Airbus A340

Airbus A340
Company type	Commercial aircraft
Industry	Aerospace
Founded	June 1987; 39 years ago
Headquarters	Toulouse, France
Products	Long-haul wide-body commercial aircraft
Parent	Airbus

The Airbus A340 is a long-haul, wide-body commercial aircraft designed and manufactured by Airbus. Originating in the mid-1970s as an evolution of the Airbus A300, the A340 was developed simultaneously with the twin-engine Airbus A330. Officially launched in June 1987, the A340-300 completed its maiden flight on 25 October 1991 and entered operational service in March 1993 with initial operators Lufthansa and Air France. The larger A340-500 and A340-600 variants were introduced in December 1997, with the A340-600 commencing service in August 2002.

The initial A340-200 and A340-300 share much of their structural design with the A330-200 and A330-300 but are equipped with four CFM56 engines rather than two, allowing them to circumvent ETOPS limitations on long overwater flights. These models also feature a three-strut main landing gear configuration to support a higher Maximum Takeoff Weight (MTOW). Both incorporate fly-by-wire technology and a glass cockpit layout akin to the Airbus A320 family. The later A340-500 and A340-600 versions are extended in length, possess larger wings, and utilize Rolls-Royce Trent 500 engines, enabling them to achieve greater MTOWs.

The A340-200 spans , accommodates between 210 and 250 passengers across three classes, and has a range of . The more prevalent A340-300 measures , carries 250 to 290 passengers, and can fly up to . The extended-range A340-500 reaches a length of , seats 270 to 310 passengers, and held the record for longest range at its introduction with . The largest model, the A340-600, is , offers seating for 320 to 370 passengers, and covers distances up to .

With improvements in engine dependability allowing ETOPS certification for twin-engine aircraft, fuel-efficient twins gradually supplanted four-engine jets like the A340 on numerous routes. Airbus ceased production of the A340 on 10 November 2011 after delivering a total of 377 units from its Toulouse facility. The Airbus A350 was developed as its successor, while competing models included the McDonnell Douglas MD-11 and Boeing 777. By late 2021, the worldwide fleet had flown over 2.5 million flights accumulating around 20 million block hours and transported more than 600 million passengers without any fatal accidents. As of March 2023, there were still 203 Airbus A340 aircraft operational across 45 airlines globally; Lufthansa remains the largest operator with a fleet of 27.

Background

During the creation of the Airbus A300 in the 1970s, Airbus envisaged building an extensive family of airliners aimed at competing with American manufacturers Boeing and McDonnell Douglas. From its inception, Airbus explored various derivatives of the A300B to fulfill this vision. Prior to entering commercial service, nine different versions of the A300 had been identified, including the tenth variant—the A300B10 (which later evolved into the long-range Airbus A310). Subsequently, Airbus concentrated on developing single-aisle aircraft, culminating in the Airbus A320 family, which was pioneering as the first commercial plane equipped with digital fly-by-wire controls. This shift caused some internal disagreements within Airbus since certain German stakeholders preferred a four-engine design. While successfully advancing the A320 to compete against Boeing’s 737 and Douglas’s DC-9 in the narrow-body segment, Airbus renewed efforts toward wide-body aircraft development.

The proposed A300B11 was a derivative based on the A310 concept designed around "ten-ton" thrust engines. It featured four engines, accommodated between 180 and 200 passengers, and offered a range of . Its objective was to replace older Boeing 707s and Douglas DC-8s that were less efficient. At the same time, work progressed on the A300B9—a stretched version of the original A300 equipped with more powerful turbofan engines—targeted at high-capacity medium-range transcontinental flights. The B9 provided comparable payload and range to the McDonnell Douglas DC-10 but consumed between 25% and 38% less fuel, positioning it as an attractive successor for both DC-10s and Lockheed L-1011 Tristar aircraft.

To clarify distinctions from single-aisle projects, these designs were renamed TA9 (for B9) and TA11 (for B11), reflecting their twin-aisle configuration. To cut development expenses by an estimated US$500 million, both shared an identical wing and airframe structure. This common wing design also enabled TA11’s outboard engines to counterbalance additional weight associated with its extended range. According to Airbus vice president Adam Brown, regional preferences influenced design choices: North American airlines favored twin-engine jets; Asian carriers leaned toward quadjets; while European opinion was divided. Many customers preferred four-engine aircraft due to their capability to continue flying safely after losing one engine—a vital advantage before ETOPS rules allowed twins unrestricted oceanic operations.

Design development

The initial specifications for the TA9 and TA11 were unveiled in 1982. The TA9 offered a certain operational range, whereas the TA11 was designed to cover a longer distance. Airbus also conceptualized the TA12, a twin-engine variant derived from the TA11, tailored for routes requiring less range. By the time of the 1985 Paris Air Show, enhancements included integrating the A320 flight deck, implementing fly-by-wire (FBW) technology, and adopting side-stick controls. This standardized cockpit arrangement allowed flight crews to switch between aircraft models after merely one week of training, resulting in considerable cost efficiencies. The TA11 and TA12 shared both front and rear fuselage sections with the A310. Utilizing modular and interchangeable parts across Airbus models contributed to reducing production, maintenance, and operational expenses.

Airbus briefly evaluated a variable camber wing concept developed by British Aerospace (BAe) at Hatfield and Bristol, which was projected to improve aerodynamic efficiency by 2%. Nonetheless, this idea was discontinued due to financial constraints and technical hurdles.

Negotiations took place between Airbus and McDonnell Douglas regarding a joint aircraft project named AM 300, which would combine the A330 wing with the MD-11 fuselage. These discussions ended when McDonnell Douglas insisted on preserving its trijet design tradition. Initially, the A340 was planned to use four CFM56-5 turbofan engines rated at specific thrust levels; however, Airbus also explored a trijet layout due to limited engine options available at that time, such as the Rolls-Royce RB211-535 and Pratt & Whitney JT10D-232 (later known as PW2000).

As the design evolved, International Aero Engines proposed the innovative IAE SuperFan, which featured large fans mounted at the rear of its nacelles. Following the cancellation of the SuperFan project, the CFM56-5C4 became the exclusive engine choice for early variants. For extended-range versions like the A340-500 and -600, Rolls-Royce Trent 500 engines were later adopted.

On 27 January 1986, Airbus Industrie’s Supervisory Board in Munich declared its readiness to finalize technical parameters for the TA9 (officially designated A330) and TA11 (A340), as well as to approach potential launch customers. The designations were swapped so that the four-engine model would include a "4" in its name. Subsequently, on 12 May 1986, Airbus issued sales proposals to five prospective airlines including Lufthansa and Swissair.

Manufacturing and validation

Ahead of A330/A340 production, Airbus consortium members invested heavily in new infrastructure. BAe allocated £7 million towards constructing a three-story technical center at Filton, adding 15,000 m² of workspace, alongside £5 million for expanding its Broughton wing facility by 14,000 m² to establish a new production line. France accounted for the largest investment with Aérospatiale erecting a Fr.2.5 billion ($411 million) assembly plant near Toulouse-Blagnac Airport in Colomiers. By November 1988, 21-meter-high pillars had been installed for the Clément Ader assembly hall. Automation was integral to operations; eight robots drilled holes for wing-to-fuselage joining, cutting labor costs by 20% and assembly time by 5%.

British Aerospace received £450 million in funding from the UK government—less than their requested £750 million—while French and West German governments also provided financial support. Airbus subcontracted components globally across Austria, Australia, Canada, China, Greece, Italy, India, Japan, South Korea, Portugal, the US, and Yugoslavia. The A330 and A340 programs were jointly launched on 5 June 1987 prior to the Paris Air Show with an estimated program cost of $3.5 billion (in 2001 dollars). Initial orders comprised 130 aircraft from ten customers including Lufthansa and International Lease Finance Corporation (ILFC), with 89 orders specifically for A340 variants.

During this timeframe, McDonnell Douglas's MD-11 underperformed during testing phases. Singapore Airlines (SIA) required an aircraft capable of operating fully loaded flights from Singapore to Paris against strong headwinds; however, the MD-11 risked fuel depletion over Balkan airspace. As a result, SIA canceled its order for 20 MD-11s in August 1991 and instead procured 20 A340-300 aircraft. Total MD-11 sales reached approximately 200 units compared to around 380 for the A340.

The inaugural flight of the A340 took place on 21 October 1991, commencing a test program totaling 2,000 hours across six aircraft. Engineers discovered that wing stiffness was insufficient to support outboard engines at cruising speeds without experiencing deformation or fluttering effects. To remedy this issue, an underwing bulge known as a plastron was introduced to enhance airflow around engine pylons and boost structural rigidity. European JAA certification was granted on 22 December 1992; followed by FAA approval on 27 May 1993.

In 1992, unit prices were approximately US$105 million for the A340-200 and US$110 million for the A340-300 (equivalent to roughly $ million in today’s dollars).

Entry into Service and Initial Demonstrations

The inaugural A340-200 was handed over to Lufthansa on 2 February 1993 and commenced operations on 15 March, accommodating 228 passengers. The first A340-300, marking Airbus's 1000th aircraft milestone, was delivered to Air France on 26 February, with the airline planning to operate nine by the end of that year. Air France introduced the A340 to replace Boeing 747s on its Paris–Washington D.C. route, whereas Lufthansa intended to phase out older DC-10s on flights between Frankfurt and New York.

On 16 June 1993, an A340-200 dubbed World Ranger achieved the inaugural nonstop flight connecting Europe and New Zealand, journeying from Paris to Auckland in 21 hours and 32 minutes, and returning in 21 hours and 46 minutes after a brief stopover. Covering a distance of 19,277 km, this flight established six world records and held the title of longest nonstop airliner flight until the Boeing 777-200ER surpassed it in 1997.

Extended Variants: -500/-600 Models

Originating from concepts developed in 1991, the A340-400X envisioned stretching the −300 version by 12 fuselage frames to boost capacity from 295 to 335 passengers alongside an increased maximum takeoff weight (MTOW). Engine collaboration with CFM International aimed to deliver thrust levels positioned between existing models. By 1994, Airbus explored heavier A340 Advanced versions featuring strengthened wings and engines sourced from Pratt & Whitney, CFM International, or Rolls-Royce, targeting higher passenger capacities and extended range.

In April 1996, GE Aviation secured exclusive rights for powering the −600 stretch variant with engines rated near 226 kN thrust. This −600 model would be lengthened by up to 22 frames, reaching approximately 75 meters overall length, elevate MTOW to about 330 tonnes, and expand wing area by around 56 m² through structural enhancements. Additionally, a −500 variant was proposed with a larger wing and engines designed to carry roughly 310 passengers over an estimated range of 15,725 km. The development budget was projected at over $1 billion for the airframe plus $2 billion dedicated to engine advancement.

The −500/600 series underwent further enlargement aimed at competing with Boeing’s forthcoming 777-300ER/200LR lineup, incorporating increased wingspan and fuel capacity, larger vertical stabilizers and fins, with unit thrust requirements rising between 222–267 kN. The −500 was designed for about 316 passengers across roughly 15,355 km; meanwhile, the −600 offered a cabin volume approximately 25% greater for around 372 passengers over a distance near 7,400 nautical miles (13,700 km), with MTOW elevated to nearly 356 tonnes.

Following GE Aviation’s withdrawal from exclusivity negotiations in 1997 due to return-on-investment concerns without a second engine option, Rolls-Royce proposed the Trent 500 engine variant as a more economical alternative. Selected in June that year, the Trent 500 delivered improved specific fuel consumption compared to prior engines. Airbus officially launched the $2.9 billion program in December 1997 backed by commitments from seven customers totaling $3 billion, aiming for a first flight in January 2001 and initial deliveries starting early 2002 to capture half of an anticipated market of 1,500 aircraft through the following decade.

By 1998, design adjustments finalized the −600 stretch at an extension of about 10.6 meters with MTOW increasing to roughly 365 tonnes and unit thrust ranging between 52,000–60,000 lbf (230–267 kN), while maintaining core features characteristic of earlier Trent engines.

A340 Stretch Development Overview
Year	1991	1994	1995	1996	1998
Unit Thrust		178 kN (40,000 lbf)		267 kN (60,000 lbf)	267 kN (60,000 lbf)
Fuselage Stretch	12 frames (40 seats)	50 seats		20–22 frames (~10.07 m)	20 frames (~10.6 m)
Passenger Capacity	335		380	375	380
Range	5,900 nmi	same as −300		7,400 nmi	13,900 km
MTOW	588,600 lb		300 t	356 t	365 t

Despite these advancements, sales of the A340 declined during the early 2000s as Boeing’s 777-200LR/-300ER models dominated the long-haul market segment accommodating between 300 and 400 passengers. The high gross weight variants A340-500IGW/600HGW attracted relatively few orders. In January 2006 Airbus confirmed ongoing studies on an A340-600E ("Enhanced") version targeting an improvement of approximately eight to nine percent in per-seat fuel efficiency compared to earlier variants by integrating new Rolls-Royce Trent 1500 engines alongside technologies derived from the forthcoming A350 program.

While the advertised three-class seating for the −600 model was around 380 passengers, typical operational layouts averaged closer to about 323 seats; comparable Boeing aircraft generally presented a closer match between advertised and actual seating figures impacting seat cost economics. By 2018, used A340-600 aircraft values ranged from $10 million for older units up to $18 million for more recent models; lease rates were decreasing alongside maintenance expenses including major inspections and engine overhauls costing several million dollars each.

Conclusion of production

By 2005, orders for the Boeing 777 reached 155 units, vastly outnumbering the 15 A340s ordered, as relaxed ETOPS regulations and reduced operating expenses favored twin-engine aircraft over four-engine models. Airbus anticipated manufacturing an additional 127 A340s through 2016, marking the expected conclusion of its production run by 2007.

In 2011, the unit prices were approximately US$238 million for the A340-300, US$261.8 million for the A340-500, and US$275.4 million for the A340-600. On November 10, 2011, Airbus declared the end of the A340 program after fulfilling all confirmed orders. This decision followed a cessation in sales of the A340-500 and -600 variants; industry analysts attributed this to the aircraft’s greater weight and higher fuel consumption relative to Boeing’s 777-300, rendering it less competitive amid rising fuel costs. The managing director of DVB Bank noted airlines’ hesitance to operate this model, evidenced by diminished lease rates and residual values.

During the economic downturn known as the Great Recession, Airbus introduced buy-back guarantees in an attempt to boost A340 sales amid sluggish demand. By 2013, resale values had declined by roughly 30% over a decade, causing significant financial write-downs for both Airbus and Rolls-Royce. Some market experts projected that prices for airworthy A340s powered by CFM56 engines could drop below $10 million by 2023.

Airbus positioned pre-owned A340s as economical alternatives to aging aircraft such as the Boeing 747-400, highlighting their favorable acquisition costs and maintenance expenses compared to brand-new Boeing 777s. Nevertheless, by 2013, the ultra-long-haul segment remained relatively specialized; the A340 found its optimal role on extended routes with low passenger volumes from challenging airports or as temporary charter aircraft. This market reality was reflected in lease pricing: a decade-old A340-300 commanded approximately $320,000 per month versus about $1.3 million for a 777-300ER of similar age.

Fuel consumption differed among variants: the lighter A340-300 used around 5% less fuel per flight carrying 300 passengers than a comparable 777-200ER, whereas the heavier A340-600 consumed roughly 12% more fuel than a 777-300ER.

To enhance residual values, Airbus proposed interior reconfigurations featuring single-class layouts accommodating up to 475 seats. Rolls-Royce introduced maintenance programs designed to reduce costs by salvaging components from retired engines, capitalizing on the Trent 500’s relatively low upkeep requirements. Airbus designated its larger A350 models—the A350-900 and A350-1000—as successors to the A340-500 and -600 series.

The ACJ340 remains available through Airbus Corporate Jets, offering conversions of retired A340 airframes into VIP-configured transports.

Design

The Airbus A340 is a wide-body passenger jet and represents Airbus's inaugural long-range aircraft powered by four turbofan engines. It shares numerous components with the A330 series, including identical fly-by-wire flight control systems and similar wing designs, benefiting from technological advances initially developed for earlier Airbus models like the A320 with its glass cockpit. Utilizing four engines allowed it to circumvent ETOPS restrictions, thereby reducing operational limitations.

The wings on the A340-200 and -300 closely resemble those of the A330 but incorporate both engine pylons to distribute weight more evenly and reduce wing root bending moments at equivalent maximum takeoff weights (MTOW), supporting extended range capabilities. However, having four engines results in greater fuel consumption compared to the twin-engine A330 variants. Designed by British Aerospace (BAe), the wings feature a high aspect ratio to enhance aerodynamic efficiency. Their sweep angle is set at 30°, enabling a maximum operating Mach number of 0.86. To maintain span and aspect ratio without excessive weight penalties, these wings possess a relatively thick cross-section with a thickness-to-chord ratio near 12%, which is higher than that found on comparable jetliners.

Each wing is equipped with tall winglets replacing earlier Airbus wingtip fences. After the failure of the ultra-high-bypass IAE SuperFan engine project, wing modifications were implemented including span extensions from an initial length up to a size comparable with that of a Boeing 747-200 but with approximately 35% less wing area.

The cockpit employs an adapted version of the A320’s glass cockpit featuring side-stick controls and six primary electronic displays that transitioned from cathode-ray tube technology to liquid crystal displays over time. Flight instrumentation is managed through an Electronic Flight Instrument System (EFIS), while system monitoring utilizes an Electronic Centralised Aircraft Monitor (ECAM). The aircraft continuously assesses sensor inputs and alerts pilots to anomalies; crews can also access detailed system information digitally. Electronic manuals replace traditional paper documentation with optional web-based updates available.

Maintenance demands and associated costs were reduced by half compared to those of the smaller Airbus A310 model due in part to enhanced engine control and monitoring systems that improved operational readiness. The centralized maintenance computer relays real-time data via satellite-based Aircraft Communications Addressing and Reporting System (ACARS). Although structural maintenance requirements remained consistent with previous designs, cabin amenities such as in-flight entertainment systems received significant enhancements.

Operational history

The A340-200 commenced commercial operations with its inaugural customer, Lufthansa, in 1993, soon followed by the A340-300 entering service with Air France. Lufthansa's initial A340, named Nürnberg (D-AIBA), began revenue flights on 15 March 1993. In Asia, Air Lanka (later Sri Lankan Airlines) became the first operator of the A340-300, receiving its aircraft in September 1994. British carrier Virgin Atlantic was an early adopter as well, operating multiple A340-300s and serving as the global launch customer for the A340-600 in 1997; Virgin Atlantic conducted the first commercial flight of the A340-600 in July 2002.

Singapore Airlines placed an order for 17 A340-300s and operated them until October 2003, at which point Boeing acquired these aircraft as part of a Boeing 777 deal. Subsequently, Singapore Airlines procured five long-range A340-500s, which entered service in December 2003. In February 2004, an A340-500 from Singapore Airlines completed the longest non-stop commercial journey globally between Singapore and Los Angeles. Later that year, it inaugurated an even longer non-stop route from Newark to Singapore (flight SQ 21), which was then the longest scheduled commercial flight worldwide. These services continued until Singapore Airlines retired the A340 fleet in favor of newer Airbus models such as the A380 and A350; their final A340 operation occurred in late 2013.

Primarily, the A340 has fulfilled roles as a medium-capacity long-haul aircraft, frequently replacing aging Boeing 747s due to enhanced profitability. Airbus also manufactured several A340s configured as large private jets for VIP clientele, introducing a specialized corporate jet version of the A340-200 in 2008 with an extended range capability.

The aircraft has been widely employed for transporting heads of state. The German Air Force's Flugbereitschaft acquired two A340-300s from Lufthansa for VIP government transport missions. Meanwhile, the French Air and Space Force operated two A340-200s as strategic transports until their sale in 2020. The unique one-off A340-8000 built for Prince Jefri Bolkiah was subsequently sold to Prince Al-Waleed bin Talal and later to Colonel Muammar Gaddafi; it was operated by Afriqiyah Airways under the name Afriqiyah One.

In 2008, rising jet fuel prices caused airlines to reduce ultra-long-haul flights exceeding 15 hours. Thai Airways discontinued its nonstop Bangkok–New York/JFK service and put four A340-500s up for sale due to break-even load factors surpassing available seats under high fuel costs. Similarly, Cathay Pacific curtailed trans-Pacific routes citing fuel expenses and reallocated capacity to shorter sectors like Hong Kong–Australia to maintain profitability. Industry analysts observed that improvements in twin-engine aircraft performance diminished demand for four-engine types like the A340 and Boeing 747 despite their relatively recent introduction.

By 2014, Singapore Airlines had phased out its A340 fleet, ending its record-setting SQ21/22 flights. Emirates expedited retirement of its A340 aircraft, fully writing down the value of its relatively young −500 series amid escalating fuel costs; president Tim Clark criticized their design as outdated given current fuel price environments.

International Airlines Group (IAG), which owns Iberia Airlines—the operator of the last production A340—has refurbished its fleet of A340-600s for ongoing use while retiring its -300 variants. This modernization enhanced both business and economy class cabins and increased business-class seating capacity without raising operational expenses. Lufthansa continues to operate both -300 and -600 models and has modified cabin layouts to boost revenue despite inherent fuel inefficiencies.

In 2013, Snecma revealed plans to utilize an A340 as a flying test platform for an open rotor engine under the European Clean Sky program; this innovative engine aims to enhance fuel efficiency but requires regulatory approval due to its unconventional design.

In January 2021, Lufthansa announced immediate retirement of its entire Airbus A340-600 fleet in response to the COVID-19 pandemic but reactivated these aircraft by mid-2022 to satisfy premium demand while maintaining operation of smaller -300 variants. Later that year, Portuguese charter airline HiFly made aviation history by landing an A340 on Antarctica.

By December 2021, worldwide operations of the A340 fleet had carried over 600 million passengers on more than 2.5 million flights amounting to over 20 million block hours, achieving a 99 percent operational reliability rate with zero fatal accidents.

Variants

Airbus A340 models
ICAO designator	Variant(s)
A342	A340-200
A343	A340-300
A345	A340-500
A346	A340-600

The Airbus A340 series comprises four distinct versions. The initial models, the A340-200 and A340-300, were introduced in 1987, with the −200 entering operational service in March 1993. Subsequently, the A340-500 and A340-600 were developed in 1997 and began service in 2002. Each variant also has a corporate jet adaptation.

A340-200

As one of the earliest configurations, the −200 accommodates 261 passengers in a three-class setup with a maximum range of , or alternatively 240 passengers over . It is the shortest member of the family and uniquely features a wingspan that exceeds its fuselage length. Equipped with four CFM56-5C4 engines and a Honeywell 331–350 auxiliary power unit, it was first delivered to Air France in May 1993. Despite its large wingspan and four-engine layout, its lower seating capacity relative to the enhanced −300 led to limited appeal among major airlines; only 28 units were produced. Boeing did not offer a comparable model.

A specialized variant, known as the A340-8000, was commissioned by Prince Jefri Bolkiah to achieve an extended nonstop range of . This aircraft incorporated increased fuel storage, a maximum takeoff weight (MTOW) similar to the −300 at , modest reinforcements to the landing gear, and CFM56-5C4 engines rated at thrust. Only one example was built and operated by Royal Brunei Airlines.

Apart from the −8000, several A340-200s have been adapted for VIP or military service with operators including Royal Brunei Airlines, Qatar Amiri Flight, the Egyptian government, Royal Saudi Air Force, Jordanian authorities, and the French Air and Space Force. Performance upgrade packages later enhanced some units to A340-213X standards, improving their range capabilities to .

By March 2024, nearly all operational A340-200s are utilized as VIP or governmental aircraft; Conviasa and Mahan Air remain as the sole commercial operators.

A340-300

The A340-300 variant first took flight on 25 October 1991 and entered commercial service with Lufthansa and Air France in March 1993. It typically carries 295 passengers in a three-class configuration over a range of . Powered by four CFM56-5C engines from CFMI and equipped with a Honeywell 331–350 auxiliary power unit, it was eventually replaced by the Airbus A350-900. Its primary market competitor was Boeing’s 777-200ER. Airbus delivered a total of 218 units.

The enhanced A340-300E model features an increased MTOW up to and more powerful CFM56-5C4 engines delivering thrust, extending its operational range between with a standard seating of 295 passengers. Lufthansa maintains the largest fleet with 30 aircraft. The latest iteration, known as the A340-300 Enhanced—first delivered to South African Airways in 2003 and later to Air Mauritius in 2006—incorporates upgraded CFM56-5C4/P engines alongside avionics and fly-by-wire improvements derived from the A340-500/600 series.

As of March 2024, there are still 61 Airbus A340-300s actively flying with airlines.

A340-500

Launched as the longest-range commercial airliner globally at its debut, the A340-500 made its maiden flight on 11 February 2002 and received certification later that year in December. Originally planned for Air Canada, delivery delays caused by their bankruptcy allowed Emirates to become the launch customer, inaugurating nonstop flights between Dubai and New York. This variant transports 313 passengers in a three-class layout across an impressive distance of 8650 nautical miles (16020 km). It features an extended fuselage by , larger wings with increased fuel capacity (50% more than the −300), higher cruise speeds, enlarged tail surfaces, and a unique four-wheel centerline main landing gear configuration. Power is supplied by four Rolls-Royce Trent 553 turbofan engines complemented by a Honeywell 331–600 auxiliary power unit.

Designed specifically for ultra-long-haul missions, it is capable of nonstop flights such as London to Perth; however, return legs often require refueling stops due to prevailing headwinds. Singapore Airlines operated this model on its Newark–Singapore nonstop route—the longest scheduled commercial flight at that time—from 2004 until its retirement in 2013 owing to high fuel expenses; it was subsequently replaced by the more fuel-efficient Airbus A350.

The A340-500IGW (Increased Gross Weight) variant offers an extended range of with an MTOW of , first flying in October 2006. It integrates structural reinforcements and larger fuel tanks borrowed from the A340-600 design. Thai Airways received the initial delivery in April 2007; Nigerian carrier Arik Air acquired two aircraft in 2008 for expanding international services. This version utilizes four Rolls-Royce Trent 556 turbofans.

Despite its impressive range performance, commercial success eluded the A340-500 due to operational inefficiencies—its relatively low passenger capacity combined with heavy structural weight—and difficulties managing ultra-long-haul flights laden with substantial fuel loads that compromised economic viability.

By May 2025, no commercial airlines operate the A340-500; remaining examples serve private or governmental roles for organizations such as Las Vegas Sands and Qatar Amiri Flight.

A340-600

Conceived as a successor to the early Boeing 747-200 and 747-300 models, the A340-600 accommodates 379 passengers in a three-class configuration over a significant range. It rivals the 747 in passenger capacity while providing 25% greater cargo space and delivering lower operational costs per trip and per seat. The aircraft's maiden flight took place on 23 April 2001, with Virgin Atlantic commencing commercial operations in August 2002. Its primary market competitor was the Boeing 777-300ER, and it was eventually supplanted by the Airbus A350-1000.

The A340-600 extends beyond the length of the −300 variant, exceeding the Boeing 747-400 by more than and surpassing even the Airbus A380 by . It held the title of the longest commercial airplane worldwide until the introduction of the Boeing 747-8 in 2010. Equipped with four Rolls-Royce Trent 556 engines producing thrust each, and featuring a Honeywell 331–600[A] auxiliary power unit, it includes strengthened landing gear to accommodate increased maximum takeoff weight (MTOW), along with an expanded wing and tail assembly. Optional lower deck compartments offer additional upper deck cabin area. In 2007, Airbus recommended operators reduce forward cargo load by due to excess weight in first and business class cabins negatively affecting cruise performance; this prompted some airlines to explore compensation claims.

The A340-600HGW (High Gross Weight) variant first took flight on 18 November 2005 and received certification in April 2006. This model supports an MTOW of , extending its range up to through structural enhancements, augmented fuel capacity, more powerful Rolls-Royce Trent 560 engines generating thrust each, and innovative manufacturing techniques such as laser beam welding. Emirates was initially the launch customer with a commitment for 18 units announced at the 2003 Paris Air Show but subsequently deferred and canceled their order indefinitely. Qatar Airways, also an early customer from that event, accepted delivery of only four aircraft beginning in September 2006 before allowing remaining options to lapse in favor of Boeing 777-300ER acquisitions.

By March 2024, there were still 33 A340-600 aircraft actively operated by nine airlines globally.

Military designations

B.L.19: () Designation used by the Royal Thai Armed Forces for the A340-541.

Operators

Out of a total production of 377 A340 aircraft delivered, 187 remained operational as of . The largest commercial airline operators include Lufthansa with 30 aircraft, Mahan Air operating 15, Conviasa with six, Edelweiss Air flying five, and Swiss International Air Lines maintaining four.

Deliveries

Deliveries
Type	Total	2012	2011	2010	2009	2008	2007	2006	2005	2004	2003	2002	2001	2000	1999	1998	1997	1996	1995	1994	1993
A340-200	28	-	-	-	-	-	-	-	-	-	-	-	-	-	-	1	3	3	5	4	12
A340-300	218	-	-	-	-	3	2	2	4	5	10	8	22	19	20	23	30	25	14	21	10
A340-500	34	2	-	2	2	1	4	5	9	7	2	-	-	-	-	-	-	-	-	-	-
A340-600	97	-	-	2	8	8	8	18	15	14	16	8	-	-	-	-	-	-	-
A340 family	377	2	–	4	10	12	14	25	28	26	28	16	22	19	20	24	33	28	19	25	22

Note: Delivery data is based on Airbus O&D statistics with detailed breakdowns from ABCD listings.

Accidents and incidents

While the A340 has not been involved in any fatal accidents to date, it has experienced six hull-loss events.

Accidents

Landing incidents

On 5 November 1997, Virgin Atlantic Flight 024 operating an Airbus A340-311 registered as G-VSKY ("China Girl") executed an emergency landing at London Heathrow Airport after partial extension of the left main landing gear. The aircraft underwent repairs and returned to active service.
On 29 August 1998, Sabena's Airbus A340-200 (OO-SCW) encountered right main landing gear collapse during touchdown at Brussels Airport, damaging engines and wingtip. All 259 passengers evacuated safely. Investigation revealed fatigue cracks caused gear failure; repairs allowed another sixteen years of operation before storage.
On 2 August 2005, Air France Flight 358 (A340-313E F-GLZQ) overran runway 24L at Toronto Pearson International Airport amid a thunderstorm, resulting in a crash and fire. All 309 onboard survived; injuries were reported for forty-three individuals with twelve serious.
On 9 November 2007, Iberia Flight 6463 (A340-642 EC-JOH) veered off runway at Mariscal Sucre International Airport in Ecuador. The landing gear collapsed and two engines detached. All 359 occupants evacuated without injury; the aircraft was declared a total loss.

Takeoff incidents

On 20 March 2009, Emirates Flight 407 (A340-541 A6-ERG) failed to achieve lift-off at Melbourne Airport, striking structures beyond runway end before successfully climbing away and returning safely. No injuries occurred. The plane was repaired and continued service for five years before retirement.

Incidents

Fire-related events

On 20 January 1994, an Airbus A340-200 operated by Air France (registration F-GNIA) was completely lost to fire while undergoing maintenance at Paris Charles de Gaulle Airport, constituting the first total loss of an A340 aircraft.
On 11 June 2018, a tow truck fire at Frankfurt Airport caused severe damage to a Lufthansa Airbus A340-300 (D-AIFA). The forward section of the plane sustained extensive harm, leading to its decommissioning. Ten ground staff suffered minor injuries.

Testing-related incidents

During ground testing on 15 November 2007, an Airbus A340-600 prototype (F-WWCJ) experienced catastrophic damage at Airbus’ Toulouse site. Due to deactivated safety mechanisms, the aircraft accelerated uncontrollably into a concrete blast wall, resulting in major structural impairment. Five individuals were hurt, four seriously, but no fatalities occurred. Originally intended for Etihad Airways as A6-EHG, this airframe was ultimately written off and later utilized for Virgin Atlantic’s cabin crew training in the UK.

Conflict-related destruction

On 24 July 2001, a SriLankan Airlines Airbus A340-300 (4R-ADD) was destroyed on the tarmac at Bandaranaike International Airport during an assault by Liberation Tigers of Tamil Eelam insurgents. This attack was part of a broader offensive that damaged or destroyed 26 aircraft.

Specifications

Variant	A340-200	A340-300	A340-500	A340-600
Flight crew	Two pilots
Seating capacity (3-class)	210–250 seats	250–290 seats	270–310 seats	320–370 seats
Typical seating configuration	303 (30 First + 273 Economy)	335 (30 First + 305 Economy)	313 (12 First + 36 Business + 265 Economy)	380 (12 First + 54 Business + 314 Economy)
Maximum exit limit	420 passengers (4 Type A doors, 9 abreast) / 375 passengers (8 abreast)	375 passengers (8 abreast) / 440 passengers (4 Type A doors, 9 abreast)	375 passengers (8 abreast)	440 passengers (8 abreast)
Length	59.4 metres (194 ft 11 in)^*	63.69 metres (208 ft 11 in)^*	67.93 metres (222 ft 10 in)^*	75.36 metres (247 ft 3 in)^*
Wingspan	60.3 m (198 ft)		63.45 m (208.2 ft)
Wing area and sweep angle	363.1 m² (3,908 sq ft), sweep: 29.7°, aspect ratio ~9.7		437.3 m² (4,707 sq ft), sweep: 31.1°, aspect ratio ~9.2
Height	17.03 m (55.9 ft)	16.99 m (55.7 ft)	17.53 m (57.5 ft)	17.93 m (58.8 ft)
Fuselage width	Cabin: 5.287 metres (17.35 ft), External: 5.64 metres (18.5 ft)
Cargo capacity volume	^{[convert: invalid number]}	^{[convert: invalid number]}	^{[convert: invalid number]}	^{[convert: invalid number]}
Maximum takeoff weight (MTOW)	275 t (271 long tons; 303 short tons)	276.5 t (272.1 long tons; 304.8 short tons)	380 t (370 long tons; 420 short tons)
Maximum payload capacity	51 t (50 long tons; 56 short tons)	52 t (51 long tons; 57 short tons)	54 t (53 long tons; 60 short tons)	66 t (65 long tons; 73 short tons)
Operating empty weight (OEW)	118 t (116 long tons; 130 short tons)	131 t (129 long tons; 144 short tons)	168 t (165 long tons; 185 short tons)	174 t (171 long tons; 192 short tons)
Fuel capacity maximum	110.4 tonnes (243,395 lb)		175.2 tonnes (386,292 lb)	155.5 tonnes (342,905 lb) [164 tonnes with auxiliary tank]
Engine model (×4)	CFM International CFM56-5C		Rolls-Royce Trent 553	Rolls-Royce Trent 556
Thrust per engine unit	Approximately 139–151 kN		Approximately 55,780–61,902 lbf
Maximum and cruising speeds	Maximum: Mach 0.86 at FL390; Cruise: Mach 0.82 at FL390
Range with three-class layout	13,500 km (7,300 nautical miles)	12,408 km (6,700 nautical miles)	16,670 km (9,000 nautical miles)	14,450 km (7,800 nautical miles)
Takeoff distance at MTOW, sea level ISA conditions	^{[convert: invalid number]}	^{[convert: invalid number]}	^{[convert: invalid number]}	^{[convert: invalid number]}
Service ceiling altitude	^{[convert: invalid number]}	^{[convert: invalid number]}

Technical line illustrations

Engines

Model	Certification Date	Engine Type
A340-211	22 December 1992	CFM56-5C2
A340-212	14 March 1994	CFM56-5C3
A340-213	19 December 1995	CFM56-5C4
A340-311	22 December 1992	CFM56-5C2
A340-312	14 March 1994	CFM56-5C3
A340-313	16 March 1995	CFM56-5C4
A340-541	3 December 2002	Rolls-Royce Trent 553-61 / 553A2-61
A340-542	15 February 2007	Rolls-Royce Trent 556A2-61
A340-642	21 May 2002	Rolls-Royce Trent 556-61 / 556A2-61
A340-643	11 April 2006	Rolls-Royce Trent 560A2-61

References

Notes

References

Bibliography

External links