| A310 | |
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| Role | Wide-body jet airliner |
| Manufacturer | Airbus |
| First flight | 3 April 1982 |
| Introduction | April 1983 |
| Status | Out of production, in active service |
| Primary users | FedEx Express Air Transat Air India Pakistan International |
| Produced | 1983–2007 |
| Number built | 255 |
| Developed from | Airbus A300 |
| Variants | A310 MRTT CC-150 Polaris |
The Airbus A310 is a medium- to long-range twin-engine widebody jet airliner. Launched in July 1978, it was the second aircraft created by Airbus Industrie,[Nb 1] the consortium of European aerospace companies, which is now owned by EADS. The A310 is a shortened derivative of the A300, the first twin-engined widebody airliner.
The A310 (along with the A300) officially ceased production in July 2007 although the last delivery was in June 1998. As of August 2010, 255 A310s have been delivered, 193 of which are still in operation.
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During the development of the original Airbus A300, it was deemed too big; the resulting redesigned Airbus A300B was smaller. Curiously, when the A300B1 was built, a number of airlines asked for greater capacity. Therefore, besides the first two prototypes, every aircraft had since been longer. As the A300 entered service, it became increasingly apparent that there was a sizable market for a smaller aircraft. Some operators did not have enough traffic as justification for the A300, while others wanted more frequency, while others still (specifically Swissair and Lufthansa) wanted lower aircraft-mile costs at the expense of higher seat-mile cost.[1]
The logical thing to do, in order to offer an economic aircraft, was to firstly reduce the research and development (R&D) costs. To do this, Airbus had to keep the redesign of the existing aircraft to a minimum. The consortium embarked on several early projects called B10MC (Minimum Change). The A300 was cut back to 220 passengers, which was then a desired capacity from many airlines. However, this would result in a small fuselage mated to a comparatively large wing and oversized undercarriage, which would make the aircraft burn unnecessarily more fuel as it carries more weight. Another problem was the rate of inflation, which in the UK, during 1979–1980, was 35%. This would significantly raise the development costs, and thus the cost of the final product.[2]
During the A300's development, Hawker Siddeley Aviation was the subcontractor for the aircraft's wing, after the British government withdrew from the newly formed venture in 1969. HSA subsequently merged with three other companies in 1977, and by then, the British government had indicated its intentions to rejoin the programme. However, British Airways (BA) and Rolls-Royce did not relinquish their will to collaborate with the Americans, and, in BA's case, buy US aircraft. BA wanted to buy 7N7 and 7X7, which would develop into the Boeing 757 and 767, with the latter an intended rival to the upcoming A310, as well as the Boeing 747. The French government started talks in May 1976, saying that an order from BA was a condition for re-admission of the UK into Airbus Industrie as a full partner. As this went on, BAe held talks with Boeing and McDonnell Douglas to see if it (BAe) could partake in any future programmes, although the company's chairman, Lord Beswick, publicly stated that the aim was really to collaborate in Europe.[3] At the 1978 Farnborough Air Show, Eric Varley, the British Secretary of State for Industry, announced that BAe wished to rejoin the Airbus Industrie as a full partner from 1 January 1979. This would mean BAe would be allocated 20% shareholding and would play "a full part in the development and manufacturing of the A310".[4]
From late 1977, before the Varley announcement BAe started work on the new wing at Hatfield. Simultaneously, Aérospatiale, MBB (Messerschmitt-Bölkow-Blohm) and VFW-Fokker held their individual studies into the new wing.
At the April 1978 Hanover Air Show, Airbus exhibited a model A310. Its wing area, at 219.25 m2 (2,360.0 sq ft) was slightly larger than that studied, at 209 square metres (2,250 sq ft); its fuselage was 12 frames shorter than the A300, accommodating typical passenger loads of 195 in two-class, or 245 in economy.[4] However, during the next 12 months, almost every aspect was further refined. On 9 June 1978, Swissair and Lufthansa developed a joint specification for the aircraft, and within a month, announced that they would place the launch orders. On 15 March, Swissair became the first airline to place a firm order for the type, announcing that it was to acquire ten with a further ten under option to replace McDonnell Douglas DC-9 series 30s on its major intra-European routes. Lufthansa quickly placed their $240 million 10-aircraft order. Air France and Iberia shortly followed.[4]
The increasingly strong interest in the aircraft, coupled with the recovery of the industry in the late 1970s, led Airbus to launching the A300B10, now known as the A310, into production on 7 July 1978. Lufthansa, on 1 April 1979, raised its commitment to 25 orders and 25 options. Two days later, KLM signed its order for 10 orders and 10 options at ₤238 million.[4][5][6] Like Lufthansa, Air France on 6 July 1979 raised its order from four to 35. Other airlines announcing orders for the A310 during 1979 included Martinair, Sabena and Air Afrique.[5][6]
Initially, two versions of the A310 were planned, namely the regional A310-100 and the transcontinental A310-200. The A310-100 had a range of 2,000 nmi (3,700 km) with 200 passengers, whilst the -200 had a higher MTOW and centre section fuel, and could carry the same load a further 1,000 nmi (1,900 km).[7] Basic engines offered included the General Electric CF6-45B2 and Pratt & Whitney JT9D-7R4 with the Rolls-Royce RB211-524B4 and the CF6-6 regarded as alternatives.
The range of the A310 exceeds that of the A300-series with the exception of the A300-600, which surpasses the A310-200. The ability of the A310 to go farther than earlier Airbus designs has led to the aircraft being used extensively on transatlantic routes. The A300 and A310 introduced the concept of commonality: A300-600 and A310 pilots can qualify for the other aircraft with one day of training.
Sales of the A310 continued and by the time the development A310-200 aircraft made its first flight on 3 April 1982, orders and options for 181 aircraft had been placed by 15 airlines worldwide, a somewhat better start than that of the original A300. It was clear that the longer-range series −200 aircraft was the more popular aircraft and Airbus decided in 1979 to stop offering the low gross weight series A310-100 (originally proposed for Lufthansa), none of which were built.[5]
Demand for the aircraft started to slow down and there were no new A310 passenger orders during the late 1990s, due to the introduction of the advanced technology Airbus A330. The A310 (along with the A300) ceased production in July 2007, though five orders from Iraqi Airways remained on the books until July 2008. The remaining freighter sales are to be fulfilled by the new A330-200F derivative.[8]
The A310 was marketed as an introduction to widebody operations for developing airlines. The A310 was replaced in Airbus' lineup by the highly successful A330-200, which shares its fuselage cross-section. Between 1983 and the very last aircraft produced in 1998, 255 A310s were delivered by Airbus.
The A300 and A310 established Airbus as a competitor to Boeing and allowed it to go ahead with the more ambitious A320 and A330/A340 families.
The A310 was a further development of the A300; the aircraft was initially designated the A300B10. Essentially a "baby" A300, the main differences in the two aircraft are:
The aircraft has a two crew "glass" cockpit as standard using CRT displays in place of the more traditional instrumentation, and modern electronic systems. The A310's flight deck was incorporated into the A300-600 enabling a dual type rating to be achieved. The flight deck has provisions for third and fourth crew seats.
The A310 is available in two basic versions, the medium range −200 and the longer range −300. The first version of the aircraft to be developed was the −200 but this was later joined by the −300 which then became the standard production version of the aircraft.
The first A310, the 162nd Airbus off the production line, made its maiden flight on 3 April 1982 powered by the earlier Pratt & Whitney JT9D-7R4D1 engines. The −200 entered service with Swissair and Lufthansa a year later. Also the late series −200 also featured wingfences just like the −300.
A convertible version, the seats can be removed and cargo placed on the main deck.
The freight version available as a new build or as a conversion of the existing wide-bodied aircraft. The A310-200F freighter has the capacity to carry 39t of freight over a distance up to 5,950 km.[11]
First flown on 8 July 1985, the −300 is dimensionally identical to the −200 except for the provision of increased MTOW and an increase in range, provided by additional centre and horizontal stabilizer (trim-tank) fuel tanks. This model also introduced wingtip fences to improve aerodynamic efficiency, a feature that has since been retrofitted to some −200s. The aircraft entered service in 1986, again with Swissair. The aircraft is also provided with a computerised fuel distribution system which allows it to be trimmed in flight resulting in less drag and therefore reduced fuel burn.
No production freighters of the A310 were produced. Operators such as FedEx Express instead adapt ex-airline A310s into freighters, most have been the −300 version. They are now the world's largest operator of A310's with 53 aircraft.
A convertible passenger/cargo version, the seats can be removed and cargo placed on the main deck.
The A310 has been operated by many of the world's airforces as a pure transport (A310-300 MRT), however several have now been converted to the "Multi Role Tanker Transport" configuration by EADS, providing an aerial refueling capability. At least six have been ordered; four by the German Luftwaffe and two by the Canadian Forces. Deliveries began in 2004. Three were converted at EADS EFW in Dresden, Germany; the other three at Lufthansa Technik in Hamburg, Germany. The Chilean Air Force has purchased two second-hand A310s to replace its ageing 707–320 'Aguila' tanker and transports. The first was received in October 2007.
The A310 has been used by the armed forces of the following countries:
By the end of production a total of 255 A310s had been ordered and delivered.
| 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 |
Since the accident, casualty figures have fluctuated, in part due to three people boarding the aircraft who were not on the passenger manifest, and some survivors walking home after being assumed trapped in the wreckage.[14]
Fourteen people suffered minor injuries in the accident at Dubai International Airport.The aircraft came to rest at the end of the runway and was evacuated, but blocked the only active runway and forced the airport to close for nearly eight hours. The aircraft was written off.[16]
| [20] | A310-200 | A310-200F | A310-300 | A310-300F |
|---|---|---|---|---|
| Crew | Two | |||
| Length | 46.66 metres (153 ft 1 in) | |||
| Height | 15.8 metres (51 ft 10 in) | |||
| Wingspan | 43.9 metres (144 ft) | |||
| Wing area | 219 square metres (2,360 sq ft) | |||
| Wing sweep | 28 ° | |||
| Cross section | 5.64 metres (18 ft 6 in) | |||
| Passengers (2-cls) | 240 | 33t cargo | 240 | 33t cargo |
| MTOW | 141,974 kg (312,342 lb) | 164,000 kg (361,600 lb)* | ||
| Empty weight | 80,142 kg (176,312 lb) |
72,400 kilograms (160,000 lb) | 83,100 kg (183,300 lb) |
73,900 kg |
| Max fuel | 55,200 L (14,600 US gal) | 75,470 L (19,940 US gal) | ||
| Cruise speed (M) | 0.80 (850 km/h.) | |||
| Max speed (M) | 0.84 (901 km/h.) | |||
| Ceiling | 12,500 m (41,000 ft) | |||
| Thrust (×2) | 50,000 pounds-force (220 kN) to 53,200 pounds-force (237 kN) | 56,000 pounds-force (250 kN) to 59,000 pounds-force (260 kN) | ||
| Engines | PWJT9D-7R4 or CF6-80C2A2 | PW4156A or CF6-80C2A8 | ||
| Range | 6,800 km (3,670 nm) Transcontinental |
5,550 kilometres (3,000 nmi) | 9,600 km (5,200 nm) Trans-atlantic |
7,330 kilometres (3,960 nmi) |
* 157,000 kg is standard for the −300, 164,000 kg is an option.
Source: French DGAC Type Certificate Data Sheet No. 145
| Model | Certification Date | Engines |
|---|---|---|
| A310-203 | 11 March 1983 | General Electric CF6-80A3 |
| A310-203C | 27 November 1984 | General Electric CF6-80A3 |
| A310-204 | 23 April 1986 | General Electric CF6-80C2A2 |
| A310-221 | 11 March 1983 | Pratt & Whitney JT9D-7R4D1 |
| A310-222 | 22 September 1983 | Pratt & Whitney JT9D-7R4E1 |
| A310-304 | 11 March 1986 | General Electric CF6-80C2A2 |
| A310-308 | 5 June 1991 | General Electric CF6-80C2A8 or CF6-80C2A2 |
| A310-322 | 5 December 1985 | Pratt & Whitney JT9D-7R4E1 |
| A310-324 | 27 May 1987 | Pratt & Whitney PW4152 |
| A310-325 | 6 March 1992 | Pratt & Whitney PW4156A |
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