 engine but ultimately concentrated on developing its RB.211 instead.

Entry into service

The A310 delivered a longer range than most A300 versions, aside from the A300-600R, which allowed it to serve extensive transatlantic routes effectively. Airbus incorporated commonality between the A300-600 and A310 cockpits, enabling pilots to qualify on both with merely one day of additional training.

The early 1980s saw robust sales for the A310. The prototype A310-200 conducted its first flight on 3 April 1982, backed by 181 orders and options from fifteen airlines—exceeding the original launch figures of the A300. Swissair, as the launch customer, commenced operations in April 1983. The longer-range A310-200 variant gained greater popularity, leading Airbus to discontinue production of the lighter gross weight A310-100 initially intended for Lufthansa.

Sales and production end

In the early 1990s, demand for the A310 waned, with no new passenger orders during the late 1990s due to competition from Airbus’s newer A330 model. The last delivery of an A310 occurred on 15 June 1998 to Uzbekistan Airways. Production officially ceased in July 2007; however, an outstanding order from Iraqi Airways for five aircraft remained until July 2008. Subsequently, remaining freighter demand shifted toward the Airbus A330-200F.

Positioned as an entry-level wide-body option targeting developing markets, the A310 was eventually succeeded by the successful A330-200, which shares a similar fuselage cross-section. Between 1983 and 1998, Airbus delivered a total of 255 A310 aircraft. Alongside the A300, these models established Airbus as a credible competitor to Boeing and laid groundwork for future families such as the A320, A330, and A340.

As of July 2017, thirty-seven A310s continued in commercial operation; leading operators included Air Transat and Mahan Air with nine aircraft each, FedEx Express operating six units, and seven other airlines collectively flying thirteen aircraft.

The Royal Canadian Air Force operates five Airbus CC-150 Polaris jets (converted civilian A310-300s), originally acquired from Wardair and Canadian Airlines International. These serve as principal long-range transport and VIP aircraft.

By January 2025, only 33 active A310s remain: twenty-two configured as Airbus Corporate Jets (ACJs), eight serving passenger roles (three with Ariana Afghan Airlines, one with Iran Air, four with Iran Airtour), and three functioning in cargo operations (UPS Airlines).

Design

The Airbus A310 is a twin-engine wide-body jet airliner designed for medium to long-haul flights, developed as a shortened version of the A300, initially known as the A300B10. While maintaining the same fuselage cross-section as the A300, the A310 features a reduced fuselage length, typically configured to seat around 200 passengers. The rear section of the fuselage underwent significant redesign, including modified tapering and repositioning of the aft bulkhead to enhance capacity. This design approach was later applied to newer A300 models such as the A300-600 and also influenced the A330/A340 series. The aircraft’s emergency exit layout consists of four main doors—two positioned at the front and two at the rear—alongside two smaller exits located over the wings.

The wing structure was reengineered with a smaller span and reduced surface area, integrating simplified single-slotted Fowler flaps developed by British Aerospace after it joined Airbus. The earlier outer "low speed" ailerons were eliminated and replaced by electrically controlled spoilers. The wing was fitted with standardized pylons compatible with all engine types offered for this model. Starting in 1985, wingtip fences were introduced on the A310-300 variant to reduce vortex-induced drag, resulting in fuel savings exceeding 1.5%. The tail assembly saw slight modifications, including smaller horizontal stabilizers.

Equipped with a two-pilot glass cockpit, the A310 eliminated the traditional flight engineer position. This cockpit configuration, referred to as the Forward-Facing Crew Cockpit, incorporated six computer-driven CRT screens that centralized navigation, warning systems, monitoring, and flight data functions—replacing conventional analog gauges. This cockpit design was shared with the A300-600, promoting commonality between types and allowing pilots to obtain dual type ratings. Additionally, space was allocated for third and fourth crew seats if needed.

At launch, engine choices included Pratt & Whitney JT9D-7R4D1 or General Electric CF6-80A3 units; initial proposals also considered Rolls-Royce RB211-524 engines. Subsequent variants offered more powerful engines such as CF6-80C2A2/8 and PW4152/56A models.

The landing gear was adapted from the A300 design but featured carbon disc brakes as standard equipment. Compared to its predecessor, the airframe incorporated a greater proportion of composite materials in both primary and secondary structures. Electrical systems were enhanced with integrated drive generators and an improved auxiliary power unit relative to those used on the A300.

Variants

The A310 lineup consists primarily of two versions: the medium-range -200 and the extended-range -300. The -200 model was introduced first, followed by the -300 which became the main production version. Although a short-range -100 variant was proposed, it was never manufactured due to insufficient market demand.

A310-200

The initial A310 aircraft—the 162nd Airbus built—conducted its maiden flight on 3 April 1982 powered by Pratt & Whitney JT9D-7R4D1 engines. It entered operational service with Swissair and Lufthansa in 1983. Later -200 models incorporated wing fences similar to those on the -300 series. Early examples had outboard ailerons that were removed following evaluation tests. Production of this variant ceased in 1988.

A310-200C

This convertible model allowed for removal of passenger seats to accommodate cargo on the main deck. The A310-200C began service with Martinair on 29 November 1984.

A310-200F

The freighter version was available either as new builds or conversions from existing aircraft. Capable of transporting up to 39 tonnes of freight across distances up to 5,950 km, no newly manufactured freighters were produced; instead, converted freighters entered service with FedEx Express starting in 1994.

A310-300

Taking to the skies for the first time on 8 July 1985, the −300 model retains the same dimensions as the −200 but enhances maximum takeoff weight and range by incorporating additional fuel tanks in the center and horizontal stabilizer. This variant introduced wingtip fences to boost aerodynamic performance, which were later retrofitted on some −200 models. It entered commercial service in 1986 with Swissair and is equipped with a computerized fuel management system that optimizes the center of gravity by transferring up to 5,000 kg of fuel within the horizontal stabilizer tank.

A310-300C

The combi version of the A310-300 is engineered for straightforward conversion between passenger and cargo roles by removing seats to allow cargo carriage on the main deck.

A310-300F

This is the cargo-specific variant of the A310-300. Operators such as FedEx Express typically obtained converted former passenger A310s, generally starting from the −300 series. No purpose-built freighter versions were manufactured.

A310 MRT/MRTT

Various air forces utilize the A310 as a transport aircraft (A310-300 MRT), with some modifying it into the MRTT (Multi-Role Tanker Transport) configuration developed by EADS, which adds air-to-air refueling functionality. At least six such conversions exist: four serving the German Air Force and two for the Royal Canadian Air Force. Deliveries commenced in 2004, with modifications carried out at EADS EFW in Dresden and Lufthansa Technik in Hamburg.

A310 Zero G

One particular A310 is dedicated to scientific research involving weightlessness, conducting parabolic flights that create approximately 22 seconds of zero gravity. Operated by Novespace, a subsidiary of the French Space Agency (CNES), this aircraft is based at Bordeaux Mérignac Airport. Beyond scientific purposes, it also supports film production, including special effects work for The Mummy (2017).

Operators

As of April 2025, there are 48 A310 family airplanes still active in service.[1]

Civilian operators

By April 2025, principal civilian users include:[1]

Military operators

The A310 is employed by several military forces worldwide, including:

  • Royal Canadian Air Force – known as CC-150 Polaris, originally ordered by Wardair and subsequently delivered to Canadian Airlines
  • Spanish Air and Space Force – utilized for VIP and personnel transport

Deliveries

By the conclusion of production, Airbus had delivered a total of 255 A310 aircraft.

total 1998 1997 1996 1995 1994 1993 1992 1991 1990 1989 1988 1987 1986 1985 1984 1983
deliveries 255 1 2 2 2 2 22 24 19 18 23 28 21 19 26 29 17

Accidents and incidents

Up to September 2015, the A310 has been involved in 12 hull-loss accidents resulting in 825 fatalities, along with nine hijacking incidents causing five deaths.

Fatal accidents

  • 31 July 1992: Thai Airways International Flight 311 crashed during approach to Kathmandu, resulting in the loss of all 113 passengers and crew.
  • 23 March 1994: Aeroflot Flight 593 crashed in Siberia due to pilot error; all 75 onboard perished.
  • 31 March 1995: TAROM Flight 371 crashed near Bucharest following engine throttle malfunction and pilot incapacitation; all 60 aboard were killed.
  • 11 December 1998: Thai Airways Flight 261 crashed near Surat Thani Airport, causing 101 fatalities.
  • 30 January 2000: Kenya Airways Flight 431 plunged into the Atlantic Ocean shortly after departing Abidjan; all 169 occupants died, marking it as the deadliest accident involving an A310.
  • 9 July 2006: S7 Airlines Flight 778 overran the runway at Irkutsk, Siberia, colliding with nearby buildings; among 204 onboard there were at least 70 survivors.
  • 10 June 2008: Sudan Airways Flight 109 veered off Khartoum runway amid adverse weather conditions; a fire ensued causing 30 deaths.
  • 30 June 2009: Yemenia Flight 626 crashed into the Indian Ocean near Comoros; only one survivor out of 153 onboard.
  • 24 June 2014: Pakistan International Airlines Flight 756 was struck by ground gunfire at Peshawar airport; one fatality occurred along with two injured flight attendants.
  • 24 December 2015: An A310-304F cargo plane operated by Services Air crashed after overrunning the runway at Mbuji-Mayi Airport in Democratic Republic of Congo; eight fatalities and nine injuries resulted.

Hijackings

  • On 26 March 1991, Singapore Airlines Flight 117, carrying 123 passengers and crew, was seized by four individuals from Pakistan while flying to Singapore. The plane landed without incident, after which the Singapore Armed Forces Commando Formation launched an assault, eliminating the hijackers. Two people onboard sustained injuries.
  • On 4 September 1992, Vietnam Airlines Flight 850, operated under lease from Jes Air and carrying 127 people, was commandeered by former pilot Ly Tong. He distributed anti-communist leaflets over Ho Chi Minh City before parachuting out and was subsequently detained. The aircraft landed safely with no casualties.
  • On 11 February 1993, Lufthansa Flight 592, traveling from Frankfurt to Addis Ababa with a stopover in Cairo, was hijacked by a deportee seeking asylum in the United States. The flight was redirected to JFK Airport, and throughout the 12-hour ordeal, no passengers or crew members were harmed.
  • On 25 October 1993, Nigeria Airways Flight 470 was hijacked during its journey from Lagos to Abuja. The hijackers demanded the resignation of the government and requested a flight to Frankfurt. After being denied permission to land in N'Djamena, the plane refueled at Niamey Airport. Four days later, the Niger National Gendarmerie stormed the aircraft; during the operation, the co-pilot lost his life.

Other incidents

  • On 11 February 1991, an Interflug A310 en route from Berlin to Moscow encountered four stalls during a go-around maneuver at Sheremetyevo Airport caused by conflicting inputs between the pilot and flight computer. Control was regained, allowing for a safe landing.
  • On 24 September 1994, TAROM Flight 381, operating an Airbus A310 from Bucharest to Paris Orly, experienced a stall triggered by an incorrect flap speed command that initiated an unintended nose-up trim. The crew managed recovery after a steep dive, ensuring all 186 onboard survived.
  • On 12 July 2000, Hapag-Lloyd Flight 3378, an A310-304, crash-landed near Vienna following fuel depletion. Fortunately, all 151 individuals aboard survived the incident.
  • On 6 March 2005, Air Transat Flight 961, flying an A310-308 from Cuba to Quebec City, lost its rudder mid-flight due to insufficient Airbus inspection protocols for composite materials. The aircraft successfully returned to Varadero without injury.
  • On 23 February 2006, a Mahan Air Airbus A310 descending toward Birmingham dropped below minimum safe altitude because of improper DME usage combined with ineffective Crew Resource Management. After two approaches and air traffic control intervention, it landed safely; three safety recommendations were issued afterward.
  • On 12 March 2007, Biman Bangladesh Airlines Flight 006 experienced nose gear collapse during takeoff at Dubai International Airport. Though no fatalities occurred, the plane was declared a total loss and runway operations were disrupted for nearly eight hours.
  • On 24 December 2015, a Mahan Air Airbus A310-300 failed to halt at its designated stand at Istanbul's Ataturk Airport and collided with a barrier and bus. The aircraft suffered significant damage but was repaired and returned to service within one year.
  • On 19 July 2023, at Anderson Air Force Base in Guam, a CC150 Polaris repatriation flight rolled unattended into a stationary French Airbus A400M due to absence of wheel chocks and crew fatigue. Both planes incurred substantial damage; no injuries were reported. Subsequent investigations recommended updates to checklists, implementation of fatigue management strategies, and procedural reviews.

Aircraft currently on display

There are eight A310 airplanes that have been preserved:

Previously preserved but dismantled during preservation

Specifications

A310 Aircraft Specifications
Model A310-200 A310-300
Cockpit Crew Two pilots
Two-class seating 220 passengers (20 First + 200 Economy)
Single-class seating 237 Economy seats (8 abreast) 243 Economy seats (8 abreast) / 265 Economy seats (9 abreast)
Maximum exit capacity 275 passengers
Lower deck cargo capacity 14 LD3 containers
Length 46.66 m (153 ft 1 in)
Height (fuselage) 15.8 m (51 ft 10 in)
Wing 43.9 m (144 ft) wingspan, 219 m2 (2,360 sq ft) wing area, 28° sweep angle; aspect ratio approximately 8.8
Fuselage cross section diameter 5.64 m (18 ft 6 in)
Maximum payload capacity 32,834 kg (72,387 lb) 37,293 kg (82,217 lb)
MTOW 144,000 kg (317,000 lb) 164,000 kg (362,000 lb)
OEW (Operational Empty Weight)

JT9D: 77.4 t (76.2 long tons; 85.3 short tons)
PW4000/CF6-80: 79.2 t (77.9 long tons; 87.3 short tons)

max fuel capacity 47,940 kg (105,689 lb)
Jet engine JT9D-7R4 / GE CF6-80 series JT9D-7R4E1 / PW4000 / CF6-80C2 series
Thrust per engine (×2)

[convert: needs another number]Template:To [convert: needs another number] kN (lbf)

Cruise speed Mach 0.8 (411 knots / 760 km/h)
Maximum operating Mach number: Mach 0.84 		Service ceiling

41,100 feet

Range capability

3,500 nautical miles (ISA, Long Range Cruise, JT9D engines, 237 passengers)

5,150 nautical miles (ISA, Long Range Cruise, 240 passengers)

Aircraft model type certifications

Type Certificate Data Sheet for A310 Variants
Model Certification Date Engine Type(s)
A310-203 11 March 1983 GE CF6-80A3 engines
A310-203C 27 November 1984 GE CF6-80A3 engines
A310-204 23 April 1986 GE CF6-80C2A2 engines
A310-221 11 March 1983 Pratt & Whitney JT9D-7R4D1 engines
A310-222 22 September 1983 Pratt & Whitney JT9D-7R4E1 engines
A310-304 11 March 1986 GE CF6-80C2A2 engines
A310-308 5 June 1991 GE CF6-80C2A8/A2 engines
A310-322 5 December 1985 Pratt & Whitney JT9D-7R4E1 engines
A310-324 27 May 1987 Pratt & Whitney PW4152 engines
A310-325 6 March 1992 Pratt & Whitney PW4156A engines


Bibliography

  • Pitt, Ivan L. and John Randolph Norsworthy. Economics of the U.S. Commercial Airline Industry: Productivity, Technology and Deregulation. Springer, 2012. ISBN 1-4615-5031-9.
  • Senguttuvan, P. S. Fundamentals of Air Transport Management. Excel Books India, 2006. ISBN 81-7446-459-X.
  • Simons, Graham. The Airbus A380: A History. Pen and Sword, 2014. ISBN 1-78303-041-0.
  • "World Airliner Census". Flight International, Volume 184, Number 5403, 13–19 August 2013, pp.40–58.

External links

  1. ↑ 1.0 1.1 Cite error: Invalid <ref> tag; no text was provided for refs named Airbus_O&D
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