The Airbus A310 is a medium- to long-range twin-engined widebody jet airliner. Launched in July 1978, it was the second aircraft to enter production by Airbus Industrie,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.
During the development of the original Airbus A300, a range of aircraft size and capacity were studied; the resulting Airbus A300B was one of the smaller options. When the A300B1 prototypes emerged, a number of airlines asked for greater capacity, which resulted in the initial production A300B2 version. As the A300 entered service, it became increasingly apparent that there was also a sizable market for a smaller aircraft; some operators did not have enough traffic to justify the relatively large A300, others wanted more frequency or lower aircraft-mile costs at the expense of higher seat-mile cost, (specifically Swissair and Lufthansa).
Airbus reduced the Research & Development costs of a smaller A300 to a minimum, studying several early projects called A300B10MC (Minimum Change). Capacity was reduced 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.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 participate in future programmes, although the company's chairman, Lord Beswick, publicly stated that the aim was really to collaborate in Europe.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".
Airbus A310 specifications:
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)
Capacity 218 passengers (3-class)
240 passengers (2-class)
280 passengers (1-class) 33t cargo 218 passengers (3-class)
240 passengers (2-class)
280 passengers (1-class) 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
(fully loaded) 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)
Airbus A310 seating chart:
Class Seats
Business 18
Economy 204
Airbus A310 aircrafts:
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
Airbus A310 crashes:
30 January 2000:
Kenya Airways Flight 431 crashed in the Atlantic Ocean shortly after takeoff from Abidjan on 31 January 2000.
12 July 2000:
Hapag-Lloyd Flight 3378, an A310-304, crashed during an emergency landing in Vienna due to fuel exhaustion.
6 March 2005:
Air Transat Flight 961, an Airbus A310-308, en route from Cuba to Quebec City with nine crew and 261 passengers on board, experienced a structural failure in which the rudder detached in flight. The crew returned to Varadero, Cuba, where they made a safe landing. It has been established that no unusual rudder inputs had been used by the crew during the flight, they were not manipulating the rudder when it failed and there was no obvious fault in the rudder or yaw-damper system. The investigation that followed determined that the manufacturer's inspection procedure for the composite rudder was not adequate. Inspection procedures for composite structures on airliners were changed because of this accident.
9 July 2006:
S7 Airlines Flight 778, an Airbus A310-324 jet from Moscow carrying 196 passengers and eight crew, overshot the runway at Irkutsk in Siberia, plowed through a concrete barrier and caught fire as it crashed into buildings. Reports said that 70 of the 204 on board survived, with 12 missing. 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.
12 March 2007:
Biman Bangladesh Airlines Flight BG006, an A310-325 carrying 236 passengers and crew, suffered a collapsed nose gear during its takeoff run. 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.
10 June 2008:
Sudan Airways Flight 109, an A310-324 from Amman, Jordan carrying 203 passengers and 11 crew, ran off the runway while landing at Khartoum International Airport during bad weather. Soon afterward a fire started in the aircraft's right wing area. As of 12 June reports confirmed 30 people killed with another six missing.
30 June 2009:
Yemenia Flight 626, an A310-324 flying from Sana'a, Yemen, to Moroni, Comoros crashed into the Indian Ocean shortly before reaching its destination. The aircraft was carrying 153 passengers and crew; there was one survivor, a 12-year-old girl.
Airbus A310 safety record:
S7 is currently the largest Russian domestic airline (even larger than Aeroflot).
On July 9, 2006, an S7 Airbus A310 could not stop after landing at Irkutsk airport and crashed into garages. There were 124 fatalities and 79 survivors.
The aircraft's safety features include system redundancy. The aircraft operates three fully independent hydraulic systems operating simultaneously with fully independent circuits and with fire-resistant hydraulic fluid. If any circuit were to fail then full flight control of the aircraft is retained.
The Honeywell 331-250 auxiliary power unit can be started and operated throughout the flight of the aircraft. Two electrical generators are engine driven and a third generator is driven by the auxiliary power unit. Each of the three generators has sufficient power capacity to operate all the aircraft's systems and equipment for sustained safe flight.
Airbus a310 MRTT:
The Airbus Industrie A310 MRTT is a wide-bodied multirole tanker transport aircraft derived from the Airbus A310-300 civil passenger and transport aircraft. The production of the aircraft has been terminated, but it is still in service with German and Canadian Air Forces.
The A310 MRTT can be readily converted to: air-to-air refuelling tanker, all-cargo transporter, medical evacuation aircraft, and an all-passenger transporter or combination of VIP, passenger and cargo transporter roles.
Four A310 MRTT aircraft are in service with the German Air Force. The first took its maiden flight in December 2003 and was delivered in October 2004. The A310 were already in service with the German AF as transports and aircraft conversion for in-flight refuelling was carried out by Airbus Deutschland and Lufthansa Technik.
Airbus A310 MRTT deliveries:
EADS delivered the first A310 MRTT fitted with a new mission avionics package to the German Air Force in June 2007. The new mission avionics allows the A310 MRTT allocation to the NATO Reaction Forces.
Two A310 aircraft of the Canadian Air Force were converted to the MRTT configuration. The aircraft are designated CC-150 Polaris. The first was delivered in October 2004.
For the air-to-air refuelling (tanker) role, the aircraft is equipped with five centre fuel tanks or Additional Centre Tanks (ACT), and with hose and drogue pods under the outer wings. The total fuel capacity is up to 96,920l (25,605USgl), which corresponds to 77,500kg (171,000lb).
In an all-cargo transport role, the maximum non-fuel payload is 37t (81,600lb). For the troop transport role, the aircraft can provide up to 214 seats. In a combined cargo / troop transport, 12 pallets and 54 troops can be carried.
A310 tanker systems:
The MRTT is capable of transferring 33t of fuel during a 3,000nm trail operation or 40t of fuel at 1,000nm with two hours on station. Fuel transfer during air-to-air refuelling is achieved by using the aircraft's centre tank as a collector tank. The fuel management system and the centre of gravity computer ensure automatic tank sequencing, centre of gravity control and engine fuel feed control.
Aribus A310 MRTTT cockpit:
The multi-role tanker transport is operated by a flight crew of three for all missions relating to Air-to-Air Refuelling (AAR): two pilots and the AAR operator. The AAR operator station is located in the cockpit just behind the captain. The two pilots have direct access to the majority of the information and controls concerning the AAR operational and safety aspects.
The pilots' stations are equipped with all interfaces for control and monitoring of the ACT tanks, formation and rendezvous lights, and military avionics. This configuration allows a mission to be carried out with the AAR operator's station switched off.
Engines:
The A310 MRTT is powered by two General Electric CF6-80C2 turbofan engines rated at 263kN of maximum thrust each. It is equipped with dual stage high pressure compressor and five-stage low pressure turbine.
The length and fan tip diameter of the engine are 4.2m and 2.69m respectively. The dry weight varies between 4,300kg and 4,472kg.
Performance:
The A310 MRTT can fly at a maximum speed of 978km/h. Its range is 8,889km. The aircraft weighs around 113,999kg and its maximum take-off weight is 164,000kg.
Airbus A310 seating chart sata:
Class Seats
Business 18
Economy 204
Airbus A310 for sale:
A310F 1986 407 OR CF6-80C2A2 Freighter OL 1202 IMM
A310 1991 565 OR CF6-80C2A2 0/0/2450/18/176 OL/A/S 1302 IMM
A300B4 1980 117 OR CF6-50C2 Freighter OL/A/S 0912 IMM
A310 1992 592 OR CF6-80C2 Freighter A 0912 OR
A310 1992 622 OR CF6-80C2 Freighter A 0912 IMM
A310-304 1989 494 OR CF6-80C2A2 0/12/225 A 1206 IMM
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