Airbus A300

• Germany Germany
• France France
• Spain
• United Kingdom United Kingdom

The Airbus A300 is a twin-engine aircraft of the European aircraft manufacturer Airbus. The low-wing aircraft is the first Airbus aircraft and the first twin-engine wide-body aircraft in the world. The guy was the first joint project of all today merged to form EADS Aircraft and finished the then market niche of a wide-body aircraft for short and medium haul routes with about 250 to 300 seats. Final assembly took place in Toulouse (France). The first flight of the prototype took place on 28 October 1972 to the putting almost two years later on 30 May 1974 Air France. By the end of production on 18 April 2007 a ​​total of 561 units were built.

• 4.1 Technical innovations
• 4.2 Hull
• 4.3 wings
• 4.4 empennage
• 4.5 Suspension
• 4.6 Flight Control
• 4.7 aerodynamics

• 5.1 A300B1
• 5.2 A300B2 5.2.1 A300B2 -100
• 5.2.2 A300B2 -200
• 5.2.3 A300B2 -300

• 5.3.1 A300B4 -100
• 5.3.2 A300B4 -200

• 5.5.1 A300B4 - 600R

• 7.1 General
• 7.2 Tabulated list

History

Conception

In 1966 American Airlines was looking for a twin and much larger complement the Boeing 727 with 250 to 300 seats, as for the U.S. transcontinental flights, but should not be so large that it required a major airport. Boeing had to offer in this segment 767 15 years later until the introduction of Boeing nothing. In use here were mainly the three-beam long-haul aircraft McDonnell Douglas DC-10 and Lockheed L -1011 TriStar. In September 1967, decided the governments of France, Germany and the United Kingdom, together to create a counterweight to U.S. dominance in aviation. In addition to the already ongoing Concordeprojekt under the name Airbus A300 a conventional twin-jet passenger aircraft with 300 seats was planned. Since it was not allowed at the time of development of the A300 due to security considerations, with only two engines to make transatlantic flights, the Airbus A300 was designed to service high-volume short and medium distances. Formally, Airbus was founded in 1970 by the French Aérospatiale and DASA of Germany. The United Kingdom was, unlike France and Germany, resigned from the project. Hawker Siddeley, which should provide the wings, but remained without government involvement there. CASA of Spain joined in 1972.

Development

In the first months of development, the French and British governments questioned the necessity of the Airbus A300, which had its origin among other things, the lack of third and fourth engines. To solve this problem, the French aircraft manufacturer Sud Aviation and the British aircraft manufacturer Hawker Siddeley proposed a shortened version for only 250 passengers with the name of Airbus A250. This version was finally developed as Airbus A300B, since this is already the needed engines were available. Great influence on the successful development of the Airbus A300, the Supervisory Board Chairman of Airbus, Franz Josef Strauss at this time. In order to have better opportunities in the lucrative American market, were chosen for the American General Electric CF6 engine -50 and did not use a power unit of the British company Rolls- Royce. This led to a temporary withdrawal of the British government from the project; only the British Hawker Siddeley private company continued to develop the wings of the Airbus A300. First order was the French national airline Air France at that time in 1971, which extended the series version A300B2 ordered the same. The second followed in 1973 after the first flight the German Lufthansa.

On October 28, 1972, the first aircraft of the downsized to 250 seats type A300B took off. The approval was granted on 15 March 1974 the production model A300B2, on 30 May of the same year, Air France started operations with this type on.

Breakthrough for sale

The sale was initially slow, sometimes even 16 planes without buyers were produced. In addition to the Germanair, which became the German first operator on May 23, 1975, found to be more customer only the Air Siam, Korean Air, South African Airlines, Indian Airlines and the government airlines Air France and Lufthansa, which on 2 their first machine was able to receive in February 1976. A breakthrough Airbus achieved only after the U.S. airline Eastern Airlines mid-1970s, four A300 (including on- site service ) provided for six months free of charge. Since the aircraft were 30 % more economical than the Lockheed TriStar, the company eventually ordered in 1978, first 23 A300, a total of 32 even with this first major appointment of a non-governmental company that was still home to the U.S., the tide turned for the A300, and Airbus established itself as a serious competitor to the U.S. manufacturers Boeing, McDonnell Douglas and Lockheed. This was followed by orders by Pan Am, Continental Airlines and American Airlines; latter airline was one of the largest buyers of the Airbus A300.

Most copies were produced as a pure passenger aircraft with 250 to 300 seats, but also left on cargo convertible copies ( A300C ) and pure cargo aircraft ( A300F ) the workshops. The last copies of the passenger variant were ordered by Japan Air System 1999 ( JAS had now taken over ) to Japan Airlines in 2002 delivered. Since then, all ordered and delivered A300 aircraft were cargo type aircraft A300F4 - 600R with a maximum payload of 54 tons. Up to and including May 2005, a total of 135 orders for the A300F.

From the A300 initially the shortened A310 was derived, which was offered from 1978 and delivered from 1983.

Transatlantic ETOPS approval to

The A300 was the world's first twin-engine aircraft, which was authorized under ETOPS regulations. Without specific authorization had twin aircraft choose their route so that they could reach an alternate airfield in more than 60 minutes. The regulations were introduced in 1985 to even longer flights over water or uninhabited regions. The A300 was initially for flights up to 90 minutes ( ETOPS 90) admitted to the nearest alternate aerodrome, later versions with up to 180 minutes ( ETOPS 180). This has now become the industry standard for twin-engine long-range transport aircraft.

Cessation of production

After 2005, only seven new orders were received, of which the following year came no repeat business, the model in 2006 was taken out of the offering and announced the cessation of production of A300/A310-Reihe July 2007. The production will then be used for the newer Airbus series. Last delivery was a A300F4 - 600R for FedEx on July 12, 2007. Thus were a total of 816 aircraft of the A300/A310-Baureihe delivered, of which 561 A300. It is expected that 2025 will be used more than 350 A300 in air transport. The successor to the A300 Freighter takes the A330- 200F, the program launch took place at the beginning of 2007; Concepts of a succession model based on the Airbus A330 have been considered in the form of the A330- 100 variant, but never realized. A direct successor to the passenger version, it is not because there is currently no sufficient demand for medium-haul aircraft with the passenger capacity. The Boeing 757-300 with a similar number of seats and range, but as a standard aircraft fuselage, was terminated without direct successor to lack of demand. The plans by Boeing Boeing 787-3, a minimally larger widebody aircraft for 290-330 passengers and a similar range to the A300, now has no more orders and may never go into production.

Economic Aspects

The Airbus A300 successfully occupied the niche of a wide-body aircraft for short and medium distances; a transport segment, which is dominated by the past to the presence of small regional aircraft as well as the single-aisle aircraft. The A300 is and was therefore used because of their high capacity on the main routes between major airports in the continent (eg Frankfurt- London). There are enough passengers for several rounds of a wide-body aircraft per day. To date, there is no comparable aircraft; the planning of the Boeing 787-3 were adjusted due to the small number of prospective buyers. At the same size class as the A300 is the most economically very successful aircraft program, Boeing 767, which was, however, aligned from the outset on medium and long- haul flights. For example, the Boeing 767 was about for a long time, the aircraft most commonly transatlantic used, while the Airbus A300 for most transatlantic routes lacked the range; therefore the long-haul version A310 was developed. Only the late versions of the A300 can also be used for many long-haul flights; However, to date most of the Airbus A300 will be used in the short and medium- haul routes.

Manufacturing and logistics

From the very beginning, ie since the start of the A300 production, Airbus not produced at one location, but did produce the individual body parts of the company, who had founded Airbus. Parts of the A300, such as the wings, other components in France and Germany emerged in the UK. Between the towns mainly transported derived from the Boeing B -377 Super Guppy transport aircraft, the parts before the Airbus Beluga took over this task. In Toulouse ( France), we put that ultimately capable of flying shell. The interior as a last production step was taken in Hamburg- Finkenwerder. Then, the finished aircraft were transferred to Toulouse and delivered to customers.

Technology

Technical innovations

The A300 introduced several technical innovations, which are, of course, even for much larger aircraft such as the Boeing 777 today. The twin-engine design and engine thrust calculator, always stating the pilot, the engine setting for the lowest consumption, made ​​him particularly economical. The cockpit is conventionally equipped and designed for three crew members ( two pilots and a flight engineer). In later versions, a two-man cockpit was available as an option - with the introduction of the A300B4 -600 was then available as standard. This was achieved by an almost complete takeover of the then-new A310 cockpit, which the pilots all versions of the A310 and A300B4 -600 can fly with a license.

Hull

The body is made of aluminum A300 - shells with a circular cross -section. It is divided into nine sections to facilitate transport of the modules and completely pressure ventilation (including cargo compartments ). Only wheel wells, air conditioning sections and the rear end with the APU are not air conditioned. In the version A300B4 -600 many parts made ​​of carbon fiber composites are made. These include the cabin floor beams, the vertical tail, the spoiler and parts of the main landing gear. With the acquired from the A310 rear a larger cabin volume was determined by the set-back pressure bulkhead for the same length of the hull is reached and thus increases the passenger capacity. In all versions, three pairs are built large passenger and a pair of smaller service doors. The cargo compartments are accessible by two large cargo doors in the lower torso. They are designed for all common types of containers. The cargo compartments are equipped with a roller conveyor system.

Variants and developments of the fuselage of the A300 can be found in the Airbus A310, A330 and A340.

Wings

The A300 has cantilevered wings and is designed as a low-wing monoplane. The wings of the A300 are of conventional design; they are made of high strength aluminum and are partially reinforced with steel and titanium, two box spars with a third stringer in the middle part forming the superstructure. The sweep angle is 28 degrees. Both surfaces are firmly connected to the integrated in the fuselage wing box. In the wings, two fuel tanks are integrated. As buoyancy aids three-piece slats are attached with a boundary layer fence on the leading edge, complete with Krueger flaps (except A300B1 and A300B2 early ) on the fuselage. These are not discontinuous at the engine mount. Parts of the slat can be protected ( with hot engine bleed air) against ice formation in thermally need. At the trailing edge Fowler flaps are used as flaps which are interrupted at the engine mount. Here the aileron is attached, also are still ailerons for low speed installed on the wing outside. At the top seven spoiler are installed, which are used to support the ailerons and the air brakes. The outer ailerons and the boundary layer fence on the slats accounted for from the variant A300B4 -600, for small winglets were installed.

Tail

The tail unit is self-supporting and has a swept conventional construction, includes fins and rudders. It is not equipped with a Enteisungsmöglichkeit. In contrast to others, especially smaller aircraft, the horizontal stabilizer can be adjusted hydraulically to trim. A300B1 A300B4 -200 to have an all-metal construction, from the A300B4 -600 the rear of the A310 was taken with a rudder from carbon fiber composite materials. In the version A300B4 - 600R a trim tank is additionally installed in the horizontal stabilizer.

Landing gear

The chassis of the A300 consists of a nose landing gear with twin tires and two main gears, which are designed as car chassis with four tires. It is designed as a conventional retractable landing gear and hydraulically actuated. The nose wheel steering is also hydraulic. All eight main wheels are equipped with disc brakes made ​​of carbon, which are also hydraulically actuated. They also offer an anti -lock braking system and are temperature controlled.

Flight control

The complete flight control system is carried out mechanically on the control rods and cables, which are implemented on the control surfaces in hydraulic movement. Each control surface is driven irrespective of three redundant hydraulic systems. The trim is actuated electrically around all three axes, the horizontal stabilizer can also be adjusted by hand on an exercise bike. Slats and flaps are controlled hydraulically via a common lever in the cockpit. All A300 versions feature a powerful autopilot which is also approved for autoland. This has been continuously improved over the versions. In addition, the A300 has one of different powerful flight management systems (depending on the version) and an automatic thrust control.

Aerodynamics

A major part of the success of this type had the airfoil used for the first time at a large airliner with supercritical flow pattern. Such profiles are in the transonic range (above about Mach 0.75) significantly more resistant to calculate poorer economically than conventional laminar, however, very complex and only by means of CFD models. The necessary powerful computer stood before the 1970s for civil applications not yet available today are those profiles with fast subsonic machine standard. Contemporary assessments indicate that a conventional design of the same size would have a third engine, a larger wing by 27% and about 20 tons more structural weight required. Not least because this machine can be (as opposed to other models of that era ) still used economically. As such, the machine was a pioneering design and is in its historical meaning an important building block in the development of modern transport aircraft.

Variants

A300B1

The first two prototypes were running under the name A300B1. Compared to the later series machines they were still shorter by 2.65 meters and had only six large passenger doors as additions. The first prototype was scrapped in the early 1980 's. Some components of the machine (such as a fuselage section and the horizontal stabilizer ) have since been located in the Deutsches Museum in Munich. The second Airbus A300B1 was leased in November 1974 to the Belgian Trans European Airways (TEA ), which sublet the aircraft immediately to the Air Algérie. The aircraft was returned in January 1975, the TEA, which used it until 1990. Then it was used at the Brussels airport fire training purposes. On 9 July 2003, the machine was scrapped, which neither of the two original Airbus aircraft more fully exist. The TEA set the A300B1 one with a seating capacity of 300 passengers. During the six- week deployment in the Air Algérie the aircraft even offered 323 passengers. The A300B1 had a maximum takeoff weight of 132 tons. It was powered by two General Electric CF6 - 50A engines with a thrust of 220 kN.

A300B2

The first production models of the type were designated as A300B2. From 1978, Airbus divided them into three sub-variants. Basically, they differed from the A300B1 through the elongated by 2.65 meter hull and two additional emergency exit doors in the rear of the fuselage. In the A300B2 is a short-range model with a range 2100-3500 km. This type is now largely disappeared from air traffic. Only in Iran put Iran Air and Mahan Air have six copies of an on passenger flights. The first A300B2 (built 1973, serial number 003 ) was bought in 1998 by the French space agency CNES. Since then, the company Novespace leads in their order parabolic flights by it. The machine is also known as A300 ZERO -G (of English. Zerogravity = gravity ) known and today the oldest existing A300.

A300B2 -100

The drive was carried out by two engines from General Electric CF6 -50 with a thrust of 223 kN each with a maximum take-off weight of 137 tons. The first specimen was put into service by Air France in May 1974.

A300B2 -200

The A300B2 - 200, the maximum take-off weight was increased to 142 tons. This version was also added Krueger flaps at the wing root. The original name was A300B2K. It was also powered by General Electric CF6-50 engines with a thrust of 227 kN each. In 1976, South African Airways, the first copy.

A300B2 -300

The A300B2 -300 received structural changes to increase the landing weight. It was also the first A300B2 version, which was powered by Pratt & Whitney JT9D engines.

A300B4

As early as 1975, the designed for medium-range A300B4 was parallel to the A300B2 produced, which also had an average fuel tank and thus a greater range 6300-6500 km and an increased maximum take-off weight with the same design, besides, she was equipped with Krueger flaps. The A300B2 and A300B4 were together produced a total in 248 copies. As the version B2 is also this type almost completely retired from the active fleets of airlines: Besides some freighters five aircraft in Iran Air, Mahan Air and Ariana Afghan Airlines only remain in passenger service.

A300B4 -100

The A300B4 -100 had a maximum takeoff weight of 157.5 tons. It was equipped with General Electric CF6-50 engines with a thrust of 233 kN. The first copy with the registration D - AMAX and the serial number 12 was delivered on 23 May 1975, the German Germanair. There was also a variant of the A300B4 -120 was powered by Pratt & Whitney JT9 -D engines and had a slightly increased landing weight.

A300B4 -200

The A300B4 -200 was identical to the 100 version, but they had an increased maximum take-off weight of 165 tons and an increased landing weight. It was also powered by General Electric CF6-50 engines. The version with Pratt & Whitney JT9 -D engines was designated A300B4 -220. As A300C4 -200 there was a wagon version, which could be converted flexibly to transport cargo or passengers ( or both) and had a side loading door on the upper deck. The first machine was delivered in January 1980 to Hapag -Lloyd Flug. With the A300F4 -200 a pure cargo version was also produced for the first time, which was first delivered in 1986 on Korean Air Lines.

A300FFCC

In 1981 a widebody aircraft was the first time available as A300FFCC which had a two-man cockpit ( FFCC = Forward Face crew cockpit, or about forward oriented cockpit). In addition there was some more for the then new A310 and the A300 -600 advanced digital systems, but still without screens. This version was available as A300B2 as well as A300B4, but there were only nine of the A300B4 - 220ff with Pratt & Whitney JT9 -D engines for Garuda Indonesia and two as A300B4 - 203FF with General Electric CF6- 50 engines for Finnair, which started this at Kar - Air, produced. The machines of the Garuda are now retired and partially scrapped. The two machines of Kar - Air fly with Iran Air Tours.

A300B4 -600

This referred to in the parlance A300 -600 variant is a further development of the A300B4, which, with the same length, with the acquisition of the tail of the A310 and the resulting set back pressure bulkhead, however, has a larger usable interior. From the A310 was also almost taken over the entire avionics, including a protection against wind. Compared to the original A300B4 has the A300B4 -600 series with the same maximum take-off weight of 165 tonnes over an increased maximum landing weight, more powerful engines of the model GE CF6- 80 or Pratt & Whitney PW4000 (version A300B4 -620 ) and a greater range of 6800 kilometers. The wing of the A300B4 was maintained in principle, but aerodynamically improved. The outer ailerons were removed, the 7 spoilers per wing are now controlled electronically. The flaps and slats are now controlled electronically. At the wingtip winglets were attached. It has been replaced by aluminum carbon fiber reinforced plastic in many areas, brought a weight saving. The A300-600 series with 313 of the total 561 A300 is the most successful type. The first copy was in the spring of 1983 to Saudi Arabian Airlines, from 1984 only this type was made ​​.

Also from this there was again sub-variants. These are in addition to the basic version of the A300 -600 A300C4 -600, that could easily be converted from a passenger to a freighter version, and the first time in 1985 delivered freight-only version A300F4 - 600th

A300B4 - 600R

The range has been extended by as adopted by the A310 -300 trim tank in the horizontal stabilizer on 7500 km and increased maximum take-off weight to 170.5 tons. With the trim tank and the system for dynamic weight transfer of the fuel was assumed that established optimizing the center of gravity in flight. This allowed the fuel consumption can be reduced. It was first delivered in 1988 to launch customer American Airlines. Since 1989, all corresponded delivered the A300 - 600R standard, but not all airlines ordered a version with trim tank. The last delivery of a passenger -A300 ( A300B4 - 622R a ) took place in November 2002 Japan Airlines. From the A300- 600R Airbus again offered a cargo version, which was called A300F4 - 600R. At the last newly built machine it was this version, she went on 12 July 2007 at FedEx.

A300B4 - 600ST

A special form of the A300 -600, the Airbus A300- 600ST (ST stands for Super Transporter) is, which is also called Beluga, since the shape of the fuselage is reminiscent of the beluga whale. It is a specially designed for large loads transport aircraft and is used primarily to transport aircraft sections between Airbus sites, which are distributed throughout Europe. Presented at the beginning of the Super Guppy from this, but since the parts were always greater with the development of the Airbus A330/340, were developed from the series of the Airbus A300 Airbus A300- 600ST. The first flight took place in September 1994.

In its huge cargo area with a chamber volume of more than 1,400 cubic meters, the Beluga carry a payload of about 47 tons. The cargo space is 37.7 meters long and has a loading width of 5.43 m. The fuselage diameter is 7.40 meters. With these dimensions, the Beluga accommodate a fully equipped wing pair for the Airbus A340 or a large part of the fuselage of the Airbus A319. The capacity of the Beluga is greater than that of a C-5 Galaxy, the An -124 or C- 17th Only the cockpit area is designed as a pressurized cabin. The cargo space is neither heated nor pressure-tight and is therefore not accessible during flight.

At a speed of 750 km / h ( Mach 0.7 ) he has fully loaded a range of about 1700 kilometers. At half the payload it increases to 4600 km.

It only five copies of the type Airbus A300- 600ST were produced. An open demand of cargo airlines, it has not initially been for a long time. All "Beluga " aircraft will be operated by the Airbus subsidiary, Airbus Transport International and fly almost exclusively for them. This company rents the " beluga ", including pilots now for bulk transport increasingly to other organizations. For example, the Bundeswehr or the ESA have this possibility already used several times; the Bundeswehr for transporting helicopters, and ESA for the space laboratory Columbus.

Airbus led by longer -term studies to develop a successor based on the A340. Equivalent to the Beluga stood the transport of A380 components ( wings, fuselage barrels ) in the foreground. However, these variants were discarded, instead, the individual parts then brought to the final assembly by ship and heavy-duty trucks to Toulouse.

Under the designation A330- 200XL is now back at Airbus, a larger successor to the Beluga in conversation. Reason for these considerations are the aging of the existing fleet and potential capacity constraints. About the realization of this successor is not yet decided.

Other concepts of the A300

Early on Airbus worked on a wide variety of versions of the A300 with the names A300B1 to A300B10. After initial studies initially only the concepts A300B1, B2 and B4 were persecuted. Later the concept A300B10MC originally envisaged only a shortening of the hull by about eight meters over the A300B2 followed. MC stood for " minimum change", ie minor changes. Breakfast, however, it became apparent that significant changes to the wing architecture and avionics would be necessary for a successful market introduction, was so decided, finally, to offer the model under the new model series designation Airbus A310. The concept B9 was pursued; therefrom later the concepts TA9/TA11, which showed the A330-/A340-Programm emerged. All these models have the body diameter and the cockpit section in common, but with more advanced avionics.

Incidents

Since the introduction of the A300 in 1972 there were 52 incidents in which at least 1429 people were killed. 25 machines were completely destroyed or had to be written off at least; Reasons for this include crashes for example, minor accidents and kidnappings. In total 17 people died in 1126 total losses. Some notable incidents are:

• Iran Air flight 655 was taken on July 3, 1988 by a surface to air missile, causing the tail and one wing were demolished and the aircraft crashed into the sea. In this case, all 290 occupants were killed. The missile was fired from a ship of the United States Navy, the USS Vincennes, after a misidentification of the Aegis combat system on the assumption that it was in the detected aircraft to an enemy F-14 Tomcat.
• The Flight 268 Pakistan International Airlines crashed on 28 September 1992 on approach to Kathmandu from a mountain. All 167 passengers and crew members lost their lives.
• When landing on the Japanese Nagoya Airport on April 26, 1994, the mode has been inadvertently activated for start of China Airlines co-pilot. When attempting to capture the other hand, the autopilot controlled the machine ultimately with 52.6 ° upwards. After the withdrawal of the nudge it came at a height of about 500 meters from one stall, the plane crashed in the field then from the runway. 264 of 271 passengers were killed.
• When approaching Medan Flight 152 crashed the Garuda Indonesia Airways on 26 September 1997 in a wooded area, 30 kilometers from the airport. Apparently, the crew had been confused by false, contradictory or unclear announcements of air traffic control and steered the plane in the wrong direction. 234 people on board died.
• Since the altitude when landing on 16 February 1998 at the Taipei Chiang Kai Shek Airport was too high, the China Airlines crew decided durchzustarten. The machine drove it straight up until it came to a stall at an inclination angle of 42.7 ° and a speed of 45 knots. The machine struck in the area of the runway on the ground and slid into built-up area, where it burst into flames. 203 people lost their lives.
• After the start of American Airlines flight 587 in New York on 12 November 2001 747 significant turbulence presented themselves through a forward- flying Boeing. The flying co-pilot tried to counteract aggressive with the rudder and hit it several times fully in both directions, as well as the thrust was increased. Thus, the operating limits of the aircraft have been exceeded, the rudder broke off, and the pilots lost control of the aircraft. The crash occurred as high forces that still in the air, both engines were torn from the wings. 265 people died, including five in the homes of Queens, in which overthrew the fully fueled aircraft.

• An incident without human sacrifice A DHL cargo plane A300 -B4 -203 (F) occurred on 22 November 2003. Was hit shortly after takeoff from Baghdad at an altitude of 2500 meters from a ground - to-air missile on the left wing whereby the wing tip and the tank therein was damaged and caught fire. In addition, all three hydraulic control circuits fell out, causing the aircraft was controllable only via the engine thrust. Nevertheless, we succeeded the crew to Baghdad to return and land the aircraft after 25 minutes of flight without significant additional damage, although the machine ran off the runway and after breaking through a fence rolled down an embankment. Similar incidents with machines from other manufacturers, which were accompanied by the total failure of the hydraulic control system, United Airlines Flight 232 and Japan Airlines Flight 123, both of which ended in spite of remarkable achievements of the Department in disaster were.

• On August 14, 2013 crashed when UPS Airlines Flight 1354 Airbus A300 F4 - 622R with the registration N155UP (built in 2003) of the air freight company UPS Airlines in a meadow near the airport Birmingham - Shuttlesworth International Airport, Alabama, United States. The two pilots were killed.

Sales and use

Generally

The world's largest A300 fleet in the passenger version is currently (as of September 2011) still used by Thai Airways with 13 machines of the type which will however be completely phased out by the end of 2014. Lufthansa was with 25 machines the largest European operator of the A300 and instrumental in the definition of the type. Used was the A300 to serve busy domestic German and European lines, such as Frankfurt - London Heathrow or Frankfurt - Berlin- Tegel; in exceptional cases, they were also still used transatlantic. Meanwhile, Lufthansa has however taken out of the model. The last flight of a Lufthansa Airbus A300- 600 ( D- AIAM ) was the return flight from Rome to Frankfurt on July 1, 2009. Late August of the same year, the A300 was ausgeflottet also from the former largest operator American Airlines. Except for Thai Airways there is thus no significant deals more employing the passenger version of the flight pattern of regular services. The last operator in Europe Monarch Airlines mustered out their passenger A300 in April 2014.

The two largest A300 fleets worldwide are operated by the cargo carriers FedEx and UPS Airlines that operate 63 or 55 A300F. 42 FedEx machines were purchased directly from Airbus, while it is the conversion of passenger Machine with the other copies. UPS Airlines has acquired all 53 A300F in the fleet directly from Airbus and is therefore the largest single customer for the model. The A300F is not least with 193 active machines (as of 2/2012 ) is the second most common cargo aircraft after the Boeing 747

Tabulated list

(As all data: September 30, 2013 Source: Airbus)

Specifications